WO2014132553A1

WO2014132553A1 - Travel guide device for electric vehicles

Info

Publication number: WO2014132553A1
Application number: PCT/JP2014/000387
Authority: WO
Inventors: 良憲川畑
Original assignee: 株式会社デンソー
Priority date: 2013-02-26
Filing date: 2014-01-27
Publication date: 2014-09-04
Also published as: JP2014163819A

Abstract

A travel guide device for electric vehicles includes a display control unit (11) that causes a first possible travel range calculated with reference to an electricity economy for a first road type and a second possible travel range calculated with reference to an electricity economy for a second road type to be displayed on a map screen with reference to a current position of the electric vehicle. In this way, the driver of the electric vehicle can easily know the possible travel range for each road type.

Description

Travel guidance device for electric vehicle

Cross-reference of related applications

This disclosure is based on Japanese Patent Application No. 2013-35648 filed on February 26, 2013, the contents of which are incorporated herein.

The present disclosure relates to a travel guide device for an electric vehicle (for example, an electric vehicle).

There are many known travel guidance devices for electric vehicles that display a travelable distance or a travelable range on a navigation map screen based on the current position of the vehicle (for example, Japanese Patent Application Laid-Open No. 7-85397). (See Japanese Patent Laid-Open No. 9-119839, etc.)
As is well known, at present, in an electric vehicle (electric vehicle) not equipped with an internal combustion engine, the number of rechargeable parts is less than the number of places where fuel can be filled, and the time required for charging is much longer than the time required for fuel filling. However, there are restrictions on use. For this reason, in such an electric vehicle, the travelable distance is very important information.

By the way, the travelable distance in an electric vehicle depends on the remaining charge and power consumption. Here, the “power consumption” is the amount of power consumed per unit travel distance or the travelable distance per unit power amount. This electricity cost corresponds to “fuel consumption” in an automobile equipped with an internal combustion engine. This electricity cost typically varies depending on the road type (highway, general road, etc.). Therefore, the travelable distance on the highway and the travelable distance on the general road may be greatly different.

In this regard, there has not been proposed a conventional device of this type that gives appropriate information to the driver based on such a viewpoint.

JP-A-7-85397 Japanese Unexamined Patent Publication No. 9-119839

This disclosure is intended to provide a travel guide device for an electric vehicle that gives appropriate information to the driver based on the electricity cost for each road type.

In the first aspect of the present disclosure, the travel guidance device for an electric vehicle is calculated based on the first travelable range calculated based on the power consumption on the first road type and on the power consumption on the second road type. A display control unit that displays the second travelable range on the map screen based on the current position of the electric vehicle.

In the travel guide device, the first travelable range calculated based on the power consumption in the first road type and the second travel calculated based on the power cost in the second road type. The possible range is displayed on the map screen. Thereby, the driver of the electric vehicle can easily grasp the travelable range for each road type.

In the second aspect of the present disclosure, the travel guidance device for an electric vehicle includes a display device that displays a current position of the electric vehicle on a map screen, and a first calculated based on the power consumption in the first road type. And a display control unit that causes the display device to display the travelable range and the second travelable range calculated based on the power consumption in the second road type. The first travelable range and the second travelable range are displayed on the map screen based on the current position of the electric vehicle.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing
FIG. 1 is a diagram illustrating a schematic configuration of a travel guide device according to an embodiment of the present disclosure; FIG. 2A and FIG. 2B are diagrams showing an example of a screen displayed on the screen display device shown in FIG. FIG. 3 is a flowchart showing a specific example of the operation of the travel guide apparatus shown in FIG. FIG. 4 is a flowchart showing a specific example of the operation of the travel guide apparatus shown in FIG.

<Configuration>
Referring to FIG. 1, a travel guide apparatus 10 according to this embodiment is mounted on an electric vehicle (not shown) (a vehicle that uses only a rotating electric machine driven by a battery as a power source but does not have an internal combustion engine). . The travel guide device 10 is mainly configured by a main controller 11. The main controller 11 corresponding to the “display control unit” of the present disclosure is a so-called microcomputer including a CPU, a ROM, a RAM, an interface, and the like. The main controller 11 informs the driver based on the current position of the host vehicle detected by a known position detector 12 (geomagnetic sensor 12a, gyroscope 12b, mileage sensor 12c, GPS receiver 12d, etc.). It is configured to provide information as appropriate.

The travel guidance device 10 includes a map data input unit 13, an operation input unit 14, a traffic information receiver 15, an external memory 16, a screen display device 17, a voice controller 18, and a speaker 19. ing.

The map data input unit 13 includes a storage medium (not shown). The map data input unit 13 inputs various map-related data (so-called map matching data for improving position detection accuracy, etc. in addition to map data) stored in the above storage medium to the main controller 11. It is provided to do.

The operation input unit 14 includes an operation unit (not shown) that is operated by a passenger (including a driver) of the electric vehicle described above. The operation input unit 14 accepts operations for executing various functions (destination setting, route search, current position correction, etc.) in the travel guidance device 10, and inputs an input signal based on the operations to the main controller 11. It is provided to input. The traffic information receiver 15 is provided to receive various types of information (traffic information, weather information, facility information, advertisement information, etc.) provided from the outside of the electric vehicle and to input the received contents to the main controller 11. It has been.

The external memory 16 is a rewritable nonvolatile storage medium (for example, a hard disk drive, a flash memory, etc.) that can retain the stored contents even when the ignition switch is turned off. The external memory 16 is provided so as to appropriately store various data processed by the main controller 11.

The screen display device 17 includes a display screen such as a liquid crystal display. This screen display device 17 is a map-related data input from the map data input unit 13 and a current position of the vehicle on the map data specified based on the input from the position detector 12 (hereinafter simply “current position”). And so on) are displayed on the above-described display screen. In the following description, the map display on the display screen in the screen display device 17 based on the map data is abbreviated as “map screen”. The voice controller 18 outputs voice guidance information to the occupant based on the processing result of the main controller 11 via the speaker 19.

The main controller 11 is connected to the vehicle control unit 20. The vehicle control unit 20 is provided so as to input the driving state of the electric vehicle (remaining charge amount, regenerative power amount, vehicle traveling speed, accelerator pedal operation amount, brake operation amount, etc.) to the main controller 11. . The configuration of the travel guide device 10 described above is the same as the basic configuration of a conventionally known so-called navigation device, and therefore, detailed description of the configuration of the travel guide device 10 is omitted in this specification.

<Overview of operation>
The outline of the operation in the configuration of the present embodiment will be described below. When the destination is set by an operation on the operation input unit 14, the main controller 11 searches for and sets an optimum guide route from the current position detected by the position detector 12 to the destination. Further, the main controller 11 displays the set guidance route on the display screen in the screen display device 17 so as to overlap the mark indicating the current position and the map screen.

Also, the main controller 11 calculates the travelable range based on the current remaining charge amount regardless of whether or not the destination is set (that is, whether or not the guidance route is set). Then, the main controller 11 displays the screen so as to superimpose the calculated travelable range on the mark indicating the current position and the map screen (when the guidance route is set, this guidance route is also superimposed). It is displayed on the display screen in the device 17. That is, the main controller 11 displays the travelable range on the map screen based on the current position.

Here, in the present embodiment, the main controller 11 displays the “simple display” shown in FIG. 2A and the “detailed display” shown in FIG. To do. In FIGS. 2A and 2B, a thick road indicates a highway and a thin road indicates a general road.

The “simple display” in FIG. 2A is a travelable range that is simply calculated for each road type (corresponding to the “first travelable range” and “second travelable range” of the present disclosure). Are displayed in a superimposed manner. Specifically, in the “simple display” in FIG. 2 (a), the vehicle travels on a highway (in addition to a national highway in a statutory road, including a motorway with a speed limit of 60km / h or more). A possible range and a travelable range when traveling on a general road are displayed. On the other hand, the “detailed display” in FIG. 2B corresponds to the travelable range calculated in detail in consideration of the change of the road type in the travel (planned) route (the “third travelable range” of the present disclosure). Display).

That is, in the “simple display” in FIG. 2A, the travelable distance Ra on the general road is calculated based on the electricity cost Da on the general road. Similarly, the travelable distance Rb on the highway is calculated based on the electricity cost Db on the highway. A circle centered on the current position and having a radius of Ra and a circle having a radius of Rb are displayed as concentric circles. In FIG. 2 (a), the outer side of the two concentric circles indicates the travelable range corresponding to the travelable distance Rb on the expressway (the electric cost Db on the expressway in this case is the average travel) It is assumed that the speed is 80 km / h.)

On the other hand, in the “detailed display” of FIG. 2B, a certain reference point located in a specific direction that forms an angle θ with the current traveling direction is identified with the current traveling direction at the current position as a reference. Then, based on the planned travel distance for each road type up to the reference point, the power consumption for each road type, and the current remaining charge, the travelable distance in the specific direction is calculated in detail. Then, by plotting the above-described travelable range for each angle θ in a range of θ = 0 to 360 degrees, a detailed travelable range centered on the current position is displayed.

Hereinafter, specific examples of processing for the above-described “simple display” and “detailed display” will be described with reference to the flowcharts of FIGS. 3 and 4. In FIG. 3 and FIG. 4, “step” is abbreviated as “S”. Each routine shown in the flowcharts of FIGS. 3 and 4 is stored in the above-described ROM in the main controller 11. When the routine of FIG. 3 is started at an appropriate timing, the above-described CPU in the main controller 11 executes processing corresponding to each step.

When the routine of FIG. 3 is started, first, at step 310, it is determined whether or not the travelable range is displayed on the map screen. When the display command or display setting of the travelable range by the occupant has not been performed (step 310 = NO), the processing after step 320 is skipped, and the processing of this routine is temporarily ended. In this case, neither the “simple display” in FIG. 2A nor the “detailed display” in FIG. Therefore, the description of this specific example will be continued below assuming that the determination in step 310 is “YES”.

In step 320, the electricity costs on the general road and the highway are read out. In this specific example, it is assumed that the electricity cost Da for the general road and the electricity cost Db (Wh / km) for the highway are stored in advance in the ROM in the main controller 11.

Next, in step 330, the travelable distance Ra (km) on the general road and the travelable distance Rb (km) on the expressway are calculated by the following equations. In the following equation, J is the remaining charge (Wh). Ka and Kb are performance coefficients. This performance factor is set for each road type in consideration of battery aging, amount of regeneration due to braking, system loss, and the like, and is stored in the external memory 16 (battery aging state). Since the detection of this is well known at the time of filing of the present application, description thereof is omitted).

Ra = Ka · J / Da
Rb = Kb · J / Db
Subsequently, in step 340, “simple display” and “detailed display” are selected. If “simple display” is selected (step 340 = YES), the process proceeds to step 350. In step 350, the “simple display” in FIG. 2A is performed using Ra and Rb calculated in step 330 described above. On the other hand, when “detail display” is selected (step 340 = NO), the process proceeds to step 360, and “detail display” in FIG. 2B is performed. A specific example of the “detail display” process will be described later (see the flowchart of FIG. 4). Thus, after the display process of the travelable range is performed according to the occupant's selection, the process of this routine is temporarily ended.

When “detail display” is selected in step 340 in the flowchart of FIG. 3 (step 340 = NO), the subroutine shown in the flowchart of FIG. 4 is started. When such a subroutine is started, first, in step 410, the power consumption for each road type is read out as in step 320 described above. However, in step 410, as described below, a more detailed power consumption (Wh / km) for each road type is read.

Expressway: D1 (Wh / km), general national road: D2 (Wh / km), general prefectural road: D3 (Wh / km), general city road: D4 (Wh / km), narrow street: D5 (Wh / km) (Note that the highway power consumption D1 here is the same value as the highway power consumption Db in the above-mentioned step 320. In this specific example, the general road power consumption Da in the above-described step 320 is (It shall be the same value as D4.)
Next, in step 415, the value of the direction θ is initialized (θ = 0). As will be described later, the value of θ is incremented for each predetermined angle Δθ. Subsequently, the process proceeds to step 420. In step 420, it is determined whether θ is 360 degrees. In this case, since θ is 0, the determination in step 420 is “NO”, and the process proceeds to step 430.

In step 430, the distance described above with respect to the direction that forms an angle θ (clockwise) on the map data when the current traveling direction at the current position (the time of execution of step 415) is 0 degrees. A reference point is identified using Ra (see step 330). This reference point is the point where the distance from the current position is closest to Ra among the points where the straight line drawn from the current position toward the angle θ direction intersects the road. In step 430, a planned travel route from the current position is searched for and set for this reference point. Further, in step 430, planned travel distances R1 to R5 for each road type in the set planned travel route are calculated.

Expressway: R1 (km), general national road: R2 (km), general prefectural road: R3 (km), general city road: R4 (km), narrow street: R5 (km)
In the following step 440, the used electric power W1 to W5 corresponding to the planned travel distance for each road type calculated in step 430 is calculated.

Expressway: W1 (Wh) = D1 · R1 / K1
General national highway: W2 (Wh) = D2 / R2 / K2
General prefectural road: W3 (Wh) = D3 ・ R3 / K3
General city road: W4 (Wh) = D4 · R4 / K4
Narrow street: W5 (Wh) = D5 ・ R5 / K5
Here, K1, K2, K3, K4, and K5 are performance coefficients on a highway, a general national road, a general prefectural road, a general city road, and a narrow street, respectively.

In the subsequent step 450, excess / deficiency power ΔJ is calculated by the following equation.

ΔJ = J- (W1 + W2 + W3 + W4 + W5)
In the subsequent step 460, correction using the travel (possible) distance corresponding to the excess / deficient power ΔJ is performed on the reference point. Specifically, the corrected travel distance ΔR is calculated from the power consumption according to the type of the road where the reference point exists (hereinafter referred to as “target road”) and the excess / deficiency power ΔJ. Then, the position moved by the distance ΔR on the target road from the reference point is specified as the farthest position where the vehicle can travel in the direction θ. The farthest position is a position closer to the current position than the reference point when ΔR is a negative value, and is a position farther from the reference point when the value is positive.

When the farthest position in the direction θ is specified in step 460, the process proceeds to step 470, and the farthest position is plotted on the map screen. Thereafter, the process proceeds to step 480, the direction θ is incremented by Δθ, and the process returns to step 420.

In this way, by repeating the above steps 430 to 470 while the direction θ is incremented by Δθ, the farthest position is specified for each Δθ. When the identification of the farthest position for 360 degrees from the current position ends (step 420 = YES), the process proceeds to step 490. In step 490, a plot of the farthest position for the entire circumference is connected, so that the “detailed display” of the travelable range as shown in FIG. 2B is performed on the map screen. Thereafter, the processing of this routine is temporarily terminated.

<Action and effect>
Then, the effect | action and effect by the structure of this embodiment are demonstrated. In the travel guide device 10 of this embodiment, the “simple display” includes a travelable range calculated based on the electric cost Da of a general road and a travelable range calculated based on the electric cost Db of an expressway. , Displayed on the map screen. Thereby, the driver of the electric vehicle can easily grasp the travelable range for each road type. In addition, the “detailed display” displays on the map screen the travelable range calculated using the electricity costs D1 to D5 for each of a plurality of road types, so that more detailed information on the travelable range can be obtained by the driver. Provided to.

<Modification>
Hereinafter, some typical modifications will be exemplified. In the following description of the modified examples, the same reference numerals as those in the above embodiment can be used for portions having the same configurations and functions as those described in the above embodiment. And about description of this part, the description in the above-mentioned embodiment shall be used suitably in the range which is not technically consistent. Needless to say, the modifications are not limited to those listed below. In addition, a part of the above-described embodiment and all or a part of the plurality of modified examples can be combined appropriately as long as they are technically consistent.

The present disclosure is not limited to the specific device configuration described above. For example, as the position detector 12, various sensors provided in the vehicle, such as a steering rotation sensor and a wheel speed sensor, are appropriately used. That is, among the above-described steering rotation sensor and the like, and the geomagnetic sensor 12a listed as an example of the position detector 12, the one that is actually used for the travel guide device 10 as the position detector 12 can be appropriately selected. As the operation input unit 14, a so-called remote controller or voice input device can be used as appropriate. Further, instead of the external memory 16, the built-in memory of the main controller 11 or the above-described storage medium in the map data input unit 13 can be used.

This disclosure is not limited to the specific operation mode described above. For example, the “simple display” in FIG. 2A and the “detailed display” in FIG. 2B may be switched to each other as in the above-described specific example, or both may be simultaneously displayed on the map screen ( That is, it may be displayed. Further, in step 430 of the flowchart of FIG. 4, the distance Rb may be used instead of the distance Ra.

The electricity cost may be a travelable distance per unit power. In this case, the above formula is appropriately modified. In the above-described specific example, the general road power consumption Da in step 320 may be selected from any one of D2 to D5, or a value calculated from D2 to D5 (for example, Average value). When the average value is used, it may be a simple arithmetic average value of D2 to D5, or may be a value weighted in consideration of the existence ratio for each road type.

Electricity costs for each road type (Da, Db, D1 to D5 in the above-described specific examples) may be actually measured values, that is, learning values (Regarding actual measurement or learning of electricity costs, for example, Japanese Patent Laid-Open No. 9-191505, (See JP2003-219503A, JP2012-2222876A, etc.). In this case, the power consumption is stored in the external memory 16 in a rewritable manner. Then, actual measurement (learning) of the electricity cost is performed for each road type.

In particular, depending on vehicle characteristics (for example, vehicle body shape, that is, air resistance value) and driving tendency (for example, average travel speed) of the driver, the power cost Da on the general road is better than the power cost Db on the highway (unit: The value may be small in the case of Wh / km). For this reason, by learning the electricity consumption for each road type, it is possible to display the optimum travelable range according to the vehicle body characteristics and the driving tendency.

The road type classification mode is not limited to the specific example described above. That is, for example, a statutory high-speed automobile national road and other automobile-only roads may be distinguished from each other as different road types. Moreover, the classification of the road type in the general road may be different from the above specific example.

The subject of the present disclosure is not limited to the travel guidance device 10. That is, the object of the present disclosure includes, for example, a computer program that is read and executed by the CPU in the main controller 11 as a computer and that is configured to realize the above-described operations (each procedure). . Similarly, the subject matter of the present disclosure includes a computer-readable storage medium storing such a computer program.

This disclosure includes the following aspects.

As an alternative, the display control unit may display the third travelable range calculated using the power consumption in each of a plurality of road types on the map screen based on the current position. Furthermore, the display control unit may switch and display the first travelable range, the second travelable range, and the third travelable range. In this case, when the third travelable range calculated using the electricity costs in each of a plurality of road types is displayed on the map screen, the first travelable range and the second travelable range In addition, it is possible to provide the driver with information on the travelable range calculated in detail.

As an alternative, the travel guidance device may further include a memory that stores the electricity costs for the first road type and the electricity costs for the second road type, and a vehicle control unit that detects the remaining charge. The display control unit calculates the first travelable range from the power consumption and the remaining charge amount in the first road type. The display control unit calculates the second travelable range from the power consumption and the remaining charge amount in the second road type. Furthermore, the travel guidance device may further include an external memory (16) for storing the performance coefficient for the first road type and the performance coefficient for the second road type. The display control unit calculates the first travelable range by multiplying the remaining charge amount by the performance coefficient of the first road type and dividing by the power consumption in the first road type. The display control unit calculates the second travelable range by multiplying the remaining charge amount by the performance coefficient of the second road type and dividing by the power consumption in the second road type. The performance coefficient for the first road type and the performance coefficient for the second road type are determined in advance in consideration of the aging of the battery, the amount of regeneration due to braking, and the system loss.

Here, the flowchart described in this application or the processing of the flowchart is configured by a plurality of sections (or referred to as steps), and each section is expressed as S310, for example. Further, each section can be divided into a plurality of subsections, while a plurality of sections can be combined into one section. Further, each section configured in this manner can be referred to as a device, module, or means.

Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims

The first travelable range calculated based on the power consumption in the first road type and the second travelable range calculated based on the power consumption in the second road type are set as the current position of the electric vehicle. Having a display control unit (11) for displaying on a map screen as a reference;
A travel guide device for an electric vehicle.
The display control unit causes the third travelable range calculated using the electricity cost in each of a plurality of road types to be displayed on the map screen based on the current position.
The travel guidance apparatus according to claim 1.
The display control unit is configured to switch and display the first travelable range, the second travelable range, and the third travelable range,
The travel guidance apparatus according to claim 2.
A display device (17) for displaying the current position of the electric vehicle on the map screen;
Display control for displaying on the display device the first travelable range calculated on the basis of the power consumption on the first road type and the second travelable range calculated on the basis of the power consumption on the second road type Part (11),
The first travelable range and the second travelable range are displayed on the map screen based on the current position of the electric vehicle.
A travel guide device for an electric vehicle.
A memory (ROM) for storing the electricity costs for the first road type and the electricity costs for the second road type;
A vehicle control unit (20) for detecting the remaining charge,
The display control unit calculates the first travelable range from the power consumption and the remaining charge in the first road type,
The display control unit calculates the second travelable range from the power consumption and the remaining charge in the second road type,
The travel guidance device according to claim 4.
An external memory (16) for storing the performance coefficient in the first road type and the performance coefficient in the second road type;
The display control unit calculates the first travelable range by multiplying the charge remaining amount by the performance coefficient of the first road type and dividing by the electricity cost in the first road type,
The display control unit calculates the second travelable range by multiplying the charge remaining amount by the performance coefficient of the second road type and dividing by the electricity cost in the second road type,
The performance coefficient in the first road type and the performance coefficient in the second road type are determined in advance in consideration of the aging of the battery, the amount of regeneration due to braking, and the system loss.
The travel guidance device according to claim 5.