distance traveled calculation system and vehicle distance calculation method

专利摘要:
The present invention relates to a traveled distance calculation system (9) for a vehicle including a route history database (340) storing first data (d1) which includes an electricity consumption history of a target vehicle (1) and second data (d2), including a history of electricity consumption of a plurality of vehicles (2) other than the target vehicle (1); and an arithmetic unit (100) configured to calculate the distance traveled of the target vehicle (1) using at least one of the first data (d1) and the second data (d2). the arithmetic unit (100) is configured to set a utilization rate between the first data (d1) and the second data (d2) according to an operation of a target vehicle user (1) when calculating the vehicle's traveled distance target (1).
公开号:BR102017015605A2
申请号:R102017015605
申请日:2017-07-20
公开日:2018-10-30
发明作者:Katanoda Tomoya
申请人:Toyota Motor Co Ltd；
IPC主号:

专利说明:

(54) Title: DISTANCE DISTANCE CALCULATION SYSTEM AND DISTANCE DISTANCE CALCULATION METHOD FOR VEHICLE (51) Int. CL: G01B 11/14; G01B 11/02; G01C 3/22; G01S 17/93 (30) Unionist Priority: 07/26/2016 JP 2016146656 (73) Holder (s): TOYOTA JIDOSHA
KABUSHIKI KAISHA (72) Inventor (s): TOMOYA KATANODA (85) National Phase Start Date:
20/07/2017 (57) Abstract: The present invention relates to a distance calculation system (9) for a vehicle includes a route history database (340) that stores first data (Dl), which includes a history of electricity consumption by a target vehicle (1) and second data (D2), which includes a history of electricity consumption by a plurality of vehicles (2) different from the target vehicle (1); and an arithmetic unit (100) configured to calculate the distance traveled from the target vehicle (1) that uses at least one of the first data (Dl) and the second data (D2). The arithmetic unit (100) is configured to define an utilization index between the first data (Dl) and the second data (D2) according to an operation by a user of the target vehicle (1) when calculating the distance traveled from the vehicle Target (1).
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TARGET VEHICLE
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Invention Patent Descriptive Report for
DISTANCE DISTANCE CALCULATION SYSTEM AND DISTANCE DISTANCE CALCULATION METHOD FOR VEHICLE.
History of the Invention
Field of the Invention [001] The present description refers to a system and method for calculating the distance traveled by a vehicle.
2. Description of the Related Technique [002] In this description, the term distance traveled means the distance that a vehicle can travel while electrical energy, stored in the electrical storage device or fuel stored in the fuel tank (liquid fuel, such as gasoline , light oil and bioethanol, or gaseous fuel, such as hydrogen) is consumed up to a predetermined amount. The distance traveled includes the maximum distance that a vehicle can travel when electricity or fuel is the maximum amount, but is not limited to that. The distance traveled includes a distance that a vehicle can travel as long as electricity or fuel at an arbitrary point in time is consumed up to the predetermined amount.
[003] When calculating the distance covered by a certain vehicle, it is conceivable to use the historical data of the route actually covered by other vehicles in the past. For example, the shift control system for an electric vehicle disclosed in Japanese Application Publication No. 2013-070515 (JP 2013-070515 A) includes a route history database. In this route history database, the route history data including information on the type of vehicle for a plurality of electric vehicle, route of route and an amount of electric energy consumption. Petition 870170051034, of 07/20/2017, p. . 103/165
2/44 tricas on the route is accumulated. When the user's electric vehicle is loaded, the route history database is retrieved for the programmed route route and an amount of electricity consumption consumed when other electric vehicles traveled on the same route route in the past is acquired. Then, based on the amount of electricity consumption purchased, an amount of electricity needed for the route on the route is loaded.
Summary of the Invention [004] The importance of accurately calculating the distance traveled by a vehicle is increasing. For a vehicle that does not have an engine and consumes fuel, such as gasoline, there is always a demand to know precisely the distance traveled without refueling. This demand may increase even more when autonomous driving technology, developed in recent years, has become widespread. In addition, when traveling by an electric vehicle, a situation may occur more frequently in which the user must be aware that the distance traveled (the so-called EV travel distance) is sufficient for the distance from the current position to a charging installation. , like a charging station.
[005] The inventor of the present invention has found that, in the method that uses the route history data in a plurality of other vehicles (other vehicles) when calculating the distance covered by a given vehicle (target vehicle), there is room for improvement in the accuracy of calculating the distance traveled from the target vehicle from the point of view described below. For example, there are users who have different driving trends (driving habits) that are different from general users. In addition, driving skills to drive at low fuel consumption or low electricity costs vary from user to user. Therefore, if the historical data of
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3/44 other vehicles are used uniformly, there is a case where the distance traveled from the target vehicle cannot be precisely calculated.
[006] On the other hand, from the point of view of reflecting the driving tendency of the target vehicle user in the distance traveled from the target vehicle, it is conceivable to use the route history data in the target vehicle. However, for a route where the target vehicle has not traveled much in the past, the route history data on the target vehicle is not sufficiently accumulated, sometimes with the possibility of a large variation in the route history data. Therefore, even if the route history data is used in the target vehicle, the distance traveled can be calculated accurately in some cases.
[007] The present description is a technique capable of improving the accuracy of calculation of a distance covered in a system of calculation of distance covered for a vehicle.
[008] A distance calculation system for a vehicle according to one aspect of the present description includes a first storage device that stores a history of energy consumption that includes one among a history of fuel consumption and a history of consumption electricity from a target vehicle, as first data; a second storage device that stores the energy consumption history of a plurality of vehicles other than the target vehicle as the second data; and an arithmetic unit that calculates a distance traveled from the target vehicle using at least one of the first and second data. The arithmetic unit is configured to define a utilization index between the first data and the second data according to an operation by a user of the target vehicle when calculating the distance traveled from the target vehicle.
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4/44 [009] A method of calculating the distance traveled for a vehicle, the vehicle including an arithmetic unit, according to another aspect of the present description includes calculating, by the arithmetic unit, a distance traveled by a target vehicle that uses at least minus one of the first data and second data, the first data including a history of energy consumption of a target vehicle, the history of energy consumption including one among a history of fuel consumption and a history of electricity consumption, the second data including the energy consumption history of a plurality of vehicles other than the target vehicle. The calculation described above includes setting, by the arithmetic unit, of an utilization index between the first data and the second data according to an operation by a user of the target vehicle when calculating the distance traveled from the target vehicle.
[0010] According to the configuration or method above, the utilization index between the first data and the second data can be defined according to the operation of the target vehicle user when calculating the distance traveled from the target vehicle. That is, the user can determine the weight of the first and second data that will be reflected in the distance traveled by the target vehicle. For example, when traveling on a route with a large number of past routes, the rate of use of the first data can be set relatively high to adequately reflect the user's driving tendency. On the contrary, when traveling on a route with a small number of past routes, the usage index of the first data can be defined as relatively low and the second data can be used mainly in order to reduce the influence of variation on the first data.
[0011] The user memorizes the past route history of the routes, as well as the route on which the user will travel from now on.
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Therefore, the user himself can determine the weighting of the first and second data as described above in consideration of past experience to reflect the most appropriate data in the distance traveled from the target vehicle. As a result, the accuracy of calculating the distance traveled from the target vehicle can be improved.
[0012] Preferably, the plurality of vehicles may include vehicles of the same type as those of the target vehicle. The arithmetic unit can be configured to define the usage index that uses data on vehicles of the same type, data on the vehicle of the same type can be included in the second data.
[0013] According to the configuration above, since the energy consumption history (travel distance per amount of energy per unit) of the plurality of vehicles becomes almost the same as the energy consumption history of the target vehicle and the similarity gets high, the accuracy of calculating the distance traveled from the target vehicle can be improved.
[0014] Preferably, the second storage device can store the second data for each travel condition of the plurality of vehicles. The distance traveled calculation system may also involve a display device configured to display an image that allows the user to select a route condition. When the second data is used, the arithmetic unit can be configured to calculate the distance traveled from the target vehicle using the second data corresponding to a route condition selected by the user.
[0015] The travel condition is, for example, a condition for a travel period, travel area and outside the air temperature.
According to the configuration above, since the second data corresponding to a route condition selected by the userPetition 870170051034, of 07/20/2017, p. 107/165
6/44 are used, that is, the user can narrow the second data in consideration of a route condition, the accuracy of the calculation of the distance traveled from the target vehicle can be further improved.
[0016] Preferably, the display device can be configured to display at least one of a distribution of the second data corresponding to the route condition selected by the user and a distribution of the distances covered by the calculated plurality of vehicles using the second data corresponding to the condition route selected by the user.
[0017] When the user narrows the second data in consideration of the route condition, the second data (or the distance traveled from a calculated plurality of vehicles using the second data) can simply be displayed. On the other hand, according to the configuration above, the display of the distribution of the second data allows the user to confirm the validity of the second data (the number of samples or the variation) and then narrow the second data. Therefore, the most appropriate second data can be reflected in the distance traveled from the target vehicle.
[0018] Preferably, when specific data is selected by the user from at least one of the distribution displayed on the display device, the display device can be configured to display a vehicle travel condition corresponding to the specific data.
[0019] For example, it is possible for the user to select the data with the longest distance traveled (that is, theoretically the best data with the most efficient energy consumption) of the distribution displayed on the display device and then drive the vehicle so that the distance traveled becomes the closest to the distance traveled by the data. In this case, according to the configuration above, the
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7/44 travel condition (the accelerator work, the amount of electrical energy consumption of the air conditioner, etc.) of the vehicle (vehicle that achieved the best theoretical data) corresponding to the specific data is displayed on the display device to allow the user knows, in which route condition, the distance traveled was obtained. In addition, the user can know which type of operation (accelerator work, air conditioning configuration, etc.) must be performed to achieve the longest distance traveled.
[0020] Preferably, the display device can be configured to display at least one of the distributions so that at least one of the distributions when a deviation between an actual energy consumption history of the target vehicle and a calculated energy consumption history according to a configuration by the user exceeding a predetermined level is greater than at least one of the distributions when the deviation between a real energy consumption history of the target vehicle and a history of energy consumption calculated according to the configuration by the user is less than the predetermined level.
[0021] According to the configuration above, the selection range given to the user is expanded, for example, when the user selects an arbitrary part of the distribution of the second data (or the distribution of the distances covered) on the screen and, therefore, the user can easily select the second data that correspond with the user's driving trend.
[0022] Preferably, the distance calculation system for a vehicle can also include a display device configured to display a bar to allow the user to adjust the utilization rate.
[0023] According to the configuration above, the bar is used, as a user interface to allow the intuitive user Petition 870170051034, from 07/20/2017, p. 109/165
8/44 Adjust the utilization rate. The utilization index can be selected, for example, between the minimum value (for example, 0%) and the maximum value (for example, 100%).
[0024] Preferably, the second storage device can be provided in a data center that is outside the target vehicle and outside the plurality of vehicles. The target vehicle can include the first storage device and send the first data to the data center. The data center can include a server that adjusts the usage rate.
[0025] It is also possible to send the second data of the plurality of vehicles directly to the target vehicle not through the data center to allow the target vehicle to store (accumulate) the second data, calculate the energy consumption and calculate the distance covered . However, in practice, this configuration is not realistic, as the amount of communication data in the entire system becomes very large. On the other hand, according to the configuration described above, the first and second data are collected in the data center and the energy consumption is calculated in the data center. As a result, the amount of communication data in the entire system can be reduced.
[0026] Preferably, the target vehicle can be configured to send the first data to the data center periodically or when a predetermined condition is met.
[0027] In some cases, because the vehicle travels in places where wireless communication is difficult (such as in a tunnel, etc.), the first data cannot always be sent from the vehicle. According to the above configuration, the first data is sent periodically or when a predetermined condition is met (for example, when the vehicle is loaded), meaning that the data can be sent more reliably.
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9/44 [0028] According to the present description, the distance calculation system for a vehicle can improve the accuracy of the distance calculation.
Brief Description of the Drawings [0029] Features, advantages and technical industrial significance of exemplary modalities of the invention will be described below with reference to the accompanying drawings, in which similar numerals denote similar elements and in which:
[0030] Figure 1 is a diagram that shows, in general, the entire configuration of a distance calculation system covered for a vehicle according to a first modality;
[0031] Figure 2 is a diagram showing the configuration of a vehicle (target vehicle) and a data center shown in Figure 1 in more detail;
[0032] Figure 3 is a flow chart showing the processing of the calculation of the distance covered according to the first modality; [0033] Figures 4A and 4B are diagrams showing the operation of setting up a user utilization index;
[0034] Figure 5 is a flow chart showing the processing of the calculation of the distance covered according to a first modification of the first modality;
[0035] Figure 6 is a flow chart showing the processing of the calculation of the distance covered according to a second modification of the first modality;
[0036] Figure 7 is a flow chart showing the processing of the calculation of the distance covered according to a second modality;
[0037] Figure 8 is a diagram showing an example of a configuration screen for the configuration path condition;
[0038] Figure 9 is a diagram conceptually that shows esPetição 870170051034, from 07/20/2017, p. 111/165
10/44 training of seconds given over a travel period;
[0039] Figure 10 is a diagram conceptually showing the narrowing of the seconds given by an external air temperature;
[0040] Figure 11 is a diagram conceptually showing the narrowing of seconds given by a plurality of path conditions;
[0041] Figure 12 is a diagram conceptually showing the narrowing of seconds given by an area of travel;
[0042] Figure 13 is a flow chart that shows the adjustment according to a user's driving tendency;
[0043] Figure 14 is a diagram showing a method for determining the presence or absence of a deviation in electricity consumption; and [0044] Figure 15 is a timing diagram showing the control for reducing the amount of energy consumption of an air conditioner.
Detailed Description of the Modalities [0045] The modalities of this description will be described in detail below with reference to the drawings. In the drawings, the same reference numeral is attached to the same or corresponding part and its description will not be repeated.
[0046] In the following modalities, a configuration to calculate the distance traveled by an electric vehicle (EV travel distance) will be described, as an example. However, the target vehicle and the plurality of vehicles, according to the present disclosure, are not limited to an electric vehicle, but can be a vehicle not equipped with an engine to travel and an electrical storage device (such as a gasoline or diesel vehicle), a hybrid vehicle, or a fuel cell vehicle. When the
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11/44 target vehicle and the plurality of vehicles are electric vehicles, the history of electricity consumption is used, as the history of energy consumption according to the present description. On the other hand, when the target vehicle and the plurality of vehicles are gasoline vehicles or hybrid vehicles, the fuel consumption history is used, as is the energy consumption history.
[0047] Figure 1 is a diagram, generally, showing the entire configuration of a distance calculation system for a vehicle according to a first modality. A distance calculation system 9 includes a user's vehicle 1 (target vehicle) (not shown), a plurality of vehicles 2 (hereinafter referred to as other vehicles) that are not user vehicles and are vehicles other than the vehicle 1 and a data center 3. Vehicle 1 and data center 3 are configured to be able to communicate with each other. The plurality of vehicles 2 and the data center 3 are also configured to be able to communicate with each other. Although not shown, vehicle 1 and the plurality of vehicles 2 can also be configured to be able to communicate with each other.
[0048] In this embodiment, vehicle 1 and each of the plurality of vehicles 2 is an electric vehicle. Each of the plurality of vehicles 2 is preferably an electric vehicle having substantially the same electricity consumption (travel distance per unit of amount of electricity consumption) as vehicle 1 and more preferably, an electric vehicle of the same type of vehicle as the vehicle
1. An electric vehicle having substantially the same electricity consumption as vehicle 1 can be an electric vehicle having the same vehicle weight rating, such as a small car, a medium-sized car or a large car, or it can be a vehicle electric vehicle having the same type of vehicle as a sedan, station wagon or
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12/44 a van. Meanwhile, an electric vehicle of the same vehicle type as vehicle 1 represents an electric vehicle of the same model (vehicle name) in a more restricted definition and, more preferably, an electric vehicle of the same model and year. Data center 3 collects route history data (first data) D1, which includes the history of electricity consumption during the journey of vehicle 1 and route history data (second data) D2 which includes history of consumption of electricity during the journey of the plurality of vehicles 2. The data center 3 calculates the distance traveled by the vehicle 1 using at least one of the data D1 and D2. This method of calculation will be described in detail later. [0049] Figure 2 is a diagram showing the configuration of vehicle 1 and data center 3, shown in Figure 1, in more detail. Although not shown, each of the plurality of vehicles 2 basically has a configuration common to that of vehicle 1.
[0050] Vehicle 1 includes a navigation system 10, an input 210, a converter 220, an electrical storage device 230, an Electronic Control Unit battery (ECU) 240, an air conditioner 250, an ECU of the vehicle 260 and a communication module 270. The navigation system 10, the battery ECU 240, the vehicle ECU 260 and the communication module 270 are connected to each other by a Local Area Network (LAN) in the vehicle 280.
[0051] Input 210 is configured so that the plug (not shown) of the charging cable can be connected from the external power supply to vehicle 1 (for example, the system power supply not shown) during device charging electrical storage 230. Converter 220 converts the voltage of the electrical energy supplied from the external power source to vehicle 1 through input 210, within the chargeable voltage to the electrical storage device 230. The electrical storage devicePetition 870170051034, of 20 / 07/2017, p. 114/165
13/44 ment 230 is a rechargeable DC power supply. The storage electrical device 230 is configured to include a secondary battery, such as a lithium ion battery or a nickel hydrogen battery, or a capacitor, such as an electric double-layer capacitor (one among those shown).
[0052] The battery 240 ECU monitors the voltage, current and temperature of the storage electrical device 230 and, at the same time, controls the loading and unloading of the storage electrical device 230. In addition, the battery ECU 240 calculates the state of charge (SOC) of the storage fixture 230 based on the monitoring result of the storage fixture 230.
[0053] The air conditioner 250 performs air conditioning (heating or cooling) in the passenger compartment of vehicle 1 that uses the electric power supplied from the storage electric device 230. The electric power consumption of the air conditioner 250 is calculated by the ECU vehicle 260 monitoring the current supplied to the air conditioner 250, using a current sensor or similar not shown. The ECU of the vehicle 260 controls the air conditioner 250 and, at the same time, controls the devices (for example, the motor drive device not shown), so that the vehicle 1 is in the desired state.
[0054] Vehicle 1 is configured to be able to perform data communication with data center 3 via communication module 270. Vehicle 1 sends identification information including vehicle type of vehicle 1, route history on vehicle 1 (data D1) and SOC from storage fixture 230 to data center 3 and, at the same time, receives the distance traveled from vehicle 1 (details will be described later) from data center 3. The vehicle 1 can also receive the informationPetition 870170051034, of 20/07/2017, p. 115/165
14/44 tion of highway traffic (traffic, accident, construction, line restriction, traffic regulation and other information), as well as climatic information (climate information, temperature etc.), from data center 3 through the communication 270.
[0055] The navigation system 10 includes an arithmetic unit 100, a map data storage unit 110, a Global Positioning System (GPS) receiver 120, a route status detection unit 130, a navigation screen 140, a loudspeaker 150 and a storage device 160.
[0056] The map data storage unit 110 stores, for example, highway map data and installation data, such as various stores, associated with highway map data. The GPS receiver 120 identifies (locates) the current position of vehicle 1 based on radio waves from artificial satellites. The travel status detection unit 130, configured by a gyroscope, a geomagnetic sensor and the like (none of which are shown), detects the vehicle's travel status 1.
[0057] The navigation screen 140, for example, a liquid crystal display with a touch panel, displays various types of information and accepts the operation of a user. By operating the navigation screen 140, the user can define the destination of vehicle 1 and select a route of travel. Loudspeaker 150 emits speech. The navigation screen 140 corresponds to the display device according to the present description. However, the display device in accordance with the present disclosure is not limited to the navigation screen 140, but can be, for example, a suspended screen. In addition, a user's operation can be accepted by operating a mechanical switch provided on a center console, a steering wheel or the like or via the microphone's voice input.
[0058] The storage device 160, for example, a provision 870170051034, of 20/07/2017, p. 116/165
15/44 positive hard disk, stores data of route history (D1 data) actually covered by vehicle 1 in the past. D1 data includes, for example, information on vehicle 1's route route (more specifically, data generated by dividing the route route into a plurality of intersecting or similar sections like nodes and defining each part between each of the two nodes as a link) and information about the amount of electricity supplied from the storage fixture 230 on each link (electricity consumption history). D1 data can include information indicating the activation status (acceleration / deceleration, braking, etc.) of vehicle 1 at each link and information on the amount of electrical energy consumption of the air conditioner 250. D1 data stored in the device storage units 160 are sent to data center 3 via communication module 270 periodically or when a predetermined condition is met. Because of vehicle 1 sometimes traveling in places where wireless communication is difficult (for example, in a tunnel), D1 data cannot always be sent from vehicle 1. Sending D1 data periodically or when predetermined conditions are met (for example, when loading the vehicle
1) allows for more reliable transmission.
[0059] The arithmetic unit 100 is configured to include a Central Processing Unit (CPU), a memory (Read Only Memory (ROM) and Random Access Memory (RAM)) and an input / output buffer, although none of these are shown. Arithmetic unit 100 calculates the current position, travel direction and vehicle speed 1 based on the signals from each sensor included in the GPS receiver 120 and the travel status detection unit 130.
[0060] In addition, the arithmetic unit 100 performs several types of
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16/44 vehicle navigation processing 1. More specifically, based on the current position of vehicle 1 and the road map data from the map data storage unit 110, arithmetic unit 100 displays the current position of vehicle 1 on navigation screen 140 with the current position superimposed on the road map around the vehicle 1. In addition, the arithmetic unit 100 programs the route guidance function to guide vehicle 1 along the recommended route from the current position of vehicle 1 to destiny. That is, the arithmetic unit 100 receives the recommended route, calculated by processing the route search by server 300 (described later) from data center 3, through communication module 270. Then, the arithmetic unit 100 causes the screen Navigation 140 shows the recommended route and, when vehicle 1 reaches a predetermined point, causes loudspeaker 150 to emit the guidance voice.
[0061] Data center 3 includes a server 300, a map database 310, a traffic information acquisition unit on highway 320, a weather information acquisition unit 330, a route history database 340 and an information device 350.
[0062] The map database 310 stores data from the highway map for route search processing. The highway traffic information acquisition unit 320 acquires, for example, the most recent highway traffic information provided from the highway traffic information center. The climate information acquisition unit 330 acquires the latest climate information provided, for example, by the metrological department. The route history database 340, for example, a hard disk device, stores route history data (D1 data) sent from vehicle 1 and route history data (D2 data) sent from the plurality of vehicles 2. Since D2 data includes the
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17/44 same type of information as the D1 data, the detailed description will not be repeated. The information device 350 is configured to be able to carry out data communication with the communication module 270 mounted on the vehicle 1. It is observed that the route history database 340 corresponds to the first storage device and the second device according to the present description.
[0063] Like arithmetic unit 100, server 300 is configured to include a CPU, memory and an input / output buffer (none of which are shown). Server 300 stores D1 data received from vehicle 1 in the route history database 340 by stratifying D1 data by vehicle type and route condition (described later). Similarly, server 300 stores D2 data, received from the plurality of vehicles 2, in the route history database 340 by stratifying the D2 data by vehicle type and route condition. In addition, server 300 performs route search processing based on information about the current position and destination of vehicle 1 and sends the recommended route obtained to vehicle 1 via information device 350. In addition, as described below, the server 300 calculates the distance traveled by vehicle 1 that uses the electricity consumption history included in data D1 and D2.
[0064] When calculating the distance traveled by vehicle 1, the route history data (D2 data) actually covered by other vehicles in the past can be used as disclosed, for example, in Japanese Patent Application Publication No. 2013- 070515 (JP 2013070515 A). However, users have different driving trends (driving habits) for each user and there are users who always try to maintain good electricity consumption while there are users
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18/44 who are not particularly concerned with electricity consumption. In addition, driving skills to drive on low electricity consumption also vary from user to user. For example, when the user of vehicle 1 has a driving tendency or skill different from that of a general user (users of other vehicles), the distance covered by vehicle 1 cannot be precisely calculated in some cases if D2 data is used uniformly .
[0065] On the other hand, from the point of view of reflecting the driving tendency of the user of vehicle 1 over the distance traveled by vehicle 1, it is conceivable to use only D1 data. However, for a route having a small number of routes passed by vehicle 1, there is a possibility that the D1 data is not sufficiently accumulated and the variation in the D1 data is large. Therefore, even if D1 data is used, the distance traveled by vehicle 1 cannot be precisely calculated in some cases.
[0066] Therefore, in this modality, a configuration is used in which the utilization index between D1 data and D2 data can be defined (or changed) by a user operation when calculating the distance traveled by vehicle 1. The index of utilization is the ratio between the degree of reflection of the history of electricity consumption of vehicle 1 and the degree of reflection of the history of electricity consumption of other vehicles, in the distance traveled by vehicle 1. Then, the electricity consumption is calculated using the data D1 and D2 according to the usage index, that is, defined by the user and, based on the result of the calculation of electricity consumption, the distance traveled by vehicle 1 is calculated.
[0067] In other words, in this mode, the user of the vehicle can determine how much to reflect the past route history of vehicle 1 when calculating the distance traveled of vehicle 1. Since the
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19/44 user remembers how often and how the vehicle traveled on the route, in which vehicle 1 will travel, in the past, it is possible to properly determine the degree to which the D1 data should be reflected. For example, for a route with a large number of past routes, the D1 data utilization index can be set higher than the D2 data utilization index to appropriately reflect the user's driving trend. Alternatively, for a route with a small number of past routes, the utilization index can be set so that D2 data is mainly used.
[0068] As described above, the user himself can determine the weighting of D1 data and D2 data considering past experiences, with the result that more appropriate data (electricity consumption history) is reflected in the distance traveled by vehicle 1. As as a result, the accuracy of calculating the distance traveled for vehicle 1 can be improved.
[0069] The processing to calculate the distance covered by vehicle 1 in the first modality (hereinafter referred to as processing the distance traveled calculation) will be described in detail below.
[0070] Figure 3 is a flow chart showing the processing of the calculation of the distance covered according to the first modality. In Figure 3, the case where the destination of vehicle 1 is defined by the user will be described.
[0071] The processing shown in Figure 3 and Figures 5 to 7 is called the main routine (not shown) and performed when predetermined conditions are met (for example, when the user operates the navigation screen 140 to define a destination). The left side of the Figure shows a series of processing performed by the arithmetic unit 100 of vehicle 1 and the right side of the Figure
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20/44 shows a series of processing performed by data center server 300. Each step (hereinafter abbreviated as S) included in these flowcharts is basically implemented by software processing by arithmetic unit 100 or server 300, but some or all of processing can be implemented by the hardware (electrical circuit) included in arithmetic unit 100 or server 300.
[0072] In S110, the arithmetic unit 100 sends the current position of vehicle 1 and the information indicating the destination defined by the user, as well as a request to calculate a recommended route from vehicle 1 to the destination (recommended route request), to the server 300. Server 300 performs route search processing, based on the current position of vehicle 1, the destination and highway traffic information, to calculate a recommended route for vehicle 1 and sends the calculated recommended route to arithmetic unit 100 (S210). As a result, vehicle 1's route route on the current route (trip) is defined. Although not shown, a plurality of recommended routes can be sent from server 300 to arithmetic unit 100 to allow the user to select one of them. In addition, instead of server 300 performing route lookup processing, arithmetic unit 100 performs route lookup processing and sends the calculated route route from arithmetic unit 100 to server 300.
[0073] In S120, the arithmetic unit 100 sends a request to the server 300 to calculate the distance traveled by vehicle 1 (distance traveled request) on the travel route that was defined in the processing in S110 and S210. In S130, the arithmetic unit 100 acquires the SOC from the storage fixture 230 of the battery 240 ECU and sends it to the server 300.
[0074] In S140, the arithmetic unit 100 controls the ship screenPetition 870170051034, from 07/20/2017, p. 122/165
21/44 gation 140 so that the user's usage index configuration operation is accepted. The utilization index that is defined by the user's operation is sent to server 300.
[0075] Figures 4A and 4B are diagrams showing the operation of setting the utilization index by the user. Figures 4A and 4B show an example of an image displayed on the navigation screen 140 (display with a touch panel). For example, when setting the utilization rate, the message Please set usage ratio of electricity consumption data between your vehicle and other vehicles (Please define the electricity usage index data between your vehicle and other vehicles), as well as the operation bar for setting the data usage index D1 and D2 data is displayed. Using the operation bar, as shown in Figure 4A and Figure 4B as a user interface, the user can intuitively adjust the utilization rate. This utilization index can be selected, for example, between the minimum value (0%) and the maximum value (100%).
[0076] For example, when vehicle 1 travels on a route having a large number of trips by vehicle 1 (the route with a large number of samples of the D1 data), as a route that communicates with the user, it is considered that D1 data should be more important than D2 data. Therefore, as shown in Figure 4A, the user defines the utilization index (R1: R2) between data D1 and data D2, for example, at 100%: 0% (R1: R2 = 100%: 0%). This configuration allows the distance traveled by vehicle 1 to be calculated using only D1 data that reflects the driving trend (driving habits) of the user.
[0077] On the other hand, when vehicle 1 travels on a route having a relatively small number of trips by vehicle 1, the variations in D1 data can be relatively large since the
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22/44 the number of samples of the D1 data is small. Therefore, it is considered preferable to give importance to D2 data instead of D1 data. Therefore, as shown in Figure 4B, the user sets the utilization rate to, for example, 10%: 90% (R1: R2 = 10%: 90%). This configuration allows the distance traveled by vehicle 1 to be calculated mainly using D2 data (that is, which uses electricity consumption data on the average route), which is based on the past route history of many other users, while reducing the influence of the variation in relation to the D1 data, which are based on the user's own past route history.
[0078] It is observed that the operation bars shown in Figures 4A and 4B are merely examples of the image for the operation to define the utilization index and that the method of operation is not limited to that. For example, a numeric value entry screen can be displayed on the navigation screen 140 to allow the user to enter the numeric value indicating the utilization index. Alternatively, the utilization rate can be accepted by voice input.
[0079] Returning to Figure 3, with respect to the route of vehicle 1 (the recommended route calculated in S210), server 300 reads the data passed D1 and D2 from the route history database 340 in S220.
[0080] In S230, the server 300 calculates the electricity consumption required on the route on the route of vehicle 1 during the current run based on the utilization index that was defined in S140, More specifically, as shown in the following expression (1 ), server 300 divides vehicle 1's route route into a plurality of Li links (i is a natural number). Then, for each Li link, server 300 calculates the sum of the result, obtained by multiplying the electricity consumption E1 of vehicle 1 on the link Li by the utilization index R1 of the D1 data and the result, obtained by multiplying the
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23/44 E2 electricity consumption of other vehicles on the Li link by the R2 utilization index of the D2 data, as the electricity consumption Qi for this link.
Qi = E1 x R1 + E2 x R2 ... (1) [0081] For example, when the utilization rate is set to R1: R2 = 10%: 90% as shown in Figure 4B, it is assumed that consumption of E1 electricity from vehicle 1 and the E2 electricity consumption of other vehicles for ok ^esimo link Lk (k is a natural number) are 6.0 (km / kWh) and 8.0 (km / kWh) respectively. Then, the electricity consumption Qk for this link Lk is calculated as Qk = 6.0 x 0.10 + 8.0 x 0.90 = 7.8 (km / kWh). In this way, the electricity consumption Qi of all Li links included in the vehicle route 1 is calculated.
[0082] As the electricity consumption E2 of the other vehicles, the median value, the average value, or the data mode of the plurality of vehicles 2, included in the D2 data, can be used. The same is true for vehicle E1 electricity consumption 1.
[0083] In S240, server 300 calculates the distance traveled by vehicle 1 that uses the SOC of the electrical storage device 230, acquired from vehicle 1 in S130 and the result of the calculation of electricity consumption calculated in S230. More specifically, for each Li link included in the vehicle route 1, the arithmetic unit 100 calculates the amount of electricity consumption [unit: kWh] on the Li link based on the length [unit: km] of the Li link and the electricity consumption Qi [unit: km / kWh] at link Li. Then, arithmetic unit 100 converts the SOC of the storage electric device 230 into the remaining amount of electricity. After that, as the distance traveled by vehicle 1, the arithmetic unit 100 calculates the integrated value of the lengths of the Li link along the route, from the current position of vehicle 1 to the point where
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24/44 the electrical energy remaining amount of the storage electrical device 230 reaches the predetermined value (lower limit value). The server 300 sends the calculated distance traveled to the arithmetic unit 100.
[0084] In S150, the arithmetic unit 100 displays the distance traveled, received from server 300, on the navigation screen 140. After that, the processing returns to the main routine. The distance traveled by vehicle 1 can be updated serially to the latest value by repeatedly performing a series of processing steps in Figure 3 except S110, S210 and S140. This update processing is not explicitly shown in the Figure.
[0085] The order in which information and requests are sent from arithmetic unit 100 to server 300 in S110 to S140 is not fixed, but the order can be changed as needed. Alternatively, these pieces of information and requests can be sent in one period.
[0086] In the first mode, when calculating the distance traveled by vehicle 1, the user can perform an operation on the navigation screen 140, as described above, to define the weighting between the D1 data, which includes the electricity consumption history of the vehicle 1 and D2 data, which includes the electricity consumption history of the plurality of vehicles 2 (other vehicles).
[0087] The user memorizes the past route history of the route on which it travels. For example, the user memorizes the frequency of the last route of the route. In addition, the user remembers what the conditions were during the past trip, such as congestion due to an accident while driving the vehicle 1 or an exceptional weather condition, such as heavy rain or snow. In addition, the user also knows a plan (expectation) that the user wants to make in this period, for example, if the
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25/44 user wants to travel with priority on electricity consumption or if the user wants to reach the destination in a short time without paying much attention to electricity consumption. Therefore, based on the user's memory, the user can determine whether the user's past route history is similar to the current route schedule and, according to the determination result, place a weight on electricity consumption.
[0088] When the current route schedule is similar to the past route history, the user can set the utilization rate R1 (in other words, the weight) of the D1 data relatively higher; on the other hand, when the current route schedule is not similar to the past route history, the user can set the utilization rate R1 of the data D1 relatively lower (that is, the utilization rate R2 of the data D2 relatively high). In this way, the user can define the utilization index between data D1 and D2 alone to allow the weighting of the electricity consumption history, which is determined based on the user's past travel history and the current travel schedule, to be appropriately determined based on user experience. As a result, the accuracy of calculating the distance traveled for vehicle 1 can be improved.
[0089] The processing method in which D2 data is sent from the plurality of vehicles 2, not through data center 3, but directly to vehicle 1 to allow vehicle 1 to accumulate D2 data, to calculate electricity consumption and to calculate the distance covered is not realistic, as the amount of communication data in the entire distance calculation system 9 becomes very large. On the other hand, according to the first modality, data D1 and D2 are collected and accumulated in data center 3, electricity consumption and the distance covered are calculated. Petition 870170051034, from 07/20/2017, p. 127/165
26/44 data in the data center 3 and the result of the calculation is sent from the data center 3 to vehicle 1. This processing method makes it possible to reduce the amount of communication data in the entire distance calculation system 9.
[0090] In the first modality, the configuration, in which the data center server 300 calculates the distance covered, was described. However, the distance traveled can also be calculated by the arithmetic unit 100 of the vehicle 1.
[0091] Figure 5 is a flow chart showing the processing of the calculation of the distance covered according to a first modification of the first modality. Processing in S310 and S410 is equivalent to processing in S110 and S210 (see Figure 3) in the first modality.
[0092] In S320, arithmetic unit 100 sends server 300 a request to calculate electricity consumption data (electricity consumption data request) on the vehicle's route route 1. In S330, arithmetic unit 100 controls the navigation screen 140 so that a user operation for setting the utilization index can be accepted.
[0093] In S420, server 300 reads data passed D1 and D2 for vehicle 1's route route from route history database 340. In S430, server 300 calculates electricity consumption data on route vehicle 1 route based on the utilization index that was defined in S330. The processing described above is equivalent to the processing in S220 and S230 in the first modality. The server 300 sends the calculated electricity consumption data (result of the electricity consumption calculation) to the arithmetic unit 100.
[0094] In S340, the arithmetic unit 100 acquires the SOC of the storage device 230 of the battery 240 ECU.
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S350, arithmetic unit 100 calculates the distance traveled by vehicle 1 based on the SOC of the storage fixture 230 and the result of calculating the electricity consumption sent from server 300 in S430. This process is equivalent to the S240 process in the first modality. In addition, the arithmetic unit 100 displays the distance traveled calculated on the navigation screen 140 (S360).
[0095] According to the first modification of the first modality, the user performs an operation on the navigation screen 140, as described above to define the utilization index between D1 data and D2 data as in the first modality. This allows the accuracy of calculating the distance traveled for vehicle 1 to be improved also in a configuration in which the distance traveled is calculated by the arithmetic unit 100.
[0096] Second modification of the first modality In the first modality (and first modification of this), the processing was described in which the distance traveled by vehicle 1 is calculated after the configuration of the route of vehicle 1. However, the configuration of the route of route is not essential and, as described below, the accuracy of the distance traveled calculation can be improved even when the route route is not defined.
[0097] Figure 6 is a flow chart showing the processing of the calculation of the distance covered according to a second modification of the first modality. This flowchart is different from the flowchart (see Figure 3) in the first embodiment in which the processing of S110 and S210 is not included and the processing of S510 is included instead of the processing of S120 and S220.
[0098] In S510, arithmetic unit 100 sends server 300 the information indicating the current position of vehicle 1, as well as a request to calculate the distance traveled that vehicle 1 will be able to travel in the area near the current position of vehicle 1 (more
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28/44 specifically, the area in a predetermined range (for example, 50 km range) centered on the vehicle's current position 1). This is because there are areas with many curves or areas where congestion tends to occur and, therefore, D2 data, which includes the history of electricity consumption of other vehicles, may differ from area to area. The predetermined range described above can be a fixed predetermined value or a variable value that can be changed by a user operation.
[0099] The subsequent processing of S520 and S530 is equivalent to the processing in S130 and S140 respectively in the first modality. That is, the arithmetic unit 100 sends the information, which indicates the SOC of the storage electrical device 230 and the usage index of the route history data, to the server 300.
[00100] In S610, server 300 reads data D1 and D2 on the area near the current position of vehicle 1 from the route history database 340. Subsequent processing in S620, S630 and S540 is equivalent to processing in S230 , S240 and S150 in the first mode, respectively and the detailed description of this will not be repeated.
[00101] According to the second modification of the first modality, even when the route of vehicle 1 is not defined, the accuracy of calculating the distance traveled of vehicle 1 can be improved by extracting D2 data in the area, for example, within of a predetermined range centered on the current position of vehicle 1, as described above.
[00102] D2 data, read from the route history database 340 when calculating the distance traveled by vehicle 1, includes data under various travel conditions or travel environments. Depending on what type of data should be extracted from such various types
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29/44 of D2 data, the result of calculating the distance traveled for vehicle 1 may be different. Therefore, in order to improve the accuracy of the distance traveled calculation, it is considered preferable to restrict the D2 data and use more suitable data to calculate the distance traveled. To meet a need, a configuration will be described in the second mode that allows the user to perform an operation to narrow the D2 data and, at the same time, provides the user with a motivation to perform such user operation.
[00103] Figure 7 is a flow chart showing the processing of the calculation of the distance covered in the second mode. This flowchart is different from the flowchart in the first mode (see Figure
3) in which the processing in S740, S820, S830, S750 and S760 (indicated by the dashed line) is added to narrow the D2 data according to the path conditions. Processing in S710, S810, S720 and S730 is equivalent to processing in S110, S210, S120 and S130 in the first modality.
[00104] In S740, the arithmetic unit 100 accepts an operation performed by the user to define the path conditions. This control is implemented by the arithmetic unit 100 which displays a predetermined configuration screen, such as the one shown below, on the navigation screen 140.
[00105] Figure 8 is a diagram showing an example of the configuration screen for the path condition configuration. For example, how the driving conditions, the driving period, the outside air temperature, the accelerator work, the amount of air conditioning usage 250 and the number of occupants of vehicle 1 can be defined. The travel period and the external air temperature of vehicle 1 will be described later with reference to Figures 9 to 11.
[00106] The work of the accelerator is an indicator indicating tenPetition 870170051034, of 20/07/2017, p. 131/165
30/44 user's driving distance. For example, the user can set the indicator, which indicates the work of the accelerator, to one of the following two extraction modes: in one mode, the D2 data in other vehicles similar to the D1 data of vehicle 1 are selectively extracted and, in the other way, D2 data is extracted regardless of the similarity / dissimilarity between D2 data and D1 data. The similarity / dissimilarity of the accelerator's work can be determined, for example, by the frequency (the number of times per unit period) in the specific travel pattern that the user's driving tendency is likely to appear. For example, a user's vehicle that prefers to overtake other vehicles generally shows a pattern of travel in which the vehicle once accelerates from approximately 40 km / h to approximately 60 km / h and then travels again at approximately 40 km / h. Therefore, by classifying the driving tendency of users according to the frequency at which a route pattern appears, the similarity / dissimilarity between the driving tendency of one user and the driving tendency of another user can be determined.
[00107] Furthermore, since the consumption of electricity by the air conditioner 250 can have a great influence on the distance traveled by the vehicle 1, it is desirable to consider the degree of use of the air conditioner 250. Therefore, the user can select between refrigeration and heating and, at the same time, define the resistance of the air volume, for example, in five stages.
[00108] In addition, the weight of vehicle 1 can also have an influence on the distance traveled by vehicle 1. When vehicle 1 and vehicle 2 are the same type of vehicle, the user can select, for example, the number of occupants since vehicle weights are considered to be approximately the same. The number of occupants can be detected by a load sensor provided on the seat or
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31/44 can be detected by the tire's air pressure sensor (none shown). It is also possible to estimate the number of occupants by the number of times the door (not shown) is opened and closed.
[00109] One or more of the travel conditions described above are selected by a user operation and then sent to the server 300. It is preferable that the initial values of the travel conditions are displayed on the navigation screen 140 by the arithmetic unit 100 of according to the detection results of the various sensors (that is, the recommended values are suggested from the arithmetic unit 100 to the user) and that these values can be interchangeable by the user.
[00110] Returning to Figure 7, the server 300 reads the D2 data from the route history database 340 in S820. These D2 data are related to the travel route that was defined in S710 and S810 and that was restricted according to the travel conditions specified by the user. In addition, in S830, server 300 uses the SOC of the storage electrical device 230, sent from arithmetic unit 100 in S730 and data D2, read in S 820, to calculate the distribution of the distance traveled by the other vehicles referring to the path described above (the distribution will be described later with reference to Figures 9 to 11). The distribution of the distance traveled by other vehicles is calculated on the assumption that the SOC (amount of electrical energy) of the electrical storage device mounted on the other vehicles is equal to the SOC of the electrical storage device 230 mounted on the vehicle 1. The distribution of the distance traveled Calculated from other vehicles is sent to arithmetic unit 100. Arithmetic unit 100 displays the distribution of distance traveled by other vehicles on the navigation screen 140 (S750). [00111] Figure 9 is a diagram conceptually showing the narrowing of the D2 data over the travel period. Figure 10 is
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32/44 a diagram conceptually showing the narrowing of the D2 data by the external air temperature. In Figures 9 and 10 and Figures 11 and 12 that will be described later, the horizontal axis represents the distance traveled from the other vehicles calculated from the D2 data. The vertical axis represents the number of samples (number of data pieces) of the D2 data. It should be noted that the numerical values shown in these Figures are only illustrative for easy understanding.
[00112] First, with reference to Figure 9, the climatic conditions and the road traffic conditions will be different if the travel period is different and, therefore, there is a high possibility that the distances traveled by the vehicle will be different. The travel period can be a season (for example, winter), a month (for example, January), or a period designated by a specific date (for example, January 1 to January 7). In addition, when configuring the travel period using a station, it is necessary to predefine the period corresponding to each season (for example, winter is defined as a period from 1 December to 28 December).
[00113] When the travel period of vehicle 1 is not defined, all D2 data on the route of vehicle 1 is used as shown at the top of Figure 9. Since the D2 data in this case includes data, for example, under various weather conditions or highway traffic conditions, the variation in distance traveled by other vehicles also increases. In the example shown at the top of Figure 9, the standard deviation σ is 25 km. The median value (or the average value or the mode value) of the distance traveled is, for example, 200 km.
[00114] As shown in the middle of Figure 9, the number of samples of the D2 data is less when winter is defined as the
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33/44 travel period than when the travel period is not defined. In addition, the distribution of the distance traveled by other vehicles may also change. The middle of Figure 9 indicates that the median value of the distance covered is alternated from 200 km to 180 km. In addition, the Figure indicates that the variation in the distance covered is reduced and the standard deviation σ is 10 km.
[00115] For example, as shown in the base of Figure 9, the number of samples of the D2 data when the period from 1 January to 7 January is defined as the travel period is even smaller than when the winter is defined . When the travel period is very short as in this form, the number of samples is sometimes insufficient with the result that the dispersion of the distance traveled distance of other vehicles becomes large. Therefore, when narrowing the D2 data, it is preferable to display the distance traveled distance of other vehicles, as shown in the middle of Figure 9 and at the bottom of Figure 9, on the navigation screen 140 to allow the user to confirm whether the travel period that the user has defined is appropriate.
[00116] With reference to Figure 10, the external air temperature is a temperature range (for example, 0 ° C to 5 ° C) of the vehicle's external air 1. Because of the efficiency of the discharge of the storage electrical device 230 differ according to the outside air temperature, the outside air temperature has an influence on the distance traveled. As in the description in Figure 9, the distance traveled distance of other vehicles can also be changed by setting the outside air temperature.
[00117] Figure 11 is a diagram conceptually showing the narrowing of D2 data by a plurality of path conditions. The user can define the travel condition that uses a combination of any two or more of the travel period, time 870170051034, from 07/20/2017, p. 135/165
34/44 rature of external air, accelerator work, amount of air conditioning use 250 and number of occupants to narrow D2 data (in the example shown at the bottom of Figure 11, a combination of travel time (winter) and temperature external air (0 ° C to 5 ° C) is defined).
[00118] The user confirms the distribution of the distance traveled by other vehicles, such as those shown in Figures 9 to 11, in the navigation screen 140 to determine whether the D2 data, restricted by the route condition that is defined by the user, is used to calculate the distance traveled by the vehicle 1. The user can determine whether to use the route condition, which has been defined, from the point of view of whether the number of samples of the D2 data is sufficient, whether the variation is sufficiently small, or whether the distance other vehicles seem reasonable according to the user's past experience.
[00119] In addition, the user can perform an operation on the navigation screen 140 to select an arbitrary part of the distribution of the distance traveled by other vehicles (touch the navigation screen 140). To do this, only specific data, corresponding to the selected part, can be extracted. For example, the user can select data, corresponding to the median of the distributions of the distance traveled by other vehicles, in a form of identification.
[00120] Alternatively, the user can select data corresponding to the longest distance traveled (that is, the best data theoretically corresponding to the most effective electricity consumption) and drive vehicle 1 so that the distance of the journey is the closest possible for the distance covered corresponding to the data. When specific data is selected in this way, the travel conditions (accelerator work, quantity
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35/44 electric power consumption of the air conditioning, etc.) of the vehicle corresponding to the selected data can be displayed on the navigation screen 140. This screen allows the user to know under which conditions of travel the distance traveled was obtained. In addition, this screen allows the user to know what type of operation (more specifically, the configuration of the accelerator and air conditioning work) should be performed in order to reach the longest distance traveled.
[00121] To facilitate understanding, the examples are described in Figures 9 to 11 in which the distribution of the distance traveled by other vehicles is displayed on the navigation screen 140 with the distance traveled by other vehicles on the horizontal axis. Instead, when electricity consumption data is received from server 300, as in the first modification of the first modality (see Figure 5), electricity consumption distribution data can be displayed with electricity consumption on the horizontal axis .
[00122] Returning to Figure 7, the arithmetic unit 100 determines in S760 whether the user has completed the configuration of the path conditions (narrowing of D2 data). More specifically, if the user, who confirmed the distribution of the distance traveled by the other vehicles displayed on the navigation screen 140, determines that the route condition, which was defined in S740, is not adequate and if the user performed an operation on the navigation screen navigation 140 to indicate that the travel condition is not suitable (for example, the operation to press the reset button on the touch panel), the arithmetic unit 100 determines that the travel condition configuration has not yet been completed (NOT in S760) and processing returns to S740. As a result, the processing of S740, S820, S830, S750 and S760 is repeated until the path condition that is determined by the user as appropriate is defined.
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36/44 [00123] On the other hand, if the user has performed an operation to indicate that the travel condition is determined to be adequate (for example, the operation to press the OK button on the touch panel), the arithmetic unit 100 determines that the path condition configuration is completed (YES in S760) and processing proceeds to S770. In S770, the arithmetic unit 100 operates the navigation screen 140 so that a user's operation to define the utilization rate is accepted. The usage index that is defined is sent to server 300.
[00124] In S840, server 300 reads data passed D1, referring to the route route (recommended route) calculated in S810, from the route history database 340. The subsequent processing of S850, S860 and S780 is equivalent to processing of S230, S240 and S150 in the first mode, respectively and the detailed description of this will not be repeated. When the user performs the processing of the path condition configuration repeatedly, the D1 data, which was read in S 840 and the most recent data D2, which was last read in S820, are used to calculate the electricity consumption in S850.
[00125] When a route route is not defined as in the second modification of the first mode, the route condition can be restricted by the route area. If the route area differs, the distance covered may still differ depending not only on climatic conditions, but also on terrain conditions, as if the area were a very steep area (many inclined roads) or a flat area.
[00126] Figure 12 is a diagram conceptually showing the narrowing of D2 data by the travel area. When the data
D2 referring to an area within a predetermined range (for example, a range of 50 km), centered on the vehicle's current position. Petition 870170051034, from 07/20/2017, p. 138/165
37/44 lo 1, is used to calculate the distance covered, the climatic condition or the terrain condition may vary from location to location within the predetermined range. Therefore, D2 data can be restricted, for example, by an area narrower than the predetermined range (city hall, state or city, etc.) or D2 data can be restricted by an even narrower area (neighborhood or village) . As shown at the bottom of Figure 12, the distribution of the distance traveled by the other vehicle can be changed and its shape can be changed, when area X is defined as the travel area as compared to when the travel area is not defined (see the top of Figure 12).
[00127] As described above, according to the second modality, the D2 data to be used to calculate the distance traveled by vehicle 1 are restricted according to the travel condition that is defined by the user. This makes it possible to calculate the electricity consumption using only D2 data referring to a travel condition similar to vehicle 1 travel condition, further improving the accuracy of calculating the distance traveled by vehicle 1 as compared to the first modality.
[00128] Because of the driving tendency to differ from user to user, there may be users for whom the server 300 generally calculates the distance traveled which is shorter, or inversely longer, than the actual travel distance (actual value) of vehicle 1. Therefore, in the first modification of the second modality, the processing will be described in which the server 300 makes several adjustments according to the user's driving tendency (vehicle 1).
[00129] Figure 13 is a flow chart showing the adjustment according to the user's driving tendency. The processing shown in this flowchart is performed when the predetermined condition is met, for example, after vehicle 1 has reached its destination or
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38/44 when the storage fixture 230 of vehicle 1 is being charged from a power source (not shown) outside of vehicle 1.
[00130] In step S910, server 300 receives the route history data on vehicle 1 (data indicating the result of electricity consumption passed on all links of the route route on which vehicle 1 actually traveled) through the device information 350. These data can be sent and received once when the predetermined condition mentioned above is met or they can be sent and received serially during the journey of the vehicle 1.
[00131] In step S920, server 300 stores the current route history data in vehicle 1, received in step S910, in the route history database 340. Server 300 collects and accumulates the route history data in the vehicle 1, thus all the time that vehicle 1 travels so that the collected data is reflected in the next and subsequent data D1. The server 300 can use all the collected data or it can use only a predetermined number of pieces of data, for example, based on the average of movement.
[00132] In S930, for each vehicle route route link 1, server 300 calculates the error (rate of deviation from electricity consumption) AE between the actual electricity consumption E _ACT of vehicle 1 and the electricity consumption E _CAL calculated at S850 according to the user's configuration (see Figure 7). In addition, based on the AE electricity consumption deviation rate, server 300 determines whether a deviation between EACT electricity consumption and ECAL electricity consumption occurs (S940).
[00133] Figure 14 is a diagram showing a method of determining the presence or absence of a deviation in the consumption of
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39/44 electricity. In Figure 14, the horizontal axis represents the route of travel (a plurality of links) of vehicle 1. The vertical axis represents the deviation rate of electricity consumption ΔΕ on each link. [00134] For example, the deviation rate of electricity consumption ΔΕ can be calculated for each link, as shown by expression (2) given below, dividing the difference (EA _CT - E _CAL ) between the actual electricity consumption AND _ACT of vehicle 1 and electricity consumption E _lime , calculated according to the user's operation, by electricity consumption E _ACT .
ΔΕ = (Eact - Ecal) / Eact. „(2) [00135] For the electricity consumption deviation rate ΔΕ, the target range (for example, the range between the target value ± 3%) is predetermined by experiment or simulation. For a link where the deviation rate of electricity consumption ΔΕ is outside the target range (see the hatched part), server 300 increases the count value which indicates that a deviation between E _ACT electricity consumption and electricity consumption And _{CAL has} occurred. When the count value (the number of links where a deviation in electricity consumption has occurred) exceeds a predetermined number, or when the ratio of the count value to the total number of links exceeds a predetermined rate (predetermined level), it is determined that a deviation has occurred.
[00136] Returning to Figure 13, if it is determined that a deviation between electricity consumption AND _ACT and electricity consumption AND _{CAL has} not occurred (NOT in S940), server 300 defines indicator F1. The F1 indicator, if defined, causes the Z1 range of the median value ± σ (σ is a standard deviation) of the distance traveled to be displayed as shown at the top of Figure 9 in the time that the distance traveled by other vehicles is displayed on the navigation screen 140 on S750 (see Figure 7) when calculating the next distance traveled by vehicle 1 (S960). As a result, when the
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40/44 vehicle 1 travels close to time, the distribution of the distance traveled by other vehicles in the range corresponding to this F1 indicator is displayed on the navigation screen 140.
[00137] On the other hand, if it is determined that a deviation between EACT electricity consumption and ECAL electricity consumption has occurred (YES in S940), server 300 sets the F2 indicator for expanding the range of the distance traveled distance from others vehicles displayed on the navigation screen 140 (S950). For example, the distance distribution range displayed on the navigation screen 140 is expanded from Z1 to Z2. The Z2 range is, for example, a range of the median value ± 2σ. This concludes the processing series.
[00138] As described above, according to the first modification of the second modality, the route history data (D1 data) in vehicle 1 is collected and accumulated each time vehicle 1 travels. Thus, the accuracy of calculating the distance traveled for vehicle 1 can be further improved according to the driving trend of the user.
[00139] In addition, when the user narrows the D2 data, the range of the distance traveled distance of other vehicles displayed on the navigation screen 140 is adjusted depending on whether the user has a driving tendency that a deviation in electricity consumption tends to to occur. For a user for whom a shift in electricity consumption easily occurs, a wider range of distribution of the distance traveled is displayed than for a user for whom a shift in electricity consumption does not occur easily (that is, the distance traveled displayed on the navigation screen 140 is enlarged). This provides the user with a wider selection range, for example, when the user selects an arbitrary part of the distance traveled distance from other vehicles on the navigation screen 140, thus allowing the user to select Petition 870170051034, from 20/07/2017, p. 142/165
41/44 n D2 data that corresponds to the user's driving tendency easily.
[00140] It is sometimes conceivable that, as the target value (target distance traveled), the user considers the distance traveled by vehicle 1 calculated using the restricted D2 data according to the travel condition as defined by the user alone and that the user drives vehicle 1 as if driving were a game to reach the target value. For example, it is conceivable that the user selects data with the longest possible travel distance (theoretically better data corresponding to the most effective electricity consumption) as described above and that the user drives the vehicle 1 so that the distance traveled becomes the as close as possible to the distance covered by the selected data. In this case, excessive air conditioning by the air conditioner 250 may result in a failure to reach the target distance traveled. Therefore, in the second modification of the second modality, the control will be described to increase the distance traveled by vehicle 1 by reducing the amount of electrical energy consumption of the air conditioner 250. It is observed that this control can be performed only when the user performs a specific operation.
[00141] Figure 15 is a timing diagram showing the control to reduce the amount of electrical energy consumption of the air conditioner 250. In Figure 15, the horizontal axis represents the time spent with the calculated time of the distance traveled by the vehicle 1 as the initial time (t0). The vertical axis represents the integrated value (amount of electrical energy consumption) obtained by the sequence integrating the electrical energy consumption of the air conditioner 250 from the initial time.
[00142] The dashed line C1 indicates the integrated value of the actual electricity consumption of the air conditioner 250 in the current path of the
Petition 870170051034, of 07/20/2017, p. 143/165
42/44 vehicle 1 (hereinafter referred to as the actual amount of electricity consumption). On the other hand, the dashed line C2 indicates the integrated value of the electrical energy consumption of the air conditioner 250 included in the D2 data restricted by a user's operation (hereinafter referred to as the permitted amount of electrical energy consumption).
[00143] When the user wishes to reach the target distance traveled, it is desirable to display a graph, such as the one shown in Figure 15, on the navigation screen 140 in real time in order to make the user aware of the electricity consumption by the air conditioner 250. The integrated value of electricity consumption by the air conditioner 250 can be displayed more simply, for example, using a bar graph.
[00144] In the period at time t1, the actual amount of electricity consumption is less than the allowed amount of electricity consumption. When the actual amount of electrical energy consumption reaches the permitted electrical energy consumption at time t1, the arithmetic unit 100 notifies the user that there is a possibility that the target distance traveled may not be obtained if air conditioning operation 250 is continued on this step. This notification can be issued by the display of a message on the navigation screen 140 or by the emission of voices from the speaker 150. Upon receipt of the notification, the user saves the air consumption of the air conditioner 250, for example, by reducing the volume of the air conditioning air 250 (including stopping air conditioning 250) at time t2. Alternatively, the air volume of the air conditioner 250 can be automatically reduced (or can be automatically stopped) without requiring user operation. As a result, the actual amount of electrical energy consumption falls below the permitted electrical energy consumption again (see time t3).
Petition 870170051034, of 07/20/2017, p. 144/165
43/44 [00145] In the second modification of the second modality, the visualization of the amount of electrical energy consumption of the air conditioner 250 makes it possible to withstand a challenge from the user to reach the target distance covered, as described above. From another point of view, even if the target initial distance cannot be reached and the error between the target distance traveled and the actual travel distance is relatively large, this display informs the user that the error was caused due to a large amount energy consumption of the air conditioner 250. This information reduces user dissatisfaction that the accuracy of the distance traveled calculation is low.
[00146] If the user is unlikely to reach the target distance traveled, a suggestion of acceleration work to improve electricity consumption (message display on navigation screen 140 or voice guidance) can also be provided to the user, in addition to control the air conditioner 250. In addition, if the SOC of the electrical storage device 230 is likely to run out before vehicle 1 reaches its destination, a notification may be provided to the user to charge the electrical storage device 23 previously.
[00147] In addition, if the user is unable to reach the target distance, the D1 and D2 data used by the user as a target can be compared to analyze the cause and then the result of the analysis (for example, example, excess air conditioning By air conditioning 250, frequent overtaking, etc.) can be returned to the user.
[00148] The first modality and the second modality, including modifications thereof, can be combined as necessary to the extent that technical inconsistency does not occur. For example, there is no technical inconsistency when adding narrowing D2 data,
Petition 870170051034, of 07/20/2017, p. 145/165
44/44 described in the second modality, for the first modality. In addition, there is no technical inconsistency when adding the control to extend the distance covered, described in the second modification of the second modality, to the first modification of the first modality.
[00149] It should be noted that the modalities described above are exemplary and not restrictive in all aspects. The scope of the present invention is indicated, not by the description of the modalities described above, but by claims, and it is intended that the meanings equivalent to, and all changes in the scope of the claims are included.
Petition 870170051034, of 07/20/2017, p. 146/165
1/4

权利要求:
Claims (11)
[1]
1. Distance calculation system (9) for a vehicle, the distance calculation system characterized by the fact that it comprises:
a first storage device (340) configured to store a target vehicle's energy consumption history (1), as first data (D1), the energy consumption history including one among a fuel consumption history and a history of electricity consumption;
a second storage device (340) configured to store the energy consumption history of a plurality of vehicles (2) other than the target vehicle (1) as second data (D2); and an arithmetic unit (100) configured to calculate a distance traveled from the target vehicle (1) using at least one of the first data (D1) and the second data (D2), the arithmetic unit (100) configured to define an index of use between the first data (D1) and the second data (D2) according to an operation by a user of the target vehicle (1), when the arithmetic unit (100) calculates the distance traveled from the target vehicle (1) .
[2]
2. Distance calculation system (9), according to claim 1, characterized by the fact that the plurality of vehicles (2) includes the vehicle (2) of the same type as a type of the target vehicle (1) , and the arithmetic unit (100) is configured to define the usage index that uses data in the vehicle (2) of the same type, data in the vehicle (2) of the same type being included in the second data (D2).
[3]
3. Distance calculation system (9), according to claim 1 or 2, characterized by the fact that it comprises 870170051034, of 07/20/2017, p. 147/165
2/4 of still a display device (140) configured to display an image that allows the user to select a path condition, in which the second storage device (340) is configured to store the second data (D2) for each travel condition of the plurality of vehicles (2) and the arithmetic unit (100) is configured to calculate the distance traveled from the target vehicle (1) using second data (D2) corresponding to the travel condition selected by the user.
[4]
4. Distance calculation system (9), according to claim 3, characterized by the fact that the display device (140) is configured to display at least one among a distribution of the second data (D2) corresponding to the condition route selected by the user and a distribution of distances covered by the plurality of vehicles (2) calculated using the second data (D2) corresponding to the route condition selected by the user.
[5]
5. Distance calculation system (9), according to claim 4, characterized by the fact that when specific data are selected by the user from at least one of the distributions displayed on the display device (140), the display device display (140) is configured to display a vehicle travel condition corresponding to specific data.
[6]
6. Distance calculation system (9), according to claim 4, characterized by the fact that the display device (140) is configured to display at least one of the distributions, so that at least one of the distributions, when a deviation between an actual energy consumption history of the target vehicle (1) and an energy consumption history calculated according to a configuration by the user exceeds a predetermined level is
Petition 870170051034, of 7/20/2017, p. 148/165
3/4 greater than at least one of the distributions when the deviation between an actual energy consumption history of the target vehicle (1) and an energy consumption history calculated according to a configuration by the user is less than the level predetermined.
[7]
7. Distance calculation system (9), according to claim 1 or 2, characterized by the fact that it also comprises a display device (140) configured to display a bar to allow the user to adjust the index of use.
[8]
8. Distance calculation system (9) according to any one of claims 1 to 7, characterized by the fact that the second storage device (340) is provided in a data center (3) that is outside the target vehicle (1) and out of the plurality of vehicles (2), the target vehicle (1) includes the first storage device (340) and sends the first data (D1) to the data center (3) and the center data (3) includes a server (300) configured to define the utilization rate.
[9]
9. Distance calculation system (9), according to claim 8, characterized by the fact that the target vehicle (1) is configured to send the first data (D1) to the data center (3) periodically.
[10]
10. Distance calculation system (9), according to claim 8, characterized by the fact that the target vehicle (1) is configured to send the first data (D1) to the data center (3) when a predetermined condition is met.
[11]
11. Method of calculating distance traveled for a vehicle, the vehicle including an arithmetic unit (100), the method of calculating distance traveled characterized by the fact that it comprises (i) calculating, by arithmetic unit (100), a distance traveled of a target vehicle (1) that uses at least one among the
Petition 870170051034, of 7/20/2017, p. 149/165
4/4 first data (D1) and second data (D2), first data (D1) including a history of energy consumption of the target vehicle (1), history of energy consumption including one among a history of energy consumption fuel and a history of electricity consumption, the second data (D2) including the history of energy consumption of a plurality of vehicles (2) different from the target vehicle (1), and (ii) configuration, by the arithmetic unit (100 ), a utilization index between the first data (D1) and the second data (D2) according to an operation by a user of the target vehicle (1) when the arithmetic unit (100) calculates the distance traveled by the vehicle- target (1).
Petition 870170051034, of 7/20/2017, p. 150/165
1/14

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法律状态:
2018-10-30| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

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