WO2014162526A1

WO2014162526A1 - Energy consumption amount estimation device, energy consumption amount estimation method, energy consumption amount estimation program, and recording medium

Info

Publication number: WO2014162526A1
Application number: PCT/JP2013/060135
Authority: WO
Inventors: 進大沢; 福田　達也; 安士　光男
Original assignee: パイオニア株式会社
Priority date: 2013-04-02
Filing date: 2013-04-02
Publication date: 2014-10-09

Abstract

An energy consumption amount estimation device (100) is provided with: a first estimation unit (101) that estimates first information that is the amount of energy consumed by a device that is arranged in a mobile body comprising an electrical component when the mobile body travels through a predetermined zone; a supply amount acquisition unit (103) that acquires the energy supply amount when energy is supplied to the mobile body; and a second estimation unit (102) that, on the basis the first information that is estimated by the first estimation unit (101) and the energy supply amount that is acquired by the supply amount acquisition unit (103), estimates travel energy consumption that is the amount of energy consumed when the mobile body travels through the predetermined zone.

Description

Energy consumption estimation device, energy consumption estimation method, energy consumption estimation program, and recording medium

The present invention relates to a consumption energy amount estimation device, a consumption energy amount estimation method, a consumption energy amount estimation program, and a recording medium that display energy consumption of a mobile object. However, the use of the present invention is not limited to the above-described energy consumption estimation device, energy consumption estimation method, energy consumption estimation program, and recording medium.

Conventionally, there is a technique for calculating the average fuel consumption and average power consumption of a moving object and estimating the cruising distance of the moving object using an energy estimation formula (for example, see Patent Document 1 below). For this estimation, coefficients such as acceleration and running resistance calculated according to the vehicle weight, vehicle dimensions, and the like are used.

Japanese Patent No. 4959862

However, in the above-described conventional technology, the energy consumption is estimated assuming the traveling state of the moving body under a certain condition. Therefore, with respect to the actual energy consumption that changes depending on the road condition, the user's driving method, etc. Could not cope, and the estimation accuracy of energy consumption could not be improved. For this reason, for example, a user or the like has to manually correct a deviation of an actual measurement result (actual consumption) from an estimation result.

On the other hand, there is a vehicle meter display or the like as a configuration for calculating energy consumption without using an energy estimation formula. In this case, the average fuel consumption, average electricity cost, cruising range, etc. are calculated from the energy actually consumed by the vehicle using data such as CAN (Controller Area Network) and displayed. Not used. In this case, calculation or estimation is performed using data from the vehicle based on, for example, the amount of energy consumed for a certain past time or a certain distance. Even in this configuration, it is impossible to cope with changes in road conditions and vehicle running conditions, and it is not possible to improve the estimation accuracy of energy consumption.

In addition, when refueling at a charging station or refueling at a gas station, the distance traveled per unit of energy calculated from the amount of energy replenished and the distance traveled by the moving object (hereinafter referred to as “electricity cost”) In order to correct the estimation result by setting a correction value to correct the deviation between the estimation result and the actual measurement result (actual consumption) such as power consumption, fuel consumption, etc. However, it takes time and effort for calculation and correction value setting by the user. Further, in order to improve the estimation accuracy, the same calculation and correction value setting are required for each energy supply, which is complicated.

In order to solve the above-described problems and achieve the object, the energy consumption estimation device according to the invention of claim 1 is arranged in the moving body including electrical components when the moving body travels in a predetermined section. By a first estimation unit that estimates first information that is an energy amount consumed by an electronic device, a supply amount acquisition unit that acquires an energy supply amount when energy is supplied to the mobile body, and the first estimation unit Based on the estimated first information and the energy replenishment amount acquired by the replenishment amount acquisition unit, a travel consumption energy that is an energy consumption amount when the mobile body travels in the predetermined section is estimated. 2 estimation units.

According to a fifth aspect of the present invention, there is provided an energy consumption amount estimation device that estimates first information, which is an energy amount consumed by a factor unrelated to travel when a moving body travels in a predetermined section. 1 estimation unit, a supply amount acquisition unit that acquires an energy supply amount when energy is supplied to the mobile body, first information estimated by the first estimation unit, and the supply amount acquisition unit A second estimation unit configured to estimate a travel consumption energy that is an energy consumption amount when the mobile body travels in the predetermined section based on the energy supply amount.

According to a sixth aspect of the present invention, there is provided an estimation unit for estimating an amount of energy consumed by a moving body when the moving body travels in a predetermined section using a predetermined estimation formula. Based on the replenishment amount acquisition unit for acquiring the amount of energy replenishment when the mobile body is replenished with energy, the consumed energy amount estimated by the estimation unit, and the energy replenishment amount acquired by the replenishment amount acquisition unit And a calculation unit for calculating a correction coefficient for correcting the coefficient used in the estimation formula.

According to a seventh aspect of the present invention, there is provided a consumption energy amount estimation method according to a consumption energy amount estimation method of a consumption energy amount estimation device that estimates consumption energy due to movement of a mobile body, when the mobile body travels in a predetermined section. A first estimation step for estimating first information, which is an energy amount that is constantly consumed by a device disposed on the mobile object including electrical components, and an energy supply amount when the mobile object is supplied with energy. Based on the replenishment amount acquisition step to be acquired, the first information estimated by the first estimation step, and the energy replenishment amount acquired by the replenishment amount acquisition step, the moving body travels in the predetermined section. And a second estimation step for estimating travel energy consumption, which is the amount of energy consumed at the time.

Further, an energy consumption amount estimation program according to the invention of claim 8 causes a computer to execute the energy consumption amount estimation method according to claim 7.

Further, a recording medium according to the invention of claim 9 is characterized in that the energy consumption estimation program according to claim 8 is recorded in a computer-readable state.

FIG. 1 is a block diagram illustrating a functional configuration of the energy consumption estimation device according to the embodiment. FIG. 2 is a block diagram showing a functional configuration when the consumption energy amount estimation device is configured using a navigation device. FIG. 3 is a flowchart showing the processing content of the correction coefficient calculation. FIG. 4 is a flowchart showing the processing content of the route energy consumption estimation. FIG. 5 is a block diagram illustrating a hardware configuration of the navigation apparatus.

DETAILED DESCRIPTION Exemplary embodiments of an energy consumption estimation device, an energy consumption estimation method, an energy consumption estimation program, and a recording medium according to the present invention will be described below in detail with reference to the accompanying drawings.

(Embodiment)
FIG. 1 is a block diagram illustrating a functional configuration of the energy consumption estimation device according to the embodiment. The energy consumption estimation apparatus 100 according to the embodiment includes a first estimation unit 101, a second estimation unit 102, and a replenishment amount acquisition unit 103.

The consumed energy is, for example, energy based on electricity in the case of EV cars, and energy based on electricity and energy based on gasoline, light oil, gas, etc. in the case of HV cars and PHV cars. In addition, in the case of a fuel cell vehicle, for example, energy is energy based on electricity and the like, for example, hydrogen or fossil fuel used as a hydrogen raw material (hereinafter, EV vehicle, HV vehicle, PHV vehicle, fuel cell vehicle is simply “EV”). Car)). The energy is energy based on, for example, gasoline, light oil, gas, etc., for example, in the case of a gasoline vehicle, a diesel vehicle, etc. (hereinafter simply referred to as “engine vehicle”).

The first estimation unit 101 is consumed by an electrical component such as an electric circuit installed in the moving body or an electronic device such as an air conditioner or a navigation device installed in the moving body when the moving body travels in a predetermined section. The first information that is the amount of energy to be estimated is estimated. In an engine vehicle, the first information includes the amount of energy consumed when the vehicle engine operates in an idling state. The first information is the amount of energy that is constantly consumed by the moving body regardless of the traveling state of the moving body.

Based on the first information estimated by the first estimation unit 101 and the energy supply amount, the second estimation unit 102 estimates travel consumption energy that is energy consumption when the mobile body travels in a predetermined section. . The travel energy consumption includes second information related to energy consumed and recovered when the mobile body is adjusted, and third information related to energy consumed by the resistance generated during travel of the mobile body. In addition to this, it may include fourth information related to energy consumed by rolling resistance generated when the mobile body is traveling. The replenishment amount acquisition unit 103 acquires the energy replenishment amount when the mobile body is replenished with energy and outputs it to the second estimation unit 102.

The second estimation unit 102 estimates the travel energy consumption using a predetermined energy consumption estimation formula (estimation formula). The second estimation unit 102 determines the consumption based on the first information estimated by the first estimation unit 101, the energy supply amount acquired by the supply amount acquisition unit 103, and the estimation result of the consumption energy estimation formula. A correction coefficient for correcting a coefficient used in the energy estimation formula is calculated. More specifically, the second estimation unit 102 subtracts the energy amount of the first information estimated by the first estimation unit 101 from the energy supply amount acquired by the supply amount acquisition unit 103 (energy amount). Is a correction coefficient obtained by dividing the value by the estimation result of the energy consumption estimation formula.

According to the above configuration, the energy consumption amount required for traveling can be accurately estimated by using the actually replenished energy replenishment amount for estimating the traveling consumption energy. At this time, by removing the first information, which is the amount of energy that is constantly consumed, the energy consumption required for the actual travel can be accurately estimated. In addition, since the coefficient of the estimation formula used in the estimation formula is corrected using the energy replenishment amount, the energy consumption required for the travel of the energy consumption required for travel (especially the first information other than the steady consumption) is accurate. It can be estimated well.

According to the above configuration, each time energy is replenished, a correction coefficient corresponding to the traveling state of the moving body after the previous energy replenishment is obtained, and correction is performed using the correction coefficient. The travel consumption energy can be obtained with high accuracy corresponding to the travel state of each moving body. At this time, the user only needs to perform an operation of setting and inputting the energy replenishment amount, and the energy consumption amount can be estimated with high accuracy by a simple operation.

Hereinafter, examples of the present invention will be described. In the present embodiment, an example in which the present invention is applied will be described using a navigation device mounted on a vehicle as an energy consumption estimation device 100.

FIG. 2 is a block diagram showing a functional configuration when the energy consumption estimation device is configured using a navigation device. The navigation device 200 includes an energy supply amount input unit 201, a unit time consumption energy estimation unit 202, an estimated consumption energy integration unit 203, a correction coefficient calculation unit 204, and a route consumption energy estimation unit 205.

In the energy supply amount input unit 201, an energy supply amount when supplying energy to the vehicle is input. The energy replenishment amount is a charge amount of an EV vehicle, an oil supply amount of an engine vehicle, or the like. Further, in the case of a PHV vehicle, two energy replenishment amounts such as a charge amount and a fuel supply amount may be input.

The unit time energy consumption estimation unit 202 estimates the amount of energy consumed per unit time using a predetermined estimation formula. Specifically, each coefficient calculated from the vehicle weight, body dimensions, etc., specifically, a coefficient related to the amount of energy per unit time that is constantly consumed, a coefficient related to the acceleration component, a coefficient related to the rolling resistance component, air A coefficient relating to resistance, a coefficient relating to steady consumption energy consumed constantly, speed information, and road gradient information as necessary are added to estimate the amount of energy consumed per unit time (estimated unit time consumption energy).

Unit energy consumption consists of vehicle energy consumption and steady energy consumption. The vehicle energy consumption is energy consumption related to vehicle travel such as acceleration, deceleration, and steady speed. The steady consumption energy amount is an energy amount that is constantly consumed even when the vehicle is stopped, and is an energy amount that is consumed by electrical components of the vehicle, air conditioning, and the like. The energy replenishment amount includes the vehicle consumption energy amount and the steady consumption energy amount.

The unit time energy consumption estimation unit 202 calculates an estimated vehicle energy consumption amount as the estimated unit time energy consumption.

More specifically, the unit time consumption energy estimation unit 202 calculates each coefficient calculated from the vehicle weight, the body size, etc., for example, the amount of energy consumed per unit time on a regular basis (first information of the estimation formula). ), A coefficient relating to the acceleration component energy amount (second information), a coefficient relating to the weight of the vehicle, a coefficient relating to the air resistance component energy amount (third information), and a rolling resistance component energy amount (fourth information). The energy consumption is estimated by dividing it into coefficients related to (information).

At this time, the unit time energy consumption estimation unit 202 estimates the amount of energy consumed per unit time by using the acquired speed information and, further, gradient information as necessary. For these vehicle weight, body size, speed information, and gradient information, data detected by a sensor included in the general-purpose navigation apparatus 200 is used. For example, the speed information is obtained by correcting the pulse input of the vehicle speed sensor with GPS data. Not only this but these data (for example, speed information, gradient information, etc.) may use information which CAN etc. of vehicle 210 outputs.

The unit time consumption energy calculation formula estimated by the unit time consumption energy estimation unit 202 uses, for example, the following.
Unit time energy consumption Pc = P1 + P2 + P3 + P4
= K1 + k2 × [(dV / dt) + g × sin (θ / 100)] × V + k3 × (V ³ + al × V ² ) + k4 × V
P1: Steady energy consumption (first information)
P2: Energy consumption by acceleration / deceleration and road gradient θ (second information)
P3: Energy consumption by air resistance (third information)
P4: Energy consumption due to rolling resistance (4th information)
V: speed g: acceleration of gravity

The estimated consumption energy integration unit 203 integrates the estimated unit time consumption energy calculated by the unit time consumption energy estimation unit 202 for each coefficient, and holds a cumulative value for each coefficient.

The correction coefficient calculation unit 204 uses the energy supply amount input to the energy supply amount input unit 201 and the estimated steady energy consumption amount accumulated by the estimated energy consumption accumulation unit 203 to extract only the energy required for traveling. Specifically, the actual running energy consumption is obtained by subtracting the accumulated steady energy consumption from the energy supply amount.

The correction coefficient calculation unit 204 receives a vehicle energy consumption amount and a steady consumption energy amount as vehicle data 211 from the vehicle 210. The vehicle energy consumption is speed information (vehicle speed pulse), inclination information, and the like, and energy required for traveling is calculated. The steady consumption energy amount is an energy amount that is constantly consumed by an electrical component of a vehicle, air conditioning, or the like.

The correction coefficient calculation unit 204 calculates a correction coefficient for correcting the vehicle energy consumption. For this purpose, the accumulated estimated travel energy consumption unit 203 calculates the accumulated estimated travel energy consumption by adding the accumulated data of each coefficient component excluding the steady energy consumption. Then, a value obtained by dividing the actual travel energy consumption amount by the cumulative estimated travel energy consumption amount is calculated as a correction coefficient.

The correction coefficient calculation unit 204 uses the correction coefficient as a coefficient of energy consumption related to acceleration (second information) used in the estimation formula, a coefficient of energy consumption related to air resistance (third information), and an energy consumption related to rolling resistance components. Multiply by the coefficient of (fourth information) to obtain each coefficient after correction.

Specifically, the correction coefficient h is
h = actual driving energy consumption / cumulative estimated driving energy consumption = [Pr-Σk1 (small k1)] / ΣPT
Calculated by
Pr: energy supply amount value k1 (small k1): unit time steady energy consumption PT: unit time estimated travel energy consumption

The correction coefficient h is used by multiplying the coefficients k2 to k4 of the second information, the third information, and the fourth information related to the travel in the energy consumption estimation formula. The second information (k2 ′ = k2 × h), the third information (k3 ′ = k3 × h), and the fourth information (k4 ′ = k4 × h).

The correction coefficient calculation unit 204 may calculate the “steady consumption energy amount” by the following method, and may integrate it to obtain a cumulative value. For example, the “steady consumption energy amount” estimates the temperature from the time information such as the date and time, the position information such as the location and altitude, and the like, and estimates the unit time energy amount consumed by air conditioning such as air conditioning. The user may manually input and set the steady consumption energy amount directly or with a slide bar or the like.

The route consumption energy estimation unit 205 obtains the current position, obtains information used for the variables of the consumption energy estimation formula, performs a route search from the current position of the mobile body to the destination, and calculates the energy consumption in the planned travel route. Estimate using the energy consumption estimation formula. At this time, the energy consumption is estimated using each coefficient after correction based on the correction coefficient calculated by the correction coefficient calculation unit 204.

The acquisition of the current position is obtained by, for example, calculating the current position of the device using GPS information received from a GPS satellite. The variable is acquired by acquiring information on the speed of the moving body between nodes on which the moving body travels and using it as a variable of the energy consumption estimation formula.

Further, the route consumption energy estimation unit 205 may include a storage unit, store a travel history of the moving body, and use it for consumption energy estimation. The travel history of the mobile body includes speed, acceleration, travel time, actual energy consumption, vehicle information, and the like when the mobile body travels in the travel section in the past. The vehicle information includes vehicle weight, vehicle rotating part weight, efficiency, air resistance, and the like. The travel history of the moving body is stored for each travel section or each road type, for example. Then, the correction coefficient may be calculated for each recorded travel history.

The unit time energy consumption estimation unit 202 estimates the unit time energy consumption using the coefficients before correction. This prevents renormalization of the coefficient change to the accumulated value. The corrected coefficients k2 'to k4' are output to the route energy consumption estimation unit 205, and used for power estimation, cruising distance calculation, and cruising range display calculation for traveling to the destination.

(Correction coefficient calculation process)
FIG. 3 is a flowchart showing the processing content of the correction coefficient calculation. The process of the correction coefficient calculation part 204 is shown. First, an energy supply amount is input from the energy supply amount input unit 201 at a timing when energy is supplied at a charging station of an EV vehicle or a gas station (gasoline station) of an engine vehicle (step S301). For example, the user may input the amount of energy replenishment, or the replenishment data received by the vehicle 210 from a charging stand or the like in conjunction with energy replenishment may be used.

Next, 1. The actual running energy consumption is calculated (step S302). The actual running energy consumption can be calculated from the energy replenishment amount−the estimated steady consumption energy amount cumulative value.

Next, 2. The cumulative estimated travel energy consumption is calculated (step S303). It can be calculated from the estimated running energy consumption cumulative value.

And the above 1. The actual running energy consumption is The correction coefficient h is calculated by dividing by the cumulative estimated travel energy consumption (step S304).

Thereafter, new coefficients k2 ', k3', and k4 'are obtained by multiplying the coefficients k2, k3, and k4 of the items related to traveling in the energy consumption estimation formula by the correction coefficient h (step S305). Then, the correction coefficient calculation unit 204 outputs the correction coefficient to the route consumption energy estimation unit 205.

According to the above configuration, when calculating the average fuel consumption or the average electricity consumption or estimating the cruising distance using the energy estimation formula, the energy replenishment amount is compared with the energy consumption amount based on the estimation formula, and the correction coefficient is calculated. The calculated correction coefficient is multiplied by the coefficient related to the amount of energy consumption related to acceleration, the coefficient related to the rolling resistance component, and the coefficient related to the air resistance, respectively, to be the corrected coefficients k2 ′ to k4 ′. Highly accurate estimation adapted to the running state is possible.

The amount of energy consumed by the vehicle is not used for traveling, but energy is also consumed by electrical equipment and air conditioning. In calculating the correction coefficient, it is necessary to extract and calculate only the amount of energy used for traveling from among the energy supply amount corresponding to the actual energy consumption amount and the estimated energy consumption amount. For this reason, the accumulated value of the estimated energy consumption in the estimated consumed energy integrating unit is accumulated separately for each coefficient. As a result, it is possible to calculate only the estimated energy consumption cumulative value related to traveling.

(Route consumption energy estimation processing)
FIG. 4 is a flowchart showing the processing content of the route energy consumption estimation. The processing performed by the route consumption energy estimation unit 205 is shown. The route consumption energy estimation unit 205 corrects the coefficient used in the energy consumption estimation formula, and estimates the amount of energy consumption of the travel route to the destination.

First, the route consumption energy estimation unit 205 acquires a correction coefficient from the correction coefficient calculation unit 204 (step S401). Next, post-correction coefficients k2 ′ to k4 ′ are derived from the travel energy calculation coefficients (coefficients k2 to k4 of the second information to fourth information) calculated based on the vehicle weight, dimensions, etc. and the correction coefficient h ( Step S402).

Then, the route search is started based on the destination setting by the operator (step S403). At this time, a route search is performed using link information (data such as distance between links of nodes and link required time) to derive a plurality of route candidates to the destination (step S404).

Thereafter, the route link information (distance of link, average speed, acceleration information, etc.) and corrected coefficients k2 ′ to k4 ′ are input to the route consumption energy calculation formula to calculate the total travel energy amount of the route (step S405). This process is performed for each route candidate.

Thereafter, for each route candidate, the total steady consumption energy amount in the route is calculated from the route required time and the unit time steady energy consumption calculated by the estimated consumption energy integrating unit 203 (step S406). Then, the total steady energy consumption is added to the total travel energy to calculate the total energy consumption of the route. This is performed for each route, and the amount of route consumed energy for each route is set (step S407). The route consumption energy estimation unit 205 displays and outputs the route consumption energy amount for each route on a display unit (not shown).

(Details of energy consumption estimation process)
Next, details of the energy consumption estimation process using the energy consumption estimation formula will be described. The above-described predetermined section such as between nodes will be described as a “travel section”. The unit time consumption energy estimation unit 202 and the route consumption energy estimation unit 205 described above each estimate the consumption energy in a predetermined “travel section”.

This travel section is a section in which the mobile body starts and travels, stops after it has traveled, and passes through until the next start. Specifically, the travel section is a section between a predetermined point on the road (hereinafter referred to as “node (road point)”) and another node (hereinafter referred to as “link (road section)”). It is. That is, the node is a point where the moving body stops and a point where the vehicle starts.

The link is one of the elements constituting the road network, and a unit between nodes is a unit. The link information includes, for example, link length (distance) data and predicted data of travel speed and average acceleration at the travel date and time. For example, when traveling in an urban area, a moving body is often stopped by a traffic light or the like. In this case, the node is, for example, an intersection where a traffic signal is installed. The link is, for example, a section between one intersection and another intersection.

The travel section may be a section composed of one link or a section composed of a plurality of continuous links. For example, in a continuous section composed of five nodes (four links), the moving body may repeat starting and stopping four times, and may finish traveling five nodes at one time. Specifically, if five nodes are intersections where traffic lights are installed, the moving body may stop at all the intersections, and the moving body may not stop at any of the intersections. Therefore, in detail, a travel segment is a single link consisting of two nodes where a mobile unit may start and stop, or a continuous group consisting of three or more nodes where a mobile unit may start and stop. Multiple links. Desirably, the travel segment is a link made up of two nodes that may stop. The reason is that all the links branched in all directions can be covered and calculated.

The information related to the speed of the moving object is, for example, the speed and acceleration of the moving object. The energy consumption estimation formula is an equation for estimating the energy consumption amount of the moving body in the travel section. Specifically, the energy consumption estimation formula is a polynomial composed of first information, second information, and third information having different factors that increase or decrease the energy consumption. Further, when the road gradient is clear, fourth information is further added to the energy consumption estimation formula. Details of the energy consumption estimation formula will be described later.

The first information is, for example, the amount of energy consumed when the vehicle is stopped with the engine running (with the power on in the case of an EV vehicle) or when stopped by a signal (hereinafter, Energy consumption). That is, the first information is an energy consumption amount consumed due to a factor not related to the traveling of the moving body (change in the position of the moving body accompanying the traveling of the moving body). More specifically, the first information is the amount of energy consumed by an electrical component or a device (such as an air conditioner, audio device, or other electronic device) disposed on the moving body. In the case of an engine vehicle, energy consumption in an idling state of the engine is included.

The second information is information related to energy consumed and recovered during acceleration / deceleration of the moving body. The time of acceleration / deceleration of the moving body is a traveling state in which the speed of the moving body changes with time. Specifically, the time of acceleration / deceleration of the moving body is a traveling state in which the speed of the moving body changes within a predetermined time. The predetermined time is a time interval at regular intervals, for example, the unit time or a time interval within the unit time.

Further, in the case of an EV vehicle, the second information is a ratio (hereinafter referred to as “recovery rate”) between the amount of energy consumed when the moving body is accelerated and the amount of energy collected when the moving body is decelerated. Good. In the case of an EV vehicle, the recovered energy is energy that is recovered by converting kinetic energy generated during acceleration of the moving body into electrical energy or the like during deceleration. A detailed description of the recovery rate will be described later.

In the case of an engine vehicle, the recovered energy is energy that can be saved without consuming more energy than necessary. Specifically, in the case of an engine vehicle, a method of reducing the time required to step on the accelerator is known as a driving method for improving fuel consumption. That is, in the engine vehicle, fuel consumption can be suppressed by maintaining the traveling of the moving body by the kinetic energy (inertial force) generated when the moving body is accelerated. Further, by using the engine brake when the moving body is decelerated, it is possible to suppress fuel consumption caused by stepping on the brake. In other words, in the case of an engine vehicle, the consumed fuel is reduced (fuel cut) to save fuel, but here it is assumed that the energy is recovered as in the case of an EV vehicle.

The third information is information related to energy consumed by the resistance generated when the mobile object is traveling. The traveling time of the moving body is a traveling state in which the speed of the moving body is constant, accelerated or decelerated within a predetermined time. The resistance generated when the mobile body travels is a factor that changes the travel state of the mobile body when the mobile body travels. Specifically, the resistance generated when the mobile body travels is resistance generated in the mobile body due to weather conditions, road conditions, vehicle conditions, and the like.

The resistance generated in the moving body due to the weather condition is, for example, air resistance due to weather changes such as rain and wind. The resistance generated in the moving body according to the road condition is road resistance due to road gradient, pavement state of road surface, water on the road surface, and the like. The resistance generated in the moving body depending on the vehicle condition is a load resistance applied to the moving body due to tire air pressure, number of passengers, loaded weight, and the like.

Specifically, the third information is energy consumption when the moving body is driven at a constant speed, acceleration or deceleration while receiving air resistance, road resistance, and load resistance. More specifically, the third information is consumed when the moving body travels at a constant speed, acceleration or deceleration, for example, air resistance generated in the moving body due to the head wind or road surface resistance received from a road that is not paved. Energy consumption.

The fourth information is information related to energy consumed and recovered by a change in altitude where the moving object is located. The change in altitude at which the moving body is located is a state in which the altitude at which the moving body is located changes over time. Specifically, the change in altitude at which the moving body is located is a traveling state in which the altitude changes when the moving body travels on a sloped road within a predetermined time.

Further, the fourth information is additional information that can be obtained when the road gradient in the predetermined section is clear, thereby improving the energy consumption estimation accuracy. In addition, when the slope of the road is unknown, or when simplifying the calculation, it is assumed that there is no change in the altitude at which the moving body is located, and the energy consumption is estimated with the road gradient θ = 0 in the energy estimation formula described later. Can do. In the following, except when there is a special explanation and when explaining the consumption energy estimation formula, there is no change in the gradient in the travel section, that is, θ = 0 in the consumption energy estimation formula described later (fourth information is not considered) This is explained on the assumption.

The energy estimation unit (unit time consumption energy estimation unit 202 and route consumption energy estimation unit 205) is a speed of a moving body managed by, for example, an electronic control unit (ECU) of a vehicle via a CAN or the like. The acceleration may be acquired and used as a variable relating to the first information, the second information, and the third information.

In addition, the energy estimation unit acquires the travel time required for traveling in the travel section as a variable of the energy consumption estimation formula. For example, the time required when the mobile body traveled in the same travel section in the past is acquired as the travel time.

In addition, the energy estimation unit satisfies one or both of the case where one travel section or another travel section adjacent to the one travel section is within a range to which the current position of the mobile body belongs or a specific type of travel section. In this case, information on the speed of the moving body traveling in the travel section at that time is acquired as a variable related to the first information, the second information, and the third information.

The one travel section is a travel section where the mobile body is currently traveling. Another travel section adjacent to one travel section is a travel section connected to a node that is the end point of the one travel section. For example, when the node that is the end point of one travel section is a four-way road, the travel sections that are in three directions excluding the one travel section among the travel sections that branch in four directions from the node that is the end point of the one travel section Is another travel section.

The range to which the current position of the moving body belongs is a range including the current position of the moving body when the moving body is traveling. Specifically, the range to which the current position of the mobile body belongs may be a range having a predetermined area including a travel section in which the mobile body is traveling, such as 10 km ² , or an administrative district such as a municipality. It may be a range divided by. The specific type of travel section is a range divided by a specific type. The specific type is, for example, a road type.

Here, the road type is a type of road that can be distinguished by differences in road conditions such as legal speed, road gradient, road width, and presence / absence of signals. Specifically, the road type includes a narrow street (hereinafter referred to as “narrow street”) passing through a general national road, a highway, a general road, an urban area, and the like.

That is, the energy estimation unit acquires the actual speed and acceleration of the moving object traveling in one travel section as information on the speed in the one travel section. In addition, the energy estimation unit is configured so that when one travel section and another travel section are within a range to which the current position of the mobile body belongs or a specific type of travel section, the actual mobile body traveling in one travel section Are acquired as information on the speed in another travel section.

In addition, the energy estimation unit, when one travel section or another travel section is neither a range to which the current position of the mobile body belongs nor a specific type of travel section, of the travel history of the mobile body, Information on the speed of the moving body when traveling in a travel section in the past (hereinafter referred to as “information on travel speed”) is acquired.

Here, the travel history of the mobile body includes the travel energy consumption estimated by the speed, acceleration, travel time, energy supply amount, vehicle information, and the like when the mobile body traveled in the travel section in the past. The vehicle information includes vehicle weight, vehicle rotating part weight, efficiency, air resistance, and the like. The travel history of the moving body can be stored in the storage unit for each travel section or each road type, for example.

Specifically, when the mobile body is before departure (not in one travel section) or has not arrived at another travel section, the energy estimation unit may be the same travel section or the same predetermined in the past. The speed and acceleration when traveling in the range are acquired as information on travel speed. The predetermined range is, for example, a prefecture or a municipality.

Also, the energy estimation unit may acquire information on the travel speed even when one travel section or another travel section is within a range to which the current position of the mobile body belongs or a specific type of travel section. In this case, the energy estimation unit may calculate, for example, an average value of these pieces of information based on both the information about the actual speed and the information about the past travel speed.

The energy estimation unit acquires information on roads in the travel section and uses them as variables in the energy consumption estimation formula. Specifically, the information regarding the road concerning the past travel history memorize | stored in the memory | storage part is acquired. Further, the energy estimation unit may acquire information on the road from the map information stored in the storage unit, or may acquire a road gradient or the like from an inclination sensor or the like.

Here, the information on the road is, for example, road information that causes a change in the amount of energy consumed or recovered by the traveling of the moving body. Specifically, the information on the road is, for example, a running resistance generated in the moving body due to the road type, road gradient, road surface condition, and the like. The running resistance can be calculated by the following equation (1), for example. Generally, running resistance is generated in a moving body during acceleration or running.

The energy estimation unit estimates an energy consumption amount when traveling in the travel section based on a consumption energy estimation formula including the first information, the second information, and the third information. Specifically, the energy consumption amount of the mobile body in a travel section is estimated based on the acquired information on the speed of the mobile body. In addition, when the road gradient is clear, the energy consumption amount when traveling in the travel section may be estimated based on the consumption energy estimation formula to which the fourth information is added.

More specifically, the energy consumption per unit time is estimated based on the consumption energy estimation formula shown in the following formula (2) or (3), or both formulas. The energy consumption of the moving body during acceleration and traveling is the product of travel resistance, travel distance, net motor efficiency, and transmission efficiency (including thermal efficiency in the case of an engine car), and is expressed by the following equation (2). The The energy consumption estimation formula shown in formula (2) is a theoretical formula that estimates the energy consumption per unit time during acceleration and traveling.

Where ε is the net thermal efficiency and η is the total transmission efficiency. If the sum of the acceleration α of the moving object and the acceleration g of the gravity from the road gradient θ is the combined acceleration | α |, the consumption energy estimation formula when the combined acceleration | α | is negative is the running resistance, the running distance, and the net motor. It is the product of efficiency and transmission efficiency, and is expressed by the following equation (3). The case where the combined acceleration | α | is negative is when the moving body is decelerating. The energy consumption estimation formula shown in Formula (3) is a theoretical formula that estimates the energy consumption per unit time during deceleration.

In the above formulas (2) and (3), the first term on the right side is the energy consumption (first information) consumed by the device arranged in the moving body including electrical components. The second term on the right side is the energy consumption (fourth information) due to the gradient component and the energy consumption (third information) due to the rolling resistance component. The third term on the right side is the energy consumption (third information) by the air resistance component. Further, the fourth term on the right side of the equation (2) is the energy consumption (second information) by the acceleration component. The fourth term on the right side of the equation (3) is the energy consumption (second information) by the deceleration component. The information indicated by the other variables is the same as the above equation (1).

Also, in the above formulas (2) and (3), the motor efficiency and drive efficiency, and in the case of an engine car, the thermal efficiency are also considered to be constant. However, in practice, motor efficiency, drive efficiency, thermal effect, and the like fluctuate due to the effects of motor speed, engine speed, torque, and the like. Therefore, the following equations (4) and (5) show empirical equations for estimating energy consumption per unit time. An empirical formula for estimating the energy consumption when the combined acceleration | α + g · sin θ | is positive is expressed by the following formula (4). That is, the energy consumption estimation formula shown in the formula (4) is an empirical formula for estimating the energy consumption per unit time during acceleration and traveling.

Also, the empirical formula for estimating the energy consumption when the composite acceleration | α + g · sin θ | is negative is expressed by the following formula (5). That is, the energy consumption estimation formula shown in Formula (5) is an empirical formula for estimating the energy consumption per unit time during deceleration.

In the above formulas (4) and (5), the coefficients a1 and a2 are constants set according to the status of the moving body. The coefficients k1, k2, and k3 are variables based on energy consumption during acceleration. The information indicated by the first term on the right side to the third term on the right side is the same as in the above equations (2) and (3).

The above formula (2), which is a theoretical formula, and the formula (4), which is an empirical formula, have similar structures. The first term on the right side of the equations (2) and (4) is a component that does not depend on the speed, and is both first information. The second term on the right side of equation (4) is the energy consumption for the gradient resistance and acceleration resistance. That is, the second term on the right side of the equation (4) is second information representing the increase in kinetic energy due to the speed increase and the fourth information representing the increase in potential energy due to the change in altitude. This corresponds to the acceleration component of the term and the gradient component of the second term on the right side of equation (2). The third term on the right side of equation (4) is third information, and corresponds to the rolling resistance component of the second term on the right side of equation (2) and the air resistance component of the third term on the right side of equation (2).

The above formula (3), which is a theoretical formula, and the formula (5), which is an empirical formula, have similar structures in the same manner as the relationship between the formulas (2) and (4) described above. Β in the second term on the right side of the equation (5) is the amount of potential energy and kinetic energy recovered (hereinafter referred to as “recovery rate”).

The energy estimation unit inputs the travel speed V and the travel acceleration α per unit time using the consumption energy estimation formula shown in the above formula (4) or (5), or both formulas, so that the travel speed Alternatively, the energy consumption at the moment when the travel acceleration is acquired may be estimated. However, when the travelable range is estimated using the above formula (4) or (5), the speed and acceleration per unit time in the entire travel section process to be traveled are acquired every 1 second, for example, and 1 second If an attempt is made to estimate the energy consumption every time, the calculation amount may become enormous.

Therefore, the energy estimation unit may estimate the energy consumption in this section by using the average value of the traveling speed and the average value of the traveling acceleration in a certain section. Here, the section gathered to some extent is a section where the mobile body travels, and may be a travel section, for example. The energy consumption amount in the section can be obtained by using a consumption energy estimation formula defined based on the above formula (4) or formula (5). Specifically, as the second information, the energy estimation unit averages the energy consumption per unit time consumed when the mobile body is accelerated and the energy consumption per unit time collected when the mobile body is decelerated. Use the estimation formula.

More specifically, the energy estimation unit estimates the energy consumption using the empirical formula of the energy consumption in the section shown in the following equation (6) or (7), or both equations. Good.

The consumption energy estimation formula shown in the following equation (6) is a consumption energy estimation formula in the section when the altitude difference Δh of the section in which the mobile body travels is positive. The case where the altitude difference Δh is positive is a case where the moving body is traveling uphill.

On the other hand, the consumption energy estimation formula shown in the following equation (7) is a consumption energy estimation formula in the section when the altitude difference Δh of the section in which the mobile body travels is negative. The case where the altitude difference Δh is negative is a case where the moving body is traveling downhill.

In the above formulas (6) and (7), the first term on the right side is the energy consumption (first information) consumed by the equipment provided in the moving body. The second term on the right side is the energy consumption (second information) by the acceleration resistance. The third term on the right side is energy consumption consumed as potential energy (fourth information). The fourth term on the right side is energy consumption (third information) due to air resistance and rolling resistance (hereinafter collectively referred to as running resistance) received per unit area.

Further, the energy estimation unit may acquire, for example, the recovery rate β provided by the vehicle manufacturer, or may calculate the recovery rate β based on information on the speed acquired from the vehicle.

Then, the energy estimation unit calculates the energy consumption per unit time when traveling in the travel section based on one or more of the consumption energy estimation formulas shown in the above formulas (2) to (5). In addition to the estimation, the energy consumption when traveling in the travel section is estimated by integrating the travel time.

Specifically, the energy estimation unit estimates the energy consumption per unit time based on the consumption energy estimation formula using the information about the actual speed or the information about the travel speed, and integrates it with the travel time, Estimate energy consumption in the travel segment.

Then, the energy estimation unit uses the corrected coefficient h calculated by the correction coefficient calculation unit 204 as the second information (k2), the third information (k3), and the fourth information (k4) regarding travel in the consumption energy estimation formula. Is multiplied by each. The second information (k2 × h), the third information (k3 × h), and the fourth information (k4 × h).

Thereby, the route energy consumption estimation unit 205 estimates the energy consumption of the planned travel route using each coefficient after the correction coefficient calculated by the correction coefficient calculation unit 204. At this time, it becomes possible to perform highly accurate estimation adapted to the actual vehicle and the running state.

(Hardware configuration of navigation device)
Next, the hardware configuration of the navigation device will be described. FIG. 5 is a block diagram illustrating a hardware configuration of the navigation apparatus. In FIG. 5, a navigation device 200 includes a CPU 501, a ROM 502, a RAM 503, a magnetic disk drive 504, a magnetic disk 505, an optical disk drive 506, an optical disk 507, an audio I / F (interface) 508, a microphone 509, a speaker 510, an input device 511, A video I / F 512, a display 513, a camera 514, a communication I / F 515, a GPS unit 516, and various sensors 517 are provided. The components 501 to 517 are connected by a bus 520, respectively.

The CPU 501 governs overall control of the navigation device 200. The ROM 502 records programs such as a boot program, a travel distance estimation program, a data update program, and a map data display program. The RAM 503 is used as a work area for the CPU 501. That is, the CPU 501 governs overall control of the navigation device 200 by executing various programs recorded in the ROM 502 while using the RAM 503 as a work area.

The magnetic disk drive 504 controls the reading / writing of the data with respect to the magnetic disk 505 according to control of CPU501. The magnetic disk 505 records data written under the control of the magnetic disk drive 504. As the magnetic disk 505, for example, an HD (hard disk) or an FD (flexible disk) can be used.

Also, the optical disk drive 506 controls reading / writing of data with respect to the optical disk 507 according to the control of the CPU 501. The optical disk 507 is a detachable recording medium from which data is read according to the control of the optical disk drive 506. As the optical disc 507, a writable recording medium can be used. In addition to the optical disk 507, an MO, a memory card, or the like can be used as a detachable recording medium.

Examples of information recorded on the magnetic disk 505 and the optical disk 507 include map data, vehicle information, road information, travel history, and the like. Map data is used to display information related to the distance that can be traveled in a car navigation system. Background data that represents features (features) such as buildings, rivers, and the ground surface, and roads that represent road shapes with links and nodes. Includes shape data. Here, the vehicle information, road information, and travel history are data relating to roads used as variables in the energy consumption estimation formulas shown in the above formulas (2) to (7).

The voice I / F 508 is connected to a microphone 509 for voice input and a speaker 510 for voice output. The sound received by the microphone 509 is A / D converted in the sound I / F 508. For example, the microphone 509 is installed in a dashboard portion of a vehicle, and the number thereof may be one or more. The speaker 510 outputs a sound obtained by D / A converting a predetermined sound signal such as route guidance in the sound I / F 508.

Examples of the input device 511 include a remote controller, a keyboard, and a touch panel that are provided with a plurality of keys for inputting characters, numerical values, various instructions, and the like. The input device 511 may be realized by any one of a remote controller, a keyboard, and a touch panel, but may be realized by a plurality of forms.

The video I / F 512 is connected to the display 513. Specifically, the video I / F 512 is output from, for example, a graphic controller that controls the entire display 513, a buffer memory such as a VRAM (Video RAM) that temporarily records image information that can be displayed immediately, and a graphic controller. And a control IC for controlling the display 513 based on the image data to be processed.

The display 513 displays icons, cursors, menus, windows, or various data such as characters and images. As the display 513, for example, a TFT liquid crystal display, an organic EL display, or the like can be used.

The camera 514 captures images inside or outside the vehicle. The image may be either a still image or a moving image. For example, the outside of the vehicle is photographed by the camera 514 and the photographed image is analyzed by the CPU 501 or a recording medium such as the magnetic disk 505 or the optical disk 507 via the image I / F 512. Or output to

The communication I / F 515 is connected to a wireless / wired network and functions as an interface between the navigation device 200 and the CPU 501. Communication networks that function as networks include public line networks, mobile phone networks, DSRC (Dedicated Short Range Communication), LANs, WANs, and CANs. The communication I / F 515 includes, for example, a network module, a public line connection module, an ETC (non-stop automatic fee payment system) unit, an FM tuner, a VICS (Vehicle Information and Communication System) / beacon receiver, and the like.

The GPS unit 516 receives radio waves from GPS satellites and outputs information indicating the current position of the vehicle. The output information of the GPS unit 516 is used together with the output values of the various sensors 517 when the CPU 501 calculates the current position of the vehicle. The information indicating the current position is information for specifying one point on the map data, such as latitude / longitude and altitude.

Various sensors 517 output information for judging the position and behavior of the vehicle, such as a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and a tilt sensor. The output values of the various sensors 517 are used by the CPU 501 to calculate the current position of the vehicle and to calculate the amount of change in speed and direction.

Each component of the navigation device 200 shown in FIG. 2 uses a program or data recorded in the ROM 502, RAM 503, magnetic disk 505, optical disk 507, etc. shown in FIG. The function is realized by controlling each part in the navigation device 200.

In the energy consumption estimation described above, the amount of energy consumed varies depending on the vehicle state, road conditions, how the user runs, etc. in actual vehicle travel. In the current (conventional) energy consumption estimation (fuel consumption / electricity cost estimation), the energy consumption estimation (fuel consumption / electricity cost estimation) is performed on the assumption of a running state under a certain condition. For this reason, it is not possible to automatically cope with the actual energy consumption (electricity consumption / fuel consumption) that changes depending on the vehicle state, road conditions, how the user runs, and the like. For this reason, conventionally, the estimated energy consumption (fuel consumption / electricity estimation) is corrected and adjusted to a predetermined time to approach the actual consumption energy (fuel consumption / electricity estimation). Specifically, the navigation system is provided with a function for correcting and adjusting the estimated energy consumption (fuel consumption / electricity cost), and correction adjustment is possible when the user performs an input operation manually. However, it is difficult for the user to accurately know the actual energy consumption in real time, and conventionally it is difficult to improve the accuracy of energy consumption estimation. In addition, it takes time and effort for the user to make correction adjustments according to the situation.

On the other hand, according to the present invention, it is possible to perform estimation with higher accuracy corresponding to the vehicle situation, the road situation, the user's way of running, and the like using the energy supply amount corresponding to the actual energy consumption. In addition, the user does not need to perform correction and adjustment operations on the navigation system. In addition, since the estimation accuracy can be improved, the search accuracy can be improved in the route search, and specifically, the accuracy of the energy consumption estimation in the route search or the like is improved. In addition, the accuracy can be improved in estimating the cruising range and displaying the cruising range. In addition, it is not necessary for the user to operate the device to set the correction value and the like, and a troublesome operation is unnecessary, and correction corresponding to the vehicle situation, the road condition, the user's running, and the like can be automatically performed.

Also, not all of the energy consumed by the vehicle is used for traveling, but energy is also consumed by electrical equipment and air conditioning. In the case of an engine vehicle, energy is consumed even when the engine is idling when the vehicle is stopped. In calculating the correction coefficient, only the actual energy consumption amount, the estimated energy consumption amount, and the energy amount used for traveling are extracted to calculate the correction coefficient. For this reason, the cumulative value of energy consumption estimation is accumulated separately for each coefficient. As a result, it is possible to calculate only the estimated energy consumption cumulative value related to traveling. In addition, the energy consumption may include energy consumption such as electrical equipment and air conditioning. To cope with this, the energy consumption and speed information are used to estimate and calculate the amount of energy that is regularly consumed outside of electrical equipment and air conditioning, and the amount of energy that is constantly consumed from the amount of energy consumed. Is pulling. Thereby, the energy amount consumed by driving | running | working can be obtained.

In the above description, the correction coefficient is determined in consideration of the amount of energy that is regularly consumed except for traveling such as electrical equipment and air conditioning. However, the present invention is not limited to this. The coefficient k1 related to the amount of energy that is constantly consumed outside of traveling such as electrical equipment and air conditioning is not separately calculated separately, and the coefficient k2 to k4 related to vehicle traveling is included in the estimation formula including k1. The correction coefficient may be calculated by using it. Specifically, the total value of all the energy consumption consumed by the mobile body is estimated by a predetermined estimation formula, and based on the estimated total value and the energy supply amount (for example, the energy supply amount is estimated. The correction coefficient h for correcting the coefficient used by the estimation equation may be calculated. The calculated correction coefficient h is multiplied by all the coefficients k1 to k4 used in the estimation formula to obtain corrected coefficients k1 ′ to k4 ′, and energy consumption is estimated using these corrected coefficients k1 ′ to k4 ′. You may go.

Also, at the beginning of the correction coefficient calculation process, the change in the correction coefficient is likely to change greatly due to the small amount of accumulated data. In order to prevent this, a constant value may be added as an initial value to each of the accumulated travel energy consumption and the cumulative estimated travel energy consumption. For example, a correction coefficient is calculated by adding a constant amount of power kW for an EV vehicle and a constant gasoline amount cc for an engine vehicle. Further, when the input value of the vehicle weight or the vehicle dimension changes, it is recognized that the vehicle has changed, and it is determined that the previous coefficient and the correction coefficient cannot be used, and the past accumulated value may be reset. When the sensor learning of the navigation system is reset, it is considered that the installation state of the navigation device has changed, and a function of resetting past accumulated values may be provided.

Also, if the tilt information from the tilt sensor is calculated as 0, the influence of the accuracy of the tilt sensor can be eliminated. Further, when the accuracy of the tilt sensor is high, the estimation accuracy can be improved by performing the estimation calculation with the tilt information taken in.

Further, the calculation of the correction coefficient based on the unit time data accumulation described above may be an accumulated value of a past fixed time and a past fixed distance, or a moving average of the past fixed time and a past fixed distance may be used. If the correction coefficient is calculated using the accumulated value of the past fixed time and the fixed distance in the past, the influence of the past data is reduced, so that the correction coefficient adapted to the current situation can be calculated. As a result, correction according to the current vehicle situation, running situation, and the like is possible, and estimation accuracy can be improved. On the other hand, if the correction coefficient is calculated using the accumulation of long-term data such as all past data, the possibility that the correction coefficient fluctuates greatly with each change in the situation can be reduced.

Also, correction coefficients according to road conditions and traveling conditions such as correction coefficients for urban areas and correction coefficients for highways may be set, and it is possible to improve the estimation accuracy according to the conditions.

These can be achieved, for example, by adding information such as cumulative value information of each coefficient, date / time, location, distance, road type, etc. to the energy supply amount information at the time of energy supply, and recording and storing information for each energy supply. Become. Also, by recording additional information every time energy is replenished, it is possible to input a replenishment energy amount when energy is replenished, and even if data is not recorded, processing such as ignoring the data during that time can be entered. It is possible to cope with forgetting.

Furthermore, when the system can acquire the amount of energy replenishment by a communication function or the like at an energy replenishment place such as a charging station or a gas station, the user can use the correction function without manually inputting energy replenishment amount information. This eliminates the need for the user to set the energy replenishment amount correction amount by himself and facilitates operation by obtaining simple operability. In this case, the information regarding the supplementary energy may be received not only directly from the charging station or the gas station but also via communication or media via a network, a server, a mobile phone or the like.

Furthermore, when individual energy consumption information such as electrical components and air conditioning can be obtained from the vehicle in real time, the actual driving energy consumption may be calculated using these information. Thus, the estimation accuracy of energy consumption can be further improved.

Also, information on the amount of remaining energy from the vehicle (for example, the SOC (remaining battery capacity) in the EV vehicle, the amount of remaining fuel in the tank in the engine vehicle) and the energy consumption efficiency obtained from the estimation of the route energy consumption (for example in the EV vehicle) It is possible to calculate the cruising range using the power consumption rate, or the fuel consumption rate for an engine vehicle). In addition, by using the remaining energy amount information and energy consumption efficiency, a process for sequentially searching for nodes that are estimated to be reachable in each direction around the vehicle position is performed. In addition, it is possible to calculate the cruising distance around the vehicle position. At this time, if the above-described correction coefficient is updated continuously (for example, every unit time), it is possible to calculate the cruising range with higher accuracy according to the situation.

In the above configuration, the navigation apparatus mounted on the vehicle is used for estimating the energy consumption. However, the present invention is not limited to this, and the energy consumption estimation may be performed using a server or the like outside the vehicle. In this case, the vehicle and the navigation device transmit various information such as vehicle information and speed information to the server via the network. The server includes each component described in FIG. 2, calculates a correction coefficient, estimates the energy consumption, and transmits the estimated energy to the vehicle. Thereby, on the vehicle side, it is only necessary to display and output the estimated energy consumption calculated by the server, the processing load can be shared by the entire system, and the processing load of the navigation device can be reduced.

As another configuration example, the server is configured to perform only correction coefficient calculation and transmit the correction coefficient to the navigation device in the configuration of FIG. 2, and the navigation device estimates the amount of energy consumption based on the correction coefficient. You can also

The method for estimating energy consumption described in the present embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100 Consumption energy amount estimation apparatus 101 1st estimation part 102 2nd estimation part 103 Supply amount acquisition part 200 Navigation apparatus 201 Energy supply amount input part 202 Unit time consumption energy estimation part 203 Estimated consumption energy accumulation part 204 Correction coefficient calculation part 205 Route Energy consumption estimation unit 211 Vehicle data

Claims

A first estimating unit that estimates first information that is an amount of energy consumed by a device disposed in the moving body including electrical components when the moving body travels in a predetermined section;
A replenishment amount acquisition unit for acquiring the amount of energy replenishment when the mobile body is replenished with energy;
Travel that is energy consumption when the mobile body travels in the predetermined section based on the first information estimated by the first estimation unit and the energy supply amount acquired by the supply amount acquisition unit A second estimation unit for estimating energy consumption;
An energy consumption amount estimation apparatus comprising:
The second estimation unit includes
Estimating the travel energy consumption using a predetermined energy consumption estimation formula,
Based on the first information estimated by the first estimation unit, the energy supply amount acquired by the supply amount acquisition unit, and the estimation result of the predetermined consumption energy estimation formula, the predetermined consumption energy estimation formula Calculating a correction coefficient for correcting the coefficient used;
The apparatus for estimating an energy consumption amount according to claim 1.
The second estimation unit includes
A value obtained by dividing the energy replenishment amount acquired by the replenishment amount acquisition unit by subtracting the first information estimated by the first estimation unit by the estimation result of the predetermined consumption energy estimation formula is the correction coefficient. And
The energy consumption amount estimation apparatus according to claim 2.
The travel energy consumption includes second information related to energy consumed and recovered when the moving body is adjusted, and third information related to energy consumed by resistance generated during travel of the mobile body. Item 4. The energy consumption estimation device according to any one of Items 1 to 3.
A first estimation unit that estimates first information that is an amount of energy consumed when a mobile object travels in a predetermined section due to a factor unrelated to the travel;
A replenishment amount acquisition unit for acquiring the amount of energy replenishment when the mobile body is replenished with energy;
Travel that is energy consumption when the mobile body travels in the predetermined section based on the first information estimated by the first estimation unit and the energy supply amount acquired by the supply amount acquisition unit A second estimation unit for estimating energy consumption;
An energy consumption amount estimation apparatus comprising:
An estimation unit that estimates an amount of energy consumed by the mobile body when the mobile body travels in a predetermined section using a predetermined estimation formula;
A replenishment amount acquisition unit for acquiring the amount of energy replenishment when the mobile body is replenished with energy;
A calculation unit for calculating a correction coefficient for correcting a coefficient used in the estimation formula based on the consumed energy amount estimated by the estimation unit and the energy supply amount acquired by the supply amount acquisition unit;
An energy consumption amount estimation apparatus comprising:
In the energy consumption amount estimation method of the energy consumption amount estimation device for estimating the energy consumption due to movement of a moving object,
A first estimation step of estimating first information that is an amount of energy consumed by a device arranged in the moving body including electrical components when the moving body travels in a predetermined section;
A replenishment amount acquisition step of acquiring the amount of energy replenishment when the mobile body is replenished with energy;
Travel that is energy consumption when the mobile body travels in the predetermined section based on the first information estimated in the first estimation step and the energy supply amount acquired in the supply amount acquisition step A second estimation step for estimating energy consumption;
A method for estimating the amount of energy consumption, comprising:
An energy consumption estimation program for causing a computer to execute the energy consumption estimation method according to claim 7.
A computer-readable recording medium on which the energy consumption amount estimation program according to claim 8 is recorded.