JP2017039330A - Energy-saving operation execution evaluation method - Google Patents
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Abstract
Description
本発明は、自動車の省エネルギー運転実行を自動車およびその走行環境の実態に合わせて簡易にかつ効果的に評価することを可能にする省エネルギー運転実行評価指標およびその有効な活用方法に関する。 The present invention relates to an energy-saving driving performance evaluation index that enables simple and effective evaluation of an energy-saving driving performance of a vehicle according to the actual conditions of the vehicle and its driving environment, and an effective utilization method thereof.
自動車の省エネルギー運転方法については、省エネルギーセンターから「エコドライブ10のすすめ」（非特許文献1）が公的な省エネルギー運転方法として推奨され、運輸関連業界、地方自治体等でそれが積極的に推奨・実施されている。
しかし上記省エネルギー運転方法については、走行中の車両の有している運動エネルギーの有効利用という最も効果的な視点が欠けているという大きな問題がある。
Regarding energy-saving driving methods for automobiles, “Encouragement of Eco-Drive 10” (Non-patent Document 1) is recommended by the Energy Saving Center as a public energy-saving driving method, and it is actively recommended in transportation-related industries, local governments, etc. It has been implemented.
However, the above energy-saving driving method has a major problem that the most effective viewpoint of effective use of kinetic energy possessed by a traveling vehicle is lacking.
自動車の省エネルギー運転の最大のポイントは、自動車が加速走行によって獲得した運
動エネルギーを如何に、減速時に走行抵抗に対抗しての走行エネルギーとして、有効活用するかである。このためには減速時上記運動エネルギーを制動、特に摩擦制動、によって浪費しない走行、即ち停止点に向けての減速走行を惰性走行あるいは惰性走行に準じた走行で行う必要がある。
ここで、惰性走行とは、車両の安全走行上あるいは車両動作の信頼性上の支障をきたさない範囲内で、エンジン、モータ等の車両駆動体の駆動力発生動作を停止・低減するとともに、エンジン、モータ等の車両駆動体と駆動輪との接続を停止・低減して、車両の有する運動エネルギーの駆動輪負荷となるエンジン、モータ等車両駆動体への伝達を停止・低減する、ことによって車両の有している運動エネルギーを車両走行に効果的に利用しての車両の減速走行状態をいう。
The biggest point of energy saving driving of a car is how to effectively use the kinetic energy acquired by the car by acceleration running as running energy against running resistance during deceleration. For this purpose, it is necessary to carry out traveling that does not waste the kinetic energy during deceleration, in particular friction braking, that is, traveling at a reduced speed toward the stop point in accordance with inertial traveling or inertial traveling.
Here, coasting refers to stopping / reducing driving force generation operation of a vehicle driving body such as an engine or a motor within a range that does not cause a problem in safe driving of the vehicle or reliability of vehicle operation. By stopping / reducing the connection between the vehicle driving body such as a motor and the driving wheel, and stopping / reducing the transmission of the kinetic energy possessed by the vehicle to the vehicle driving body such as the engine and motor. The vehicle is decelerating and traveling effectively using the kinetic energy possessed by the vehicle for traveling.
但し、走行状態として上記の如く厳密な惰性走行状態になくとも、例えばガソリンエンジン４速ＭＴ車において、４速走行時のアクセルオフ操作のみ、即ち駆動輪−エンジン間の接続を遮断するためのクラッチオフを行わない、状態を擬似的な惰性走行（準惰性走行）とすることもできる。 However, even if the driving state is not strictly coasting as described above, for example, in a gasoline engine 4-speed MT vehicle, only the accelerator-off operation at the time of 4-speed driving, that is, a clutch for cutting off the connection between the drive wheels and the engine The state in which the vehicle is not turned off can also be set as a pseudo inertial traveling (semi-inertial traveling).
惰性走行の効果的あるいはその比較的簡易な実行方法については、特許文献１あるいは特許文献２で示されている如く、車両の停止予定地点から惰性走行可能距離上流地点を惰性走行開始可能地点として特定し、車両がその地点に到達した時点で惰性走行を開始し、その後惰性走行下限速度に到達した時点で惰性走行から制動走行に移行してその後は制動走行で停止予定地点に到達停止する。 As for the effective or relatively simple execution method of inertial traveling, as shown in Patent Document 1 or Patent Document 2, an upstream point where the coasting can be performed is specified as a point where coasting can be started. Then, coasting starts when the vehicle reaches the point, and then transitions from coasting to braking when reaching the inertial traveling lower limit speed, and then reaches and stops at the planned stop point by braking traveling.
上記方法により、惰性走行開始可能地点から停止予定点に向けての惰性走行は可能となるが、問題は上記の如く停止予定地点上流の惰性走行可能距離地点（この地点は停止予定地点から最大５００ｍ以上上流地点となる可能性もある）から減速走行である惰性走行を開始しなければならないことである。
通常の走行状態からの惰性走行への移行を上記惰性走行開始地点の検知時点で自動的に行うことができるように車両が自動惰性走行移行機能を有していれば問題ないが、上記自動惰性走行移行機能を有していない既存の車両においては、惰性走行開始を、停止予定点より惰性走行可能距離上流地点においてドライバーが手動操作によって行わなければならず、これは、一般市街地での惰性走行によって最大３０％以上の省エネ・排出ガス削減効果が期待できるとはいえ、ドライバーにはかなりの運転負荷となる。
By the above method, coasting can be performed from the point where coasting can be started toward the planned stop point. However, as described above, the problem is that the coasting distance range upstream of the planned stop point (this point is a maximum of 500 m from the planned stop point) In other words, there is a possibility of becoming an upstream point), and coasting that is decelerating must be started.
There is no problem if the vehicle has an automatic inertial traveling transition function so that the transition from the normal traveling state to the inertial traveling can be automatically performed at the time of detection of the inertial traveling start point. In existing vehicles that do not have a travel transition function, coasting must be started manually by the driver at a point upstream of the coasting distance from the planned stop point. Although it can be expected to have an energy saving and exhaust gas reduction effect of up to 30% or more, it will be a considerable driving load on the driver.
本願発明はドライバーへ惰性走行実行による省エネ効果・地球温暖化ガス排出量削減効果を強く認識させることによって惰性走行実行に際してのドライバーの精神的負荷を軽減させ、惰性走行実行への強い動機付けを行うことができ、併せて、タクシー業者・運輸業者等の運転管理者が管理下にあるドライバーの省エネ運転実行状況を正確に管理することができる、省エネルギー走行実施評価指標およびこれを使用しての省エネルギー運転評価方法を提案しようとするものである。 The present invention reduces the mental load of the driver when performing inertial driving by making the driver strongly aware of the energy saving effect and the effect of reducing global warming gas emissions by executing inertial driving, and strongly motivates the inertial driving execution In addition, the operation managers such as taxi operators and transport operators can accurately manage the energy-saving driving execution status of the drivers under the management, and the energy-saving driving performance evaluation index and energy saving using this It is intended to propose a driving evaluation method.
本願発明の基本的考え方を図１、図２、図３を用いて説明する。
車両走行区間を車両走行開始点から終了点までの複数の単位走行区間Ｓi（i＝１、２、３、・・・）に分割する。
但し、前記単位走行区間Ｓi には車両走行終了点以外には車両停止予定点は含まれていない、従って、単位走行区間Ｓi内において車両走行終了点以外への減速走行は原則として行われない、ものとする。
The basic concept of the present invention will be described with reference to FIGS.
The vehicle travel section is divided into a plurality of unit travel sections Si (i = 1, 2, 3,...) From the vehicle travel start point to the end point.
However, the unit travel section Si does not include a planned vehicle stop point other than the vehicle travel end point. Therefore, in principle, deceleration travel to other than the vehicle travel end point is not performed in the unit travel section Si. Shall.
図１に単位走行区間Ｓi における車両走行の典型的一例を示す。
前記単位走行区間Ｓiの走行距離Ｄiは、
（数１）
Ｄi ＝Ｄai ＋Ｄci ＋Ｄii ＋Ｄbi
である。
ここで、
Ｄai ：単位走行区間Ｓi 内（速度ｖci への）加速走行距離、
Ｄci ：単位走行区間Ｓi 内定速（速度ｖci ）走行距離、
Ｄii ：単位走行区間Ｓi 内（速度ｖci から速度vbi への）惰性走行距離、
Ｄbi ：単位走行区間Ｓi 内（速度ｖbi から速度０への）制動走行距離
である。
FIG. 1 shows a typical example of vehicle travel in the unit travel section Si.
The travel distance Di of the unit travel section Si is:
(Equation 1)
Di = Dai + Dci + Dii + Dbi
It is.
here,
Dai: acceleration travel distance (to speed vci) within the unit travel section Si,
Dci: constant speed (speed vci) travel distance within the unit travel section Si,
Dii: inertia travel distance (from speed vci to speed vbi) within the unit travel section Si,
Dbi: braking travel distance within the unit travel section Si (from speed vbi to speed 0).
上記単位走行区間Ｓiの走行距離Ｄiに対して惰性走行距離Ｄiiとの比Ｅci 、
（数２）
Ｅci ＝Ｄii ／Ｄi
は、単位走行区間Sｉ走行距離に対する惰性走行距離の比、即ち単位走行区間Sｉ走行に要するエネルギー量に対して惰性走行によって削減されるエネルギー量の比を示す。
したがって始点から終点までの走行区間内全走行距離ΣＤi に対して惰性走行によって削減されるエネルギー量の割合Ｅc は、
（数３）
Ｅc ＝（ΣＤii ）／（ΣＤi ）
となり、これをもって省エネルギー運転評価指数とすることができる。
The ratio Eci of the coasting distance Di of the unit traveling section Si to the inertial traveling distance Dii,
(Equation 2)
Eci = Dii / Di
Indicates the ratio of the inertial travel distance to the unit travel section Si travel distance, that is, the ratio of the energy amount reduced by the inertia travel to the energy amount required for the unit travel section Si travel.
Therefore, the ratio Ec of the amount of energy reduced by coasting with respect to the total travel distance ΣDi in the travel section from the start point to the end point is
(Equation 3)
Ec = (ΣDii) / (ΣDi)
This can be used as an energy saving operation evaluation index.
但し、上記は単位走行区間Ｓi 内 において、（速度ｖci からの）惰性走行開始の後、（新
たな加速走行あるいは定速走行に移行することなく速度vbi からの）制動走行に移行する場合、即ち惰性走行が惰性走行開始点から制動開始点（惰性走行終了点）に向けて行われる場合であるが、例えば図２に示す如く、惰性走行中速度がｖ1i （但し、ｖbi ＜ｖ1i ＜ｖci ）到達時点で加速走行（あるいは定速走行）に移行して後速度ｖ1i で再度惰性走行に復帰するような場合は、この間（即ち惰性走行中の加速走行あるいは定速走行移行後再度惰性走行に移行して速度ｖ1i に到達するまでの間）の走行距離（図２においては走行距離Ｄ11i ）は、前記（数２）に示す惰性走行距離Ｄiiには含めない。
However, in the above, in the unit travel section Si, after starting inertial travel (from speed vci), when shifting to braking travel (from speed vbi without transitioning to new acceleration travel or constant speed travel), that is, In this case, the inertial traveling is performed from the inertial travel start point toward the braking start point (the inertial travel end point). For example, as shown in FIG. 2, the inertial traveling speed reaches v1i (where vbi <v1i <vci). In the case of shifting to acceleration traveling (or constant speed traveling) at the time and returning to inertial traveling again at the subsequent speed v1i, during this time (that is, shifting to inertial traveling again after transitioning to acceleration traveling or constant speed traveling during inertial traveling). The travel distance until the speed v1i is reached (travel distance D11i in FIG. 2) is not included in the inertial travel distance Dii shown in the above (Equation 2).
即ち、図２における惰性走行距離Ｄii’ は、惰性走行開始後制動走行開始時点までの走行距離（Ｄi1i ＋Ｄ11i ＋Ｄibi ）ではなく、（数４）に示す如くとする。
（数４）
Ｄii’ ＝（Ｄi1i ＋Ｄibi ）
とする。
従って、この場合の単位走行区間Ｓi 走行距離Ｄi’ は（数５）で示されることから、
単位走行区間Sｉ内走行に要するエネルギー量に対する惰性走行よって削減されるエネル
ギー量の割合Eci’ は（数６）で示されることになる。
（数５）
Ｄi’ ＝Ｄai ＋Ｄci ＋Ｄii’ ＋Ｄ11i＋Ｄbi
（数６）
Ｅci’ ＝Ｄii’ ／Ｄi’
That is, the inertial travel distance Dii ′ in FIG. 2 is not the travel distance (Di1i + D11i + Dibi) from the start of inertial travel to the start of braking travel, but as shown in (Equation 4).
(Equation 4)
Dii '= (Di1i + Dibi)
And
Therefore, the unit travel section Si travel distance Di ′ in this case is expressed by (Equation 5).
The ratio Eci ′ of the energy amount reduced by the inertia traveling with respect to the energy amount required for traveling in the unit travel section Si is expressed by (Equation 6).
(Equation 5)
Di '= Dai + Dci + Dii' + D11i + Dbi
(Equation 6)
Eci '= Dii' / Di '
この理由は、図２における速度ｖci からの惰性走行中、速度ｖ1i で加速走行開始して後、
速度ｖ2iで再度惰性走行に移行して速度ｖ1i に達するまでの間の走行距離Ｄ11iは、当初の速度ｖciでの惰性走行移行時に車両の有していた運動エネルギーを消費しての走行ではなく、速度ｖ1i 時点で移行した加速走行および前記加速走行によって新たに獲得した運動エネルギー分消費による惰性走行距離分（従って、走行距離Ｄ11i は、速度｛（ｖ1i ＋ｖ2i）｝／２での定速走行距離に相当）だからである。
従って単位走行区間内での惰性走行中図２に示すごとき更なる加速走行、定速走行、惰性走行を繰り返しても、こでによる省エネルギー効果の向上は得られないことになる。
The reason for this is that, after coasting from the speed vci in FIG.
The travel distance D11i until the speed v1i is reached again after shifting to inertial traveling at the speed v2i is not a travel that consumes the kinetic energy that the vehicle had at the time of inertial traveling transition at the initial speed vci. Accelerated travel at the time of speed v1i and the inertial travel distance by consumption of the kinetic energy newly acquired by the acceleration travel (the travel distance D11i is therefore a constant speed travel distance at the speed {(v1i + v2i)} / 2). That's why.
Therefore, even if the acceleration traveling, the constant speed traveling, and the inertia traveling as shown in FIG. 2 are repeated during the inertia traveling within the unit traveling section, the energy saving effect cannot be improved by this.
上記より、ドライバーは、評価指数Ｅci 、Ｅci’ あるいはＥc が所定の値以上になるように省エネルギーに有効な惰性走行による減速を行なわなければならない。
また、運転管理者は上記Ｅci値、Ｅci’値、あるいはＥc値、をもってドライバーの省エネルギー運転評価指標とし、所定の指標値を確保しているドライバーには相応の評価を行うとともに、省エネルギー走行継続の動機付けを行い、指標値への到達度不足のドライバーには一層の省エネルギー運転実行の働きかけを行う。
From the above, the driver must perform deceleration by inertial running effective for energy saving so that the evaluation index Eci, Eci ′ or Ec is equal to or greater than a predetermined value.
The driving manager uses the Eci value, Eci 'value, or Ec value as a driver's energy-saving driving evaluation index, and performs appropriate evaluation for drivers who have secured a predetermined index value. Motivate them and encourage drivers who do not reach the index value to implement more energy-saving driving.
上記省エネルギー走行評価方法は主として市街地走行時の惰性走行による目標停止点へ
の省エネルギー減速方法に関してであるが、車両専用道等走行中の停止頻度が少ない場合の省エネルギー走行評価指標として、走行抵抗低減走行、言い換えればあらかじめ設定した走行速度ｖs以下での走行による空気抵抗低減運転への動機付けのための省エネルギー運転評価指標が可能である。
The above energy-saving travel evaluation method is mainly related to the energy-saving deceleration method to the target stop point by coasting in the urban area. In other words, an energy-saving operation evaluation index for motivating the air resistance reduction operation by traveling at a traveling speed vs or less set in advance is possible.
即ち、図３に示す如く、車両専用道等における走行速度最大値ｖs を設定し、前記設定値ｖs以下での走行への動機付けの評価指標としてＥv を（数６）の如く設定する。
（数６）
Ｅv ＝（ΣＬi ）／Ｌ
ここで
Ｌ：車両走行区間走行距離
ΣＬi：車両走行区間内での速度ｖs 以下での走行距離総和
である。
That is, as shown in FIG. 3, a maximum travel speed value vs on a dedicated vehicle road is set, and Ev is set as (Equation 6) as an evaluation index for motivation to travel below the set value vs.
(Equation 6)
Ev = (ΣLi) / L
Where L: vehicle travel section travel distance
.SIGMA.Li: Total traveling distance at a speed vs or less within the vehicle traveling section.
車両の停止頻度が少ない高速道路等の車両専用道において、上記の如く評価指標Ｅvを設
定することにより、設定速度以下の走行速度走行による走行抵抗（空気抵抗）の低減、即ち省エネルギー走行実行の動機付けのための指標とすることができる。
By setting the evaluation index Ev as described above on a dedicated vehicle road such as an expressway where the stop frequency of the vehicle is low, the driving resistance (air resistance) is reduced by driving at a driving speed below the set speed, that is, the motivation for executing energy saving driving. It can be used as an index for attaching.
本願発明によってドライバーは惰性走行あるいは空気抵抗低減走行実施による省エネル
ギー走行効果を評価指標ＥcあるいはＥvで示されることにより、自己の省エネルギー運転
のさらなる徹底、即ち一般市街地走行時の目標停止点に向けての惰性走行による減速走行、
あるいは車両専用道における空気抵抗低減走行、実行への動機付けが得られると同時に車
両運行を業とするタクシーあるいは運送事業等の運転管理者は、指標ＥcあるいはＥvによ
って管理下のドライバーの省エネルギー運転・地球温暖化ガス削減運転状況の定量的管理
が可能になり、事業を通しての社会貢献度向上という大きな観点からの有効な業務管理が
可能となる。
According to the present invention, the driver can show the energy saving driving effect by the inertia running or the air resistance reduction running by the evaluation index Ec or Ev, so that the driver can further improve the energy saving driving, that is, toward the target stop point when driving in the general city area. Deceleration by inertia,
Alternatively, driving managers of taxis or transport businesses that can drive and reduce the air resistance on vehicle-only roads, and at the same time, operate the vehicle by using the indicators Ec or Ev. Quantitative management of global warming gas reduction operation status becomes possible, and effective business management from a large viewpoint of improving social contribution through business becomes possible.
本願発明を実施するためには、下記省エネルギー減速走行支援機能に省エネルギー運転評価指標算出機能を付加する必要がある。
省エネルギー減速走行支援機能は、例えば下記各種機能で構成する。
・位置特定機能、時計機能、速度特定機能、を有し、
・車両の現在位置情報と車両の次に停止すべき目標地点位置情報とから算出される現地点−目標地点間距離Ｄの算出機能、
・上記速度特定機能と時計機能で特定された速度変化量と時間変化量の比から車両の惰性走行減速度αi の計測・記憶機能、
・前記計測された惰性走行減速度αi と、惰性走行開始時の車両速度ｖc、惰性走行下限速度ｖmin、からの惰性走行可能距離Ｄiの算出機能、
・上記算出された現地点−目標地点間距離Ｄと惰性走行可能距離Ｄi とから、車両の惰性走行開始可能地点を特定し、ドライバーに通報する機能。
In order to implement the present invention, it is necessary to add an energy saving operation evaluation index calculation function to the following energy saving deceleration driving support function.
The energy saving deceleration driving support function includes, for example, the following various functions.
・ Has position identification function, clock function, speed identification function,
A function for calculating a local point-target point distance D calculated from current vehicle position information and target point position information to be stopped next to the vehicle;
・ Measurement and storage function of vehicle inertia deceleration αi from the ratio of speed change and time change specified by the speed specification function and clock function,
A function of calculating the inertia travelable distance Di from the measured inertia travel deceleration αi, the vehicle speed vc at the start of inertia travel, and the inertia travel lower limit speed vmin;
A function of identifying a point where the vehicle can start coasting from the calculated local point-target point distance D and coasting distance Di, and notifying the driver.
一方、省エネルギー運転評価指標算出機能は、
・省エネルギー運転評価指標ＥcあるいはＥv算出のための走行区間特定機能、
・単位走行区間省エネルギー走行評価指標Ｅci 算出に必要な単位走行区間特定機能、
・走行区間距離計測機能
・単位走行区間内における各実走行距離（加速走行距離、定速走行距離、惰性走行距離、制動走行距離、あるいは設定速度ｖs以下走行距離等）計測・算出機能、
・単位走行区間ごとの評価指標Ｅci 、および走行区間の評価指標Ｅc、Ｅv算出機能、
で構成する。
On the other hand, the energy saving operation evaluation index calculation function is
・ A function to identify the driving section for calculating the energy-saving driving evaluation index Ec or Ev,
・ Unit travel section energy saving travel evaluation index Eci required unit travel section identification function,
・ Measuring section distance measurement function ・ Each actual traveling distance (acceleration traveling distance, constant speed traveling distance, inertia traveling distance, braking traveling distance, traveling distance below set speed vs. traveling distance, etc.) measurement / calculation function within a unit traveling section,
・ Evaluation index Eci for each unit travel section, evaluation index Ec for travel section, Ev calculation function,
Consists of.
従って、上記省エネルギー減速走行支援機能および省エネルギー運転評価指標算出機能を有する本願発明の具体的構成方法としては、従来のカーナビゲーション装置あるいはスマートフォン等のカーナビゲーションアプリに上記機能（中の不足機能分）を付加した構成とすることが最も簡易で有効である。 Therefore, as a specific configuration method of the present invention having the energy-saving deceleration driving support function and the energy-saving driving evaluation index calculation function, the above functions (for insufficient functions in the middle) are added to a conventional car navigation device or a car navigation application such as a smartphone. The added configuration is the simplest and most effective.
上記の如く従来のカーナビゲーション装置あるいはスマートフォン等のカーナビアプリ、に最小限の必要機能を付加することによって実現可能な本願発明による省エネルギー運転評価指標を用いた省エネルギー運転評価方法によって、ドライバーあるいは車両運行管理者は、ドライバーの省エネルギー運転実行への強い動機付けあるいは省エネルギー運転実行に対する定量的で正確な評価を行うことができ、自動車の省エネルギー・地球温暖化ガス削減走行に大きな効果を得ることができる。 As described above, the driver or vehicle operation management is performed by the energy-saving driving evaluation method using the energy-saving driving evaluation index according to the present invention, which can be realized by adding the minimum necessary functions to the conventional car navigation device or the car navigation application such as a smartphone. The driver can strongly motivate the driver to execute the energy saving operation or quantitatively and accurately evaluate the execution of the energy saving operation, and can have a great effect on the energy saving of the automobile and the reduction of the greenhouse gas.
図１、図２、図３において、
ｖci ：単位走行領域Ｓi内における定速走行速度・惰性走行開始速度、
ｖbi ：単位走行領域Ｓi内における惰性走行終了速度・制動走行開始速度、
ｖ1i ：単位走行領域Ｓi内における惰性走行開始後の加速あるいは定速走行開始速度、
ｖ2i ：単位走行領域Ｓi内における惰性走行開始後の加速走行終了速度・惰性走行開始速度、
Ｄi ：単位走行領域Ｓi走行距離、
Ｄai ：単位走行領域Ｓi内における加速走行距離、
Ｄci ：単位走行領域Ｓi内における定速走行距離、
Ｄii ：単位走行領域Ｓi内における惰性走行距離、
Ｄbi ：単位走行領域Ｓi内における制動走行距離、
Ｄi1i ：単位走行領域Ｓi内における惰性走行開始から、再度の加速あるいは定速走行開始までの走行距離、
Ｄ11i ：単位走行領域Ｓi内における惰性走行開始から、再度の加速あるいは定速走行開始速度ｖ1i からその後の加速・定速・惰性走行による速度ｖ1i に復帰まで、の走行距離、
Ｄibi ：単位走行領域Ｓi内における走行速度ｖ1i 復帰から制動開始速度までの走行距離、
ｖs ：設定された走行速度最大値
Ｌi （但しi ＝１、２、３）：速度ｖs 以下での走行距離
Ｌ：走行区間距離
Ｅci ：単位走行領域Ｓiにおける省エネルギー運転評価指標
Ｅci’ ：単位走行領域Ｓi’ における省エネルギー運転評価指標（惰性走行中再度の加速あるいは定速走行が発生した場合）
Ｅv ：走行区間内での走行距離と設定速度ｖs 以下での走行距離の対比による省エネルギー運転評価指標
1, 2, and 3,
vci: constant speed traveling speed / inertial traveling start speed within the unit traveling area Si,
vbi: inertial travel end speed / brake travel start speed within the unit travel area Si,
v1i: acceleration after the start of coasting within the unit travel area Si or constant speed start speed,
v2i: Accelerated travel end speed / inertia travel start speed after the start of coasting within the unit travel area Si,
Di: Unit travel area Si travel distance,
Dai: Accelerated travel distance within the unit travel area Si,
Dci: constant speed travel distance in the unit travel area Si,
Dii: Inertia travel distance in the unit travel area Si,
Dbi: braking travel distance in the unit travel area Si,
Di1i: Travel distance from the start of inertial travel within the unit travel area Si to the start of acceleration or constant speed travel again,
D11i: Distance traveled from the start of inertial travel within the unit travel area Si to the return to the speed v1i due to the subsequent acceleration / constant speed / inertia travel from the acceleration or constant speed travel start speed v1i,
Divi: Traveling speed v1i within the unit travel area Si Traveling distance from return to braking start speed,
vs: set traveling speed maximum value Li (where i = 1, 2, 3): traveling distance L below traveling speed vs: traveling section distance Eci: energy saving operation evaluation index Eci ′ in unit traveling area Si: unit traveling area Si 'energy-saving driving evaluation index (when re-acceleration or constant-speed driving occurs during inertial driving)
Ev: Energy-saving driving evaluation index by comparing the travel distance in the travel section and the travel distance below the set speed vs.
Claims (3)
Ｅc ＝（ΣＤii ） ／（ΣＤi ）
をもって省エネルギー運転評価指数とすることを特徴とする省エネルギー運転評価方法。 The vehicle travel section is divided into a plurality of unit travel sections Si (i: 1, 2, 3,...) From the vehicle travel start point to the next stop point, the vehicle travel end point, and within the unit travel section Si. A comparison of the travel distance Di and the inertia travel distance Dii in the unit travel section Si,
Ec = (ΣDii) / (ΣDi)
An energy-saving operation evaluation method characterized in that the energy-saving operation evaluation index is used.
おいて移行した加速走行、定速走行、およびその後の速度ｖ1i に至る惰性走行を含む減速
走行、による走行距離Ｄ11i は、省エネルギー運転評価指標算出のための惰性走行距離Dii
に含めないことを特徴とする請求項１記載の省エネルギー運転評価方法。 The travel distance D11i due to the acceleration travel, the constant speed travel, and the deceleration travel including the inertia travel to the speed v1i after the start of the inertia travel within the unit travel section Si, at the speed v1i (where vbi <v1i <vci) is obtained. , Inertia mileage for calculating energy saving driving evaluation index Dii
The energy-saving operation evaluation method according to claim 1, wherein the energy-saving operation evaluation method is not included.
走行距離総和 ΣＬj の比
Ｅv ＝（ΣＬj ） ／Ｌ
をもって 車両専用道等における省エネルギー運転評価指標とすることを特徴とする省エネルギー運転評価方法。 The ratio Ev = (ΣLj) / L of the total travel distance ΣLj below the preset travel speed setting value vs. the total travel distance L in the vehicle travel section
An energy-saving driving evaluation method characterized in that it is used as an energy-saving driving evaluation index for a vehicle-only road or the like.
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108773371A (en) * | 2018-06-13 | 2018-11-09 | 北京长城华冠汽车科技股份有限公司 | The driving distribution method and hybrid vehicle of hybrid vehicle |
| CN114228723A (en) * | 2021-12-09 | 2022-03-25 | 华人运通(上海)云计算科技有限公司 | Driving behavior analysis method |
| CN115923846A (en) * | 2023-01-17 | 2023-04-07 | 奇瑞汽车股份有限公司 | Vehicle control method, device, terminal, medium and program product |
| US20230303107A1 (en) * | 2022-03-25 | 2023-09-28 | Denso Corporation | Driving operation supporting apparatus having notification unit notifying driver of operation command |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108773371A (en) * | 2018-06-13 | 2018-11-09 | 北京长城华冠汽车科技股份有限公司 | The driving distribution method and hybrid vehicle of hybrid vehicle |
| CN114228723A (en) * | 2021-12-09 | 2022-03-25 | 华人运通(上海)云计算科技有限公司 | Driving behavior analysis method |
| CN114228723B (en) * | 2021-12-09 | 2024-04-12 | 华人运通(上海)云计算科技有限公司 | Driving behavior analysis method |
| US20230303107A1 (en) * | 2022-03-25 | 2023-09-28 | Denso Corporation | Driving operation supporting apparatus having notification unit notifying driver of operation command |
| US12454278B2 (en) * | 2022-03-25 | 2025-10-28 | Denso Corporation | Driving operation supporting apparatus having notification unit notifying driver of operation command |
| CN115923846A (en) * | 2023-01-17 | 2023-04-07 | 奇瑞汽车股份有限公司 | Vehicle control method, device, terminal, medium and program product |
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