JP6651425B2 - Energy saving driving control method - Google Patents
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- 238000000034 method Methods 0.000 title description 35
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Description
本願発明は、走行開始点から目標停止点までの単位走行区間内走行に際し、走行環境の変化（例えば車両現在位置高度、目標停止点位置あるいは状態等）に柔軟に対応できる、簡易でかつ効率的な省エネルギー・低排出ガス走行制御方法に関する。
ここで単位走行区間とは、走行開始点から終了点までの車両走行路における交差点等の走行停止点を基点および終点とする車両走行制御の最小単位区間を云う。
The present invention is a simple and efficient method that can flexibly cope with a change in a traveling environment (for example, a vehicle current position altitude, a target stop point position or a state, etc.) when traveling in a unit traveling section from a traveling start point to a target stop point. The present invention relates to an energy-saving and low-emission gas traveling control method.
Here, the unit traveling section refers to a minimum unit section of vehicle traveling control having a traveling stop point such as an intersection on a vehicle traveling path from a traveling start point to an end point as a base point and an end point.
単位走行区間走行を省エネルギーで行う方法として、単位走行区間を走行拘束手段で最適化処理してその処理結果に基づいて走行する方法がある（特許文献１）。 As a method of performing unit traveling section traveling with energy saving, there is a method of optimizing a unit traveling section by traveling constraint means and traveling based on the processing result (Patent Document 1).
しかし上記特許文献１の方法では、あらかじめ走行区間走行形態を走行拘束条件に基づいて最適化しなければならない煩雑さがあるとともに、実走行を前記最適化された走行形態に基づいて行わなければならないことから、実走行途中での走行環境変化、例えば走行途中での想定外の車両走行速度変化、走行路への障害物の侵入、目標停止点である信号交差点信号状態の変化、あるいは道路勾配変化等による走行状態・走行環境変化への柔軟な対応が困難である、という問題がある。 However, in the method of Patent Document 1, the traveling section traveling mode must be optimized in advance based on the traveling constraint condition, and the actual traveling must be performed based on the optimized traveling mode. Changes in the driving environment during actual driving, such as unexpected changes in vehicle driving speed during driving , intrusion of obstacles into the running road, changes in the signal state of signal intersections that are target stop points, changes in road gradients, etc. However, there is a problem that it is difficult to flexibly cope with a change in a driving state or a driving environment due to the above.
上記解決すべき問題に対して本願発明は、単位走行区間走行に際し、特許文献１の如き単位走行区間走行形態の事前の最適化及び最適化結果に基づく走行は行わず、走行中に車両走行現速度v 、車両現在位置、および目標停止点状態あるいは位置を、車載の地図データベース、ＧＰＳ受信機を含む各種センサー、あるいは外部情報受信機等によって周期的に特定・更新し、前記特定・更新された車両現在位置、および目標停止点位置（状態）から車両現在位置−目標停止点間距離L を、また車両現速度v からの省エネルギー減速走行距離（速度v からの惰性走行距離Li(v) および制動走行距離Lbの和 ）L’(v) を、各々算出して比較し、距離LがL≦L’(v)となるように加速走行あるいは定速走行を行ない、距離LがL≦L’(v) を満足した時点で、その時点での車両速度v に対応する距離L’(v) の省エネルギー減速走行を行い目標停止点に到達する。In order to solve the above problems to be solved, the present invention does not perform prior optimization of the unit traveling section traveling mode and traveling based on the optimization result as in Patent Document 1 when traveling the unit traveling section. velocity v, the vehicle current position, and the target stop point state or position, onboard map database, periodically identified and updated by various sensors, or external information receiver such as including a GPS receiver, which is the specific and updated From the current vehicle position and the target stop point position (state), the distance L between the current vehicle position and the target stop point, and the energy-saving deceleration mileage from the current vehicle speed v (the coasting mileage Li (v) from the speed v and the braking) The sum of the travel distances Lb) L '(v) is calculated and compared, and acceleration travel or constant-speed travel is performed so that the distance L satisfies L≤L' (v). When (v) is satisfied, the Reaches the target stop point perform energy saving deceleration distance L '(v) corresponding to both velocity v.
ここで省エネルギー減速走行距離L’(v) とは、速度v で走行中の車両の有している運動エネルギーを、速度vから速度vb までの間の惰性走行および、その後の速度vb から速度０ までの間の制動走行で消費しての走行距離を云う。
また惰性走行とは、車両駆動源と駆動輪間の接続を遮断あるいは疎にすることによって、惰性走行開始直前に車両の有している運動エネルギーを効率的に車両走行に利用する減速走行を云う。
Here, the energy-saving deceleration travel distance L '(v) is defined as the kinetic energy of the vehicle traveling at the speed v, the coasting from the speed v to the speed vb, and the subsequent speed vb to the speed 0. It means the running distance consumed in braking running until
In addition, coasting refers to decelerating traveling in which the kinetic energy of the vehicle is efficiently used for vehicle traveling immediately before the start of coasting by cutting off or severing the connection between the vehicle drive source and the driving wheels. .
また、上記解決すべき問題中の道路勾配変化への対応は、車両に搭載するＧＰＳ受信機に よる車両現在位置情報および地図データベース中の目標停止点位置情報を、従来の如く２ 次元位置情報（xn、yn）、（xd、yd）としてではなく、３次元位置情報（xn、yn、hn）、 （xd、yd、hd）として各々特定し、併せて速度vで走行中の車両の有する運動エネルギー
Ek＝m・v2／２ を、（目標停止点を基準とした）車両現在位置−目標停止点位置間の高度差 （hn−hd）分の位置エネルギー Ehで補正した補正エネルギー Ec＝Ek＋Eh をもって惰性走行可能距離L’(v)を特定することによって対処可能となる。
ここで、位置エネルギー Ehは（数１）であらわされる。
（数１）
Eh＝m・g・（hn−hd）
但し、
m：車両質量（乗員、積載物分を含む）、
g：重力加速度、
である。Further, corresponding to the road gradient change in the problem to be solved, the target stop point position information of the vehicle current position information and map database with a GPS receiver mounted on a vehicle, conventional as two-dimensional position information ( Not specified as xn, yn), (xd, yd), but as three-dimensional position information (xn, yn, hn), (xd, yd, hd), respectively , and together with the motion of the vehicle traveling at speed v energy
The Ek = m · v 2/2 , ( target relative to the stop point) current vehicle position - with the corrected energy Ec = ek + Eh corrected with altitude difference between the target stop point position (hn-hd) worth of potential energy Eh It is possible to cope by specifying the coastable travel distance L '(v).
Here, the potential energy Eh is represented by (Equation 1).
(Equation 1)
Eh = m · g · (hn−hd)
However,
m: vehicle mass (including crew and load),
g: gravity acceleration,
It is.
上記本願発明による単位走行区間走行制御方法によって、特許文献１の方法の如き車両走行開始以前に行うべき単位走行区間走行形態（走行パターン）の最適化処理は必要がなくなると同時に、走行中の車両走行状態変化、走行環境変化（特に上記車両現在位置−目標停止点間距離L の変化、）にも柔軟に対応でき、かつ道路勾配変化にも対応できる簡易で効率的・実用的な走行制御が可能となる。 The unit traveling section traveling control method according to the invention of the present application eliminates the need for optimizing the unit traveling section traveling mode (traveling pattern) to be performed before the start of vehicle traveling as in the method of Patent Literature 1, and at the same time, the traveling vehicle A simple, efficient, and practical driving control that can flexibly cope with changes in the driving state and driving environment (particularly, changes in the distance L between the current position of the vehicle and the target stop point) and can also respond to changes in the road gradient. It becomes possible.
以下に本願発明を説明する。
単位走行区間走行開始前に、あらかじめ車両の走行条件（加速走行加速度αa 、加速走行による加速上限速度即ち定速走行速度vc 、惰性走行時の車両速度v〜vbに対応した走行抵抗平均値R(v)＝R1＋R2・（v 2 ＋vb 2 ）／２、車両質量m、制動開始速度vb 、制動抵抗Rb 、を設定する。
Hereinafter, the present invention will be described.
Before the start of traveling in the unit traveling section, the traveling conditions of the vehicle (acceleration traveling acceleration αa, acceleration upper limit speed by acceleration traveling, that is, constant speed traveling speed vc, traveling resistance average value R ( v) = R1 + R2 · ( v 2 + vb 2) / 2, the vehicle mass m, the brake start speed vb, set braking resistor Rb, a.
走行開始点からの加速走行開始後は、周期的に目標停止点状態（例えば信号交差点信号状態）情報および位置（xd、yd、hd）情報、車両現在位置（xn、yn、hn）情報、車両現速度v情報、を取得して、車両現在位置（xn、yn、hn）情報および目標停止点位置（xd、yd、hd）情報（あるいは車両現在位置（xn、yn）情報および目標停止点位置（xd、yd）情報）から車両現在位置−目標停止点間距離Lを、速度vからの惰性走行および制動走行による減速走行距離L’(v) の（数２）式に基づく算出を行う。After the acceleration running from the running start point, the target stop point state (for example, signal intersection signal state) information and position (xd, yd, hd) information, vehicle current position (xn, yn, hn) information, vehicle The current speed v information is obtained, and the vehicle current position (xn, yn, hn) information and the target stop point position (xd, yd, hd) information (or the vehicle current position (xn, yn) information and the target stop point position are obtained. From the (xd, yd) information), the distance L between the current position of the vehicle and the target stop point is calculated based on the formula (2) of the deceleration travel distance L ′ (v) from the speed v due to coasting and braking travel.
（数２）
L’(v)＝Li(v)＋Lb
ここで、
L’(v)：車両現在速度vからの惰性走行および制動走行による目標停止点までの減速走行距離
Li(v)：車両現在速度vから速度vbまでの間の運動エネルギーによる惰性走行可能距離
＝｛（Ek(v) −Ek(vb)）＋Eh｝／｛R1＋R2・（v2＋vb2）／２｝
（あるいはLi(v)≒｛（v2−vb2）＋g・（hn−hd）｝／｛２・αi(v)｝）
Lb ：速度vb からの制動走行距離
＝｛Ek(vb) ／Rb｝
但し Rb：あらかじめ定められている通常制動時の制動抵抗
（あるいはLb ≒vb2／（２・αb）
但しαb：あらかじめ定められている通常制動時の制動減速度）
v ：車両現在速度
vb ：制動走行開始速度（惰性走行終了速度）
Ek (v) ：車両現在速度v における車両運動エネルギー
Ek(vb)：速度vbにおける車両運動エネルギー
Eh＝m・g・（hn−hd）
：車両現在地−目標停止点間高度差による位置エネルギー
R(v)＝｛R1＋R2・（v2＋vb2）／２）｝
：車両現在速度v−速度vb間惰性走行時の走行抵抗平均値
R1：転がり抵抗
｛R2・（v2＋vb2）／２｝：車両現在速度v−速度vb間走行時の空気抵抗平均値
Rb：制動抵抗 （但し Rb ＞R(v) ）
m：車両質量（乗員・積載物質量を含む）
ｇ：重力加速度
である。
(Equation 2)
L '(v) = Li (v) + Lb
here,
L '(v): The deceleration travel distance from the vehicle's current speed v to the target stop point due to coasting and braking.
Li (v): the vehicle coasting distance by kinetic energy between the current speed v to the speed vb = {(Ek (v) -Ek (vb)) + Eh} / {R1 + R2 · (v 2 + vb 2) / 2 ｝
(Or Li (v) {(v 2 −vb 2 ) + g · (hn−hd)} / {2 · αi (v)})
Lb: braking distance from speed vb = ｛Ek (vb) / Rb｝
Where Rb is a predetermined braking resistance during normal braking (or Lb ≒ vb 2 / (2 · αb)
Where αb is a predetermined braking deceleration during normal braking )
v: current vehicle speed
vb: Braking travel start speed (coasting travel end speed)
Ek (v): Vehicle kinetic energy at current vehicle speed v
Ek (vb): vehicle kinetic energy at speed vb
Eh = m · g · (hn−hd)
: Potential energy based on the altitude difference between the current vehicle position and the target stop point
R (v) = {R1 + R2 · (v 2 + vb 2) / 2)}
: Average running resistance value during coasting between current vehicle speed v and speed vb
R1: Rolling resistance {R2 · (v 2 + vb 2 ) / 2}: Average air resistance when traveling between current vehicle speed v and speed vb
Rb: braking resistance (where Rb> R (v))
m: Vehicle mass (including occupants and loaded substances)
g: Gravitational acceleration.
上記の結果算出された車両現在位置−目標停止点間距離L、速度vからの惰性走行および制動走行による減速走行距離L’(v)から、LとL’(v) を比較して、
L＞L’(v) でかつv ≧vc の場合、速度vc での定速走行への移行、継続、
L＞L’(v) でかつv ＜vc の場合、現速度v からの加速度αa の加速走行への移行・継続、
を各々行う。From the vehicle current position-target stop point distance L calculated as a result of the above, from the deceleration travel distance L '(v) by coasting and braking traveling from the speed v, compare L and L' (v) ,
When L> L ′ (v) and v ≧ vc, the transition to the constant speed traveling at the speed vc, continuation,
When L> L '(v) and v <vc, the transition from the current speed v to the acceleration traveling of the acceleration αa,
Is performed individually.
一方、LとL’(v) の比較結果
L≦L’(v) かつv＜vc の場合は、速度vからの惰性走行移行あるいは継続を、
L≦L’(v) かつv≧vc の場合は、速度vcでの定速走行に移行あるいは継続を、
（但しv=vc とするため必要に応じて制動走行も行う。）
また、L＜Lbの場合は制動走行を行い、L＝０となった場合、目標停止点に到達したとして停止する。On the other hand, the comparison result of L and L '(v)
If L ≦ L '(v) and v <vc, the coasting transition or continuation from the speed v is
If L ≦ L ′ (v) and v ≧ vc, shift or continue to constant speed running at speed vc,
(However, brake driving is also performed as necessary to make v = vc.)
When L <Lb, braking travel is performed, and when L = 0, the vehicle is deemed to have reached the target stop point and stopped.
上記一定時間毎の加速走行、定速走行、および惰性走行処理の後は、改めて目標停止点状態あるいは位置情報、車両現在位置情報、車両現速度v情報、の特定を行った後上記距離LとL’(v) の算出・比較および前記比較結果に基づいての走行を行う。
ここで、目標停止点状態として、例えば目標交差点信号状態が赤信号状態から青信号状態に変化した場合は、（Ｌ＜Ｌｂであっても）、当該交差点への制動走行移行は行わず改めて（信号が赤信号から青信号に変化した交差点ではなく）次の交差点を目標停止点に特定し、上記減速走行距離の特定および走行制御を行う。
After the acceleration running, the constant speed running, and the inertial running processing at the above-described fixed time intervals, the target stop point state or the position information, the vehicle current position information, the vehicle current speed v information, and the distance L are specified again. The vehicle travels based on the calculation and comparison of L '(v) and the comparison result.
Here, as the target stop point state, for example, when the target intersection signal state changes from the red signal state to the green signal state (even if L <Lb), the braking traveling transition to the intersection is not performed again (signal The next intersection is specified as the target stop point (not the intersection where the red light changes to the green light), and the deceleration travel distance is specified and the travel control is performed.
上記において、車両現在地−目標停止点間高度差を考慮しない場合の、減速走行距離L’( v)中の惰性走行距離Li(v)を、車両現速度vにおける運動エネルギーEk(v)、制動走行開始速度vb 、および速度v における運動エネルギーEk(vb)、および走行抵抗｛R1＋R2・（v2＋vb2）／２）から、（走行路は平坦路として）２次元的に算出する方法に代えて、特許文献２に示されている如く、あらかじめ速度vおよびvb に対応する暫定惰性走行距離として特定し、それを実走行において補正・更新する方法もある。In the above, when the altitude difference between the current position of the vehicle and the target stop point is not considered, the coasting distance Li (v) during the deceleration traveling distance L ′ ( v) is calculated as the kinetic energy Ek (v) at the vehicle current speed v, and the braking. running start speed vb, and the kinetic energy Ek in the velocity v (vb), and the running resistance {R1 + R2 · (v 2 + vb 2) / 2), instead of (runway method of calculating the flat road) two-dimensionally As described in Patent Document 2, there is also a method in which a provisional coasting distance corresponding to the speeds v and vb is specified in advance, and is corrected and updated in actual traveling.
上記の如く、出発地点から到達地点までの走行路を、走行開始点−目標停止点からなる複数の単位走行区間に分割し、前記単位走行区間走行を、最小限の加速走行（あるいは加速走行＋定速走行）と加速走行の結果車両に蓄積された運動エネルギーを最大限惰性走行主体の減速走行に活用する走行によって、また車両走行状態、目標停止点位置および状態を含む走行環境、を走行中の一定周期ごとに、車載の地図データベースあるいは各種センサー等によって確認・特定することによって、走行中の想定外の速度変化、走行路への障害物の侵入、目標地点の位置変化、あるいは目標交差点である信号交差点信号状態の変化等の、目標停止点位置・状態の変化を含む、走行環境変化にも柔軟に対応できる簡易で効果的・効率的な省エネルギー・低排出ガス走行制御が可能となる。
さらに走行路が平坦路でなく、現地点−目標地点間に高度差がある場合においては、その高度差による位置エネルギー分によって車両の有する運動エネルギーを補正して惰性走行可能距離を算出することによって、走行路の高度差に対応したより正確な惰性走行可能距離の算出、従って省エネルギー減速走行実行、が可能となる。
また、本省エネルギー走行制御方法は自動運転車の走行制御方法としても最適である。As described above, the traveling path from the departure point to the arrival point is divided into a plurality of unit traveling sections each composed of a traveling start point and a target stop point, and the traveling of the unit traveling section is reduced to a minimum acceleration traveling (or acceleration traveling + The vehicle is traveling in a driving environment, including a vehicle traveling state, a target stop point position and a state, by utilizing the kinetic energy accumulated in the vehicle as a result of the acceleration traveling and the deceleration traveling mainly by the inertial traveling. At regular intervals, by confirming / identifying with an on-board map database or various sensors, unexpected changes in speed during travel, intrusion of obstacles into the running path, changes in the position of the target point , or at the target intersection such as a change of a signal crossing signal state, including a change in the target stop point position and state, effective and efficient energy conservation and a simple that can respond flexibly to the traveling environment change Exhaust gas travel control becomes possible.
Further, when the traveling road is not a flat road and there is an altitude difference between the local point and the target point , the kinetic energy of the vehicle is corrected by the potential energy due to the altitude difference to calculate the coastable travel distance. Thus, it is possible to more accurately calculate the coastable travel distance corresponding to the altitude difference of the travel path, and thus to execute energy-saving deceleration travel.
In addition, the energy-saving driving control method is optimal as a driving control method for an automatic driving vehicle.
本願発明実施に際しては、あらかじめ下記走行条件・処理手順の設定が必要である。
・車両質量（搭乗者・積載物質量を含む）m
・加速走行時の加速度αa、
・加速走行による到達速度上限値、即ち定速走行速度vc、
・惰性走行終了速度、即ち制動走行開始速度vb
・惰性走行開始時の車両速度vから惰性走行終了時車両速度vb間の走行抵抗平均値R(v)、
・制動抵抗Rb 、
また３次元目標停止点位置情報は、車両の有する地図データベース内に記憶することによって、また３次元車両現在位置情報は、３次元位置情報特定機能を有するGPS受信機によって、各々特定可能である。
When implementing the present invention, it is necessary to set the following traveling conditions and processing procedures in advance.
・ Vehicle mass (including the passenger and the amount of loaded substances) m
・ Acceleration αa during acceleration running,
The upper limit of the reaching speed due to accelerated running, that is, the constant speed running speed vc,
Coasting end speed, ie, braking start speed vb
・ The running resistance average value R (v) between the vehicle speed v at the start of coasting to the vehicle speed vb at the end of coasting,
・ Brake resistance Rb,
Further, the three-dimensional target stop point position information can be specified by storing it in a map database of the vehicle, and the three-dimensional vehicle current position information can be specified by a GPS receiver having a three-dimensional position information specifying function.
上記走行条件、処理手順の基づいての本願発明の基本的な制御手順例を図１に示す。
但し本例においては、単位走行区間内走行路勾配は正常な走行に支障のない一定範囲内にあるとする。
図１において、
１０１は、本願発明による省エネルギー走行制御手順開始点、
１０２は、単位走行区間内において車両が走行中か否かを確認する走行確認処理、
１０３は、目標停止点の３次元位置（xd、yd、hd）情報の特定処理、
１０４は、車両の現在速度v特定処理、
１０５は、GPS受信機等による車両の３次元現在位置（xn、yn、hn）情報特定処理、
１０６は、車両の現在位置（xn、yn、hn）情報と、目標停止点位置（xd、yd、hd）情報からの車両現在位置−目標停止点間距離L特定処理、
１０７は、車両の現在有している運動エネルギーEk(v) ＝m・v2／２、制動走行開始時点の運動エネルギーEk(vb) ＝m・vb2／２、および目標停止点の３次元位置（xd、yd、hd）情報および車両の３次元現在位置（xn、yn、hn）情報中のhd 、およびhn、を用いての車両の位置エネルギーEh＝m・g・（hn−hd）、特定処理、
FIG. 1 shows an example of a basic control procedure of the present invention based on the running conditions and the processing procedure.
However, in this example, it is assumed that the traveling road gradient in the unit traveling section is within a certain range that does not hinder normal traveling.
In FIG.
101 is an energy-saving driving control procedure starting point according to the present invention;
102 is a traveling confirmation process for confirming whether or not the vehicle is traveling in the unit traveling section;
103 is a process for specifying three-dimensional position (xd, yd, hd) information of the target stop point;
104 is a current speed v identification process of the vehicle,
105, a three-dimensional current position (xn, yn, hn) information specifying process of the vehicle by a GPS receiver or the like;
Reference numeral 106 denotes a vehicle current position-target stop point distance L specifying process from vehicle current position (xn, yn, hn) information and target stop point position (xd, yd, hd) information.
107, the kinetic energy Ek to have the current vehicle (v) = m · v 2 /2, the kinetic energy Ek (vb) of the braking travel start point = m · vb 2/2, and three-dimensional target stop point The potential energy of the vehicle using the position (xd, yd, hd) information and hd and hn in the three-dimensional current position (xn, yn, hn) information of the vehicle Eh = mg · (hn−hd) , Specific processing,
１０８は、車両現在位置−目標停止点間距離Lと制動走行距離Lb＝｛Ek(vb) ／Rb｝の比較を行う制動判定処理、
１０９は、運動エネルギー｛Ek(v)−Ek(vb)｝と位置エネルギーEhの和エネルギー{（Ek(v)−Ek(v)）＋Eh}、制動開始時の運動エネルギーEk(vb)、 と、現速度vから速度０までの間惰性走行した場合の走行抵抗平均値R(v)＝（R1＋R2・v2／２）および制動抵抗値Rbから減速走行距離L’(v)＝Li(v)＋Lbを特定する減速走行距離特定処理、
１１０は、車両現在位置−目標停止点間距離Lと、減速走行距離L’(v)の比較を行うL・L’(v)比較処理、
１１１は、車両現速度vが定速走行速度vc以上か否かを判定するvc判定処理１、
１１２は、車両現速度vが定速走行速度vc以上か否かを判定するvc判定処理２、
１１３は、速度vからの惰性走行に移行あるいは惰性走行を継続する惰性走行処理、
１１４は、速度vc での定速走行に移行あるいは定速走行を継続する定速走行処理、
１１５は、加速度αa での加速走行に移行あるいは加速走行を継続する加速走行処理、
１１６は、処理１０８の結果、L＜Lb と判定された場合制動走行を行う制動走行処理、
１１７は、処理１１６の結果、目標停止点までの距離Lが0か否か、即ち車両が目標停止点に到達したか否か、を判定する目標停止点到達判定処理、
１１８は、処理１１７の結果L＝０と判定された場合は車両が目標停止点に到着したとして、車両停止を行う停止処理、
１１９は、車両が単位走行区間の目標停止点までの省エネルギー減速走行を終了したとする省エネルギー走行制御手順終了点、
である。
108 is the distance L between the current position of the vehicle and the target stop point and the braking travel distance Lb = ｛Ek (vb) / Rb｝ comparison, braking judgment processing,
109 is the sum energy of kinetic energy {Ek (v) −Ek (vb)} and potential energy Eh {(Ek (v) −Ek (v)) + Eh}, kinetic energy Ek (vb) at the start of braking, and running resistance average value R in the case of coasting between the current speed v to a speed 0 (v) = (R1 + R2 · v 2/2) and a deceleration from the braking resistance Rb traveling distance L '(v) = Li ( v ) + Deceleration mileage identification processing to identify Lb,
110 is a vehicle current position-target stop point distance L, L · L '(v) comparison processing for comparing the deceleration travel distance L' (v),
111 is a vc determination process 1 for determining whether the current vehicle speed v is equal to or higher than the constant speed traveling speed vc,
112 is a vc determination process 2 for determining whether the current vehicle speed v is equal to or higher than the constant speed traveling speed vc,
113 is a coasting process for shifting to the coasting from the speed v or continuing the coasting,
114 is a constant speed traveling process for shifting to or continuing the constant speed traveling at the speed vc,
115 is an acceleration running process for shifting to acceleration running at the acceleration αa or continuing acceleration running;
116 is a braking traveling process of performing braking traveling when it is determined that L <Lb as a result of the process 108;
117 is a target stop point arrival determination process for determining whether or not the distance L to the target stop point is 0 as a result of the process 116, that is, whether or not the vehicle has reached the target stop point.
118 is a stop process of stopping the vehicle when it is determined that L = 0 as a result of the process 117, and determining that the vehicle has arrived at the target stop point;
119 is an energy-saving travel control procedure end point where the vehicle has finished energy-saving deceleration travel to the target stop point in the unit travel section;
It is.
本願発明の如く、車両出発地点から到達地点までの車両走行路を単位走行区間に分割しての単位走行区間ごとの走行制御を、上記の如く車両現在位置、車両現在速度v、目標停止点位置あるいは状態、の如き車両走行状態あるいは車両走行環境の変化を一定周期で確認しながら行うことによって、車両走行状態あるいは車両走行環境変化に柔軟に対応しての省エネルギー・低排出ガス走行が可能となること、
また、目標停止点高度を基準とした車両現在地との走行路高低差成分を位置エネルギーとして運動エネルギーの補正を行ったうえで惰性走行可能距離Li(v)を主体とする減速走行距離L’(v)を算出・走行すること、によって、従来の単位走行区間の走行パターンを事前 に最適化処理したうえでの走行方法に比べて、柔軟かつ簡易で正確な、特に自動運転車に最適な、省エネルギー走行制御方法を実現することができる。As in the invention of the present application, the traveling control for each unit traveling section obtained by dividing the vehicle traveling path from the vehicle departure point to the destination point into unit traveling sections is performed as described above, and the vehicle current position, the vehicle current speed v, the target stop point position are set as described above. Alternatively, by checking changes in the vehicle running state or the vehicle running environment such as the state at regular intervals, it becomes possible to flexibly respond to changes in the vehicle running state or the vehicle running environment to achieve energy saving and low exhaust gas running. thing,
In addition, after correcting the kinetic energy with the travel road height difference component from the current position of the vehicle based on the target stop point altitude as the potential energy, the deceleration travel distance L ′ ( v) calculates and travels by the traveling pattern of the conventional unit traveling section in comparison with the running method in terms of the pre-processed optimization, accurate, flexible and simple, perfect especially automatic operation vehicle, An energy-saving traveling control method can be realized.
（数１）、（数２）、図１において、
Eh＝m・g・（hn−hd）
：車両現在地−目標停止点間高度差による位置エネルギー
m：車両質量（搭乗者・積載物質量を含む）
g：重力加速度
L’（v）：速度vからの惰性走行および制動走行による減速走行距離
＝Li（v）＋Lb
Li（v）：速度vから速度vbまでの間の惰性走行距離、
＝｛（Ek(v) −Ek(vb)）＋Eh｝／｛R1＋R2・（v2＋vb2）／２）｝
Lb ：速度vb からの制動走行距離
＝｛Ek(vb) ／Rb｝
v ：車両現速度
vc ：定速走行速度
vb ：制動走行開始速度（惰性走行終了速度）
Ek (v) ：速度v における車両運動エネルギー
Ek(vb)：速度vbにおける車両運動エネルギー
R(v)＝｛R1＋R2・（v2＋vb2）／２）｝
：速度v−速度vb間惰性走行時の走行抵抗平均値
R1：転がり抵抗
｛R2・（v2＋vb2）／２｝：速度v−速度vb間走行時の空気抵抗平均値
Rb：制動抵抗
(Equation 1), (Equation 2), In FIG.
Eh = m · g · (hn−hd)
: Potential energy based on the altitude difference between the current vehicle position and the target stop point
m: Vehicle mass (including passengers and loaded substances)
g: gravity acceleration
L '(v): deceleration traveling distance by coasting and braking traveling from speed v = Li (v) + Lb
Li (v): coasting distance from speed v to speed vb,
= {(Ek (v) -Ek (vb)) + Eh} / {R1 + R2 · (v 2 + vb 2) / 2)}
Lb: braking distance from speed vb = ｛Ek (vb) / Rb｝
v: Current vehicle speed
vc: constant speed
vb: Braking travel start speed (coasting travel end speed)
Ek (v): vehicle kinetic energy at speed v
Ek (vb): vehicle kinetic energy at speed vb
R (v) = {R1 + R2 · (v 2 + vb 2) / 2)}
: Average running resistance during coasting between speed v and speed vb
R1: Rolling resistance {R2 · (v 2 + vb 2 ) / 2}: Average air resistance when traveling between speed v and speed vb
Rb: braking resistance
Claims (1)
前記LおよびL’(v) 特定結果に基づいて、距離LがL＞L’(v) の間加速走行（但し加速走行の結果車両現在速度vが定速走行速度vcに到達した後は速度vc での定速走行）、および距離LがLb＜ L≦L’(v) に達した後は、距離LがL≦Lb となるまでの間の惰性走行、距離LがL≦Lbとなった後は制動減速度αbによる制動走行、によって直前に特定された車両現在位置、車両現在速度、目標停止点位置および状態の変化に対応した、加速走行、（定速走行、）減速走行（惰性走行＋制動走行）、を行うこと、を特徴とする省エネルギー走行制御方法。 In order to utilize the kinetic energy obtained by the vehicle as a result of accelerated running at a predetermined acceleration when running the unit running section from the running start point to the target stop point in accordance with the running environment, to make the most effective use for running. The traveling environment, that is, the current vehicle position, the current vehicle speed, the target stop point position and the state are specified at regular intervals from the start of traveling, and the current vehicle speed v after traveling starts is v> vb (vb: preset After the vehicle has reached the braking start speed, the distance L between the current position of the vehicle and the target stop point, and the possible coasting distance between the current vehicle speed v and the braking start speed vb, using the various types of information specified above. Li (v) and braking travel distance Lb (≒ vb 2 / (2 · αb), where αb is a preset braking deceleration) L '(v) (≒ Li (v) + Lb )
Based on the L and L '(v) specific results, the vehicle is accelerated while the distance L is L>L' (v) (however, after the vehicle speed v reaches the constant speed traveling speed vc as a result of the accelerated traveling, vc), and after the distance L reaches Lb <L≤L '(v), coasting until the distance L becomes L≤Lb, and the distance L becomes L≤Lb After that, acceleration running, (constant speed running), deceleration running (coasting) corresponding to the change of the vehicle current position, the current vehicle speed, the target stop point position and the state specified immediately before by the braking running with the braking deceleration αb (Running + braking running) .
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