JP7142502B2 - navigation device - Google Patents

Description

The present disclosure relates to a navigation device mounted on a vehicle.

Various devices have been proposed as navigation devices to be mounted on vehicles (see, for example, Patent Documents 1 and 2).

JP-A-11-271081 JP 2007-183205 A

By the way, in such a navigation device, it is generally required to improve the convenience. It is desirable to provide a navigation device that can improve convenience.

A navigation device according to an embodiment of the present disclosure includes a navigation unit that provides a set travel route that is set as a travel route from a departure point to a destination in a vehicle that transports luggage, and a current location of the vehicle on the set travel route. required for the vehicle to travel from the current location to the destination on the set travel route based on the road surface gradient and road surface friction coefficient from the point to the destination and the total weight of the vehicle itself and the weight of the luggage a calculating unit that calculates the required driving force; a comparing unit that compares the required driving force calculated by the calculating unit with a producible driving force that is set according to the driving state of the vehicle on the set travel route; Determination unit that determines whether or not the vehicle having the total weight can travel from the current location to the destination on the set travel route based on the result of comparison between the required driving force and the available driving force. and

According to the navigation device according to the embodiment of the present disclosure, convenience can be improved.

1 is a block diagram showing a schematic configuration example of a vehicle provided with a navigation device according to an embodiment of the present disclosure; FIG. FIG. 2 is a schematic diagram for explaining an example of how a load is transported by the vehicle shown in FIG. 1; FIG. 2 is a schematic diagram showing an example of a set travel route from a starting point to a destination; FIG. FIG. 3 is a schematic diagram showing an example of a display mode of a set travel route, etc., on a display unit; 7 is a flow chart showing an example of determination processing according to the embodiment; FIG. 4 is a schematic diagram showing an example of a correspondence relationship between a legal speed and a producible driving force; 6 is a schematic diagram showing an example of a display mode on a display unit according to the determination result shown in FIG. 5; FIG. 8 is a schematic diagram showing an example of another travel route shown in FIG. 7(B); FIG.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The description will be given in the following order.
1. Embodiment (an example of comparing the required driving force and the producible driving force to determine whether the vehicle can travel)
2. Modification

<1. Embodiment>
[Schematic configuration of vehicle]
FIG. 1 is a block diagram schematically showing an example of the schematic configuration of a vehicle (vehicle 1) including a navigation device (a control unit 14 and a display unit 15, which will be described later) according to an embodiment of the present disclosure. be. FIG. 2 schematically shows an example of a transportation mode of cargo (load 2 to be described later) by the vehicle 1. As shown in FIG. FIG. 3 schematically shows an example of a set travel route Rt1 from a starting point Ps to a destination Pg, which will be described later.

In the present embodiment, a case where the navigation system described above is applied to a gasoline-powered automobile having only the engine 10 (internal combustion engine) as the driving force source of the vehicle 1 will be described as an example. Further, this vehicle 1 corresponds to a specific example of "vehicle" in the present disclosure.

For example, as shown in FIG. 2, the vehicle 1 carries a load 2 having a predetermined weight W2 (see the dashed arrow P1 in FIG. 2). A load 2 is being towed by a vehicle 1 . Further, as shown in FIG. 3, for example, the vehicle 1 travels from the departure point Ps to the destination Pg via the current location Pc according to a set travel route Rt1, which will be described later (see FIG. 3). See dashed arrow P1). As shown in FIG. 2, the weight of the vehicle 1 itself is the weight W1, and the weight obtained by adding the weight W1 of the vehicle 1 itself and the weight W2 of the luggage 2 is the total weight W (=W1+W2).

Such a vehicle 1, as shown in FIG. 1, mainly includes an engine (driving force source) 10, an imaging unit 11, an acceleration sensor 12, an accelerator opening sensor 13, a control unit 14, and a display unit (information presentation unit). ) 15.

Note that the control unit 14 and the display unit 15 correspond to a specific example of "navigation device" in the present disclosure. Also, the display unit 15 corresponds to a specific example of the “information presentation unit” in the present disclosure.

(A. Engine 10)
As described above, the engine 10 is a driving force source for the vehicle 1, and can be configured using various types of internal combustion engines. Various operations of the engine 10 are controlled by an engine control section 148 in the control section 14, which will be described later.

(B. Imaging unit 11, acceleration sensor 12, accelerator opening sensor 13)
The imaging unit 11 is for estimating the road surface friction coefficient μ (see FIG. 2) as road surface information at the current position Pc (see FIG. 3) of the vehicle 1, and uses a camera or the like including various imaging elements, for example. configured as follows. The road surface friction coefficient μ at the current position Pc means the friction coefficient of the road surface Sr at the current position Pc of the vehicle 1 when the vehicle 1 travels along the set travel route Rt1, as shown in FIG. . Although the details will be described later, the road surface friction coefficient μ at the current position Pc of the vehicle 1 is estimated by the road surface estimation unit 144 in the control unit 14, which will be described later, using such detection information (captured image) by the imaging unit 11. It's like

The acceleration sensor 12 is a sensor that detects the acceleration a of the vehicle 1 (see FIG. 1). Although the details will be described later, the information (acceleration a) detected by the acceleration sensor 12 is used to calculate the road surface gradient θ (see FIG. 2 ) at the current position Pc of the vehicle 1 in the road surface estimation unit 144 in the control unit 14, which will be described later. is estimated. The road surface gradient θ at the current position Pc is the gradient (climbing angle) of the road surface Sr at the current position Pc of the vehicle 1 when the vehicle 1 travels along the set travel route Rt1, as shown in FIG. means.

The accelerator opening sensor 13 is a sensor that detects the accelerator opening Pa (the amount of depression of the accelerator pedal by the driver), which corresponds to the driving force of the vehicle 1 requested by the driver of the vehicle 1 (see FIG. 1). . It should be noted that such an accelerator opening Pa corresponds to a specific example of "driving force requested by the driver of the vehicle" in the present disclosure.

(C. Control unit 14)
The control unit 14 is a part that comprehensively controls various operations in the vehicle 1 and performs various arithmetic processing. Specifically, the control unit 14 includes a microprocessor that performs calculations, a ROM (Read Only Memory) that stores programs and the like for causing the microprocessor to execute various processes, and a RAM (RAM) that stores various data such as calculation results. Random Access Memory), a backup RAM that holds the stored contents, an input/output I/F (Interface), and the like.

As shown in FIG. 1, such a control unit 14 mainly includes a navigation unit 141, an information acquisition unit 142, a weight estimation unit 143, a road surface estimation unit 144, a calculation unit 145, a comparison unit 146, a determination unit 147 and a It has an engine control unit 148 .

The navigation unit 141 provides a set travel route Rt1 as shown in FIG. 3, for example. Specifically, the navigation unit 141 searches for a travel route from the departure point Ps of the vehicle 1 to the destination Pg, and determines one or more travel routes as search results by the driver of the vehicle 1. The determined travel route is provided to the driver as a set travel route Rt1.

For example, as shown in FIG. 1, the information acquisition unit 142 acquires external information Ie (for example, cloud data or the like) from outside the vehicle 1 (for example, an external server or the like) through communication or the like. Examples of such external information Ie include map information Im including areas near the set travel route Rt1 and weather information Iw for areas near the set travel route Rt1 (see FIG. 1).

The weight estimation unit 143 estimates the total weight W of the weight W1 of the vehicle 1 itself and the weight W2 of the luggage 2, as shown in FIG. 2, for example. Specifically, the weight estimating unit 143 generates a driving force Fdp generated in the vehicle 1 according to the above-described accelerator opening Pa (a value detected by the accelerator opening sensor 13: see FIG. 1), and a vehicle traveling according to the driving force Fdp. Such a total weight W is estimated based on the correspondence relationship between the acceleration a of the vehicle 1 (detected value by the acceleration sensor 12: see FIG. 1) at the time of acceleration.

The road surface estimation unit 144 estimates the road surface gradient θ and the road surface friction coefficient μ (see FIG. 2) from the current location Pc to the destination Pg on the set travel route Rt1 (see FIG. 3).

At this time, the road surface estimation unit 144, for example, uses the map information Im acquired by the information acquisition unit 142 to obtain the road surface gradient θ and the road surface friction coefficient μ from the current location Pc to the destination Pg. presume.

In addition, the road surface estimation unit 144 also considers the road surface gradient θ and the road surface friction coefficient μ at the current position Pc estimated by the vehicle 1 at the current position Pc, and calculates the road surface gradient from the current position Pc to the destination Pg. θ and road friction coefficient μ are estimated respectively. That is, the road surface estimation unit 144 first calculates the road surface gradient θ and the road surface friction coefficient μ at the current location Pc based on the detection information (captured image and acceleration a) at the current location Pc by the imaging unit 11 and the acceleration sensor 12 described above. , respectively. Then, the road surface estimation unit 144 takes into account the information of the road surface gradient θ and the road surface friction coefficient μ at the current position Pc estimated in this way, and calculates the road surface gradient θ and the road surface friction from the current position Pc to the destination Pg. The coefficient μ is estimated respectively.

Further, the road surface estimation unit 144 also takes into account the weather information Iw in the vicinity of the set travel route Rt1 acquired by the information acquisition unit 142, for example, and calculates the road surface friction coefficient from the current location Pc to the destination Pg. Estimate μ. Specifically, for example, when weather information Iw is obtained indicating that the area near the set travel route Rt1 is “sunny”, the road surface estimation unit 144 increases the value of the road surface friction coefficient μ. do. Further, for example, when weather information Iw is obtained indicating that it is raining in the area near the set travel route Rt1, the road surface estimation unit 144 conversely reduces the value of the road surface friction coefficient μ. do. In this manner, the road surface estimation unit 144 appropriately changes the value of the road surface friction coefficient μ using the weather information Iw.

The calculation unit 145 calculates the road surface gradient θ and the road surface friction coefficient μ from the current position Pc of the vehicle 1 to the destination Pg on the set travel route Rt1 estimated by the road surface estimation unit 144 and the road surface friction coefficient μ estimated by the weight estimation unit 143. Based on the estimated combined weight W, the following required driving force Fd1 is calculated. The required driving force Fd1 means the driving force required for the vehicle 1 to travel from the current location Pc to the destination Pg along the set travel route Rt1. Specifically, the calculator 145 is adapted to obtain such a required driving force Fd1 using the following equation (1).

・Fd1=(W×μ×cos θ)+(W×sin θ)+(A×λ×V ² ) (1)
W: total weight (= W1 + W2)
μ: road surface friction coefficient θ: road surface gradient (uphill angle of road surface Sr)
A: Vehicle front projected area (projected area in front of vehicle 1: known fixed value)
λ: Air resistance coefficient of vehicle 1 (known fixed value)
V: vehicle speed (speed of vehicle 1: for example, legal speed VL defined on set travel route Rt1)

The comparison unit 146 compares the required driving force Fd1 calculated by the calculating unit 145 and the possible driving force Fd2 set according to the driving state of the vehicle 1 on the set travel route Rt1. be. In the present embodiment, the drive force Fd2 that can be generated means a drive force that can be generated depending on the speed V (vehicle speed) of the vehicle 1. Although details will be described later, the speed V of the vehicle 1 is For example, the legal speed VL defined on the set travel route Rt1 is used (see FIG. 6). The comparison result (comparison result regarding the magnitude relationship between the required driving force Fd1 and the producible driving force Fd2) in the comparing section 146 is output to the determining section 147 described below.

The determination unit 147 determines whether or not the vehicle 1 having the total weight W can travel from the current location Pc to the destination Pg on the set travel route Rt1 based on the comparison result of the comparison unit 146 described above. , is determined at any time. That is, when the vehicle 1 transports the load 2, the determination unit 147 determines, at any time, the possibility of traveling to the destination Pg based on the total weight W at the present time. Details of the determination method by the determination unit 147 will be described later (see FIGS. 5 to 8).

As described above, the engine control section 148 controls various operations in the engine 10 (see FIG. 1). That is, the engine control unit 148 is a portion that operates as a so-called "ECU (Engine Control Unit)".

(D. Display unit 15)
The display unit 15 is a portion that presents (displays) various types of information, and may be configured using various types of displays such as a liquid crystal display (LCD) and an organic EL (Electro-Luminescence) display. is possible. Specifically, such a display unit 15 displays information such as the result of determination by the determination unit 147 described above, in addition to the navigation information obtained by superimposing the map information Im and the set travel route Rt1. It has become.

FIG. 4 schematically shows an example of a display mode of the set travel route Rt1 and the like on the display unit 15. As shown in FIG.

In the example shown in FIG. 4, on the display unit 15, along with the navigation information in which the map information Im and the set travel route Rt1 are superimposed, the information of the current location Pc, the information of the current time, and the distance to the destination Pg are displayed. Information on the distance and information on the estimated time of arrival at the destination Pg (see the display area indicated by symbol P2) are displayed, respectively. An example of the display mode of the information such as the determination result by the determination unit 147 will be described later (see FIGS. 7A and 7B).

[Operation and action/effect]
Next, the operation, functions and effects of the vehicle 1 of the present embodiment will be described.

First, the weight when carrying (towing) a load by a vehicle will be described.

In general, the catalog for each vehicle describes the amount of towing (weight) when it is possible to climb a slope with a predetermined angle (climbing angle). However, for example, in the cases shown in (A) to (C) below, whether or not it is possible to travel (climb) to the destination on the set travel route with the current towing amount, Since it is difficult for the user to make the determination, there is a risk that the convenience of transporting packages by vehicle will be impaired.

(A) It is difficult for the user to determine whether the weight of the luggage to be towed is within the towing amount described in the catalog.
(B) When the uphill angle (road surface gradient) on the sloped road to the destination is smaller than the above-mentioned predetermined angle, it is possible to tow more luggage than the towing amount described in the catalog, but the uphill It is difficult for the user to determine the size relationship of the angles.
(C) Even if the towing amount described in the catalog is complied with, if the uphill angle on the slope to the destination is greater than the above-mentioned predetermined angle, the vehicle may be caught in the middle of the slope. You may not be able to run.

(B. Determination method of the present embodiment)
Therefore, in the present embodiment, the control unit 14 (determining unit 147, etc.) determines at any time the possibility of traveling to the destination Pg based on the current total weight W when the vehicle 1 transports the load 2. I have to.

Hereinafter, such a determination method will be described in detail with reference to FIGS. 5 to 8 in addition to FIGS. 1 to 4. FIG.

FIG. 5 is a flow chart showing an example of the determination method (determination process) of this embodiment. The series of processes shown in FIG. 5 are repeatedly executed at predetermined timings in the control unit 14 .

In this determination process, first, the weight estimator 143 estimates the total weight W as described above (step S101 in FIG. 5). Specifically, the weight estimation unit 143, based on the correspondence relationship between the driving force Fdp generated in the vehicle 1 according to the accelerator opening Pa and the acceleration a of the vehicle 1 when traveling according to the driving force Fdp, Estimate the combined weight W.

Next, the road surface estimation unit 144 estimates the road surface gradient θ and the road surface friction coefficient μ from the current location Pc to the destination Pg on the set travel route Rt1 as described above (step S102). At this time, the road surface estimation unit 144, for example, uses the map information Im acquired from the outside of the vehicle 1 by the information acquisition unit 142 to obtain the road surface gradient θ and the road surface friction coefficient μ from the current location Pc to the destination Pg. presume. The road surface estimation unit 144 also takes into account the weather information Iw acquired from the outside of the vehicle 1 by the information acquisition unit 142, for example, to estimate the road surface friction coefficient μ from the current location Pc to the destination Pg. Furthermore, the road surface estimating unit 144 also takes into account the information of the road surface gradient θ and the road surface friction coefficient μ at the current location Pc (detected information by the acceleration sensor 12 and the imaging unit 11), which are estimated by the vehicle 1 at the current location Pc. Then, the road surface gradient θ and the road surface friction coefficient μ from the current location Pc to the destination Pg are estimated.

Subsequently, the calculation unit 145 calculates the required driving force Fd1 as described above (step S103). Specifically, based on the total weight W estimated in step S101 and the road surface gradient θ and road surface friction coefficient μ from the current location Pc to the destination Pg estimated in step S102, The required driving force Fd1 is obtained by using the formula (1) described above.

Next, the above-described producible driving force Fd2 is set according to the speed V of the vehicle 1 on the set travel route Rt1 (step S104).

At this time, as schematically shown in FIG. 6, as the speed V of the vehicle 1, for example, the legal speed VL defined on the set travel route Rt1 is used. That is, as in the correspondence relationship example shown in FIG. 6, according to the correspondence relationship between the legal speed VL (unit: km/h) and the generatable driving force Fd2 (unit: N (Newton)), it is possible to generate A driving force Fd2 is set.

Subsequently, the comparison unit 146 compares the required driving force Fd1 calculated in step S103 and the generatable driving force Fd2 set in step S104 (step S105). Specifically, in step S105, the comparison unit 146 makes a comparison determination as to whether or not the producible driving force Fd2 is greater than or equal to the required driving force Fd1 (whether Fd2≧Fd1 is satisfied). It should be noted that, at the time of such comparison determination, for example, after adding a predetermined margin (margin) .beta. and Fd1).

Here, when a result of comparison is obtained that the producible driving force Fd2 is equal to or greater than the required driving force Fd1 (Fd2≧Fd1 is satisfied) (step S105: Y), first, the determination unit 147 determines the total It is determined that the vehicle can travel to the destination Pg with the weight W (step S106). That is, the determination unit 147 determines that the vehicle 1 having the combined weight W can travel from the current location Pc to the destination Pg along the set travel route Rt1. Then, the display unit 15 displays the weight (weight ΔW2p: allowance) of the luggage 2 that can be increased (added) from the current total weight W when traveling from the current location Pc to the destination Pg on the set travel route Rt1. Information is displayed (step S107).

Note that such a weight ΔW2p is obtained from the weight corresponding to the difference value between the presently available driving force Fd2 and the required driving force Fd1, when these available driving force Fd2 and the required driving force Fd1 are equal to each other. It can be obtained by subtracting the corresponding weight. In this case, the explanation of the series of processes shown in FIG. 5 ends at step S107.

Here, specifically, information such as the determination results in steps S106 and S107 is displayed on the display unit 15, for example, as shown in FIG. 7A.

That is, for example, like the display area indicated by P2 in FIG. Information indicating that (the weight ΔW2p described above) is, for example, “+50 kg” is additionally displayed on the display unit 15 .

On the other hand, when a result of comparison is obtained that the producible driving force Fd2 is less than the required driving force Fd1 (Fd2≧Fd1 is not satisfied) (step S105: N), first, the determination unit 147 determines the total It is determined that the vehicle cannot travel to the destination Pg with the weight W (step S108). That is, the determination unit 147 determines that the vehicle 1 having the combined weight W cannot travel from the current location Pc to the destination Pg on the set travel route Rt1. Next, the display unit 15 displays information on the weight of the load 2 (weight ΔW2m) to be reduced from the current total weight W when traveling from the current location Pc to the destination Pg on the set travel route Rt1 ( step S109).

Note that such a weight ΔW2m corresponds to the difference value between the present possible driving force Fd2 and the required driving force Fd1 from the weight corresponding to the case where the possible driving force Fd2 and the required driving force Fd1 are equal to each other. It can be calculated by subtracting the weight.

Then, for example, as shown in FIG. 8, in this case, the display unit 15 further displays information on another (different) travel route Rt2 from the current location Pc to the destination Pg (step S110).

On such a travel route Rt2, the road surface gradient θ from the current location Pc to the destination Pg is relatively smaller than the road surface gradient θ from the current location Pc to the destination Pg on the current set travel route Rt1. shall be That is, such a travel route Rt2 corresponds to a specific example of "another travel route" in the present disclosure.

Here, specifically, information such as determination results in steps S108, S109, and S110 is displayed on the display unit 15, for example, as shown in FIG. 7B.

That is, for example, as in the display area indicated by symbol P2 in FIG. Information indicating that the weight (the above-mentioned weight ΔW2m)” is, for example, “−20 kg” is additionally displayed on the display section 15, respectively. In addition, in the example shown in FIG. 7B, the information indicating that "another route is recommended" is additionally and clearly displayed on the display unit 15, and this "another route is recommended." The above-described other travel route Rt2 corresponding to "travel route" is additionally displayed together with the current set travel route Rt1.

Here, in this case, the description of the series of processes shown in FIG. 5 ends at step S110.

7(A) and 7(B), the vehicle 1 is estimated based on the current total weight W and the remaining amount of gasoline in the engine 10, for example. , can be further displayed on the display unit 15 .

(C. action and effect)
In this manner, in the present embodiment, the vehicle 1 having the total weight W travels from the current location Pc to the destination Pg on the set travel route Rt1 based on the comparison result between the required driving force Fd1 and the generable driving force Fd2. A determination is made as to whether or not the vehicle is drivable. As a result, the possibility of traveling from the current location Pc to the destination Pg based on the current total weight W can be grasped at any time. Therefore, in this embodiment, it is possible to improve the convenience of transporting the load 2 by the vehicle 1 .

In particular, in the present embodiment, since the load 2 is towed by the vehicle 1, it is possible to improve convenience especially when the load 2 is towed by the vehicle 1.

Further, when the result of comparison is that the possible driving force Fd2 is equal to or greater than the required driving force Fd1, the vehicle 1 having the total weight W can travel from the current location Pc to the destination Pg on the set traveling route Rt1. In addition to presenting (displaying) the information of the weight ΔW2p of the cargo 2 that can be increased from the total weight W at the present time, the result is as follows. That is, when it is determined that it is possible to travel to the destination Pg, the driver of the vehicle 1 or the like (on the user side) can grasp information on the weight ΔW2p of the luggage 2 that can be increased from the current time. Therefore, it is possible to further improve the convenience when the cargo 2 is transported by the vehicle 1.

Further, if the comparison result indicates that the drive force Fd2 that can be generated is less than the drive force Fd1, it means that the vehicle 1 having the total weight W cannot travel from the current location Pc to the destination Pg on the set travel route Rt1. In addition to presenting (displaying) the information of the weight ΔW2m of the load 2 to be reduced from the total weight W at the present time, the result is as follows. That is, when it is determined that it is impossible to travel to the destination Pg, the driver of the vehicle 1 or the like (on the user side) can grasp information on the weight ΔW2m of the load 2 to be reduced from the current point of time as needed. Therefore, it is possible to further improve the convenience of transporting the load 2 by the vehicle 1 .

In addition, when a comparison result is obtained that the generable driving force Fd2 is less than the required driving force Fd1, the road surface gradient θ is relatively small compared to the set travel route Rt1, and the distance from the current location Pc to the destination Since the information of the other travel route Rt2 up to Pg is further presented (displayed), it is as follows. That is, when it is determined that it is impossible to travel to the destination Pg, the driver of the vehicle 1 or the like (on the user side) also grasps information on such other (another) travel route Rt2 at any time. Therefore, the convenience of transporting the load 2 by the vehicle 1 can be further improved.

Further, the map information Im obtained from the outside of the vehicle 1 is used to estimate the road surface gradient θ and the road surface friction coefficient μ from the current location Pc to the destination Pg. That is, by using such externally acquired map information Im, it is possible to improve the accuracy of estimating the road surface gradient θ and the road surface friction coefficient μ. can be further improved.

Furthermore, the information of the road surface gradient θ and the road surface friction coefficient μ estimated by the vehicle 1 at the current position Pc is also taken into consideration, and the road surface gradient θ and the road surface friction coefficient μ from the current position Pc to the destination Pg are estimated respectively. So it looks like this: That is, since information estimated by the vehicle 1 itself at the current position Pc is also taken into consideration, in addition to externally acquired information (map information Im, weather information Iw, etc.), the road surface gradient from the current position Pc to the destination Pg The accuracy of estimating θ and road surface friction coefficient μ can be further improved. Therefore, it is possible to further improve the convenience of transporting the load 2 by the vehicle 1 .

In addition, the road surface friction coefficient μ from the current location Pc to the destination Pg is estimated in consideration of the weather information Iw in the vicinity of the set travel route Rt1 obtained from the outside of the vehicle 1. become. That is, by taking such weather information Iw into account, it is possible to further improve the accuracy of estimating the road surface friction coefficient μ from the current location Pc to the destination Pg. Therefore, it is possible to further improve the convenience of transporting the load 2 by the vehicle 1 .

Further, the correspondence relationship between the driving force Fdp generated in the vehicle 1 according to the driving force (accelerator opening Pa) requested by the driver of the vehicle 1 and the acceleration a of the vehicle 1 when traveling according to this driving force Fdp. Based on this, the total weight W is estimated as follows. That is, since the combined weight W can be easily estimated, it is possible to further improve the convenience of transporting the load 2 by the vehicle 1 .

Furthermore, the above-described possible driving force Fd2 is set according to the legal speed VL defined on the set travel route Rt1 as the driving state (speed V) of the vehicle 1 on the set travel route Rt1. So it looks like this: That is, by using such a legal speed VL as the operating state of the vehicle 1, it is possible to easily set the drive force Fd2 that can be generated. Further improvement is possible.

<2. Variation>
Although the present disclosure has been described above with reference to the embodiments, the present disclosure is not limited to these embodiments, and various modifications are possible.

For example, the configuration (type, arrangement, number, etc.) of each block in the vehicle 1 is not limited to that described in the above embodiment. That is, the configuration of each of these blocks may be of other types, arrangements, numbers, and the like. Further, the values, ranges, magnitude relationships, etc. of the various parameters described in the above embodiments are not limited to those described in the above embodiments, and may be other values, ranges, magnitude relationships, and the like.

Specifically, for example, in the above-described embodiment, the case where the “information presentation unit” in the present disclosure is configured by the display unit 15 has been described as an example, but it is not limited to this example, and other than the display unit 15 An object (for example, an audio output unit, etc.) may be used to configure the "information presentation unit" in the present disclosure. Further, in the above-described embodiment, the case where the load 2 is towed by the vehicle 1 has been described as an example, but the form of transporting the load 2 by the vehicle 1 is not limited to this example, and other transports are possible. You may make it use a form.

Further, in the above-described embodiment, the determination processing and the like (see FIG. 5) in the control unit 14 described above have been described with specific examples, but the present invention is not limited to these specific examples. That is, other methods may be used to perform such determination processing.

Furthermore, in the above-described embodiment, a case where the "navigation device" of the present disclosure is applied to a gasoline automobile having only the engine 10 as the driving force source of the vehicle 1 has been described as an example, but this example is not limited. do not have. That is, the "navigation device" in the present disclosure may be applied to, for example, a hybrid electric vehicle (HEV) that uses both an engine and an electric motor as driving force sources. Also, the “navigation device” in the present disclosure may be applied to, for example, an electric vehicle (EV), a fuel cell vehicle (FCV), or the like.

In addition, the series of processes described in the above embodiments may be performed by hardware (circuit) or by software (program). When it is performed by software, the software consists of a program group for executing each function by a computer. Each program, for example, may be installed in the computer in advance and used, or may be installed in the computer from a network or a recording medium and used.

Also, the various examples described so far may be applied in any combination.

Note that the effects described in this specification are merely examples and are not limited, and other effects may be provided.

Reference Signs List 1 vehicle 10 engine (driving force source) 11 imaging unit 12 acceleration sensor 13 accelerator opening sensor 14 control unit 141 navigation unit 142 information acquisition unit 143 weight estimation Unit 144 Road surface estimation unit 145 Calculation unit 146 Comparison unit 147 Judgment unit 148 Engine control unit 15 Display unit (information presentation unit) Ie External information Im Map information Iw Weather information μ Road friction coefficient a Acceleration Pa Accelerator opening Sr Road surface gradient W1, W2, ΔW2p, ΔW2m Weight W Total weight A Vehicle front projected area , λ... air resistance coefficient, V... speed (vehicle speed), VL... legal speed, Rt1... set travel route, Rt2... travel route, Ps... starting point, Pg... destination, Pc... current location, Fdp... driving force, Fd1 . . . necessary driving force, Fd2 .. possible driving force, .beta.

Claims (9)

a navigation unit that provides a set travel route that is set as a travel route from a departure point to a destination in a vehicle that carries luggage;
on the set travel route based on the road surface gradient and road surface friction coefficient from the current location of the vehicle to the destination on the set travel route, and the total weight of the weight of the vehicle itself and the weight of the luggage. a calculation unit that calculates a necessary driving force required for the vehicle when traveling from the current location to the destination;
a comparison unit that compares the required driving force calculated by the calculating unit with a possible driving force that is set according to the driving state of the vehicle on the set travel route;
The vehicle having the total weight can travel from the current location to the destination on the set travel route based on the result of comparison between the required driving force and the generable driving force in the comparison unit. A navigation device comprising: a determining unit for determining whether or not there is Further comprising an information presentation unit for presenting information,
When the comparison result that the generatable driving force is equal to or greater than the required driving force is obtained,
The determination unit determines that the vehicle having the combined weight can travel from the current location to the destination on the set travel route, and
2. The information presenting unit according to claim 1, wherein when traveling from the current location to the destination on the set travel route, the information presenting unit presents information about the weight of the luggage that can be increased from the current total weight. navigation device. Further comprising an information presentation unit for presenting information,
When the comparison result that the generable driving force is less than the required driving force is obtained,
The determination unit determines that the vehicle having the combined weight cannot travel from the current location to the destination on the set travel route, and
1 or claim 1, wherein the information presenting unit presents information on the weight of the cargo to be reduced from the total weight at the present time when traveling from the current location to the destination on the set travel route. 3. The navigation device according to 2. When the comparison result that the generable driving force is less than the required driving force is obtained,
The information presenting unit further displays information on other travel routes from the current location to the destination, where the road surface gradient from the current location to the destination is relatively small compared to the set travel route. 4. A navigation device according to claim 3. further comprising a road surface estimation unit that estimates the road surface gradient and the road surface friction coefficient from the current location to the destination on the set travel route,
5. The road surface estimation unit estimates the road surface gradient and the road surface friction coefficient from the current location to the destination using map information acquired from outside the vehicle. 1. A navigation device according to claim 1. The road surface estimation unit calculates the road surface gradient and the road surface friction coefficient from the current location to the destination by taking into account information on the road surface gradient and the road surface friction coefficient estimated by the vehicle at the current location, 6. The navigation device according to claim 5, wherein each estimates. 5. The road surface estimation unit estimates the road surface friction coefficient from the current location to the destination, taking into consideration weather information in an area near the set travel route obtained from outside the vehicle. 7. Navigation device according to 6. further comprising a weight estimating unit for estimating the total weight,
The weight estimating unit calculates the weight based on the correspondence relationship between the driving force generated in the vehicle in response to the driving force requested by the driver of the vehicle and the acceleration of the vehicle when the vehicle travels according to the driving force. 8. A navigation device according to any one of claims 1 to 7, wherein a combined weight is estimated. 9. The drive force that can be generated is set according to a legal speed prescribed on the set travel route as the driving state of the vehicle on the set travel route. 2. Navigation device according to item 1 .

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