JP4111131B2 - Information processing apparatus and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently compress traveling data while suppressing the lowering of data accuracy. <P>SOLUTION: A traveling data processing part 11 samples the traveling data (vehicle speed, position information, time and the like) at a prescribed sampling rate (for example, 100[msec], 500[msec]... and the like) during a vehicle travels, and temporarily stores them in a storing device. When travel is finished, the collected traveling data are analyzed, and the traveling data during the start and the stop of the vehicle are made to be a unit for compression. The compression of the traveling data is performed by abstracting the traveling data obtained at a point of time (place) when (where) the vehicle speed reaches a constant speed, and a point of time when the variation of the vehicle speed reaches an inflection point, among the sampled traveling data. The traveling data processing part 11 outputs the abstracted traveling data and stores them in a traveling data storing part 15. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to an information processing apparatus and a hybrid vehicle, and relates to, for example, obtaining travel data related to a vehicle speed of a hybrid vehicle or an information processing center connected to the hybrid vehicle.

Hybrid vehicles equipped with engines and motors are becoming popular. In this hybrid vehicle, for example, power generation is performed by driving the engine in a region where engine efficiency is high, or power storage device (hereinafter referred to as a battery) is stored by collecting regenerative energy during braking to improve fuel efficiency. I am letting.
Also, in the case of a hybrid vehicle that uses part or all of the driving force of the engine for both driving and power generation of the vehicle, the efficiency is lowered when the engine is used for driving at low speeds, so it is used for stopping or generating power. The overall fuel efficiency is improved by running with the driving force of the motor.

Further, recently, in order to further improve the fuel efficiency, a driving state on a route to be driven is predicted in advance, and an operation schedule of the engine and the motor is set.
In this driving schedule, for example, when there is a forward section where it is expected to continue stopping or running at a low speed, the battery is charged by generating power while driving the engine at an efficient point in advance. In addition, the motor can be set to travel in that section.
Also, if there is a descending section with a large difference in elevation on the travel route, discharge the battery by using it for motor driving before reaching the descending section, and collect as much regenerative energy as possible in the descending section. Can be managed.

Thus, in order to manage engine and motor control more systematically, it is important to collect travel data and analyze it when the vehicle travels.
By statistically analyzing past travel data, for example, a travel speed pattern on a route frequently used by the driver such as a commuting route (hereinafter referred to as a frequent route) can be obtained. It is possible to set an operation schedule of the engine and the motor so as to reduce the fuel consumption.
Patent Document 1 proposes a technique for reducing engine fuel consumption by setting an operation schedule using past travel data.

JP 2000-333305 A

In the technique described in Patent Document 1, the travel route to the destination is divided into a plurality of sections at points where start and stop such as intersections are predicted, road data and travel history are acquired from the navigation device, and Estimate travel speed patterns for each section, and set engine and motor operation schedules based on estimated travel speed patterns and engine fuel consumption characteristics so that fuel consumption to the destination is minimized. It has become.
In addition, when traveling data is collected and accumulated when the vehicle travels, it can be used for various information processing in addition to the driving schedule setting.

By the way, when storing the travel data, the position information (coordinate values) of the current position, the vehicle speed (vehicle speed), the type of road to be traveled, and the like are sampled and stored in correspondence with each other at a predetermined sampling cycle. It is common to go.
However, there has been a problem that collecting and accumulating traveling data over a long period of time in this way results in a huge amount of data.

Further, in order to analyze a large amount of accumulated traveling data and predict a traveling speed pattern, a large amount of calculation capability is required.
In addition, it is difficult in terms of cost and storage capacity to give the function to an in-vehicle device of a general automobile.
On the other hand, if the sampling period is lengthened, the amount of travel data can be reduced, but a new problem that data accuracy is lowered arises.

  Therefore, an object of the present invention is to efficiently compress traveling data while suppressing a decrease in data accuracy.

In the invention according to claim 1, vehicle speed acquisition means for acquiring the vehicle speed of the vehicle, vehicle speed related information acquisition means for acquiring vehicle speed related information consisting of at least one of the position information of the vehicle and the current time, and predetermined acquisition Vehicle speed is acquired from the vehicle speed acquisition means at intervals, vehicle speed related information at the time of acquiring the vehicle speed is acquired from the vehicle speed related information acquisition means, and the acquired vehicle speed and vehicle speed related information are stored in association with each other. storage means, from the corresponding is allowed vehicle speed and the vehicle speed related information stored, when the vehicle speed becomes equal to the set vehicle speed set in advance, to the pressurizing speed to deceleration, and when the change is made to accelerate from the deceleration, and, from acceleration to deceleration and definitive at the time before and after the time has been changed from deceleration to acceleration, to provide an information processing apparatus characterized by comprising an output means for outputting the vehicle speed and the vehicle speed related information, the .
In the invention according to claim 2, the output means extracts a section from the start of the vehicle until it stops as a unit section from the stored vehicle speed and vehicle speed related information, and in the extracted unit section, the vehicle speed The information processing apparatus according to claim 1, wherein vehicle speed related information is output.
In the invention according to claim 3, the vehicle speed acquisition means and the vehicle speed related information acquisition means acquire vehicle speed and vehicle speed related information when the vehicle passes a predetermined specific place, and the output means includes the vehicle speed and the vehicle speed. the vehicle speed related information, according to claim 1, characterized in that the output together with identification information identifying said specific location, or to provide an information processing apparatus according to claim 2.
In a fourth aspect of the invention, the vehicle speed and the vehicle speed related information output by the output means are used to reproduce the transition of the vehicle speed traveled by the vehicle, and the reproduced vehicle speed transition is determined by a predetermined analysis procedure. The information according to any one of claims 1 to 3 , further comprising analysis means for analyzing and analysis result output means for outputting an analysis result by the analysis means. A processing device is provided.
The invention according to claim 5 includes an engine in which a part or all of the driving force is used for driving or generating electric power of the vehicle, and a motor for generating the driving force of the vehicle, and the driving force of at least one of the engine and the motor. The vehicle is a hybrid vehicle that travels using the travel route identifying means for identifying the travel route, the information processing device according to claim 4 , and the analysis result output from the analysis result output means of the information processing device. Provided is a hybrid vehicle comprising: an operation schedule setting means for setting an operation schedule of the engine and the motor so that fuel consumption in the identified travel route is minimized.

  According to the present invention, traveling data can be efficiently compressed while suppressing a decrease in data accuracy.

(1) Outline of Embodiment The travel data processing unit 11 (FIG. 1) samples travel data at a predetermined sampling rate (for example, 100 [msec], 500 [msec], etc.) while the vehicle is operating. And store it in a temporary storage device.
Here, the traveling data is information acquired from various sensors and detection devices related to traveling such as vehicle speed, position information, and time.
The travel data processing unit 11 analyzes the travel data collected at the end of travel, compresses and stores the travel data so that the travel data can be reproduced.

Although the travel data from the start of travel to the end of travel may be compressed, in this embodiment, the section from the start of the vehicle to the stop is specified as a unit section from the entire travel data, and the unit section The running data is extracted and used as a unit of compression.
In this way, by extracting travel data from when the vehicle starts to stop, the travel data while the vehicle is stopped due to a red light or the like (data unnecessary for analysis purposes in the present embodiment) is obtained. It is not necessary to store, and the amount of data to be stored can be further reduced.
In addition, when the data during a stop period are also required for analysis purposes, the travel data during this period is also compressed.

The travel data is compressed by extracting travel data acquired at a time point (point) at which a predetermined set vehicle speed is reached and a time point when the change in the vehicle speed becomes the extreme point, from the sampled travel data. Here, the time point when it becomes a pole point means the time point when the vehicle speed changes from acceleration to deceleration and from deceleration to acceleration , that is, the time point when it becomes a peak or valley on the graph.
Then, the travel data processing unit 11 outputs the extracted travel data and stores it in the travel data storage unit 15.

In this embodiment, as shown in FIG. 3, the start time point a1, the stop time point a2, the time points C1, C2, C3,..., And the change in vehicle speed when the vehicle speed reaches 10, 20, 30,. There pole (i.e., peaks and valleys in the graph) point b1, b2, b3 to be, extracts the travel data in ....
For each extracted time, travel data such as vehicle speed, position information, and time at that time is stored and accumulated, and then the original travel data is deleted.

FIG. 5 reproduces the transition of the vehicle speed using the extracted travel data. FIG. 6A illustrates the vehicle speed transition (solid line 51) based on the original travel data and the vehicle speed reproduced from the extracted travel data. It is the figure which compared the transition (dotted line 53).
As shown in the figure, the two agree well, and the shape near the poles, which is important in the analysis of vehicle speed, is well reproduced.

In the example shown in FIG. 3, if sampling is performed from the start time point a1 to the stop time point a2 with a sampling period of about 100 [msec], for example, about 800 seconds for a travel time of about 80 seconds. This is the number of data points. On the other hand, in the present invention, the original traveling data can be accurately reproduced only by storing traveling data of about several tens of points C1 to C16, b1 to b7, a1 and a2 shown in FIG.
As described above, the present embodiment can provide a data compression method suitable for the characteristics of “travel data” in which the original travel data can be accurately reproduced from the set speed and travel data at the extreme points. It can be simplified (compressed) to the minimum necessary.
The accumulated travel data is reproduced at the time of use. For example, when traveling on a frequent route with a hybrid vehicle, the travel data becomes useful data when determining the driving force distribution between the motor and the engine with good fuel efficiency.

(2) Details of Embodiment In this embodiment, for the sake of simplicity, it is assumed that traveling data is composed of items of vehicle speed, position information, and time as an example. During traveling, sampling is performed at the same timing at a predetermined sampling period (predetermined time interval).
Therefore, the travel data is composed of a series of information such as data 1 (vehicle speed 1, position information 1, time 1), data 2 (vehicle speed 2, position information 2, time 2), and so on.
However, as an embodiment, the travel data can be configured from vehicle speed and position information or vehicle speed and time information. The travel data may include acceleration.

Here, the position information and the time constitute vehicle speed related information related to the vehicle speed. That is, the travel data is composed of the vehicle speed and the vehicle speed related information.
In this way, by capturing these data at a predetermined sampling period, it is possible to collect the trajectory traveled by the vehicle and the vehicle speed at that time.

The purpose of the travel data analysis in the present embodiment is, for example, to extract a vehicle speed change pattern (travel speed pattern) during frequent route travel. In this case, at least one of the vehicle speed, position information, and time is This is the minimum information required for analysis purposes.
The travel speed pattern predicts the previous travel (in the case of frequent routes, it can be predicted from past travel data), and in the hybrid vehicle, sets the operation schedule of the engine and motor so that the fuel consumption is minimized. Can be used.

The configuration of the travel data is an example, and items constituting the travel data can be set according to the analysis purpose. For example, as will be described later, the driving data items may include an accelerator / brake on / off state, a shift lever position, and the like so that the driving state can be grasped from the driving data.
Further, as will be described later, the travel data is associated with the travel environment data, and can correspond to weather information and traffic jam information during travel.

FIG. 1 is a conceptual diagram showing the configuration of a drive control device 10 according to an embodiment of the present invention and a drive control system 10 for a hybrid vehicle to which the vehicle is applied.
The drive control system 10 includes a driving device 20 that generates power for the vehicle, a driving force transmission device 25 that transmits the generated power, and travel that performs navigation-related information processing such as route search, acquisition of travel data, and route analysis. A data processing unit 11 is provided.

The drive device 20 includes a main control device 26, an engine 21, a generator 22, a battery 23, and a motor 24.
The engine 21 is an engine by an internal combustion engine that is driven by fuel such as gasoline or light oil, and includes an engine control device such as an ECU (not shown) and is used as a power source of the vehicle.

The driving force of the engine 21 is transmitted to a driving force transmission device 25 that includes a transmission (multi-stage transmission or continuously variable transmission) (not shown), a driving shaft, driving wheels, and the like. Then, the driving wheel is rotated by the transmitted driving force, and the vehicle is driven.
The driving force transmission device 25 may be provided with a braking device such as a drum brake or a disc brake.

The motor 24 is configured by a motor device such as an AC motor or a DC brushless motor, and is used together with the engine 21 as a power source for the vehicle. The driving force generated by the motor 24 is transmitted via the driving force transmission device 25.
The motor 24 is preferably an AC motor, and in this case, includes an inverter (not shown).
In the present embodiment, as will be described later, regeneration is performed using the generator 22, but regeneration by the motor 24 is also possible. In this case, the motor 24 acts as a power generator and charges the battery 23.

The battery 23 is a power storage unit that stores electrical energy for driving the motor 24, and includes a secondary battery that can be repeatedly charged and discharged.
The battery 23 is provided with an SOC sensor (storage amount detection means) for detecting the storage amount (SOC) so that the main control device 26 can monitor the SOC of the battery 23.
As the battery 23, for example, secondary batteries such as a lead storage battery, a nickel cadmium battery, and a nickel metal hydride battery are generally used. However, a high performance lead storage battery, a lithium ion battery, a sodium sulfur battery, and the like used for an electric vehicle or the like are used. It can also be used.

The power storage means does not necessarily have to be the battery 23, and the energy is electrically stored and discharged, such as a capacitor (capacitor) such as an electric double layer capacitor, a flywheel, a superconducting coil, a pressure accumulator, or the like. What has the function to do can be used.
Furthermore, any of these may be used alone, or a plurality of them may be used in combination. For example, the battery 23 and the electric double layer capacitor can be combined and used as a power storage means.

The generator 22 is a device that generates electric power by converting mechanical energy into electric energy, and charges the battery 23 with the generated electric power.
The generator 22 is preferably an AC generator, and in this case, includes an inverter (not shown).

The generator 22 can generate electric power by using the driving force of the engine 21 and can generate electric power by regenerating to generate electric energy by acquiring kinetic energy of the vehicle from the driving force transmission device 25 during vehicle braking. Can do.
As described above, in the drive control system 10, if the vehicle is based on a conventional internal combustion engine, the kinetic energy that is dissipated as frictional heat by the brake device when the vehicle is braked can be recovered as electric energy, thereby improving fuel efficiency. Can be made.

In the present embodiment, the generator 22 and the motor 24 are configured separately, but the generator 22 and the motor 24 may be configured integrally.
In this case, the motor 24 generates a driving force when electric power is supplied from the battery 23 and functions as a power source. When the motor 24 is rotated by the driving force transmission device 25 such as during braking of the vehicle, the regenerative current is generated. It functions as the generator 22 which generate | occur | produces.

Further, the generator 22 may generate electric power using the driving force of the engine 21 and the electric power generated by the regenerative energy may be generated by the motor 24 during the deceleration operation of the vehicle.
Further, when a part of the driving force of the engine 21 is output for driving and the remaining driving force is used to drive the generator 22 to generate power, for example, a planetary gear is used, and the engine 21, generator 22, motor This is realized by connecting the 24 axes.

  The main control device 26 is a kind of computer that includes a calculation means such as a CPU and an MPU (not shown), a storage means such as a semiconductor memory and a magnetic disk, a communication interface with the travel data processing unit 11, and the like. , Controls the operation of the motor 24, the generator 22, and the inverter.

The main control device 26 controls the usage ratio of the engine 21 and the motor 24 according to the traveling state of the vehicle. For example, when the engine 21 travels with high efficiency such as traveling at a predetermined speed or higher, the engine 21 is mainly driven, and when the engine 21 travels with low efficiency such as when traveling at a low speed, the motor 24 generates driving force. In addition, when high output is required, such as during rapid acceleration, control is performed so that the engine and motor are driven in combination.
Thus, fuel consumption can be improved by operating the engine 21 and the motor 24 in a complementary manner.
Such control can be realized by executing a predetermined control program stored in the storage unit with the calculation unit.

The main control device 26 also performs navigation control in anticipation of the previous route situation, using navigation control information (traveling speed pattern and other information described later) provided by the traveling data processing unit 11.
In the navigation control, for example, the state of the route to be traveled and the traveling state are predicted, and the operation schedule of the engine 21 and the motor 24 is set so that the fuel efficiency is maximized within the range of the SOC management range. The drive device 20 is controlled, or when there is a descending section first, before reaching the descending section, the SOC is decreased to increase the amount of power stored by regeneration.

The travel data processing unit 11 is connected to various functional units such as a navigation database 12, a travel data acquisition unit 13, a travel environment data acquisition unit 14, and a travel data storage unit 15.
The travel data processing unit 11 uses these functional units to provide a navigation service for guiding the route to the destination to the driver, or the main control device 26 sets an operation schedule for the engine 21 and the motor 24. Provide navigation control information for navigation control.
Further, the travel data processing unit 11 collects and accumulates travel data when the vehicle travels and analyzes it in order to generate and provide navigation control information to the main control device 26.

The navigation database 12 stores various information such as map data, voice data, road data, and search data for providing navigation services to the driver and providing navigation-related information to the travel data processing unit 11. .
The navigation database 12 can be any of various forms of storage media such as magnetic tape, magnetic disk, magnetic drum, flash memory, CD-ROM, MD, DVD-ROM, optical disk, MO, IC card, optical card, memory card, etc. It is configured. A removable external storage medium can also be used.

Map data is the map information that represents the geographical information of the area that is the target of the navigation service and the distribution of guidance objects such as estates, buildings, structures, etc. using the coordinates specified by latitude and longitude. , Road layouts, photographic images of points serving as points on road guidance, locations and shapes of facilities and buildings, and information on topography, rivers, and other terrain, and other information.
The road on the map is identified with the latitude and longitude of each point and is associated with road data and search data.

The map data is used to specify the latitude and longitude of the road and other objects, displays a guide map along the searched route on the display unit included in the travel data processing unit 11, and is characteristic of the intersection or route. This is used to display a simple photograph, a frame diagram, etc., to display the distance to the next intersection, the traveling direction at the next intersection, and other guidance information.
The voice data is data for performing road guidance and asking the user (what is the name of the destination), and is reproduced and output by the voice output unit.

The road data stores information about each road on the map data together with road identification information for identifying each road.
Examples of road-related information include road type (administrative road attributes such as national roads, prefectural roads, major local roads, general roads, and highways), road length, travel time, width, slope, cant, altitude, bank , Road surface condition, presence / absence of median strip, number of lanes, points where the number of lanes decreases, points where the width becomes narrow, and the like.

The search data includes information for performing a route search from the departure point to the destination when the driver designates the destination.
For example, in the intersection data included in the search data, in addition to the number of intersections in which the data is stored, data relating to each intersection is stored as intersection data with identification information for identifying the intersection.

The travel data acquisition unit 13 determines the current position of the vehicle (position information), vehicle speed, etc. at predetermined intervals from when the vehicle is started to when it is stopped, that is, from when the drive device 20 is started until it is stopped. Get travel data.
The travel data in this embodiment is composed of the time and the vehicle speed and position information at that time. In addition to this, the accelerator opening, the state of the brake switch, the steering angle, the blinker operating status, the position of the shift lever, the SOC Vehicle information relating to the state of the vehicle, such as, can also be included.

The travel data acquisition unit 13 uses these pieces of information for a predetermined sampling period (for example, every predetermined time interval such as 100 [msec], 500 [msec]) or a predetermined travel distance interval (for example, 100 [m]). , 500 [m], etc. at a predetermined distance) and provided to the travel data processing unit 11.
In the present embodiment, a case where sampling is performed at a predetermined sampling period will be described.

The travel data acquisition unit 13 is a GPS (Global Positioning System) sensor, a direction sensor that detects the direction of the vehicle, and an accelerator position sensor that detects the accelerator position in order to collect various travel data during vehicle travel. , Brake switch for detecting the movement of the brake pedal operated by the driver, steering sensor for detecting the steering angle of the steering operated by the driver, the winker sensor for detecting the movement of the winker switch operated by the driver, the driver operating A shift lever sensor that detects the movement of the shift lever of the transmission, a vehicle speed sensor that detects the vehicle speed, an acceleration sensor that detects the vehicle acceleration, a yaw rate sensor that detects a yaw rate indicating a change in the direction in which the vehicle is facing, etc. Various sensors and detection devices are provided.
Note that the GPS sensor calculates the coordinate value (latitude and longitude) of the current position by receiving and analyzing GPS information from a GPS satellite.

The travel environment data acquisition unit 14 relates to the travel environment around the vehicle when the vehicle travels, such as time, date, day of the week, date and time the vehicle departed, weather, weather information, traffic jam information, traffic regulation information, road construction information, and event information. Information is acquired and provided to the travel data processing unit 11.
The travel environment data acquisition unit 14 includes a clock, a calendar, and the like, and acquires date and time information such as the current time, date, day of the week, and date and time when the vehicle departs.

  In addition, the traveling environment data acquisition unit 14 uses, for example, a road traffic information communication system called VICS® (Vehicle Information & Communication System) to obtain information on traffic control systems such as the police and the Japan Highway Public Corporation. Collected and created road traffic information such as information on road congestion, traffic regulation information, construction information on road construction, etc.

  Furthermore, the driving environment data acquisition unit 14 specifies event information such as scheduled locations and scheduled dates and times of events such as festivals, parades, and fireworks displays, for example, roads around stations and large commercial facilities every day except weekends. It also obtains statistical traffic information such as traffic jams occurring at the time of day, traffic jams on the roads around the beach during summer holidays, and weather information such as weather forecasts created by the Japan Meteorological Agency.

  In addition, the travel environment data acquisition unit 14 acquires data on the operating status of vehicle-mounted devices such as wipers, headlights, air conditioners, and defrosters, and sensing data of vehicle-mounted sensors such as raindrop sensors and temperature sensors. The operating data and sensing data of the on-vehicle equipment can be used in the travel data processing unit 11 to estimate the weather at that time.

The travel data storage unit 15 is a storage unit that stores the compressed travel data obtained by compressing the travel data acquired by the travel data acquisition unit 13 by the travel data processing unit 11 and the travel environment data acquired by the travel environment data acquisition unit 14. .
In this case, the compressed travel data and the travel environment data in one travel of the vehicle are stored in association with each other.
Thereby, the transition of the running state can be grasped by reproducing the original running data from the compressed running data, and the running environment at the time of running can be grasped from the running environment data.
These data are analyzed by the travel data processing unit 11 to, for example, infer a route frequently used by the driver on a daily basis, and analyze differences in travel data depending on weather conditions, day of the week, travel time zone, and the like on frequent routes. Can be used for

The travel data processing unit 11 includes a calculation means such as a CPU and MPU (not shown), a semiconductor memory (ROM, RAM, etc.), a storage means such as a magnetic disk, a communication interface, and the like.
The travel data processing unit 11 performs various information processing using data stored in the navigation database 12 and the travel data storage unit 15 and information acquired from the travel data acquisition unit 13 and the travel environment data acquisition unit 14. I do.
In addition, the travel data processing unit 11 compresses the travel data acquired from the travel data acquisition unit 13 and stores it in the travel data storage unit 15, and stores the travel environment data acquired from the travel environment data acquisition unit 14 in the travel data storage unit 15. To store.

  The travel data processing unit 11 includes, as a user interface, an operation unit, a push button, a jog dial, a cross key, an input unit including a remote controller, a CRT display, a liquid crystal display, an LED (Light Emitting Diode) display, a plasma display, and a windshield. In addition to a display unit including a hologram device for projecting a hologram, a voice input unit configured by a microphone, a voice synthesizer, a voice output unit including a speaker, etc., an FM transmitter, a telephone line network, the Internet, a mobile phone network And a communication unit that transmits and receives various data to and from the device.

  The information processing performed by the travel data processing unit 11 is used to provide route guidance to the driver, to generate / provide navigation control information used by the main control device 26 to perform navigation control, and to generate navigation control information. There are collection and analysis of driving data and driving environment data.

Providing route guidance is a process of performing a route search from the current location to the destination using a user interface and presenting it to the driver, and guiding the driver to the destination while acquiring the current position.
The destination may be input by the driver, or may be automatically set by predicting from the driver's past driving pattern.
Thus, the main control device 26 has a function as a travel route specifying means.

The navigation control information is information used by the main control device 26 to set the operation schedule of the engine 21 and the motor 24 or to control the engine 21 and the motor 24 according to the operation schedule.
Various types of navigation control information are conceivable. For example, there is a traveling speed pattern from the departure point to the destination estimated from past traveling data as described later. Then, the main control device 26 can set an operation schedule that minimizes fuel consumption from the predicted traveling speed pattern.
Thus, the main controller 26 has a function as an operation schedule setting unit.

Further, position information of the current position can also be used as navigation control information. That is, since the main control device 26 performs control according to the driving schedule while grasping the current position, the travel data processing unit 11 can be configured to provide position information to the main control device 26.
Thereby, the main control device 26 can know, for example, that the battery 23 has reached the charge start position or the discharge position, and can systematically manage the SOC of the battery 23.

Regarding the collection of travel data, while the vehicle is traveling, vehicle speed, position information, time, etc. are acquired at the same timing at a predetermined sampling rate, compressed into compressed travel data, and then a travel data storage unit 15 to store / accumulate.
With respect to the analysis of the travel data, after the travel data is reproduced from the compressed travel data, it is analyzed and output.
Although details will be described later, the compression is performed by extracting data from the traveling data at the time when the vehicle speed reaches the set speed, the time when the vehicle is at the extreme point, or the like.

As described above, the travel data processing unit 11 corresponds to vehicle speed acquisition means for acquiring vehicle speed, vehicle speed related information acquisition means for acquiring vehicle speed related information (position information, time), vehicle speed and vehicle speed related information at set speeds and extreme points . And has a function as an output means for outputting.
Furthermore, the travel data processing unit 11 also has a function as a storage unit that acquires the vehicle speed, position information, and time at a predetermined acquisition interval (time interval or travel distance) and stores it in the travel data storage unit 15. is doing.
In addition, the travel data processing unit 11 serves as a reproduction unit that reproduces the original travel data from the compressed travel data, an analysis unit that analyzes the reproduced travel data, and an analysis result output unit that outputs the analysis result to the main controller 26. It has a function.

FIG. 2 is a functional block diagram for explaining functions related to processing of travel data among functions realized by the travel data processing unit 11.
The travel data compression unit 41 and the data use unit 47 are both functional units realized by the travel data processing unit 11 (FIG. 1).

  This may be realized by software by executing a running data compression program and a data utilization program in the CPU of the running data processing unit 11, or such a function unit may be realized by hardware in advance. The driving data processing unit 11 may be mounted.

The travel data storage unit 15 includes a position information acquisition unit 32 and a vehicle information acquisition unit 33.
The position information acquisition unit 32 receives GPS signals from a plurality of GPS satellites 31 orbiting the orbit, and calculates coordinate values (latitude / longitude) of the current position of the vehicle, that is, position information. Then, the position information acquisition unit 32 provides the calculated current position to the travel data compression unit 41.
The vehicle information acquisition unit 33 acquires the vehicle speed from the vehicle speed sensor and provides it to the travel data compression unit 41.
In addition, in order to acquire position information in places where GPS signals do not reach such as densely built buildings, an inertial induction type system using a gyro may be used together.

The travel data compression unit 41 is a functional unit that acquires travel data (current position, vehicle speed, time) from the travel data storage unit 15 and compresses and accumulates the travel data, a travel data collection unit 42, a compression processing unit 43, and a compressed travel. The data storage unit 44 is configured.
The travel data collection unit 42 acquires the current position from the position information acquisition unit 32 at a predetermined sampling period, and the vehicle information acquisition unit 33 acquires the vehicle speed, and is configured by a RAM, a hard disk, or the like in association with the current time. Stored in the temporary storage device.

The compression processing unit 43 compresses the travel data stored in the temporary storage device and generates compressed travel data. As a compression method, the following method is adopted.
First, the compression processing unit 43 divides the travel data stored in the temporary storage device into unit sections composed of sections from the start time to the stop time.
In the present embodiment, since the purpose is to classify the traveling speed pattern, the traveling data from the stop point to the start point is not compressed or stored.
This is because the travel data while the vehicle is stopped can be restored from the travel data at the stop time and the travel data at the start time. As a result, the amount of data after compression can be reduced.

Next, for each unit section, travel data at the time when the vehicle speed becomes equal to a preset value is specified and extracted.
Further, the time point at which the change in the vehicle speed becomes the extreme point is specified from the change in the vehicle speed, and the traveling data at this time point is extracted.
As described above, the compression processing unit 43 obtains the travel data collected at the time when the analysis is performed from the travel data collected by the travel data collection unit 42 (particularly, near the point where the change in the vehicle speed becomes the extreme point). Extraction without leakage and running data can be compressed.
Therefore, the travel data can be compressed so as not to lose the characteristics of the travel data.

The compressed travel data storage unit 44 stores the travel data (compressed travel data) extracted by the compression processing unit 43 in the travel data storage unit 15 as a data file.
The file name includes information for identifying the travel data before compression (for example, data acquisition date and time), and information for identifying which section is compressed when the travel data is divided into unit sections (for example, when divided) It is possible to specify the time of each piece of compressed travel data from the file name.

By setting the file name in this way, it is possible to set a unique file name for each compressed travel data, and it is also convenient when performing statistical processing by analyzing travel data later.
The temporarily stored travel data of the compression source is erased after the compression process, and the storage area of the temporary storage device is reused to collect travel data when traveling next time.

  The data utilization unit 47 is a functional unit that performs analysis processing using the compressed travel data. The travel data processing unit 11 can use the analysis result to generate navigation control information for the main control device 26 (FIG. 1) to set the operation schedule of the engine 21 and the motor 24.

The data use unit 47 includes a travel data reproduction unit 48 and a travel data analysis unit 49.
The travel data reproduction unit 48 reads the compressed travel data from the travel data storage unit 15 (FIG. 1), and reproduces the original travel data from the compressed data (hereinafter, “reproduced travel data”).
The traveling data analysis unit 49 performs various analyzes using the reproduced traveling data. In the present embodiment, for example, a frequent route can be identified from past travel routes, and further, a change pattern of the vehicle speed on the frequent route can be extracted.

Next, the compression processing performed by the compression processing unit 43 (FIG. 2) will be described with reference to FIG.
FIG. 3 is a graph showing the change in the vehicle speed with respect to the travel time. The travel time is plotted on the horizontal axis and the vehicle speed is plotted on the vertical axis. FIG. 3 schematically shows actual traveling data.
A solid line 51 is a plot of the points of the travel data collected by the travel data collection unit 42. The sampling period is 100 [msec].
The actual value of the number of data used to construct the solid line 51, that is, the number of sets of information (vehicle speed, position information, time) used for plotting was about 800.

First, the compression processing unit 43 specifies a section from the starting point a1 to the stop point a2 as a unit section from the entire process in which travel data is acquired, and sets this unit section as a compression target.
Next, the compression processing unit 43 specifies travel data at the time when the vehicle speed becomes equal to a preset vehicle speed in the unit section.
In the present embodiment, the set vehicle speed is a value every 10 [Km / h], such as 10, 20, 30,... [Km / h]. As a result, the time points C1 to C16 are specified.

Note that these set speeds are merely examples and do not limit the set speed. As the set speed decreases, the accuracy of the reproduction travel data increases as the set interval decreases, but the amount of data after compression increases accordingly. Therefore, the set speed interval may be set so as to obtain the minimum accuracy required for the purpose of analysis.
In addition, it is not necessary to divide the set speed interval equally, and the setting interval is set to a small value at a point important for analysis to increase the accuracy of the reproduced travel data at that point, and the setting interval is increased at a point not important for analysis. It can also be set to reduce the amount of data at the location.

Next, the compression processing unit 43 identifies travel data at the time when the change in the vehicle speed becomes the extreme point . As a result, time points b1 to b7 are specified.
The pole can be specified by, for example, differentiating the vehicle speed with time and specifying the time point at which the sign of the differential coefficient is reversed. Or you may make it specify the point which takes the difference between adjacent driving | running | working data and the code | symbol inverts.
In addition, if the travel data before and after the travel data at the time of the extreme point is also used for compression (for example, travel data included about 1 second before and after the extreme point ), the change in the vehicle speed near the extreme point can be reproduced more accurately. Can do.

As described above, the compression processing unit 43 identifies the start time point a1, the stop time point a2, the time points C1 to C16, and the time points b1 to b7, and extracts the travel data at these times from the original travel data. These extracted travel data are stored in the travel data storage unit 15 as compressed travel data.
In the above example, time is taken on the horizontal axis and the time-dependent change of the vehicle speed is shown. However, position coordinates can be taken on the horizontal axis to show the change of the vehicle speed depending on the travel location.
Similarly, in this case, it is also possible to identify a point where the vehicle speed becomes a predetermined set value and a point where the change in the vehicle speed is an extreme point, and to extract travel data relating to that point.

FIG. 4 is a flowchart for explaining the procedure of the compression process performed by the travel data compression unit 41.
First, the traveling data collection unit 42 samples and collects position information and vehicle information (in this case, vehicle speed), and stores it in the temporary storage device together with the time as traveling data.
The travel data is stored from when the vehicle drive device 20 is driven until it stops, that is, while the vehicle is operating.

  Next, after the collection of the travel data is completed, the compression processing unit 43 reads the travel data stored in the temporary storage device (step 5).

Next, the compression processing unit 43 specifies the start time and the stop time from the read travel data, and thereby divides the travel data into unit sections that are units of compression (step 10).
Next, the compression processing unit 43 examines the vehicle speed of each travel data, identifies travel data when the vehicle speed reaches a predetermined set value, and extracts these (step 15).

Next, the compression processing unit 43 examines how the vehicle speed changes with the passage of time from the vehicle speed of each travel data, identifies the travel data at the time when the change in the vehicle speed becomes the extreme point, and extracts these (Step 20).
Then, the compressed travel data storage unit 44 stores the extracted travel data in the travel data storage unit 15 as compressed travel data and stores it (step 25).
Then, the travel data collection unit 42 deletes the travel data stored in the temporary storage device.

Since FIG. 3 is a schematic diagram, the compressed travel data is composed of 25 data at the start time point a1, the stop time point a2, the time points C1 to C16, and the time points b1 to b7.
For this reason, traveling data (about 800 pieces) is compressed to about 3% before compression.

FIG. 5 is a diagram showing an example of the transition of the vehicle speed reproduced by the travel data reproduction unit 48 using the compressed data obtained by compressing the travel data of the solid line 51 in FIG. 3, with the horizontal axis representing time and the vertical axis representing vehicle speed. ing.
As shown by the dotted line 53 in the figure, the traveling data reproduction unit 48 places the starting time point a1, the stopping time point a2, the time points C1 to C16, and the time points b1 to b7 on the coordinate system, and between the time points adjacent in time. The time transition of the vehicle speed is reproduced by supplementing with a straight line.

As shown in the figure, almost the same data as that of the original traveling data is reproduced, and the point that the change in the vehicle speed becomes the extreme point is also expressed.
In the present embodiment, the original travel data is reproduced by complementing the adjacent travel data with a straight line, but in addition to this, for example, the travel data is reproduced with a curve using a least square method, Alternatively, the extreme points can be complemented smoothly with a curve, and the other parts can be complemented with a straight line. Furthermore, if acceleration data at each point (time) is added as travel data to be stored, and interpolation is performed using this acceleration data, the original data can be reproduced more accurately.

FIG. 6A is a diagram comparing travel data before compression (solid line 51 in FIG. 3) and reproduced travel data using changes in vehicle speed.
In this figure, the transition of the vehicle speed using the uncompressed travel data on the coordinate system with the time on the horizontal axis and the vehicle speed on the vertical axis is represented by a solid line 51, and the transition of the vehicle speed using the reproduced travel data is represented by a dotted line 53. It is a representation.
As shown in the figure, the two are almost the same, and the time transition of the vehicle speed is also reproduced at the extreme points from the time point b1 to the time point b7.

FIG. 6B shows a comparison of travel data before compression (solid line 51 in FIG. 3) and travel data with a sampling period reduced to 3 [sec] (hereinafter referred to as low-cycle travel data) using changes in vehicle speed. FIG.
As will be described later, when the sampling period is 3 [sec], the data amount is 26, which is almost the same as the compressed travel data. Therefore, by comparing the two, the compression method according to the present embodiment is superior. It can be expressed more clearly.

In this figure, the transition of the vehicle speed based on the travel data before compression is represented by a solid line 51 on the coordinate system with the time on the horizontal axis and the vehicle speed on the vertical axis. It is represented by.
The amount of travel data can also be reduced by reducing the sampling period.

However, at the time points b1, b5, and b6, the time point at which the change in the vehicle speed becomes a pole is reproduced because it coincides with the sampling cycle, but at the time points b2, b3, b4, and b7, the change in the vehicle speed becomes a pole point. Since the time point occurred between samplings, it was not sampled and not reproduced.

FIG. 7 is a table comparing the characteristics of the travel data before compression, the low-cycle travel data, and the compressed travel data described with reference to FIGS.
As shown in the figure, the number of data is about 800 in the case of running data before compression, 26 pieces of low cycle running data, 25 pieces of compressed running data, low cycle running data, and compressed running. The amount of data is almost equal, about 3% of the running data before compression.
For this reason, when these data are stored in the storage device, the storage area can be greatly saved by using the low-cycle travel data and the compressed travel data.

Regarding accuracy, the travel data before compression can reproduce accurate information at all sampling points. Further, since the sampling period is as short as 100 [msec], it is possible to accurately sample the traveling data even when the change in the vehicle speed is at the extreme point or when the vehicle starts and stops. More specifically, sampling can be performed at a time point within 50 [msec] from the extreme point .

On the other hand, the low cycle running data, since the sampling frequency is 3 a [sec], if the sampling point is accidentally around pole, can be acquired driving data with pole, sampled at a distance from the pole In such a case, it is not possible to acquire travel data at the extreme points . More specifically, there is a possibility that the sampling time is off by 1.5 [sec] from the extreme point .
Therefore, in the low-cycle travel data, there is a high possibility that the travel data at the time when the change in the vehicle speed becomes the extreme point or at the time of starting and stopping will be missed, and accurate data collection is difficult.

Compressed travel data is supplemented by straight lines between sections where the vehicle speed is constant and where the vehicle speed changes linearly. Therefore, the amount of data in these sections is small, and the characteristics of the original data are simplified. In addition to the high reproducibility to be reproduced, the driving data at the time when the vehicle speed is at the extreme point and at the time of starting and stopping are selectively acquired, so the reproducibility of the data at these times is also good.

Based on the above considerations, the summary of these data is as follows.
The travel data before compression has the advantage of high accuracy, but has the disadvantage of increasing the amount of data to be stored.
The low-cycle driving data has the advantage that the data volume can be reduced to about 3% of the pre-compression driving data, but it is difficult to reproduce the driving data in detail, and the change in vehicle speed is particularly significant. There is a disadvantage that the value at the time of becoming a pole or when starting and stopping can be inaccurate.

Then, the compressed driving data, although not extend to the running data before compression, the reproducibility of the driving data over the entire section is good, further, the data in detail the change in the vehicle speed such time point and stop start as a pole Is accurate and well represents the characteristics of the original travel data.
Judging from the above, it can be said that the compressed travel data is the best for reducing the data storage amount and storing the travel data at the extreme points accurately.

In the above, the traveling data at the set speed and the extreme points are acquired, but the acquisition time is not limited to this, and can be set according to the purpose of using the traveling data.
For example, when passing through a specific point, the travel data reflecting the regional characteristics of the travel route can be obtained by obtaining the travel data at that time.
Further, if identification information for identifying the specific point is added to the travel data, more advanced analysis can be performed.

In particular, when the purpose is to classify travel speed patterns, travel data during intersection traffic becomes important.
For this reason, for example, as shown in FIG. 8, the vehicle speeds at the intersection passing times d1 and d2 can be added to the compressed travel data.
This is obtained by using the map data for navigation in the navigation database 12 to obtain travel data when the vehicle passes the intersection.
Thus, by adding the vehicle speed at the time when the vehicle passes an intersection or the like, the characteristics of the traveled route can also be stored.

The travel data compression unit 41 can also collect the state of the travel route (intersection, railroad crossing, traffic light installation location, highway interchange, etc.) based on the information from the location information acquisition unit 32. The vehicle speed can be extracted and stored as compressed travel data.
It should be noted that identification information that can identify at which intersection the data is added to the traveling data at the intersection.
The intersection information becomes useful data when analyzing the traveling data accumulated to determine the driving force distribution (driving schedule) between the engine 21 and the motor 24 of the hybrid vehicle (traveling speed pattern classification).

Although details will be described later, for example, the driving schedule is set by accumulating traveling data when traveling on the route in the past and analyzing the traveling speed pattern on the route.
Here, the analysis of the traveling speed pattern can be performed, for example, by dividing the route into sections with the intersection as a reference, analyzing the traveling speed pattern for each section, and connecting the analysis results to the entire process.
When traveling speed pattern classification is performed, stopping at traffic intersections and traffic jams are often a hindrance to smooth travel, so classification of traveling speed patterns near intersections is important.

For example, the following information can be read from the reproduced travel data shown in FIG.
The vehicle is stopped immediately before the intersection passing time point d1 (time point a1). Therefore, at this stop point, it can be easily estimated that the vehicle is stopped waiting for a signal.
Further, since the vehicle travels without stopping from the intersection passing time point d1 to the next intersection passing time point d2, it can be seen that the vehicle can smoothly travel between these intersections.
Such knowledge is useful when predicting future travel of a future vehicle.

In addition, the time point when the brake is turned on / off can be added to the travel data. At this time, the map data in the navigation database 12 can be used to identify the point where the brake is turned on / off.
As a result, it is possible to know at which point the driver has turned on and off the brake, and the driver's operation status can also be stored.
As described above, the brake information is adopted as an item included in the travel data, and stored in the travel data storage unit 15, the brake operation that does not appear in the vehicle speed change can be stored. Thereby, a congestion degree can be recognized and it can use for control (drive distribution of the engine 21 and the motor 24) of a hybrid vehicle.

Next, a method for using the compressed travel data accumulated in the travel data storage unit 15 as described above will be described. Here, it is assumed that traveling data at the time of passing the intersection is included in the compressed data.
The travel data processing unit 11 (which constitutes the travel data reproduction unit 48 and the travel data analysis unit 49) can set the operation schedule of the engine 21 and the motor 24 as follows.

First, a route on which the driver intends to travel is predicted.
In this prediction, for example, when the driver sets a destination before starting, the current position is acquired from the travel data acquisition unit 13, and the optimum route is searched from the destination and the current position using the navigation database 12. Can be done.
Or when it is a frequent route that passes the same route at a fixed time every day like a commute route, it can be predicted from the departure time that the route to be passed is a frequent route.

Next, the travel data processing unit 11 divides the predicted route into a plurality of sections based on the intersection.
Then, the travel data processing unit 11 reads the compressed travel data including these sections from the travel data storage unit 15, and the travel data reproduction unit 48 generates reproduced travel data therefrom. When there are a plurality of compressed travel data including the section, all of these are used to perform statistical processing. Or you may select a thing suitable for the driving environment on the day of driving | running | working using driving environment data. Alternatively, it is possible to adopt the latest one and not to use the old running data.
Thereby, a plurality of past reproduction travel data in the section is obtained.

Next, the travel data processing unit 11 analyzes the reproduced travel data by the travel data analysis unit 49.
First, the travel data analysis unit 49 classifies past travel speed patterns in each section for each section.
With this traveling speed pattern classification, for example, there is a tendency to be constantly congested at certain intersections and to repeat stopping at low speeds, and traffic lights at certain intersections are linked with traffic lights at the previous intersection and stop It is possible to statistically extract a tendency such as that there is a tendency to pass in normal driving without performing.

Next, the traveling data analysis unit 49 selects the most likely traveling speed pattern on the day for each section.
This can be done, for example, by selecting the most frequent of the traveling speed patterns.
Next, the traveling data analysis unit 49 connects the traveling speed pattern selected for each section for each adjacent section, thereby obtaining a prediction of the traveling speed pattern over the entire section.

As shown in the above example, the travel data processing unit 11 can predict a travel speed pattern on the travel route from the compressed travel data stored in the travel data storage unit 15.
The travel speed pattern generated in this way is sent as navigation control information from the travel data processing unit 11 to the main control device 26, and the travel data processing unit 11 sets the operation schedule of the engine 21 and the motor 24. Used for

In general, the engine 21 has low efficiency during low-speed traveling. For example, by supplementing the driving force during low-speed traveling with the motor 24, fuel efficiency can be improved.
Therefore, from the travel speed pattern, for example, when there is a section where it is predicted that the stop at low speed will continue after the section where the travel is predicted to be smooth, the generator 22 during the travel where the travel is predicted to be smooth. And the battery 23 is stored, and the operation schedule can be set so that the battery 23 is discharged in a section where it is predicted that the stop and start at a low speed will continue.
The main control device 26 can minimize fuel consumption by setting an optimal operation schedule.

(3) Modified Examples of Embodiments Although an example of the present embodiment has been described above, various modified examples are possible.
For example, in the present embodiment, after collecting detailed travel data once in a predetermined cycle, specific data such as a time point at which a predetermined vehicle speed is reached and a time point at which a change in the vehicle speed is a maximum point are extracted. In addition to this, for example, real-time processing such as sampling the running data, determining in real time when a predetermined vehicle speed is reached or when the vehicle speed forms a pole , storing data that satisfies the conditions, and discarding other data It can also be configured to be performed at.

In the present embodiment, the compressed travel data is stored in the travel data storage unit 15, but may be configured to be transmitted to a network-connected information center (server device) by wireless communication and stored in the server device. Is possible.
In this case, the data using unit 47 can download and analyze past traveling data from the server device when using the data.
If comprised in this way, since it is not necessary to manage driving | running | working data by the vehicle side, cost reduction can be aimed at.

Furthermore, the function of the travel data compressing unit 41 and the function of the data using unit 47 can be realized on the server device side.
In this case, in the vehicle, the travel data is acquired by the travel data storage unit 15 and then transmitted wirelessly to the server device.
In the server device, the travel data is compressed and stored, and the travel data is reproduced according to a request from the vehicle side.
Further, the server device analyzes the travel data and transmits the analysis result to the vehicle side.

In the present embodiment, the travel data at the time when the predetermined set speed is reached is extracted from the travel data. In addition to this, for example, the duration from the C1 point to the C16 point is attached to the data of the C1 point. It can also be configured.
If comprised in this way, the driving | running | working data of C16 will be unnecessary, and it can respond by the driving | running | working data of C1.

In the present embodiment described, the extreme point at which the running data is sampled is the point where the vehicle speed has been changed from acceleration to deceleration and from deceleration to acceleration, but the point where acceleration or deceleration has changed to constant speed, and acceleration from a constant speed. Or you may make it also include the point changed into deceleration in a pole.
It is also possible to use a point at which the rate of change of the vehicle acceleration α [m / s ² ] is greater than or equal to a predetermined value as a sampling target.

The following effects can be obtained by the present embodiment described above.
(1) By extracting a part necessary for the purpose of analysis from the running data, it is possible to store the minimum necessary information and to discard unnecessary information. This makes it possible to compress travel data without reducing the accuracy of the parts required for analysis. For example, when performing travel speed pattern classification, it is possible to perform data compression focusing on the “travel” characteristic of travel data. .
In other words, by capturing the characteristics of travel data (inflection points from acceleration to deceleration and deceleration to acceleration), it is possible to suppress a decrease in accuracy when compressed data is reproduced, and the original data can be accurately obtained with a small amount of information. Can be expressed.

(2) The travel data can be compressed to about several percent of the conventional value, and when a large amount of travel data is stored, the storage capacity can be reduced.
Thereby, when accumulation | storage of driving | running | working data is performed with the vehicle-mounted apparatus of a common motor vehicle, it can reduce cost and memory capacity.
(3) Even when the stored travel data is used, since the data amount is small, the reading speed and the writing speed to the memory and the storage device can be shortened, and the information processing can be performed quickly.
(4) By adding travel data at a specific place such as an intersection to travel data, the characteristics of the traveled route can also be stored.
(5) By adding information on the driver's operation points such as the accelerator and brake on / off points, the driver's operation status can also be stored.

It is a conceptual diagram which shows the structure of the drive control apparatus in the embodiment of this invention, and the drive control system of the hybrid vehicle to which a vehicle is applied. It is a functional block diagram for demonstrating the function which a driving | running | working data processing part implement | achieves. It shows the transition of the change in the vehicle speed with respect to the travel time in a graph. It is a flowchart for demonstrating the procedure of the compression process which a driving | running | working data compression part performs. It is the figure which showed an example of transition of the vehicle speed which the driving | running | working data reproduction part reproduced. (A) is a graph comparing the travel data before compression and the reproduced travel data, and (b) is a graph comparing the travel data before compression and the low-cycle travel data. It is the table | surface which compared the characteristic of the driving data before compression, the low cycle driving data, and the compression driving data. It is a graph for demonstrating the case where the vehicle speed at the time of passing an intersection is added to the compressed travel data.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Drive control system 11 Travel data processing part 12 Navigation database 13 Travel data acquisition part 14 Travel environment data acquisition part 15 Travel data memory | storage part 20 Drive apparatus 21 Engine 22 Generator 23 Battery 24 Motor 25 Driving force transmission apparatus 26 Main control apparatus 32 Position information acquisition unit 33 Vehicle information acquisition unit 41 Travel data compression unit 42 Travel data collection unit 43 Compression processing unit 44 Compression travel data storage unit 47 Data use unit 48 Travel data reproduction unit 49 Travel data analysis unit

Claims (5)

Vehicle speed acquisition means for acquiring the vehicle speed of the vehicle;
Vehicle speed related information acquisition means for acquiring vehicle speed related information consisting of at least one of the position information of the vehicle and the current time;
The vehicle speed is acquired from the vehicle speed acquisition means at a predetermined acquisition interval, and the vehicle speed related information at the time of acquiring the vehicle speed is acquired from the vehicle speed related information acquisition means, and the acquired vehicle speed is associated with the vehicle speed related information. Storage means for storing
From the corresponding is allowed vehicle speed and the vehicle speed related information stored, when the time becomes equal to the set vehicle speed the vehicle speed is preset, into the compression speed to deceleration, and changed from deceleration to acceleration, as well as, from acceleration to deceleration, and the deceleration definitive at the time before and after the time of the change to accelerate, and an output means for outputting the vehicle speed and the vehicle speed related information,
An information processing apparatus comprising:   The output means extracts, from the stored vehicle speed and vehicle speed related information, a section from when the vehicle starts until it stops, as a unit section, and outputs vehicle speed and vehicle speed related information in the extracted unit section. The information processing apparatus according to claim 1. The vehicle speed acquisition means and the vehicle speed related information acquisition means acquire vehicle speed and vehicle speed related information when the vehicle passes a predetermined specific place,
And the output means, according to claim 1, the vehicle speed and the vehicle speed related information, and outputs together with identification information identifying said specific location, or the information processing apparatus according to claim 2. Reproduction means for reproducing the transition of the vehicle speed traveled by the vehicle, using the vehicle speed and vehicle speed related information output by the output means;
Analyzing means for analyzing the reproduced vehicle speed transition by a predetermined analysis procedure;
Analysis result output means for outputting an analysis result by the analysis means;
It provided with the information processing apparatus according to any one of claims of claims 1, wherein up to claim 3. A hybrid vehicle that includes an engine in which a part or all of the driving force is used for driving or generating electric power of the vehicle and a motor that generates the driving force of the vehicle, and is driven by at least one of the driving force of the engine and the motor. ,
A travel route identifying means for identifying a travel route;
An information processing apparatus according to claim 4 ,
An operation schedule setting means for setting an operation schedule of the engine and the motor so as to minimize fuel consumption in the identified travel route using the analysis result output from the analysis result output means of the information processing device; ,
A hybrid vehicle comprising:

Images