JP2013075561A - Electric driving vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a driver to run at ease when the driver sets a target execution time.SOLUTION: An electric driving vehicle includes: a power storage device; a power generation device; an engine; a driving motor; a consumption power estimation processing means that presumes necessary consumption power to make the electric driving vehicle run based on the power consumed by running resistance and an auxiliary machine; a consumed energy per distance calculation processing means that calculates the consumed energy per distance based on the consumption power and the average vehicle speed; a power generation energy calculating processing means that calculates the power generation energy per distance of the power generating device; and a travellable time calculation processing means that calculates the travellable time based on the consumed energy per distance, the power generation energy per distance, the battery remaining amount, and the fuel remaining amount.

Description

  The present invention relates to an electrically driven vehicle.

  2. Description of the Related Art Conventionally, an electrically driven vehicle such as an electric vehicle, for example, an electric vehicle includes a vehicle drive device, and the drive motor is driven by electric power supplied from a battery, and the torque of the drive motor, that is, the drive motor. It is made to drive | work by generating a torque and transmitting this drive motor torque to a drive wheel.

  However, in the battery, the energy density representing the capacity per unit weight cannot be sufficiently increased, and thus represents the distance that can be traveled when the electric vehicle is driven using the power supplied from the battery. It is not possible to increase the travelable distance, the travelable time representing the travelable time, and the like. In order to increase the travelable distance, the travelable time, etc., it is necessary to increase the capacity of the battery. In this case, the battery not only increases in size but also increases in weight. As a result, the electric vehicle becomes large and the weight of the electric vehicle increases.

  Therefore, in order to increase the travelable distance, travelable time, etc., a generator was installed in addition to the battery, and the generator was driven by the engine to generate current and supply it to the battery. Hybrid type vehicles are provided as electrically driven vehicles.

  In the hybrid type vehicle, the remaining amount of the battery representing the degree of charge (charged amount) of the battery, the remaining amount of fuel for driving the engine, that is, the remaining amount of fuel, and the past traveling state of the hybrid type vehicle. Based on this, the travelable distance is calculated and displayed on a screen formed on the display unit (see, for example, Patent Document 1).

JP 2001-231103 A

  However, in the conventional hybrid type vehicle, since it is necessary to adjust the output of the generator in accordance with the traveling load applied to the hybrid type vehicle, the control in the control unit becomes complicated and the power generation efficiency becomes low. End up.

  Therefore, a hybrid vehicle in which the generator is driven at a constant output with high power generation efficiency can be considered. In that case, the time required to drive the generator at a constant output, that is, the necessary power generation time is considered. Since it differs depending on the remaining battery level, the travelable distance cannot be accurately calculated based on the remaining battery level and the power generation energy generated by power generation.

  Therefore, when the driver sets a target time to drive the hybrid vehicle, that is, a target travel time, the hybrid vehicle cannot be driven with peace of mind.

  The present invention solves the problems of the conventional hybrid type vehicle and provides an electrically driven vehicle that can travel safely during the target travel time when the driver sets the target travel time. With the goal.

  Therefore, in the electrically driven vehicle of the present invention, the power storage device, the power generation device, the engine that drives the power generation device, the power storage device and the power generation device are connected, and the electric power supplied from the power storage device and the power generation device is used. Power consumption estimation processing for estimating power consumption required to drive an electrically driven vehicle for a target travel time based on a drive motor to be driven, power consumed by running resistance, and power consumed by an auxiliary machine Means, energy consumption calculation processing means for calculating energy consumption per distance based on the power consumption and average vehicle speed estimated by the power consumption estimation processing means, and distance based on the output of the power generator and the average vehicle speed. Power generation energy calculation processing means for calculating power generation energy per hit, energy consumption per distance, distance Or generating energy, having based on the remaining amount of fuel supplied to the battery remaining amount and the engine of the power storage device, a travelable time calculation processing means for calculating a travelable time it is possible to run the electric drive vehicle.

  According to the present invention, in the electrically driven vehicle, the power storage device, the power generation device, the engine that drives the power generation device, the power storage device and the power generation device are connected, and the electric power supplied from the power storage device and the power generation device is used. Power consumption estimation processing for estimating power consumption required to drive an electrically driven vehicle for a target travel time based on a drive motor to be driven, power consumed by running resistance, and power consumed by an auxiliary machine Means, energy consumption calculation processing means for calculating energy consumption per distance based on the power consumption and average vehicle speed estimated by the power consumption estimation processing means, and distance based on the output of the power generator and the average vehicle speed. Power generation energy calculation processing means for calculating power generation energy per hit, energy consumption per distance, Generated energy, based on the remaining amount of fuel supplied to the battery remaining amount and the engine of the power storage device, and a travelable time calculation processing means for calculating a travelable time it is possible to run the electric drive vehicle.

  In this case, the power consumption required for causing the electrically driven vehicle to travel for the target travel time is estimated, and the energy consumption per distance is calculated based on the estimated power consumption and the average vehicle speed. Since the travelable time during which the electrically driven vehicle can travel is calculated based on the hit power generation energy, the battery remaining amount of the power storage device, and the remaining amount of fuel supplied to the engine, the driver determines the target travel time. When set, it can be easily known whether or not the electrically driven vehicle can be driven for the target travel time.

  Therefore, the driver can drive the electrically driven vehicle with peace of mind.

It is a figure which shows the vehicle drive device in the 1st Embodiment of this invention. It is a conceptual diagram of the hybrid type vehicle in the 1st Embodiment of this invention. It is a 1st main flowchart which shows operation | movement of the control part in the 1st Embodiment of this invention. It is a 2nd main flowchart which shows operation | movement of the control part in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the power consumption estimation process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the 2nd power consumption calculation process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the driving | running | working time calculation process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the electric power generation setting process in the 1st Embodiment of this invention. It is a 1st figure which shows the recording state of the traveling pattern recording part in the 1st Embodiment of this invention. It is a 2nd figure which shows the recording state of the running pattern recording part in the 1st Embodiment of this invention. It is a 1st figure which shows the example of a display of the driving mode formed on the guidance screen of the display part in the 1st Embodiment of this invention. It is a 2nd figure which shows the example of a display of the travel mode formed on the guidance screen of the display part in the 1st Embodiment of this invention. It is a 3rd figure which shows the example of a display of the travel mode formed on the guidance screen of the display part in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the power consumption estimation process in the 2nd Embodiment of this invention. It is a figure which shows the subroutine of the power consumption estimation process in the 3rd Embodiment of this invention. It is a 1st figure which shows the recording state of the running pattern recording part in the 3rd Embodiment of this invention. It is a 2nd figure which shows the recording state of the running pattern recording part in the 3rd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a hybrid vehicle as an electrically driven vehicle will be described.

  FIG. 2 is a conceptual diagram of the hybrid vehicle according to the first embodiment of the present invention.

  In the figure, WL and WR are wheels functioning as drive wheels, and 11 is a drive motor (M) as a drive source connected to the wheels WL and WR and as a first electric machine. By transmitting the drive motor torque generated by driving the drive motor 11 to the wheels WL and WR, the hybrid vehicle can be run.

  When the hybrid vehicle is a front wheel drive system, the wheels WL and WR are front wheels, the rear wheels are driven wheels, and when the hybrid vehicle is a rear wheel drive system, the wheels WL and WR are rear wheels. The front wheel becomes the driven wheel. When the hybrid type vehicle is a four-wheel drive system, the drive motor 11 is connected to the front wheels and the rear wheels. In the present embodiment, the drive motor 11 is connected to the wheels WL and WR, and the wheels WL and WR are rotated by driving the drive motor 11, but each wheel of the front and rear wheels is rotated. The drive motors can be integrated with each other and the respective drive motors can be driven independently to rotate the wheels.

  Further, 13 is connected to the drive motor 11, an inverter as a drive circuit for driving or regenerating the drive motor 11, 14 as a first power source and a battery as a power storage device, 15 A generator (G) as a second electric machine and as a second electric machine and as a power generator. The drive motor 11 is driven by the electric power supplied from the battery 14 and the generator 15.

  Reference numeral 16 denotes a plug as a connecting element connected to the battery 14, 17 denotes an inverter connected to the generator 15 to drive the generator 15, and 18 drives the generator 15. Reference numeral 19 denotes an engine (E / G) as a driving source for supplying the fuel, and 19 denotes a fuel tank as a fuel supply source for supplying gasoline as fuel (driving medium) to the engine 18.

  Each of the inverters 13 and 17 includes a DC / DC converter (not shown) as a voltage converter and a plurality of transistors (not shown) as, for example, six switching elements. The DC / DC converter changes the voltage between the drive motor 11 and the generator 15 and the battery 14. Each of the transistors is paired as a unit to form a transistor module (IGBT) of each phase, and is turned on / off by a drive signal sent from a control unit (not shown), and is supplied from the battery 14 in the inverter 13. The direct current is converted into a three-phase alternating current and supplied to the drive motor 11 to drive the drive motor 11 or the three-phase alternating current generated with the regeneration of the drive motor 11 is converted into a direct current. And is supplied to the battery 14 to charge the battery 14, or the inverter 17 converts the three-phase alternating current generated with the power generation of the generator 15 into a direct current, 14 to charge the battery 14. The battery 14 can be charged by inserting the plug 16 into an outlet of a household commercial power source or an outlet of a charging device of a charging stand (charging facility).

  In the present embodiment, the DC / DC converter is built in the inverter 13, but can be arranged independently of the inverter 13.

  In the present embodiment, a lithium ion battery is used as the battery 14. In the present embodiment, battery 14 is used as the power storage device, but a capacitor can be used instead of battery 14.

  In the present embodiment, it is possible to drive the hybrid vehicle to the destination by supplying current to the drive motor 11, and the driving performance of the hybrid vehicle on flat roads, uphill roads, etc., and The battery 14 retains sufficient electric power so that the acceleration performance of the hybrid vehicle during acceleration can be sufficiently increased, the energy density of the battery 14 is 0.1 [kWh / kg] or more, and the output density is 1 [kW / kg] or more.

  Further, the weight of the battery 14 is set within an allowable range of the battery 14 based on the maximum output and the performance of the battery 14 that are required to ensure the power performance of the hybrid vehicle. The maximum output is calculated based on the vehicle weight and the running resistance (air resistance, rolling resistance, climbing resistance, acceleration resistance, etc.) applied to the hybrid type vehicle as the vehicle travels.

  For example, in the case of a hybrid vehicle having a vehicle weight of about 1000 [kg], the maximum output of the hybrid vehicle is 40 to 60 [kW], and the weight of the battery 14 is 40 to 60 [kg]. In the conventional electric vehicle, when the travelable distance is 300 to 500 [km], the energy consumed per distance when the electric vehicle is traveled is about 0.1 [kWh / km]. The weight is 300 to 500 [kg]. On the other hand, in the present embodiment, the battery 14 is charged by the generator 15 to supplement the energy required for traveling, so the weight of the battery 14 is reduced to 1/8 to 1 of that of a conventional electric vehicle. / 5.

  In the present embodiment, an internal combustion engine using gasoline as fuel is used as the engine 18, but an internal combustion engine using hydrogen or the like as fuel instead of gasoline can be used. In the present embodiment, an internal combustion engine is used to drive the generator 15, but the reciprocating piston type uses carbon dioxide gas, methane gas, or the like supplied from a high-pressure fuel tank as fuel. A carbon dioxide gas engine, a methane gas engine, or the like can be used as an expansion engine and a vaporization engine.

  Furthermore, a fuel cell is used as a power generator, and a polymer electrolyte fuel cell (PEFC), a phosphoric acid fuel cell (PAFC), a solid oxide fuel cell (SOFC), a hydrazine fuel cell, a direct fuel cell A methanol fuel cell (DMFC) or the like can be used.

  By the way, the remaining battery charge SOC [%] as the remaining battery charge is used to indicate the degree of charge (charged charge) of the battery 14. When the battery 14 is further discharged, the remaining battery capacity SOC [%] is set to X0 [%] where the remaining minimum capacity at which the battery 14 is rapidly deteriorated due to overdischarge is further charged. Then, the remaining maximum capacity at which the battery 14 is rapidly deteriorated due to overcharge is set to Xmax [%]. The remaining minimum capacity X0 [%] and the remaining maximum capacity Xmax [%] of the battery 14 are determined by the specifications of the battery 14.

  In this case, for example, when power generation by the generator 15 is started as the remaining battery capacity SOC [%] reaches the remaining minimum capacity X0 [%], the output of the generator 15 is used as a traveling load applied to the hybrid vehicle. Since it is necessary to adjust correspondingly, not only the control in the control unit becomes complicated, but also the generator 15 becomes larger and the power generation efficiency is lowered.

  Therefore, in the present embodiment, the energy consumed as the hybrid vehicle travels, that is, the consumed energy and the remaining battery SOC SOC so that the generator 15 can be driven with high power generation efficiency. %], The power generation by the generator 15 is performed.

  In this case, in order to drive the generator 15 in a state where the power generation efficiency is high, the generator 15 is set to a constant output Pg [N] so as to maintain the maximum value of the power generation efficiency or a value in the vicinity thereof, and the engine 15 18 driven. Even when a carbon dioxide gas engine, a methane gas engine, or the like is used as the engine, in order to drive the generator in a state where the power generation efficiency is high, the generator has a constant value so as to maintain the maximum value or a value in the vicinity thereof. Output is set and driven by the engine.

  When a fuel cell is used as a power generation device, the fuel cell is driven in a normal driving state on the characteristic curve representing the relationship between current and voltage, that is, the current vs. voltage characteristic curve, and the current falls below a predetermined value. Or the voltage is set to a predetermined value or more. For example, at the unit electrode of the fuel cell, the current is set to 0.2 [A] or less, or the voltage is set to 0.8 [V] or more.

  And in this Embodiment, the time which drives the said generator 15 in a state with high electric power generation efficiency is made into electric power generation time.

  Next, a vehicle drive device for generating power by the generator 15 in the hybrid vehicle will be described.

  FIG. 1 is a diagram showing a vehicle drive device according to a first embodiment of the present invention.

  In the figure, 21 is a control unit as a first control unit that controls the entire hybrid vehicle, and 27 is a navigation device.

  The control unit 21 includes a CPU 31 as an arithmetic device, a RAM 32 used as a working memory when the CPU 31 performs various arithmetic processes, a ROM 33 in which various data are recorded, in addition to a control program.

  The navigation device 27 includes a navigation control unit 34 as a second control unit that performs overall control of the navigation device 27, and the navigation control unit 34 is a CPU as an arithmetic device, like the control unit 21. RAM, ROM, etc.

  In addition to the GPS sensor 35 serving as a current position detecting unit for detecting the current position of the hybrid type vehicle, the direction of the hybrid type vehicle, the time, etc., the time detecting unit, and map data, A data recording unit 36 as an information recording unit in which the above information is recorded, a communication unit 38 as a transmission / reception unit functioning as a communication terminal, and the like are connected.

  The map data includes intersection data relating to intersections (including branch points), road information (road data) indicating road conditions relating to roads connecting the intersections and road links constituting the roads, and facility data relating to various facilities. , Search data or the like processed to search for a route is included.

  The communication unit 38 receives various information such as traffic information and general information sent from a road traffic information center (not shown) such as a VICS (registered trademark) center as a first information provider. The traffic information includes traffic jam information, regulation information, parking information, traffic accident information, service area congestion status information, etc., and general information includes news, ambient environment information (for example, ambient environment status (for example, In addition to weather forecasts, actual weather conditions such as temperature, humidity, weather, etc.) are included. The communication unit 38 can also receive various information such as traffic information and general information from the information center as the second information provider. The navigation device 27, the road traffic information center, the information center, etc. constitute a navigation system.

  In addition to the inverters 13 and 17, the control unit 21 performs various displays on a screen (not shown), and a display unit as a first output unit for notifying the driver who is an operator. 43, a voice input unit 44a for the driver to make a predetermined input by voice, a voice output unit 44b as a second output unit for notifying the driver by outputting voice, and the driver An operation unit 45 for performing predetermined input by operation, a vehicle speed sensor 51 as a vehicle speed detection unit for detecting a vehicle speed v [km / h] of a hybrid type vehicle, a voltage of the battery 14, that is, a battery voltage Vb [V ] As a voltage detection unit for detecting the current detected by the battery voltage sensor 52, the battery 14, or supplied from the battery 14, that is, the battery current Ib [A The battery current sensor 53 as a current detection unit for detecting the battery temperature, the temperature of the battery 14, that is, the battery temperature sensor 54 as a temperature detection unit for detecting the battery temperature tb [° C.], and the gasoline supplied from the fuel tank 19 to the engine 18 The remaining amount of fuel, that is, the remaining fuel amount F [L] is connected to a remaining fuel amount sensor 55 or the like as a remaining fuel amount detecting unit for detecting this. The fuel type can also be detected by the fuel remaining amount sensor 55. In addition, when the screen is formed by a touch panel, the display unit 43 also functions as an operation unit for performing a predetermined input when operated by a driver.

  A computer is configured by the control unit 21, the navigation control unit 34, the CPU 31, and the like, and a storage device or a recording medium is configured by the data recording unit 36, the RAM 32, the ROM 33, and the like. Further, an MPU or the like can be used instead of the CPU 31 as the arithmetic unit.

  Next, the basic operation of the navigation device 27 will be described.

  First, when the navigation device 27 is activated by the operation of the operation unit 45 by the driver, the navigation information acquisition processing means of the CPU (hereinafter referred to as “navigation CPU”) of the navigation control unit 34 performs the navigation information acquisition processing. The map data is acquired (read) from the data recording unit 36 or acquired (received) from an information center or the like via the communication unit 38.

  Next, the matching processing means of the navigation CPU performs matching processing, reads the current position and direction from the GPS sensor 35, reads road data from the map data, and based on the current position, direction and road data, the current position is The current position is specified by determining on which road link. The display processing means of the navigation CPU performs display processing, forms a map screen on the display unit 43, and displays a current position, a map around the current position, and an orientation on the map screen.

  When the driver operates the operation unit 45 to input a predetermined point as a destination, the destination setting processing means of the navigation CPU performs destination setting processing and sets the destination.

  Then, when the driver operates the operation unit 45 to input a condition for searching for a route, that is, a search condition, the route search processing means of the navigation CPU performs a route search process, and the current position, purpose In addition to reading the location, search conditions, etc., the search data of the map data is read, and based on the current position, the destination, and the search data, the route from the starting point represented by the current position to the destination is determined based on the search conditions. Search and output route data representing the searched route. A route having the smallest total link cost assigned to each road link is set as a searched route.

  Subsequently, the guidance processing means of the navigation CPU performs guidance processing, reads the route data, displays the search route on the map screen according to the route data, and outputs the search route by voice as necessary. Provide route guidance.

  Next, the operation of the control unit 21 will be described.

  FIG. 3 is a first main flowchart showing the operation of the control unit in the first embodiment of the present invention. FIG. 4 is a second main flowchart showing the operation of the control unit in the first embodiment of the present invention. FIG. 5 is a diagram showing a subroutine of power consumption estimation processing in the first embodiment of the present invention. FIG. 6 is a diagram showing a subroutine of second power consumption calculation processing in the first embodiment of the present invention. 7 is a diagram showing a subroutine of travelable time calculation processing in the first embodiment of the present invention, FIG. 8 is a diagram showing a subroutine of power generation setting processing in the first embodiment of the present invention, and FIG. 9 is a diagram showing the present invention. FIG. 10 is a second diagram showing the recording state of the traveling pattern recording unit according to the first embodiment of the present invention. FIG. 10 is a second diagram showing the recording state of the traveling pattern recording unit in the first embodiment of the present invention. 11 is a book FIG. 12 shows a display example of a running mode formed on the guide screen of the display unit according to the first embodiment, and FIG. 12 is formed on the guide screen of the display unit according to the first embodiment of the present invention. FIG. 13 is a third diagram showing a display example of the travel mode formed on the guide screen of the display unit in the first embodiment of the present invention.

  In the present embodiment, first, display processing means (not shown) of the CPU 31 performs display processing, forms a target travel distance setting screen on the display unit 43, and displays a hybrid vehicle to the driver on the target travel distance setting screen. A message prompting the user to input the target travel time T1 [h] to be traveled is displayed. When the driver arbitrarily selects and inputs the target travel time T1 [h] by operating the operation unit 45, the target travel time setting processing means (not shown) of the CPU 31 performs the target travel time setting process and is input. The target travel time T1 [h] is acquired (read) and set (step S1).

  When the target travel time T1 [h] is set, the power consumption estimation processing means (not shown) of the CPU 31 performs the power consumption estimation process and is necessary for running the hybrid vehicle for the target travel time T1 [h]. The power consumption Pw [kW] is estimated (step S2). In this case, when the target travel time T1 [h] is set, the consumed power estimation process is performed every time the predetermined time Δτ elapses, and the consumed power Pw [kW] is estimated.

  Therefore, the estimated value presence / absence determination processing means of the consumed power estimation processing means performs an estimated value presence / absence determination process to determine whether or not there is already consumed power Po [kW] estimated in the previous consumed power estimation process ( Step S2-1).

  If there is already estimated power consumption Po [kW], the first power consumption calculation processing means of the power consumption estimation processing means performs a first power consumption calculation process, and based on the power consumption Po [kW]. Power consumption Pw [kW] is calculated.

  For this purpose, the actual travel distance determination processing means of the first power consumption calculation processing means performs an actual travel distance determination process, from the start of the first power consumption calculation process to the present, that is, the A travel distance representing the distance traveled by the hybrid vehicle during a predetermined time Δτ is acquired as an actual travel distance Lr [km], and it is determined whether the actual travel distance Lr [km] is longer than a threshold value Lth1. (Step S2-2). The travel distance is acquired from a distance meter (not shown) connected to the control unit 21.

  When the actual travel distance Lr [km] is longer than the threshold value Lth1, the actual power consumption calculation processing unit of the first power consumption calculation processing unit performs the actual power consumption calculation process and acquires the current travel state of the hybrid vehicle. Based on the driving situation, the power consumption corresponding to the driving situation, that is, the actual power consumption Pr [kW] is calculated by referring to the map formed in the RAM 32 and recording the power consumption information, that is, the power consumption map. (Step S2-3).

  In the present embodiment, the travel situation includes the travel distance, a travel time representing a time during which the hybrid vehicle travels, an acceleration / deceleration situation representing a situation in which the driver accelerates or decelerates the hybrid vehicle, and the like. An information acquisition processing unit (not shown) of the CPU 31 that is a travel status index performs an information acquisition process, and acquires the travel status for each control timing while the hybrid vehicle is running. The acceleration / deceleration situation includes acceleration αm (m = 1, 2,...) At an acceleration point and deceleration βn (n = 1, 2,...) At a deceleration point. The travel distance is detected by the distance meter, the travel time is detected by a timer (not shown) connected to the control unit 21, and the acceleration / deceleration state is detected by an accelerator sensor and a brake sensor (not shown) connected to the control unit 21. 21.

  In the power consumption map, the travel distance, travel time, acceleration / deceleration status, and the like are associated with the actual power consumption Pr [kW].

  If the threshold value Lth1 is set to a small value in advance, the first power consumption calculation process can be performed frequently, so that the power consumption Pw [kW] can be accurately estimated. When there is no variation in the actual traveling situation, the threshold value Lth1 can be set large.

Subsequently, the difference determination processing unit of the first power consumption calculation processing unit performs a difference determination process, and a difference ΔP [kW] between the actual power consumption Pr [kW] and the already estimated power consumption Po [kW]. ]
ΔP = Pr-Po
Is calculated (step S2-4), and it is determined whether the difference ΔP [kW] is smaller than the threshold value Pth1 (step S2-5).

  When the difference ΔP [kW] is smaller than the threshold value Pth1, the estimated value determination processing means as the difference adjustment processing means of the first power consumption calculation processing means performs the estimated value determination processing as the difference adjustment processing, and the actual consumption The actual power consumption Pr [kW] is corrected by adding the difference ΔP [kW] to the power Pr [kW], and determined as an estimated value of the corrected power consumption Pw [kW] (step S2-6).

  Further, when there is no estimated power consumption Po [kW] in the estimated value presence / absence determination process, and when the difference ΔP [kW] is equal to or greater than a threshold value Pth1 in the difference determination process, the power consumption estimation processing means The second power consumption calculation processing means performs a second power consumption calculation process, and calculates power consumption Pw [kW] based on the travel history of the hybrid vehicle (step S2-7).

  For this purpose, the information acquisition processing means of the second power consumption calculation processing means performs information acquisition processing, and acquires information such as the driving status, the surrounding environment status, and the target driving time T1 [h] as the power consumption calculation information. (Step S2-7-1).

  The ambient environment situation is an ambient environment index such as temperature, weather, and travel time representing time when the hybrid vehicle is run, and the information acquisition processing unit obtains the ambient environment situation from the navigation device 27. .

  Subsequently, the travel pattern acquisition processing means of the second power consumption calculation processing means performs a travel pattern acquisition process, and a travel (not shown) formed in the RAM 32 based on the travel history of the travel situation and the surrounding environment situation. With reference to the pattern recording unit, a travel pattern similar to the travel history among the travel patterns recorded in the travel pattern recording unit, that is, a similar travel pattern is acquired (step S2-7-2).

  For this purpose, the travel pattern setting processing means (not shown) of the CPU 31 performs a travel pattern setting process and gives an index to the information collected during the travel of the hybrid vehicle, that is, the collected information, as shown in FIG. Such travel patterns Pti (i = 1, 2,...) Are set in advance and recorded in the travel pattern recording unit.

  The travel pattern Pti includes information representing a travel pattern of the hybrid vehicle, such as a travel distance representing the travel situation, a travel time, an acceleration / deceleration situation, and a temperature, weather, travel time, and the like representing an ambient environment situation. Each piece of information is assigned with an index of travel conditions and ambient environment conditions, and travel distance, travel time, acceleration / deceleration status, temperature, weather, travel time, and the like, and is classified and recorded in the travel pattern recording unit. . The temperature, weather, travel time, and the like are acquired from the navigation device 27.

  In the present embodiment, every time the hybrid type vehicle is driven along the same route, energy consumption Eu [kWh / km], which will be described later, is calculated, and when the hybrid type vehicle is driven last time. The difference between the calculated energy consumption per distance and the energy consumption per distance calculated when the hybrid vehicle is run this time is added when the hybrid vehicle is run in the next driving pattern Pti. Is recorded in the traveling pattern recording unit.

  In the travel pattern acquisition process, when there is no similar travel pattern in the travel pattern recording unit, the travel pattern acquisition processing unit acquires the similar travel pattern by creating a learning function.

  Therefore, the travel pattern acquisition processing unit refers to the travel pattern recording unit and searches for a travel pattern having pattern information similar to the travel history for each index of the travel status and the surrounding environment status in the travel pattern Pti. Then, by combining the pattern information for each index, a new travel pattern is set as a similar travel pattern Ptn. In this case, for example, as illustrated in FIG. 10, the similar travel pattern Ptn includes travel pattern information on the travel status of the travel pattern Pt1 and the surrounding environment status of the travel pattern Pt2.

  Subsequently, the estimated value determination processing means of the second power consumption calculation processing means performs an estimated value determination process, and based on the acquired similar travel pattern Ptn, the hybrid type vehicle is moved during the target travel time T1 [h]. The power consumption Pw [kW] required for running is calculated, and the calculated power consumption Pw [kW] is determined as an estimated value (step S2-7-3).

Here, since the travel distance Lp [km] and the travel time Tp [h] can be obtained from the similar travel pattern Ptn, the average vehicle speed av [when the hybrid vehicle is traveled during the target travel time T1 [h] is obtained. km / h]
av = Lp / Tp
Can be calculated. In the present embodiment, the average vehicle speed av [km / h] is calculated based on the travel distance Lp and the travel time Tp, but the travel distance Lp [km] and the travel time Tp [ h] and can be recorded as an index in the running pattern Pti. Further, based on the current traveling state of the hybrid vehicle, the average vehicle speed av [km / h] can be estimated by referring to the past traveling history recorded in the RAM 32.

By the way, if the travel resistance received by the hybrid vehicle when the hybrid vehicle is traveled during the target travel time T1 [h] is R [N], the hybrid vehicle travels during the target travel time T1 [h]. The power consumed by the running resistance R [N], that is, the running resistance consumption power Pd [kW]
Pd = R · av
It is represented by

Further, when the hybrid vehicle is driven for the target travel time T1 [h], the power consumed by the auxiliary equipment such as the air conditioner, the light, and the navigation device 27, that is, the power consumption of the auxiliary equipment is Ph [kW]. Assuming that the power (electric power) regenerated by the drive motor 11 in association with the braking of the hybrid vehicle, that is, the regenerative electric power is Pk [kW], the power consumption Pw [kW] necessary for running the hybrid vehicle Is
Pw = Pd + Ph-Pk
= R · av + Ph-Pk
become.

The traveling resistance R [N] is defined as Ra [N] for air resistance while the hybrid type vehicle is traveling according to the similar traveling pattern Ptn, Rr [N] for rolling resistance, and Rs [N] for climbing resistance. When the acceleration resistance is Rg [N],
R = Ra + Rr + Rs + Rg
And is calculated based on the information of the similar travel pattern Ptn.

The air resistance Ra [N] is a resistance received from the air when the hybrid type vehicle is traveled. The air density is ρ, the air resistance coefficient is Cd, and the projection when the hybrid type vehicle is viewed from the front. When the area is A,
Ra = (1/2) ρ · Cd · A · (av) ²
It is represented by The rolling resistance Rr [N] is a resistance received from the road surface by friction between the tire and the road surface when the hybrid type vehicle is driven. The friction coefficient between the tire and the road surface is μr, and the mass of the hybrid type vehicle is calculated as follows. where m is the gravitational acceleration and g is
Rr = μr · m · g
It is represented by The uphill resistance Rs [N] is a resistance generated when the hybrid vehicle travels on the uphill road, and when the gradient is θj,
Rs = m · g · Σsinθj
It is represented by The acceleration resistance Rg [N] is a resistance generated as the hybrid vehicle is accelerated. When acceleration is αm,
Rg = m · g · Σαm
It is represented by

  The auxiliary machine power consumption Ph [kW] can be calculated based on the temperature, weather, travel time, and the like, and the regenerative power Pk [kW] can be calculated based on the deceleration and the like.

  As described above, when the power consumption Pw [kW] is estimated in the power consumption estimation process, the information acquisition processing unit determines the remaining battery level SOC [%] of the battery 14 (FIG. 1) and the remaining fuel level sensor 55. The fuel remaining amount [L] detected by the above is acquired (step S3). The remaining battery charge SOC [%] is detected by the battery voltage Vb [V] detected by the battery voltage sensor 52, the battery current Ib [A] detected by the battery current sensor 53, and the battery temperature sensor 54. It is calculated in advance based on the battery temperature tb [° C.].

  Subsequently, the travelable time calculation processing unit (not shown) of the CPU 31 performs travelable time calculation processing, and the remaining battery level SOC [%], the remaining fuel level F [L], and the energy consumption Eu [kWh / km per distance]. ], A travelable time T2 [h] when the hybrid vehicle travels during the target travel time T1 [h] is calculated (step S4).

  In this case, the battery remaining amount SOC [%] is a first limiting factor that limits the travelable time T2 [h], and the fuel remaining amount F [L] is a second limit that limits the travelable time T2 [h]. It becomes a limiting element.

  First, the remaining energy calculation processing means of the travelable time calculation processing means performs a remaining energy calculation process to calculate a remaining energy B [kWh] representing energy remaining in the battery 14 (FIG. 1) (step S4-1). ).

For this purpose, the remaining energy calculation processing means determines the remaining battery capacity SOC [%], the total battery capacity Qb determined by the specifications of the battery 14, the remaining minimum capacity X0 [%], the remaining maximum capacity Xmax [%] and the battery 14 Residual energy B [kWh] based on the correction coefficient γ accompanying the deterioration
B = γ · ((SOC−X0) / (Xmax−X0)) · Qb
Is calculated.

Next, the consumption energy calculation processing means of the travelable time calculation processing means performs a consumption energy calculation process per distance, the consumption power Pw [kW] estimated in the consumption power estimation process and the calculated average vehicle speed. Av [km / h] is acquired and energy consumption per distance Eu [kWh / km]
Eu = Pw / av
Is calculated (step S4-2).

Subsequently, the power generation energy calculation processing means of the travelable time calculation processing means performs power generation energy calculation processing, obtains the output Pg [N] and the average vehicle speed av [km / h] of the generator 15, and generates power per distance. Energy Gu [kWh / km]
Gu = Pg / av
Is calculated (step S4-3).

Next, the power generation possible time calculation processing means of the travelable time calculation processing means performs a power generation possible time calculation process, and calculates the calorific value (thermal energy) per unit amount of gasoline when the engine 18 is driven as Hf [kWh. / L], and when the power generation efficiency of the generator 15 is η, the remaining amount of fuel F [L] is 0 when the generator 15 is driven with a constant output Pg [N] to generate power. First power generation possible time Tf [h] limited by the remaining fuel amount F [L] until it becomes zero)
Tf = F · Hf · η / Pg
Is calculated (step S4-4).

Subsequently, the remaining power generation time calculation processing means drives the power generator 15 with the output Pg [N] and causes the hybrid vehicle to run at the average vehicle speed av [km / h] to generate the remaining energy. Second power generation possible time Tb [h] limited by the remaining battery charge SOC [%] until B [kWh] becomes 0
Tb = (B / (Eu-Gu)) / av
Is calculated (step S4-5).

  The travelable time determination processing means of the travelable time calculation processing means performs travelable time determination processing, and the shorter power generation possible time of the first and second power generation possible times Tf and Tb [h]. Is determined as the travelable time T2 [h] (step S4-6).

  Thus, when the travelable time T2 [h] is calculated, the time comparison processing means as the target achievement determination processing means (not shown) of the CPU 31 performs the time comparison processing as the target achievement determination processing, and the target travel time T1 [h] and the travelable time T2 [h] are obtained, and whether the hybrid vehicle can travel during the target travel time T1 [h] while generating power by the generator 15 is determined. Judgment is made based on whether [h] is equal to or longer than the target travel time T1 [h] (step S5).

When the travelable time T2 [h] is equal to or longer than the target travel time T1 [h] and the hybrid vehicle can be traveled for the target travel time T1 [h] while generating power by the generator 15, the CPU 31 is illustrated. The EV travelable time calculation processing means that is not performed performs EV travelable time calculation processing, obtains remaining energy B [kWh], energy consumption per distance Eu [kWh / km], and average vehicle speed av [km / h], and generates power The time during which the hybrid vehicle can travel without generating power by the machine 15, that is, the EV travelable time T3 [h]
T3 = B / (Eu · av)
Is calculated (step S6).

  Subsequently, the EV travel determination processing means (not shown) of the CPU 31 performs EV travel determination processing, and allows the hybrid vehicle to travel without generating power by the generator 15 while the target travel time T1 [h] has elapsed. It is determined whether or not the EV travel possible time T3 [h] is equal to or longer than the target travel time T1 [h] (step S7).

  The EV traveling time T3 [h] is equal to or longer than the target traveling time T1 [h], and the hybrid vehicle can be traveled without generating power by the generator 15 while the target traveling time T1 [h] elapses. In this case, the EV travel processing means (not shown) of the CPU 31 performs the EV travel processing and drives the drive motor 11 to drive the hybrid vehicle without driving the generator 15 (step S8). At this time, the EV travel processing means forms a guidance screen on the display unit 43, displays an image as shown in FIG. 11 on the guidance screen, and displays the hybrid vehicle during the target travel time T1 [h]. The driver is notified that the vehicle can travel in the EV travel mode without generating power by the generator 15.

  Subsequently, a target travel time remaining determination processing unit (not shown) of the CPU 31 performs a target travel time remaining determination process, determines whether there is a remaining target travel time T1 ′ [h], and the remaining target travel time T1 ′. If there is [h], the power consumption estimation process is performed again based on the remaining target travel time T1 ′ [h]. If there is no remaining target travel time T1 ′ [h], the process is terminated.

  In the EV travel determination process, if the EV travelable time T3 [h] is shorter than the target travel time T1 [h] and the hybrid vehicle cannot travel without generating power by the generator 15, the CPU 31 The power generation setting processing means (not shown) performs the power generation setting processing, and uses up the battery 14 at the timing (time) at which the hybrid vehicle ends the travel during the target travel time T1 [h] (the remaining battery SOC [%] is The remaining energy B [kWh] becomes 0 at the remaining minimum capacity X0 [%].) The timing at which power generation by the generator 15 is started (hereinafter referred to as “power generation start timing”) ts, and the power generation is terminated. By setting the timing (hereinafter referred to as “power generation end timing”) te, the power generation ends from the power generation start timing ts. Setting the power running time until timing te (step S10).

  For this purpose, the power generation setting information acquisition processing means of the power generation setting processing means performs power generation setting information acquisition processing, and acquires the target travel time T1 [h] and the required power generation time Tg [h] as power generation setting information (step S10-1), the first power generation start / end time setting processing means of the power generation setting processing means performs the first power generation start / end time setting processing, and sets the value T1 (target travel time T1 [ h]) is set (set), and the power generation start timing ts is set by setting a value (te−Tg) (a value obtained by subtracting the necessary power generation time Tg [h] from the power generation end timing te) to the power generation start timing ts. Calculate (step S10-2).

  Subsequently, the setting mode determination processing means of the power generation setting processing means performs the setting mode determination processing, and the driver operates the operation unit 45 (FIG. 1) or makes a voice input to the voice input unit 44a. By performing, it is determined whether or not the mode for manually setting the power generation start timing ts and the power generation end timing te, that is, the manual setting mode is selected (step S10-3).

When the driver selects the manual setting mode, the input guidance processing means of the power generation setting processing means performs input guidance processing, and the display unit 43 prompts the driver for a manual setting mode different from the power generation start timing ts. The power generation start timing ts ^* is guided to be input (step S10-4).

Then, when the driver inputs the power generation start timing ts ^* by operating the operation unit 45 or performing voice input to the voice input unit 44a, the second power generation start of the power generation setting processing unit is started. and end time setting processing unit performs the second power generation start and end time setting process, and sets the power generation start timing ts ^* the value ts ^* (power generation start timing ts ^*), the power generation termination for another manual setting mode calculating the power generation end timing te ^* by setting the timing te ^* to the value (ts ^* + Tg) (value generation start timing ts ^* required power generation time obtained by adding the Tg [h]) (step S10-5).

  The required power generation time Tg [h] is based on the residual energy B [kWh], the energy consumption Eu [kWh / km] per distance, the average vehicle speed av [km / h], and the output Pg [N] of the generator 15. Is calculated by the following equation.

Tg = (Pg · T1-B) / (av · Eu)
Subsequently, the power generation start / end time determination processing means of the power generation setting processing means performs power generation start / end time determination processing, and compares the power generation start timing ts ^* with the power generation start timing ts, thereby generating the power generation start timing ts. It is determined whether or not ^* is before the power generation start timing ts (ts ^* <ts) (step S10-6). If the power generation start timing ts ^* is before the power generation start timing ts, the second power generation start is performed. The power generation start timing ts ^* set in the end time setting process is determined as the power generation start timing ts, and the power generation end timing te ^* set in the second power generation start / end time setting process is determined as the power generation end timing te ^. (Step S10-7).

When the driver does not select the manual setting mode in the setting mode determination process, and when the power generation start timing ts ^* is not earlier than (or after) the power generation start timing ts in the power generation start / end time determination process. The power generation start / end time determination processing means determines the power generation start timing ts set in the first power generation start / end time setting process as the power generation start timing ts, and in the first power generation start / end time setting process The set power generation end timing te is determined as the power generation end timing te (step S10-8).

Thus, in the present embodiment, the power generation start timing ts and the power generation end timing te can be set manually, and the manually set power generation start timing ts ^* is based on the power generation start timing ts. If it is before, since the power generation start timing ts ^* is determined as the power generation start timing ts, the power generation by the generator 15 can be started earlier and can be ended earlier.

  Thus, when the power generation setting process is performed, the power generation execution time determination processing unit (not shown) of the CPU 31 performs the power generation execution time determination process, and the current time is the power generation execution from the power generation start timing ts to the power generation end timing te. It is determined whether it is within the time (step S11), and when the current time is within the power generation execution time, a power generation processing unit (not illustrated) of the CPU 31 performs a power generation process and generates power by the generator 15 ( Step S12). That is, the power generation processing means starts power generation by the generator 15 at the power generation start timing ts, and ends power generation by the power generator 15 at the power generation end timing te. At this time, the power generation processing means forms a guide screen on the display unit 43, displays an image as shown in FIG. 12 on the guide screen, and displays the hybrid vehicle during the target travel time T1 [h]. The driver is notified that the vehicle can travel in the EV travel mode without generating power by the generator 15 and in the HV travel mode while generating power by the generator 15.

  In the power generation execution time determination process, if the current time is not within the power generation execution time, the EV travel processing means drives the drive motor 11 to drive the hybrid vehicle without driving the generator 15.

  In the time comparison process, when the travelable time T2 [h] is shorter than the target travel time T1 [h], the travel continuation determination processing unit (not shown) of the CPU 31 performs the travel continuation determination process. The driver is notified that the hybrid vehicle cannot be driven for the target travel time T1 [h] even if the generator 15 generates power, and the driver intends to continue running without stopping the hybrid vehicle. It is determined whether or not there is (step S13). In this case, in addition to the notification by the display unit 43, the driver can be notified by performing voice output in the voice output unit 44b.

  When the driver intends to continue traveling, the traveling method guidance processing means (not shown) of the CPU 31 performs traveling method guidance processing to ensure that the hybrid vehicle travels for the target traveling time T1 [h]. The travel method is guided so that it can be performed (step S14).

  For example, the travel method guidance processing means travels at a low vehicle speed v [km / h] in order to reduce the travel load applied to the hybrid vehicle and to reduce the energy consumption Eu [kWh / km] per distance. The vehicle is guided so as to travel on a road that can travel, a road with high regenerative efficiency, a road with a low running resistance R [N] received by the hybrid vehicle, and the like. In addition, the travel method guidance processing means reduces the vehicle speed v (km / h) within a range that does not interfere with the flow of the vehicle on the road so that the hybrid vehicle can perform eco-travel, Suppress sudden deceleration, etc. or lower the set temperature of the air conditioner. Further, the traveling method guidance processing means searches the charging station by the navigation device 27 and displays it on the display unit 43 to guide the driver to charge the battery 14.

  Further, in the travel continuation determination process, when the driver does not intend to continue traveling, the charge availability determination processing means as the intention confirmation processing means (not shown) of the CPU 31 performs the charge availability determination processing as the intention confirmation process, It is determined whether charging is possible at the current position (the hybrid vehicle has been stopped or the hybrid vehicle has not started running) and the driver is willing to charge the battery 14. (Step S15).

  For this purpose, the chargeability determination processing means inquires of the driver whether or not he / she intends to charge the battery 14 on the display unit 43. In this case, in addition to the inquiry by the display unit 43, the charge availability determination processing unit may inquire whether or not there is an intention to charge the battery 14 by performing audio output in the audio output unit 44b (FIG. 1). it can.

  When charging is possible at the current position and the driver is willing to charge the battery 14, the charging guidance processing means (not shown) of the CPU 31 performs the charging guidance processing to hold the hybrid vehicle for the target travel time T1 [h]. The remaining battery level SOC [%] required for running is calculated, and the minimum required battery level SOCmin [%] and the battery 14 are fully charged based on the capacity of the charging facility (whether rapid charging or normal charging). The charging time Tch [h] until power reception is calculated and guided on the display unit 43 (step S16).

The minimum battery remaining amount SOCmin [%] includes the output Pg [N] of the generator 15, the target travel time T1 [h], the travelable time T2 [h], the remaining minimum capacity X0 [%], and the remaining maximum capacity. Xmin [%], current battery remaining SOC [%] and total battery capacity Qb SOCmin = (Pg. (T2-T1). (Xmax-X0) / Qb) + SOC
It is represented by

  Subsequently, a charging processing unit (not shown) of the CPU 31 performs a charging process, starts charging the battery 14, and notifies the driver of the charging status on the display unit 43 while the charging is being performed (step S17). . That is, for example, when the remaining battery level SOC [%] becomes the minimum remaining battery level SOCmin [%], the charging processing unit causes the display unit 43 to drive the hybrid vehicle for the target travel time T1 [h]. When the battery 14 is fully charged, the display unit 43 notifies that the battery 14 is fully charged and charging is completed.

  Next, the time adjustment processing means (not shown) of the CPU 31 performs the time adjustment processing, and after the charging is completed, deletes the charge time for counting the travel time (step S18).

  In the chargeability determination process, if the current position is not chargeable or the driver does not intend to charge the battery 14, the target travel time change processing means of the CPU 31 performs the target travel time change process and displays In part 43, it is determined whether to change the target travel time T1 [h] by inquiring of the driver (step S19). When changing the target travel time T1 [h], the target travel time setting processing means (not shown) of the CPU 31 performs the target travel time setting process and sets the changed target travel time T1 [h] again (step S20). .

  When the target travel time T1 [h] is not changed in the target travel time changing process, the notification processing unit (not shown) of the CPU 31 performs the notification process, that is, the driver cannot achieve the target. The hybrid vehicle is notified that it cannot travel during the target travel time T1 [h] (step S21). At this time, the notification processing unit forms a guide screen on the display unit 43, displays an image as shown in FIG. 13 on the guide screen, and displays the hybrid type vehicle for HV during the target travel time T1 [h]. The driver is notified that the vehicle cannot be driven in the driving mode.

  As described above, in the present embodiment, when the driver inputs the target travel time T1 [h], the power consumption Pw [kW] necessary to drive the hybrid vehicle for the target travel time T1 [h]. Based on the estimated power consumption Pw [kW], the travelable time T2 [h] during which the hybrid vehicle can be driven and the hybrid vehicle is driven without generating power by the generator 15 Since the EV travelable time T3 [h] that can be calculated is calculated, the driver can easily know whether or not the hybrid type vehicle can travel during the target travel time T1 [h].

  Therefore, the driver can drive the hybrid vehicle with peace of mind.

  Next, based on information that can be acquired in the navigation device 27, that is, navigation information, the driver knows whether or not the hybrid vehicle can be driven for the target travel time T1 [h]. A second embodiment of the present invention which can be performed will be described. In addition, about the thing which has the same structure as 1st Embodiment, the same code | symbol is provided and the effect of the same embodiment is used about the effect of the invention by having the same structure.

  FIG. 14 is a diagram showing a subroutine of power consumption estimation processing in the second embodiment of the present invention.

  In this case, the consumption power estimation processing means of the CPU 31 acquires navigation information from the navigation device 27 and estimates the consumption power Pw [kW].

  For this purpose, the information acquisition processing means of the power consumption estimation processing means performs information acquisition processing and acquires power consumption calculation information from the navigation device 27. That is, the information acquisition processing means includes road information (gradient, road surface information, etc.) recorded in the data recording unit 36 as an information recording unit, and traffic information (congestion information, traffic information acquired by the communication unit 38 as a transmission / reception unit). Vehicle flow, vehicle speed, etc.) and ambient environment information (temperature, weather, etc.) are acquired (step S2-7-11).

Next, the consumption power calculation processing means of the consumption power estimation processing means performs a consumption power calculation process, and calculates an average vehicle speed av [km / h] and a running resistance R [N] based on road information and traffic information. , Running resistance consumption power Pd [kW] consumed by the running resistance R [N] when the hybrid type vehicle is run
Pd = R · av
Is calculated (step S2-7-12).

In this case, when the running resistance R [N] is Ra [N], the rolling resistance is Rr [N], the climbing resistance is Rs [N], and the acceleration resistance is Rg [N],
R = Ra + Rr + Rs + Rg
And is calculated based on road information, traffic information, and the like.

  Subsequently, the power consumption calculation processing means calculates the auxiliary machine power consumption Ph [kW] based on the ambient environment information and the regenerative power Pk [kW] based on the road information and traffic information (step S2-7- 13).

  Next, the consumed power calculation processing means calculates consumed power Pw [kW] based on the running resistance consumed power Pd [kW], auxiliary machine consumed power Ph [kW] and regenerative power Pk [kW] ( Step S2-7-14). In this way, the power consumption Pw [kW] can be estimated based on the navigation information.

  Next, a similar travel pattern is created based on the navigation information acquired from the navigation device 27, and the driver travels the hybrid vehicle for the target travel time T1 [h] based on the similar travel pattern. A third embodiment of the present invention in which it is possible to know whether it can be performed will be described. In addition, about the thing which has the same structure as 1st, 2nd embodiment, the same code | symbol is provided and the effect of the embodiment is used about the effect of the invention by having the same structure.

  FIG. 15 is a diagram showing a subroutine of power consumption estimation processing in the third embodiment of the present invention, FIG. 16 is a first diagram showing a recording state of a running pattern recording unit in the third embodiment of the present invention, FIG. 17 is a second diagram showing the recording state of the traveling pattern recording unit in the third embodiment of the present invention.

  In this case, the power consumption estimation processing means of the CPU 31 acquires navigation information from the navigation device 27, acquires a similar travel pattern based on the navigation information, and calculates the power consumption Pw [kW] based on the similar travel pattern. presume.

  For this purpose, the navigation information acquisition processing means of the power consumption estimation processing means performs navigation information acquisition processing, road information (gradient, road surface information, etc.) recorded in the data recording unit 36 as an information recording unit, and a transmission / reception unit Traffic information (congestion information, vehicle flow, vehicle speed, etc.) and surrounding environment information (air temperature, weather, etc.) received from the communication unit 38 are acquired (step S2-7-21).

  Subsequently, the travel pattern acquisition processing means of the power consumption estimation processing means refers to the travel pattern recording unit formed in the RAM 32 based on the travel history of the road information, traffic information, and surrounding environment information, and the travel A similar travel pattern which is a travel pattern similar to the history is acquired (step S2-7-22).

  For this purpose, the traveling pattern setting processing means of the CPU 31 adds an index to the collected information collected during traveling of the hybrid type vehicle, and the traveling pattern Ptj (j = 11, 12,. ...) is set in advance and recorded in the traveling pattern recording unit.

  The travel pattern Ptj is composed of information such as a gradient representing road conditions, a traffic congestion situation, a travel distance representing a travel situation, a travel time, an acceleration / deceleration situation, etc., and an air temperature, weather, travel time, etc. representing an ambient environment situation, Each information is given an index of road condition, driving condition and surrounding environment condition, and an index such as gradient, traffic jam condition, driving distance, driving time, acceleration / deceleration condition, temperature, weather, driving time, etc. It is recorded in the traveling pattern recording unit.

  Further, in the present embodiment, every time the hybrid type vehicle is driven along the same route, the energy consumption Eu [kWh / km] per distance is calculated, and is calculated when the hybrid type vehicle is driven last time. The difference between the energy consumption per distance and the energy consumption per distance calculated when the hybrid vehicle is run this time is recorded as an energy addition value that is added when the hybrid vehicle is run in the next driving pattern Pti. The

  In the travel pattern acquisition process, when there is no similar travel pattern in the travel pattern recording unit, the travel pattern acquisition processing means acquires the similar travel pattern by creating a learning function.

  For this purpose, the traveling pattern acquisition processing means refers to the traveling pattern recording unit, and includes pattern information similar to the traveling history for each index of the road condition, the traveling condition, and the surrounding environment condition in the traveling pattern Ptj. A new driving pattern is set as a similar driving pattern Ptn by searching for a driving pattern and combining pattern information for each index. In this case, for example, as shown in FIG. 17, the similar travel pattern Ptn includes travel pattern information of the road condition of the travel pattern Pt11, the travel condition of the travel pattern Pt12, and the ambient environment condition of the travel pattern Pt13.

  Subsequently, the power consumption calculation processing means of the power consumption estimation processing means uses the power consumption required to drive the hybrid vehicle for the target travel time T1 [h] based on the estimated similar travel pattern Ptn. Pw [kW] is calculated (step S2-7-23).

Therefore, as in the first embodiment, the power consumption calculation processing means obtains the travel distance Lp [km] and the travel time Tp [h] from the similar travel pattern Ptn, and sets the hybrid vehicle to the target travel time. Average vehicle speed av [km / h] during running for T1 [h]
av = Lp / Tp
Is calculated. Subsequently, the consumed power calculation processing means calculates a running resistance R [N] based on the similar running pattern Ptn, and the running resistance consumed power consumed by the running resistance R [N] when the hybrid vehicle is run. Pd [kW]
Pd = R · av
Is calculated.

  Subsequently, the power consumption calculation processing means calculates auxiliary machine power consumption Ph [kW] and regenerative power Pk [kW] based on the similar running pattern Ptn, and the running resistance power consumption Pd [kW], auxiliary machine power consumption is calculated. Based on the power Ph [kW] and the regenerative power Pk [kW], the power consumption Pw [kW] necessary to drive the hybrid vehicle is calculated. In this way, the power consumption Pw [kW] can be estimated.

  The present invention is not limited to the above embodiments, and various modifications can be made based on the gist of the present invention, and they are not excluded from the scope of the present invention.

11 Drive motor 14 Battery 15 Generator 18 Engine 31 CPU
av Average vehicle speed Eu Energy consumption per distance F Fuel remaining amount Gu Power generation energy Pw per distance Power consumption SOC Battery remaining amount T1 Target travel time T2 Travelable time Pg Output R Travel resistance

Claims (11)

A power storage device;
A power generator,
An engine that drives the power generation device;
A drive motor connected to the power storage device and the power generation device and driven by electric power supplied from the power storage device and the power generation device;
Power consumption estimation processing means for estimating power consumption required to run the electrically driven vehicle for the target travel time based on the power consumed by the running resistance and the power consumed by the auxiliary machine;
Based on the consumed power and the average vehicle speed estimated by the consumed power estimation processing means, energy consumption calculation processing means per distance for calculating energy consumption per distance;
Power generation energy calculation processing means for calculating power generation energy per distance based on the output of the power generation device and the average vehicle speed;
Based on the energy consumed per distance, the energy generated per distance, the remaining amount of battery of the power storage device and the remaining amount of fuel supplied to the engine, the travelable time calculation for calculating the travelable time during which the electrically driven vehicle can travel is calculated. An electrically driven vehicle comprising processing means.   The travelable time is a shorter power generation possible time of a first power generation possible time limited by the remaining amount of fuel and a second power generation possible time limited by the remaining battery amount. The electric drive vehicle according to 1.   3. The electrically driven vehicle according to claim 2, wherein the first power generation possible time is a time limited by the remaining amount of the fuel when the power generation device is driven at a constant output to generate power.   EV travelable time calculation processing means for calculating an EV travelable time during which an electrically driven vehicle can travel without generating power by the power generation device based on the remaining energy of the power storage device, the energy consumed per distance and the average vehicle speed. The electrically driven vehicle according to claim 1.   2. The electrically driven vehicle according to claim 1, further comprising traveling method guidance processing means for guiding a traveling method so that the electrically driven vehicle can travel during the target traveling time when the travelable time is shorter than the target traveling time. .   The electrically driven vehicle according to claim 4, further comprising power generation processing means for generating power by the power generation device when the EV travelable time is shorter than a target travel time.   The power consumption estimation processing means estimates the power consumption based on the power consumption already estimated and the actual power consumption corresponding to the actual driving situation when there is already estimated power consumption. The electrically driven vehicle according to any one of the above. While having a traveling pattern acquisition processing means for acquiring a similar traveling pattern similar to a traveling history from a traveling pattern recording unit in which a plurality of traveling patterns are recorded,
The electrically driven vehicle according to any one of claims 1 to 7, wherein the power consumed by the running resistance, the power consumed by the auxiliary machine, and the average vehicle speed are calculated based on a similar running pattern. While having information acquisition processing means for acquiring road information, traffic information and surrounding environment information from the navigation device,
The power consumed by the running resistance, the power consumed by an auxiliary machine, and the average vehicle speed are calculated based on the road information, traffic information, and surrounding environment information. Electric drive vehicle. The electrically driven vehicle according to claim 8, wherein the travel pattern is created based on a travel history.   The electrically driven vehicle according to claim 8, wherein the travel pattern is created based on navigation information.

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