JP2016159830A - Energy management device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress reduction of a fuel consumption reduction effect to a destination when a travel mode of a hybrid vehicle is switched to another mode (a series mode or an EV mode) in a section where travel with a parallel mode is planned.SOLUTION: A travel mode of a hybrid vehicle includes: an EV mode traveling only by power of a motor; a series mode traveling by the power of motor while actuating an electric generator by power of an engine; and a parallel mode traveling by the power of both the engine and the motor. The travel mode of the hybrid vehicle is limited to the EV mode or the series mode when a vehicle speed does not reach a predetermined value. When the travel mode of the hybrid vehicle is switched from the parallel mode to the EV mode or the series mode in a section where the parallel mode is assigned, an energy management device 100 corrects a control plan so as to suppress an increase in an energy consumption amount to a destination due to the switching.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an energy management device for a hybrid vehicle.

  In recent years, hybrid vehicles that obtain power from a plurality of drive sources such as engines and motors have become popular. The hybrid vehicle travel mode includes an “EV (Electric Vehicle) mode” that travels with the power of the motor without operating the engine, a “series mode” that travels with the power of the motor while generating power using the engine, and the engine and motor. There is a “parallel mode” that travels with both of these powers, and a device that switches the travel mode in accordance with the situation of the vehicle has been devised.

  For example, the following Patent Document 1 discloses a hybrid vehicle based on a required output calculated from a state of charge (SOC) and acceptable power of a battery, an accelerator operation amount, and a travel speed (vehicle speed). A technique for switching the running mode is disclosed. In Patent Document 1, switching between the EV mode and the series mode is performed based on the required output and the SOC of the battery. The series mode when the required output is high, and the EV mode when the required output is low and the SOC is high. If the SOC is low even if the required output is low, the mode is switched to the series mode. Furthermore, switching between the parallel mode and other modes (series mode and EV mode) is performed based on a comparison result between the actual vehicle speed and a vehicle speed threshold value (switching vehicle speed) determined from the SOC of the battery and acceptable power. In other words, the mode is switched to the parallel mode when the vehicle speed is equal to or higher than the threshold, and to another mode when the vehicle speed is lower than the threshold.

  In addition, a technique has been devised for making a control plan (driving mode control plan) for the engine and motor of a hybrid vehicle so that the fuel consumption to the destination is minimized. For example, a drive control device for a hybrid vehicle disclosed in Patent Document 2 below estimates a vehicle speed pattern when traveling on a travel route from the state of the travel route to the destination and the driving history of the driver, Based on the energy consumption calculated from the vehicle speed pattern and the fuel consumption characteristics, an engine and motor control plan is created so that the fuel consumption to the destination is minimized.

JP 2014-121962 A JP 2000-333305 A

  In the technique of Patent Document 2, a travel mode control plan is created so that the fuel consumption calculated from the estimated vehicle speed pattern is minimized. On the other hand, the hybrid vehicle disclosed in Patent Document 1 switches between the parallel mode and other modes (series mode and EV mode) according to the vehicle speed, and therefore is traveling in a section planned to travel in the parallel mode. However, if the vehicle speed decreases due to traffic congestion or the like, the parallel mode is switched to another mode. If it does so, fuel consumption will not become as planned and the fuel-consumption reduction effect to the destination will fall.

  The present invention has been made to solve the above-described problems, and even when the traveling mode of the hybrid vehicle is switched to another mode while traveling in a section where traveling in the parallel mode is planned. An object of the present invention is to provide an energy management device for a hybrid vehicle that can suppress a decrease in fuel consumption reduction effect up to the destination.

  An energy management device for a hybrid vehicle according to the present invention is an energy management device for a hybrid vehicle that manages energy consumption of a hybrid vehicle including a vehicle device including an engine, a motor, and a generator, and is a travel route from a current location to a destination And a travel route information acquisition unit for acquiring travel route information including road characteristic information related to energy consumption of the hybrid vehicle in the travel route, and vehicle characteristic information related to energy consumption of the hybrid vehicle. Based on the vehicle information acquisition unit that acquires certain vehicle information, the travel route information, and the vehicle information, the hybrid vehicle travels so as to minimize energy consumption when the hybrid vehicle travels the travel route. Control plan to create a mode control plan A vehicle unit control unit that controls the vehicle device based on the control plan, and the travel mode of the hybrid vehicle is an EV mode in which the engine is stopped and the vehicle is driven by the power of the motor; The hybrid vehicle includes a series mode in which the generator is driven by power and travels by the power of the motor, and a parallel mode in which the power is driven by both the engine and the motor. The hybrid vehicle has a vehicle speed that reaches a predetermined value. Otherwise, the travel mode is limited to the EV mode or the series mode, and the control plan calculation unit travels while the vehicle speed of the hybrid vehicle decreases during travel in the section to which the parallel mode is assigned in the control plan. When the mode is switched from parallel mode to EV mode or series mode, Increase in energy consumption to the destination to correct the control plan as can be suppressed that.

  According to the energy management apparatus for a hybrid vehicle according to the present invention, when the travel mode of the hybrid vehicle is switched to another mode while traveling in a section where the travel in the parallel mode is planned, the fuel consumption is increased due to the influence. Since the travel mode plan is corrected so as to prevent this, the fuel consumption reduction effect up to the destination can be maintained high.

It is a block diagram which shows the structure of the energy management apparatus for hybrid vehicles which concerns on Embodiment 1. FIG. It is a figure for demonstrating the calculation process of a travel plan. 6 is a diagram for explaining control plan correction processing according to Embodiment 1. FIG. 3 is a flowchart showing an operation of the energy management device according to the first embodiment. It is a block diagram which shows the structure of the energy management apparatus for hybrid vehicles which concerns on Embodiment 2. FIG. 6 is a flowchart showing an operation of the energy management device according to the second embodiment.

<Embodiment 1>
FIG. 1 is a block diagram showing a configuration of a hybrid vehicle energy management apparatus 100 (hereinafter simply referred to as “energy management apparatus”) according to the first embodiment. The energy management apparatus 100 manages energy consumption of a hybrid vehicle (hereinafter simply referred to as “vehicle”) including vehicle equipment including a motor 111, an engine 112, and a generator 113. Examples of the gear mechanism of the vehicle managed by the energy management device 100 include an automatic transmission (AT), a continuously variable transmission (CVT), a dual clutch transmission (DCT), and the like. Anything can be used.

  As shown in FIG. 1, the energy management apparatus 100 includes a travel route information acquisition unit 101, a vehicle information acquisition unit 102, a control plan calculation unit 103, and a vehicle equipment control unit 104.

  The travel route information acquisition unit 101 acquires travel route information including information on a travel route from the current location of the vehicle to the destination and information on road characteristics related to energy consumption of the vehicle on the travel route. Here, it is assumed that the travel route information acquisition unit 101 has a function of searching for the travel route of the vehicle. For example, the travel route information acquisition unit 101 acquires information on the travel route searched by the external navigation system. It may be configured.

  Information on the destination and waypoint used for the search for the travel route may be input by the user operating the energy management apparatus 100, or estimated by the travel route information acquisition unit 101 from the travel history of the vehicle. Good. In addition, information on the current location of the vehicle can be acquired from a GPS (Global Positioning system) receiver or the like installed inside or outside the energy management apparatus 100.

  Information on road characteristics related to vehicle energy consumption includes, for example, road type (highway, general road, residential area, mountain road, etc.), road gradient, road width, estimated vehicle speed for each road, and the like. These pieces of information are acquired from a map information database installed inside or outside the energy management apparatus 100. As this map information database, an information provided in an external navigation system may be used.

  The vehicle information acquisition unit 102 acquires vehicle information including current vehicle state information and vehicle characteristic information related to vehicle energy consumption. The vehicle state information includes vehicle speed, travel mode, battery SOC, fuel consumption, time, and the like. In addition, information on vehicle characteristics related to energy consumption of the vehicle includes specification information (vehicle weight, front projected area, air resistance coefficient, rolling resistance, tire radius, gear ratio, friction loss of rotating system, battery characteristics, etc. ), Characteristic information of vehicle equipment. In the characteristic information of the vehicle device, characteristic information of the motor 111 (such as a map showing the relationship between the rotational speed and torque and the fuel consumption) and characteristic information of the engine 112 (relationship between the rotational speed and torque and the power consumption) are shown. Map, etc.), characteristic information of the generator 113 (such as an increase indicating the relationship between the rotational speed and torque and the amount of power generation), and further, characteristic information relating to a combination of two or more of the engine 112, the motor 111, and the generator 113 (each A map showing the relationship between the combination of the rotation speed and torque of the device and the power consumption, fuel consumption, and power generation amount of each device).

  Based on the travel route information acquired by the travel route information acquisition unit 101 and the vehicle information acquired by the vehicle information acquisition unit 102, the control plan calculation unit 103 travels along the travel route from the current location to the destination. A control plan for vehicle equipment such as a vehicle engine 112, a motor 111, and a generator 113 is created so that energy consumed is minimized. More specifically, the travel mode is assigned to each section obtained by dividing the travel route into a plurality of sections. The vehicle equipment control unit 104 controls the vehicle equipment based on the control plan created by the control plan calculation unit 103 while the vehicle is traveling.

  Here, the control plan calculation process performed by the control plan calculation unit 103 will be described with reference to FIG. The control plan calculation unit 103 uses the travel route information acquired by the travel route information acquisition unit 101 and the vehicle information acquired by the vehicle information acquisition unit 102 to travel each section of the travel route according to the following formulas 1 to 5. Calculate the amount of energy required for the vehicle (required running energy).

Formula 1 is a formula for calculating the force F _Grad that the road gradient (inclination angle θ) acts on the vehicle. m represents the weight of the vehicle, and g represents the acceleration of gravity. Formula 2 is a formula for calculating the force F _Roll that the rolling resistance of the tire acts on the vehicle. C _Roll represents the rolling resistance coefficient of the tire. Formula 3 is a calculation formula of force F _Air that air resistance acts on the vehicle. ρ represents the air density, C _CD represents the air resistance coefficient, C _FA represents the front projected area of the vehicle, and v represents the vehicle speed. Formula 4 is a formula for calculating the force F _Acc that the acceleration resistance acts on the vehicle. Formula 5 is a formula for calculating energy E per unit time.

  In addition, the method of dividing the travel route into a plurality of sections includes, for example, a method of dividing by road type, a method of dividing by a certain distance, a method of dividing by a road branching point (intersection, interchange, etc.), road characteristics (road slope, It is conceivable to divide at changing points of road width or the like, or to combine these two or more methods. In the example of FIG. 2, the travel route is first divided into rough sections for each road type, and further divided at the change point of the road gradient.

  In addition, the control plan calculation unit 103 is based on the required travel energy amount of each section calculated by Expressions 1 to 5 and characteristic information of the vehicle equipment (such as the efficiency of the motor 111, the engine 112, and the generator 113). EV mode travel information, series mode travel information, and parallel mode travel information as shown in FIG. The EV mode travel information, the series mode travel information, and the parallel mode travel information are information indicating fuel consumption, fuel consumption efficiency, and electric power consumption that are predicted when each section travels in each travel mode. Further, the control plan calculation unit 103 may use information indicating a gear ratio (transmission ratio) as series mode travel information or parallel mode travel information.

  In the EV mode travel information, a negative power consumption means that the power regenerated during downhill travel or deceleration exceeds the power consumed by the motor 111. Moreover, the expression method of fuel consumption efficiency may be arbitrary and may be expressed by% (percent), but in FIG.

  Next, the control plan calculation unit 103 uses the EV mode travel information, the series mode travel information, and the parallel mode travel information to perform various constraint conditions (for example, fuel tank, battery capacity, rating, The vehicle equipment (motor 111, engine 112) for each section is satisfied by an optimization method so that the energy consumption of the vehicle in the entire travel route satisfies a predetermined condition while satisfying the vehicle speed condition relating to switching of the travel mode. , Make a control plan for the generator 113). That is, as shown in FIG. 2, a vehicle travel mode is assigned to each section.

  The conditions for determining the control plan include, for example, a condition for minimizing fuel consumption, a condition for minimizing power consumption, and a battery remaining amount (SOC) upon arrival at a destination within a desired range. Conditions, etc. can be considered. The optimization methods used in the calculation of the control plan are the least square method, tabu search, genetic algorithm (GA), particle swarm optimization (PSO), ant colony optimization (Ant Colony) Optimization: ASO) and dynamic programming.

  Here, in a vehicle equipped with the energy management device 100, the traveling mode is limited to the EV mode or the series mode when the vehicle speed does not reach a predetermined threshold. In other words, when the vehicle is traveling in the parallel mode, if the vehicle speed falls below the threshold value, the traveling mode is automatically switched to the EV mode or the series mode. At that time, if the SOC of the battery is higher than a predetermined threshold, the EV mode is selected, and if it is low, the series mode is selected.

  When the driving mode of the vehicle automatically switches in such a manner, even if the vehicle is traveling in a section to which the parallel mode is assigned in the control plan, the driving mode is changed to the parallel mode if the vehicle speed decreases due to traffic jams or the like. Switch from EV mode to EV mode or series mode, and the running mode cannot be controlled as planned. As a result, the energy consumption to the destination (energy consumption over the entire travel route) may increase.

  In order to solve this problem, the control plan calculation unit 103 according to the present embodiment, while the vehicle is traveling in a section to which the parallel mode is assigned in the control plan, the traveling mode is changed from the parallel mode to another mode ( When switching to the EV mode or series mode), the control plan is corrected so that an increase in energy consumption due to the switching is suppressed.

  Hereinafter, the correction of the control plan in the first embodiment will be described. Based on the current control plan and the current location information acquired by the travel route information acquisition unit 101, the control plan calculation unit 103 determines which section the vehicle is traveling and which travel mode is assigned to the section. Check if it exists. In addition, the actual vehicle travel mode is confirmed from the current vehicle state information acquired by the vehicle information acquisition unit 102. Then, the traveling mode assigned to the traveling section is compared with the actual traveling mode of the vehicle. At this time, the vehicle is traveling in a mode other than the parallel mode (EV mode or series mode) even though the parallel mode is assigned to the traveling section (that is, the parallel mode is selected as the vehicle traveling mode). If it is detected that this is not possible, the control plan is corrected.

  As shown in FIG. 3, the correction of the control plan in the first embodiment includes a travel mode (parallel mode) assigned to a section in which the vehicle is traveling and a current travel mode (EV mode or series mode) of the vehicle. This is performed by switching the assignment of the running mode with any of the unrunned sections to which is assigned. That is, when correcting the control plan, the control plan calculation unit 103 changes the assignment of the section in which the vehicle is traveling from the parallel mode to the current traveling mode (EV mode or series mode) of the vehicle, and The assignment of any of the non-running sections to which the running mode is assigned is changed to the parallel mode. In addition, the example of FIG. 3 has shown the correction | amendment when a vehicle speed falls during driving | running | working of the area where the parallel mode is allocated, and driving mode is changed from parallel mode to series mode (it is thick in FIG. 3). The dotted line graph shows the measured values of vehicle speed, fuel consumption, fuel consumption efficiency, and power consumption).

  At this time, when there are a plurality of untraveled sections to which the current travel mode (EV mode or series mode) of the vehicle is assigned, the combustion efficiency of the fuel of the engine 112 when traveling in the parallel mode among these sections The section with the highest value may be selected as the section for changing the assignment of the travel mode (the section for changing to the parallel mode). Further, when there is no untraveled section to which the current travel mode of the vehicle is assigned, the assignment of the section in which the vehicle is traveling is only changed to the current travel mode of the vehicle.

  Hereinafter, operation | movement of the energy management apparatus 100 which concerns on Embodiment 1 is demonstrated, referring the flowchart of FIG.

  When the operation flow of the energy management device 100 is started by starting the vehicle or the like, first, the travel route information acquisition unit 101 acquires travel route information (step S101). That is, the travel route information acquisition unit 101 searches for a travel route from the current location of the vehicle to the destination, and acquires information on road characteristics related to the energy consumption of the vehicle on the travel route from the map information database.

  Moreover, the vehicle information acquisition part 102 acquires vehicle information (step S102). That is, the vehicle information acquisition unit 102 acquires current vehicle state information from an in-vehicle sensor or the like, and acquires vehicle characteristic information related to vehicle energy consumption from an in-vehicle storage device or the like.

  Next, the control plan calculation unit 103 minimizes the energy consumed when the vehicle travels the travel route from the current location to the destination based on the travel route information and vehicle information acquired in steps S101 and S102. As described above, a control plan for the vehicle equipment (the engine 112, the motor 111, and the generator 113) is created (step S103). More specifically, the travel mode is assigned to each section of the travel route.

  And the control plan calculating part 103 confirms the information of the present location of the vehicle which the travel route information acquisition part 101 acquired (step S104). At this time, if the current location of the vehicle matches the destination, it is determined that the vehicle has reached the destination (YES in step S105), and this operation flow ends. The determination in step S105 may be determined based on whether or not the vehicle has executed all of the control plan. That is, if all the control plans are completed, it may be determined that the destination has been reached, and the operation flow may be terminated.

  If the vehicle has not reached the destination (NO in step S105), it is confirmed in which section the vehicle is traveling, the control mode is referred to, and the traveling mode assigned to the section is the parallel mode. (Step S106).

  If the travel mode assigned to the traveling section is other than the parallel mode (EV mode or series mode) (NO in step S106), the control of the vehicle plan is not performed by the vehicle device control unit 104 without correcting the control plan. Based on this, the vehicle equipment (motor 111, engine 112, generator 113) is controlled (step S109).

  If the travel mode assigned to the traveling section is the parallel mode (YES in step S106), it is determined whether or not the vehicle state is a state in which the parallel mode cannot be selected as the travel mode (step S106). S107). This determination can be made based on whether or not the vehicle is traveling in a traveling section to which the parallel mode is assigned in a mode other than the parallel mode (EV mode or series mode). Alternatively, if the parallel mode cannot be selected when the vehicle speed becomes low as in the present embodiment, the determination in step S017 can be performed based on the vehicle speed.

  If the vehicle state is a state in which the parallel mode can be selected (NO in step S107), the vehicle equipment control unit 104 controls the vehicle equipment based on the control plan without correcting the control plan (step S109). ).

  On the other hand, if the state of the vehicle cannot select the parallel mode (YES in step S107), the control plan calculation unit 103 corrects the control plan (step S108). In other words, the travel mode is assigned to the travel mode (parallel mode) assigned to the section in which the vehicle is traveling and the non-travel section to which the current travel mode (EV mode or series mode) of the vehicle is assigned. Assignments are swapped. Thereafter, the vehicle device control unit 104 controls the vehicle device based on the corrected control plan (step S109).

  The processes in steps S104 to S109 are repeated until the vehicle reaches the destination (until YES is determined in S105).

  According to the energy management device 100 according to the first embodiment, the traveling mode of the hybrid vehicle is switched to another mode (EV mode or series mode) while traveling in a section where traveling in the parallel mode is planned. Even so, the control plan calculation unit 103 corrects the travel mode plan so as to prevent an increase in fuel consumption due to the influence. Therefore, the fuel consumption reduction effect up to the destination can be maintained high.

<Embodiment 2>
FIG. 5 is a block diagram showing a configuration of the hybrid vehicle energy management apparatus 100 according to the second embodiment. The energy management device 100 of the second embodiment has a configuration in which a travel history information storage unit 201 is added to the configuration of the first embodiment (FIG. 1).

  The travel history information storage unit 201 stores vehicle travel history information. The vehicle travel history information stored in the travel history information storage unit 201 includes the travel route information acquired by the travel route information acquisition unit 101, the vehicle information acquired by the vehicle information acquisition unit 102, and the control plan calculation unit 103 created or corrected. Control plan. Specifically, vehicle state information (vehicle speed, travel mode, SOC increase / decrease, fuel consumption, etc.) acquired by the vehicle information acquisition unit 102 when the vehicle actually travels along the travel route corresponds to each section. And remembered.

  Also in the second embodiment, the control plan calculation unit 103 changes the travel mode of the vehicle from the parallel mode to another mode (EV mode) while the vehicle travels in the section to which the parallel mode is assigned in the control plan. When switching to (or series mode), the control plan is corrected so that an increase in energy consumption due to the switching is suppressed. However, specifically, the correction method is different from that of the first embodiment.

  The correction of the control plan in the second embodiment is not to change the driving mode in the two sections, but to change the assignment of the driving mode in the traveling section from the parallel mode to another mode (EV mode or series mode). Is done by. At that time, whether to change the travel mode assigned to the traveling section to the EV mode or the series mode is determined based on the travel history information stored in the travel history information storage unit 201.

  For example, referring to the travel history information when traveling in the series mode in the past, the number of times that the fuel combustion efficiency of the engine 112 was equal to or greater than the reference value and the number of times that was less than the reference value If the probability that the combustion efficiency equal to or higher than the reference value can be achieved in the series mode is 70% or more, the assignment of the running mode in the running section is changed to the series mode, otherwise, the EV mode is changed. The method can be considered.

  Also, for example, with reference to the travel history information when traveling on the same travel route in the past, the average value of energy consumption from the section to the destination when traveling in the series mode and traveling A method of comparing the average value of energy consumption from the section to the destination when traveling in the EV mode and changing to the travel mode with the smaller average energy consumption is also conceivable.

  Hereinafter, operation | movement of the energy management apparatus 100 which concerns on Embodiment 2 is demonstrated, referring the flowchart of FIG. This flow is obtained by adding steps S201 and S202 described later to the flow of FIG. The control plan correction method in step S108 is executed by the correction method according to the second embodiment described above.

  When the operation flow of the energy management apparatus 100 is started by starting the vehicle or the like, the travel route information acquisition unit 101 acquires travel route information (step S101), and the vehicle information acquisition unit 102 acquires vehicle information (step S101). S102). Then, each control route calculation unit 103 minimizes the energy consumed when the vehicle travels the travel route from the current location to the destination based on the travel route information and the vehicle information. A control plan for the vehicle equipment of the vehicle is created by assigning the travel mode to the section (step S103).

  And the control plan calculating part 103 confirms the information of the present location of the vehicle which the travel route information acquisition part 101 acquired (step S104). Then, the current location, current vehicle information, and the like are added to the travel history information stored in the travel history information storage unit 201. At this time, if the current location of the vehicle matches the destination, it is determined that the vehicle has reached the destination (YES in step S105), and this operation flow ends.

  If the vehicle has not reached the destination (NO in step S105), it is confirmed in which section the vehicle is traveling, the control mode is referred to, and the traveling mode assigned to the section is the parallel mode. (Step S106).

  If the travel mode assigned to the traveling section is other than the parallel mode (EV mode or series mode) (NO in step S106), the control of the vehicle plan is not performed by the vehicle device control unit 104 without correcting the control plan. Based on this, the vehicle equipment (motor 111, engine 112, generator 113) is controlled (step S109).

  If the traveling mode assigned to the traveling section is the parallel mode (YES in step S106), it is determined whether or not the vehicle state is a state in which the parallel mode cannot be selected as the traveling mode (step S106). S107). If the state of the vehicle is such that the parallel mode can be selected (NO in step S107), the vehicle equipment control unit 104 controls the vehicle equipment based on the control plan without correcting the control plan (step S109). ).

  On the other hand, if the vehicle cannot select the parallel mode (YES in step S107), the control plan calculation unit 103 acquires travel history information from the travel history information storage unit 201 (step S202), and executes the control plan. Correction is performed (step S108). That is, the travel mode (parallel mode) assigned to the section in which the vehicle is traveling is changed to the EV mode or the series mode based on the travel history information. Thereafter, the vehicle device control unit 104 controls the vehicle device based on the corrected control plan (step S109).

  Also in energy management device 100 according to the present embodiment, it is assumed that the traveling mode of the hybrid vehicle is switched to another mode (EV mode or series mode) while traveling in a section where traveling in parallel mode is planned. In addition, the control plan calculation unit 103 corrects the travel mode plan so as to prevent an increase in fuel consumption due to the influence. Therefore, the fuel consumption reduction effect up to the destination can be maintained high.

  The processes in steps S104 to S109, S201, and S202 are repeated until the vehicle reaches the destination (until YES is determined in S105).

  Also in the energy management device 100 according to the second embodiment, it is assumed that the traveling mode of the hybrid vehicle is switched to another mode (EV mode or series mode) while traveling in a section where traveling in the parallel mode is planned. In addition, the control plan calculation unit 103 corrects the travel mode plan so as to prevent an increase in fuel consumption due to the influence. Therefore, the fuel consumption reduction effect up to the destination can be maintained high.

  It should be noted that the present invention can be freely combined with each other within the scope of the invention, and each embodiment can be appropriately modified or omitted.

  DESCRIPTION OF SYMBOLS 100 Energy management apparatus, 101 Traveling route information acquisition part, 102 Vehicle information acquisition part, 103 Control plan calculating part, 104 Vehicle equipment control part, 111 Motor, 112 Engine, 113 Generator, 201 Traveling history information storage part.

An energy management device for a hybrid vehicle according to the present invention is an energy management device for a hybrid vehicle that manages energy consumption of a hybrid vehicle including a vehicle device including an engine, a motor, and a generator, and is a travel route from a current location to a destination And a travel route information acquisition unit for acquiring travel route information including road characteristic information related to energy consumption of the hybrid vehicle in the travel route, and vehicle characteristic information related to energy consumption of the hybrid vehicle. Based on the vehicle information acquisition unit that acquires certain vehicle information, the travel route information, and the vehicle information, the hybrid vehicle travels so as to minimize energy consumption when the hybrid vehicle travels the travel route. Control plan to create a mode control plan A vehicle unit control unit that controls the vehicle device based on the control plan, and the travel mode of the hybrid vehicle is an EV mode in which the engine is stopped and the vehicle is driven by the power of the motor; The hybrid vehicle includes a series mode in which the generator is driven by power and travels by the power of the motor, and a parallel mode in which the power is driven by both the engine and the motor. The hybrid vehicle has a vehicle speed that reaches a predetermined value. Otherwise, the travel mode is limited to the EV mode or the series mode, and the control plan calculation unit travels while the vehicle speed of the hybrid vehicle decreases during travel in the section to which the parallel mode is assigned in the control plan. When the mode is switched from parallel mode to EV mode or series mode, That corrects the control plan to increase the energy consumption can be suppressed to a destination, the control plan correction serves to change the assignment of the section running from the parallel mode to the EV mode or series mode, EV Is performed by changing any of the non-running sections to which the mode or the series mode is assigned to the parallel mode, and the control plan calculation unit assigns the running section when correcting the control plan. Is changed from the parallel mode to the EV mode, the assignment of any of the non-running sections to which the EV mode is assigned is changed to the parallel mode, and the assignment of the running section is changed from the parallel mode to the series mode. When assigning one of the unrunned sections to which the series mode is assigned Change to real mode .

Claims (5)

An energy management device for a hybrid vehicle that manages energy consumption of a hybrid vehicle including vehicle equipment including an engine, a motor, and a generator,
A travel route information acquisition unit for acquiring travel route information including information on a travel route from a current location to a destination, and information on road characteristics related to energy consumption of the hybrid vehicle in the travel route;
A vehicle information acquisition unit that acquires vehicle information that is vehicle characteristic information related to energy consumption of the hybrid vehicle;
A control plan calculation unit that creates a control plan for a travel mode of the hybrid vehicle based on the travel route information and the vehicle information so as to minimize energy consumption when the hybrid vehicle travels on the travel route; ,
A vehicle equipment control unit for controlling the vehicle equipment based on the control plan,
The driving mode of the hybrid vehicle is:
EV mode in which the engine is stopped and the vehicle is driven by the power of the motor;
Series mode that runs with the power of the motor while operating the generator with the power of the engine,
Including parallel mode running with the power of both engine and motor,
In the hybrid vehicle, when the vehicle speed does not reach a predetermined value, the traveling mode is limited to the EV mode or the series mode,
If the vehicle speed of the hybrid vehicle decreases and the travel mode is switched from the parallel mode to the EV mode or the series mode while traveling in the section to which the parallel mode is assigned in the control plan, the control plan calculation unit An energy management apparatus for a hybrid vehicle, wherein the control plan is corrected so that an increase in energy consumption to a destination due to replacement is suppressed. In the correction of the control plan, the allocation of the running section is changed from the parallel mode to the EV mode or the series mode, and any allocation of the untraveled section to which the EV mode or the series mode is allocated is changed to the parallel mode. The energy management apparatus for a hybrid vehicle according to claim 1, which is performed by changing. When the control plan is corrected, the control plan calculation unit selects a section of the section where the fuel efficiency of the engine fuel is highest when traveling in the parallel mode among the sections not yet traveled to which the EV mode or the series mode is assigned. The energy management apparatus for a hybrid vehicle according to claim 2, wherein the allocation is changed to a parallel mode. A travel history information storage unit that stores travel history information of the hybrid vehicle;
The correction of the control plan is performed by changing the allocation of the running section from the parallel mode to the EV mode or the series mode, and whether the section allocation is set to the EV mode or the series mode depends on the travel history. The energy management apparatus for a hybrid vehicle according to claim 1, which is determined based on information. The hybrid vehicle energy management apparatus according to claim 4, wherein the travel history information includes information on increase / decrease in travel modes, vehicle speed, fuel consumption, and battery charge rate in each section of a past travel route.

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