JP2017081484A - Vehicle control device and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce energy consumption in accordance with various traffic environments.SOLUTION: An environmental information acquisition section 52 acquires traffic environment information including congestion information, map information, surrounding vehicle information and traffic light information. A traveling pattern determination section 54 determines a vehicle speed pattern to an arrival point on the basis of limitation corresponding to the acquired traffic environment information, and calculates a vehicle required output pattern corresponding to the vehicle speed pattern. An energy management section 56 determines operation points of an engine and a motor generator at each time so as to minimize energy consumption on the basis of the vehicle required output pattern and time-sequence data on energy stored in a secondary battery.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device and a program.

  2. Description of the Related Art Conventionally, a hybrid vehicle control device is known that accurately performs charge control for increasing SOC in advance before entering a traffic jam and suppresses deterioration in fuel consumption (Patent Document 1).

  There is also known a vehicle driving support device that suppresses an unnecessary acceleration operation by a driver when it is inevitable to stop at a next intersection according to a traffic light (Patent Document 2).

JP 2014-15125 A JP 2014-96012 A

  However, the technology disclosed in Patent Document 1 does not use traffic environment information other than traffic jams (signals, surrounding vehicles, maps). Moreover, only charge control is performed, and energy management of the entire vehicle is not performed.

  Moreover, in the technique disclosed in Patent Document 2, only the situation of reaching the traffic light is considered, and energy is not considered.

  This invention is made | formed in view of the said situation, and it aims at implement | achieving the vehicle control apparatus and program which can reduce energy consumption according to various traffic environments.

  In order to achieve the above object, a vehicle control apparatus according to the present invention is for controlling a vehicle including an energy storage device and a plurality of prime movers including a prime mover that is driven by energy stored in the energy storage device. An acquisition unit that is a vehicle control device that acquires a departure point and an arrival point of the host vehicle and traffic environment information including at least one of traffic jam information, map information, surrounding vehicle information, and traffic signal information, and the acquisition unit Based on the restriction according to the traffic environment information acquired by the vehicle, a vehicle speed pattern representing the vehicle speed at each time from the departure point to the arrival point is calculated, and the vehicle request output representing the vehicle request output at each time according to the vehicle speed pattern Travel time series data calculating means for calculating a pattern, the vehicle request output pattern calculated by the travel time series data calculating means, and the vehicle The plurality of times at each time corresponding to the vehicle required output pattern so as to minimize energy consumption based on time-series data of energy stored in the energy storage device obtained based on the required output pattern Operating point determining means for determining the operating point of the prime mover, and drive control for controlling the prime movers to drive based on the operating points of the prime movers at each time determined by the operating point determining means And means.

  A program according to the present invention is a program for controlling a vehicle equipped with an energy storage device and a plurality of prime movers including a prime mover driven by the energy stored in the energy storage device. Acquisition means for acquiring traffic environment information including at least one of traffic information, map information, surrounding vehicle information, and traffic signal information, and restrictions according to the traffic environment information acquired by the acquisition means Travel time series data calculating means for calculating a vehicle speed pattern representing a vehicle speed at each time from a departure point to an arrival point based on the vehicle, and calculating a vehicle request output pattern representing a vehicle request output at each time according to the vehicle speed pattern , The vehicle request output pattern calculated by the travel time series data calculation means, and the vehicle request output pattern The operations of the plurality of prime movers at each time corresponding to the vehicle required output pattern so as to minimize the energy consumption based on the time series data of the energy stored in the energy storage device obtained based on Operating point determining means for determining a point, and drive control means for controlling to drive the plurality of prime movers based on the operating points of the plurality of prime movers at each time determined by the operating point determination means It is a program for.

  According to the present invention, the vehicle speed pattern up to the arrival point and the vehicle required output pattern are calculated based on the restrictions according to the traffic environment information, and the vehicle required output pattern is handled so as to minimize the energy consumption. By determining the operating points of a plurality of prime movers at each time, there is an effect that energy consumption can be reduced according to various traffic environments.

It is a block diagram which shows an example of a structure of the vehicle containing the vehicle control apparatus which concerns on 1st Embodiment. It is a block diagram which shows an example of a structure of the vehicle control apparatus which concerns on 1st Embodiment. It is a block diagram which shows an example of a structure of the control apparatus of the vehicle control apparatus which concerns on 1st Embodiment. It is a figure which illustrates various forms of traffic environment information. It is a figure which shows an example of a request | requirement vehicle speed pattern and a vehicle request | requirement output pattern. It is a graph which shows the frequency distribution of a vehicle speed and an output. It is a figure for demonstrating STEP1 of energy management. It is a figure for demonstrating STEP2 of energy management. It is a figure for demonstrating STEP3 of energy management. It is a figure for demonstrating STEP4 of energy management. (A) The figure for demonstrating the change of the operating point in electric power generation control, (B) The figure for demonstrating the change of the operating point in assist control. It is a figure for demonstrating STEP4 of energy management. It is a figure for demonstrating STEP4 of energy management. It is a figure for demonstrating STEP4 of energy management. It is a figure which shows the example of control of an engine, a motor generator, and the gear stage number. It is a flowchart which shows the flow of a process of the vehicle control processing program which concerns on 1st Embodiment. It is a block diagram which shows an example of a structure of the control apparatus of the vehicle control apparatus which concerns on 2nd Embodiment. It is a figure which shows the probability distribution of the time delayed by the influence of surrounding vehicle information and traffic jam information. It is a figure showing an example of a plurality of demand vehicle speed patterns. It is a figure showing an example of a plurality of demand vehicle speed patterns. It is a figure showing an example of a plurality of demand vehicle speed patterns. It is a flowchart which shows the flow of a process of the vehicle control processing program which concerns on 2nd Embodiment. It is a block diagram which shows an example of a structure of the vehicle containing the vehicle control apparatus which concerns on 3rd Embodiment. It is a block diagram which shows an example of a structure of the vehicle control apparatus which concerns on 3rd Embodiment. (A) The figure for demonstrating the change of the operating point of an engine, (B) The figure for demonstrating the change of the operating point of a motor, (C) The figure for demonstrating the change of the operating point of a motor. . It is a figure for demonstrating STEP1, 2 of energy management. It is a figure for demonstrating STEP3 of energy management. It is a figure for demonstrating STEP4 of energy management. It is a figure which shows the example of control of an engine and a motor generator. It is a block diagram which shows an example of a structure of the vehicle containing the vehicle control apparatus which concerns on 4th Embodiment. It is a block diagram which shows an example of a structure of the vehicle control apparatus which concerns on 4th Embodiment. (A) The figure for demonstrating the change of the operating point of a 1st motor, (B) The figure for demonstrating the change of the operating point of a 2nd motor. It is a figure for demonstrating STEP1, 2 of energy management. It is a figure for demonstrating STEP3 of energy management. It is a figure for demonstrating STEP4 of energy management. It is a figure which shows the example of control of a motor generator. It is a figure which shows the probability distribution of the uncertain time depending on an accelerator operation and a brake operation.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings. In the following embodiments, a vehicle control device according to the present invention will be described by exemplifying an embodiment in which the vehicle control device is applied to a vehicle equipped with a plurality of electric motors and secondary batteries.

[First Embodiment]

  FIG. 1 is a block diagram of a vehicle 100 equipped with a vehicle control device 10 according to the first embodiment of the present invention. A vehicle 100 according to the present embodiment includes a vehicle control device 10, an engine 12, a clutch 14, a motor generator 16 that operates as a generator or an electric motor, an inverter 18, a secondary battery 20, a transmission 22, and a differential unit 24. It consists of The secondary battery 20 is an example of an energy storage device.

  In the present embodiment, an automatic transmission (AT) is assumed as the transmission 22. An automatic transmission is a transmission in which a gear ratio is automatically switched according to the speed of an automobile, the number of revolutions of an engine, and the like.

  The vehicle control device 10 controls the engine 12, the clutch 14, the motor generator 16, the inverter 18, and the transmission 22. As shown in FIG. 2, the vehicle control device 10 includes a receiving unit 30, a sensor 32, a control device 34, an engine control unit 36, a motor control unit 38, a clutch control unit 40, and a shift control unit 42.

  The receiving unit 30 receives various traffic environment information and passes it to the control device 34. 2 and 4 exemplify traffic signal information, surrounding vehicle information, traffic jam information, and map information as an example of traffic environment information input to the vehicle control device 10, and the vehicle control device according to the present embodiment. At 10, at least one of these traffic environment information is obtained. As a form of obtaining various information, a form in which information received wirelessly from a traffic environment management center such as a traffic information center is received by the receiving unit 30, a form obtained through wireless communication with another vehicle, A form obtained from information collecting means such as a camera provided is included. Therefore, the receiving unit 30 according to the present embodiment includes an input / output interface with the information collecting unit in addition to the wireless receiving unit. In the present embodiment, network communication via the Internet or the like is included as a form of wireless communication.

  The traffic signal information is information related to the transition time of the display colors (blue, yellow, red) of the traffic signal. As an acquisition form, the information directly transmitted from the traffic signal equipped with the wireless transmitter is received by the receiving unit 30. Examples include a form to obtain and a form in which the receiving unit 30 receives and obtains information related to a traffic signal wirelessly transmitted from a traffic environment management center (hereinafter, “management center”).

  The surrounding vehicle information is information relating to the running state of the surrounding vehicle relative to the own vehicle. For example, the surrounding vehicle captured by a camera that captures the surroundings of the own vehicle provided in the own vehicle or a laser radar provided in the own vehicle. Get in the form of information about the running state of. Further, information related to surrounding vehicles wirelessly transmitted from the management center may be received and received by the receiving unit 30, or direct wireless communication from other vehicles located in the vicinity may be received and acquired by the receiving unit 30. May be.

  The traffic jam information is information related to the congestion state of the road near the host vehicle or near the destination. For example, the information on the traffic jam wirelessly transmitted from the management center is received by the receiving unit 30 and obtained. Moreover, you may receive and acquire the direct radio | wireless communication from the other vehicle located in a traffic congestion location by the receiving part 30. FIG.

  The map information is geographical information related to the traveling of the vehicle, such as geographical information around the road where the vehicle is traveling, or geographical information around the road to the destination. For example, the map information is wirelessly transmitted from the management center. The received map information is received by the receiving unit 30 and obtained. Alternatively, the map information may be obtained from a car navigation system provided in advance in the host vehicle.

  The obtained traffic environment information may be temporarily stored in a storage unit such as a RAM of the control device 34. In addition, each traffic environment information stored in the storage means may be stored in the form of new information, deleted unnecessary information, and updated in real time.

  The sensor 32 detects own vehicle information. The own vehicle information is information at the time of the own vehicle that is necessary for vehicle control, and includes the position of the own vehicle on the map information, the speed of the own vehicle, and the like.

  The control device 34 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown). The CPU controls and controls the entire vehicle control apparatus 10, the ROM is a storage unit that stores a vehicle control processing program or various parameters, which will be described later, and the RAM is a work area when various programs are executed. Is a storage means used.

  The engine control unit 36 controls driving of the engine 12 by operating an accelerator pedal (not shown) based on a command from the control device 34.

  The motor control unit 38 controls the motor generator 16 and the inverter 18 based on a command from the control device 34, and controls the motor generator 16 to operate as an electric motor or a generator.

  The clutch control unit 40 controls the engagement state of the clutch 14 based on a command from the control device 34. When clutch 14 is in the engaged or half-clutch state, the total driving force of vehicle 100 is determined as the sum of the driving force of engine 12 and the driving force of motor generator 16. Further, when the clutch 14 is released, the driving force of the motor generator 16 becomes the total driving force of the vehicle 100.

  The shift control unit 42 controls the number of stages of the transmission 22 based on a command from the control device 34.

  The control device 34 is functionally configured as follows. As shown in FIG. 3, the control device 34 includes an information acquisition unit 50, an environment information acquisition unit 52, a travel pattern determination unit 54, an energy management unit 56, and an operation control unit 58. The information acquisition unit 50 and the environment information acquisition unit 52 are examples of acquisition means, the travel pattern determination unit 54 is an example of travel time series data calculation means, and the energy management unit 56 is an example of operating point determination means. The operation control unit 58 is an example of a drive control unit.

  The information acquisition unit 50 acquires the host vehicle information detected by the sensor 32 and the arrival point set by the driver.

  The environment information acquisition unit 52 acquires the traffic environment information received by the reception unit 30.

  Based on the traffic environment information acquired by the environment information acquisition unit 52, the travel pattern determination unit 54 calculates a vehicle speed pattern representing the vehicle speed at each time from the departure point to the arrival point, and the vehicle at each time according to the vehicle speed pattern A vehicle request output pattern representing the request output is calculated.

  For example, the vehicle speed pattern and the vehicle request output pattern are calculated by the following STEP1 to STEP3.

  First, in STEP1, the current position is the departure point, and the vehicle speed pattern at each time from the departure point to the arrival point is set in advance according to the legal speed determined for each point and the passenger's preference. Are obtained as constraints.

  In STEP2, the vehicle speed pattern obtained in STEP1 is corrected by adding restrictions based on traffic environment information. This is the required vehicle speed pattern (see FIG. 5).

  For example, based on the traffic signal information, the display color of the nearest traffic light that is present ahead of the host vehicle is currently blue, and the time until the traffic signal switches to red is acquired, and the traffic signal is switched at the timing when the traffic signal switches from blue to red. When passing the vehicle, the vehicle speed pattern is corrected so that the vehicle stops before the traffic signal.

  Furthermore, based on the surrounding vehicle information, when the host vehicle is subjected to speed limit due to the influence of the behavior of another vehicle between the host vehicle and the traffic light, the vehicle is further decelerated until it reaches the front of the traffic signal. Modify the vehicle speed pattern.

  Further, based on the traffic jam information, when a traffic jam location is encountered, the vehicle speed pattern is corrected so as to decelerate before reaching the traffic jam location. Furthermore, based on the surrounding vehicle information, when the host vehicle is subjected to speed limit due to the influence of the behavior of another vehicle between the host vehicle and the traffic jam location, the vehicle is further decelerated until it reaches the traffic jam location. Modify the vehicle speed pattern.

  Further, based on the map information, the vehicle speed pattern is corrected so as to decelerate to an appropriate vehicle speed when entering the curve existing ahead of the host vehicle.

  In STEP 3, a vehicle required output pattern for realizing the required vehicle speed pattern is calculated based on the required vehicle speed pattern and a predetermined vehicle weight, aerodynamic resistance coefficient, rolling resistance coefficient, mechanical loss, and electrical loss ( (See FIG. 5).

  The energy management unit 56 determines the energy based on the vehicle request output pattern calculated by the travel pattern determination unit 54 and the time series data of the energy accumulated in the secondary battery 20 obtained based on the vehicle request output pattern. The operating points of the engine 12 and the motor generator 16 at each time corresponding to the vehicle required output pattern and the time-series data of the energy flow are determined so as to minimize the consumption.

  Below, the principle which determines the operating point of the engine 12 and the motor generator 16 of each time corresponding to a vehicle request | requirement output pattern is demonstrated.

  First, in the present embodiment, in the vehicle 100 having the engine 12, the motor generator 16, and the secondary battery 20, in accordance with the vehicle request output pattern calculated from the route from the departure point to the arrival point and the traffic environment information, Time series data of the operating points and energy flows of the engine 12 and the motor generator 16 that maximize the overall efficiency of the entire vehicle are obtained.

  In the present embodiment, as operating points of the engine 12 and the motor generator 16, for example, engine torque, engine speed, engine power, motor torque, motor speed, motor power, and shift speed are obtained. Further, time series data of engine power, time series data of motor power, and time series data of secondary battery power are obtained as time series data of energy flow.

  Here, in the case of a vehicle having a single prime mover, it is necessary to output in accordance with the vehicle required output at each time, so the operating point of the prime mover is set so as to achieve the maximum overall efficiency of the entire vehicle at each vehicle required output. By deciding, energy consumption can be minimized. For example, as shown in FIG. 6, for each vehicle request output, the vehicle is configured so that the maximum overall efficiency of the entire vehicle at that time is based on the vehicle speed frequency distribution in the vehicle request output and the vehicle request output. The operating point at the required output can be determined.

  On the other hand, in the case of a vehicle having a plurality of prime movers as in the present embodiment, the vehicle request output at each time may be realized as the sum of the outputs of the prime movers. Furthermore, when a secondary battery is provided, energy stored at a certain time can be used at another time, so it is necessary to minimize energy consumption by integrating the departure time and the arrival time. In particular, in the case of having a plurality of energy sources (for example, an engine and a secondary battery), maximizing the overall efficiency of the entire vehicle at each time necessarily minimizes energy consumption by integrating the arrival time. It is not necessary to consider the overall efficiency of the entire vehicle at another time. Therefore, in the present embodiment, operating points of the engine 12 and the motor generator 16 at each time are determined according to the following procedure.

  In STEP 1, the operating point of each engine 12 at each time is determined in consideration of the overall efficiency of the entire vehicle at each time so that the vehicle required output (drive side) is realized only by the engine 12, which is an energy source that does not cause reverse reaction. decide. At this time, the operating point of each time of the motor generator 16 is determined so as to stop the motor generator 16 (see FIG. 7).

  In STEP 2, the operating point at each time of the engine 12 and the motor generator 16 is determined and stored in the secondary battery 20 in consideration of the overall efficiency of the entire vehicle so as to realize the vehicle required output (regeneration side). Calculate energy time-series data. At this time, during regeneration, the operating point of the engine 12 is determined so as to stop the engine 12 (see FIG. 8).

  In STEP3, in the operating points obtained in STEP1 above that achieve the vehicle required output (drive side) with only the engine 12, the total efficiency of the entire vehicle is stored in the secondary battery 20 calculated in STEP2 in order from the lowest. The timing at which the engine 12 is stopped is determined by replacing the generated energy with the driving of the motor generator 16 (see FIG. 9).

  In STEP4, whether the remaining power is achieved by the following power generation control or assist control in order from the lowest overall efficiency of the vehicle among the remaining operating points for realizing the vehicle required output (drive side) with only the engine 12 If it is determined to be obtained, the operating point is changed to perform power generation control or assist control (see FIG. 10). The power generation control is control for increasing the load of the engine 12 and causing the motor generator 16 to generate power. The assist control is control for decreasing the load of the engine 12 and driving the motor generator 16.

  Conditions obtained by performing power generation control are expressed by the following equations.

Where P _k and η _k are the output of the engine 12 at the operating point before replacement and the overall efficiency of the entire vehicle, and ΔP and Δη are the outputs of the engine 12 at the operating point after replacement by power generation control or assist control. Η _g is the motor efficiency during power generation, η _m is the motor efficiency during driving, and η _d is the energy obtained by power generation control Is the overall efficiency of the entire vehicle before being replaced by driving the motor generator 16.

  As shown in FIG. 11A, in the power generation control, control is performed to increase the load of the engine 12 to increase efficiency.

  The conditions obtained by performing the assist control are expressed by the following equations.

  As shown in FIG. 11 (B), in the assist control, the load on the engine 12 is reduced to increase the efficiency.

  When power generation control is performed, in addition to driving the motor generator 16 with the secondary battery 20 using the original regenerative energy, the motor generator 16 is newly driven with the generated power to run. (See FIG. 12). On the other hand, when the assist control is performed, a part of the motor generator 16 that is originally driven and driven is driven by the engine 12 that is an energy source that does not cause a reverse reaction (see FIGS. 13 and 14).

  The operation control unit 58 determines the engine torque at each time based on the operating points of the engine 12 and the motor generator 16 at each time determined by the energy management unit 56 and the own vehicle information acquired by the information acquisition unit 50. A command indicating the engine speed and engine power is output to the engine control unit 36, and a command indicating the motor torque, motor rotation speed, and motor power at each time is output to the motor control unit 38, and the clutch 14 at each time is output. A command indicating the engaged state is output to the clutch control unit 40, and a command indicating the number of shift stages at each time is output to the shift control unit 42 (see FIG. 15).

<Operation of vehicle control device>
Next, a vehicle control process according to the present embodiment will be described with reference to FIG. FIG. 16 is a flowchart showing a flow of processing of the vehicle control processing program according to the present embodiment. In the processing shown in FIG. 16, for example, when an instruction to start execution is given to the operation unit (not shown) by the driver, the CPU of the control device 34 reads the vehicle control processing program from storage means such as a ROM, Run.

  First, in step S100, own vehicle information is collected. The own vehicle information includes the position of the own vehicle on the map information, the speed of the own vehicle, and the like. The collected host vehicle information may be temporarily stored in storage means such as a RAM.

  In the next step S102, traffic environment information, that is, the traffic signal information, surrounding vehicle information, traffic jam information, and map information described above is obtained. In FIG. 4, the own vehicle 60 and another vehicle 62 on the road R on which the own vehicle mainly travels (in FIG. 4, only three other vehicles are indicated to avoid complication). 62), traffic signal information 66, surrounding vehicle information 64, traffic jam information 68, and map information 70 (the geographical position of the curve is illustrated in FIG. 4).

  Specific examples of each traffic environment information in the present embodiment include the following, but in the present embodiment, these pieces of information are deterministically determined information (when almost deterministically determined) An example is described.

  Examples of the traffic signal information include information such as the time when the display color is switched. Since this information is assumed to be obtained from the management center, it is determined deterministically.

  The peripheral vehicle information includes information such as the traveling direction, speed, and acceleration of the peripheral vehicle. In the case where there is one traveling lane and one vehicle traveling ahead and there is no branch road, it is determined almost definitely.

  Examples of the traffic jam information include information on the degree of traffic jam represented by the number of other vehicles included in the traffic jam area, the moving speed of the entire traffic jam area, and the like. For the same reason as the surrounding vehicle information, it may be determined almost definitely.

  As map information, the information regarding the elements (for example, a traffic signal, a curve, etc.) which influence the driving | running | working which exists ahead of the own vehicle is mentioned. This information is definitive because it is fixed static information. The collected traffic environment information may be temporarily stored in storage means such as a RAM.

  In the next step S104, a required vehicle speed pattern suitable for the traffic environment information is calculated based on the traffic environment information collected in step S102, and a vehicle required output pattern corresponding to the required vehicle speed pattern is calculated.

  In the next step S106, the operating points of the engine 12 and the motor generator 16 at each time corresponding to the vehicle required output pattern so as to minimize the energy consumption based on the vehicle required output pattern calculated in step S104. And time-series data of energy flow are determined.

  In step S108, based on the operating points of the engine 12 and the motor generator 16 at each time determined in step S106 and the own vehicle information collected in step S100, the engine control unit 36, the motor control unit 38, Various commands are output to the clutch control unit 40 and the shift control unit 42.

  In the next step S110, it is determined whether or not the control by the vehicle control process is to be continued. If the determination is affirmative, the process returns to step S100 to continue the control by the vehicle control process. When it becomes, this vehicle control processing program is complete | finished.

Note that whether or not to continue the control is determined based on, for example, whether or not a driver has input an end instruction via the operation unit.

  As described above, according to the vehicle control device according to the first embodiment, the required vehicle speed pattern to the arrival point and the vehicle required output pattern are calculated based on the restrictions according to the traffic environment information, and the energy is calculated. Energy consumption can be reduced according to various traffic environments by determining the operating points of the engine and motor generator at each time corresponding to the vehicle required output pattern so as to minimize consumption.

  In addition, since comprehensive traffic environment information (signals, surrounding vehicles, traffic jams, maps) is taken into account, optimal energy management is possible in any traffic situation.

[Second Embodiment]
Next, a vehicle control device according to the second embodiment will be described. In addition, the same code | symbol is attached | subjected about the part which becomes the same structure as 1st Embodiment, and description is abbreviate | omitted.

  The second embodiment is mainly different from the first embodiment in that the traffic environment condition is stochastically determined by the traffic environment information, and the required vehicle speed pattern and the vehicle required output pattern are probabilistic. ing.

  As shown in FIG. 17, the control device 234 of the vehicle control device according to the second embodiment includes an information acquisition unit 50, an environment information acquisition unit 52, a travel pattern determination unit 254, an energy management unit 56, and a travel pattern selection unit. 255 and an operation control unit 58.

  The travel pattern determination unit 254 includes a plurality of traffic environment information from the departure point to the arrival point based on the own vehicle information acquired by the information acquisition unit 50 and the traffic environment information acquired by the environment information acquisition unit 52. The restriction pattern and the probability of each of the plurality of restriction patterns are obtained, and for each of the plurality of restriction patterns, a requested vehicle speed pattern representing the vehicle speed at each time based on the restriction pattern, and the vehicle at each time of each time A vehicle request output pattern representing the request output is calculated, and the probability of the restriction pattern is set as the probability of the request vehicle speed pattern and the vehicle request output pattern.

  Here, the principle for obtaining a plurality of constraint patterns according to the traffic environment information and the respective probabilities of the plurality of constraint patterns will be described.

  First, as a restriction according to traffic environment information, an example of calculating a probability of a green signal or a red signal when passing through a traffic light is shown.

It is assumed that the traffic light passing through now is blue, and the time until it turns red is ts ( _assuming that it is definite by the traffic signal information). If the vehicle is automatically driven vehicle, since it is apparent speed pattern future vehicle, remain t _i <t _s If blue signal by comparing the ideal time t _i and t _s until the pass the traffic You can see that you can pass. However, since it is actually influenced by surrounding vehicle information and traffic jam information, it must be determined probabilistically.

If the delay time due to the influence of the surrounding vehicle information is Δt _n , and the delay time due to the influence of the traffic jam information is Δt _j , it can pass through the blue signal if t _i + Δt _n + Δt _j <t _s . That is, _if the probability distributions of Δt _n and Δt _j are known as shown in FIG. 18, the probability of the constraint pattern that can pass through the blue signal can be known. For example, in the above example, the probability distribution of FIG. 18 is derived from the probability distribution of the time delayed due to the right turn of the surrounding vehicle and the probability distribution of the time delayed due to the effect of deceleration due to the traffic jam.

  Here, a description will be given of a method for obtaining a probability distribution of a delay time due to the effect of the surrounding vehicle turning right. The simplest method is to obtain the probability that the surrounding vehicle will make a right turn during the time ti and the distribution of the time required for the right turn from the statistical data relating to the traffic light. This probability distribution is obtained from the probability of how many vehicles turn to the right and the probability distribution regarding the time interval at which the oncoming vehicle is interrupted. Moreover, what is necessary is just to monitor surrounding vehicle information in order to improve the precision of probability distribution. How many vehicles are ahead, how many vehicles are likely to turn right, and the probability distribution regarding the time interval at which the oncoming vehicle is interrupted.

  Next, a method for obtaining a probability distribution of time delayed due to the effect of deceleration due to traffic jam will be described. Basically, as described above, the probability distribution of the time required for signal passage is obtained from the statistical data when a certain length of traffic jam occurs around the traffic light. Specifically, if there is a statistical difference between the time required to pass the signal when there is no traffic jam and when there is a certain length of traffic jam, it will be unnecessary for a certain length of traffic jam. In addition to the statistical probability of occurrence of a certain length of traffic jam, a probability distribution of time delayed by the effect of deceleration due to traffic jam is obtained. Similarly to the above, in order to improve the accuracy of the probability distribution, it is only necessary to monitor traffic jam information and surrounding vehicle information. You will see how long the traffic jam is, how many vehicles are ahead, and how fast the vehicle is ahead.

  When the traffic environment information is probabilistic as described above, the travel pattern determination unit 254, for example, when passing through the nearest traffic light that exists ahead of the host vehicle, the restriction pattern that the traffic light can pass with a green light, and the surrounding While calculating the restriction pattern which a traffic light becomes red light and cannot pass by the influence of a vehicle or traffic jam, the probability that each restriction pattern will occur is calculated. The travel pattern determination unit 254 calculates a required vehicle speed pattern corresponding to the constraint pattern for each of the constraint patterns, and calculates a vehicle request output pattern corresponding to the required vehicle speed pattern, as in the first embodiment. .

Here, the probability that each constraint pattern occurs is q ₁ , q ₂ , the required vehicle speed pattern corresponding to each constraint pattern is V ₁ (s), V ₂ (s), and each vehicle required output pattern is P ₁ (s) and P ₂ (s).

  As shown in FIG. 19, when the traffic light can pass with a green light, the first motor generator 16 can be driven to continue running, but when the traffic light turns red, the first motor generator 16 is turned on. It is assumed that the engine 12 is driven without being able to continue driving. In such a case, as in the first embodiment, it is necessary to determine the conditions obtained by the power generation control and the conditions obtained by the assist control to perform optimum energy management. For example, energy consumption may be improved by performing power generation control as shown in FIG.

Furthermore, in order to avoid the risk of being caught by a red light, it is possible to suppress the acceleration and to obtain a required vehicle speed pattern that passes through the traffic light at a sufficiently green light timing (see FIG. 21). Let q ₃ be the probability, and let P ₃ (s) be the vehicle required output pattern at that time.

  As described above, the constraint patterns vary depending on the traffic environment information from the departure point to the arrival point, and the probabilities of the respective constraint patterns also vary.

  Therefore, the energy management unit 56 is obtained for each of the plurality of requested vehicle speed patterns determined by the travel pattern determining unit 254 based on the vehicle requested output pattern corresponding to the requested vehicle speed pattern and the vehicle requested output pattern. Based on the time-series data of energy stored in the secondary battery 20, the operating points of the engine 12 and the first motor generator 16 at each time corresponding to the vehicle required output pattern so as to minimize the energy consumption. To decide.

In addition, the traveling pattern selection unit 255 has a plurality of travel patterns determined by the traveling pattern determination unit 254 based on the operating points of the engine 12 and the first motor generator 16 at each time determined for each of the plurality of required vehicle speed patterns. Which required vehicle speed pattern is obtained by using the total vehicle efficiency η ₁ , η ₂ , η ₃ and the probabilities q ₁ , q ₂ , q ₃ of each required vehicle speed pattern when traveling in the required vehicle speed pattern Select whether to perform driving control assuming a vehicle speed pattern.

  Here, the total vehicle efficiency of the required vehicle speed pattern may be obtained as follows. For example, based on the operating points of the engine 12 and the first motor generator 16 at each time determined for the required vehicle output pattern corresponding to the required vehicle speed pattern, the total amount of energy consumed and the total amount of power transmitted to the tires The total vehicle efficiency may be obtained based on the ratio of the total amount of energy consumed and the total amount of power transmitted to the tire.

  Further, in the present embodiment, for each of a plurality of required vehicle speed patterns, a set of required vehicle speed patterns consisting of required vehicle speed patterns similar to the required vehicle speed pattern is defined, and for each set of required vehicle speed patterns, Calculate the sum of the expected total vehicle efficiency of the required vehicle speed patterns included in the set of required vehicle speed patterns, select the set of required vehicle speed patterns that maximizes the sum of the expected total vehicle efficiency, and select the selected requirement A requested vehicle speed pattern for a set of vehicle speed patterns is selected.

  For example, in the above example, the requested vehicle speed pattern immediately after departure is close to the requested vehicle speed pattern 1 and the requested vehicle speed pattern 2, and the requested vehicle speed pattern 3 is separated. Here, the proximity of the requested vehicle speed pattern is expressed by the sum of n powers from the current point s to the point s + S. Specifically, the closeness of the required vehicle speed pattern i and the required vehicle speed pattern j is defined as follows.

In accordance with the above definition, a set N _i of required vehicle speed patterns close to a certain required vehicle speed pattern i is defined as follows.

The sum of the expectation value of the vehicle overall efficiency of the set N _i of a request vehicle speed pattern is defined as follows as an evaluation index.

  Driving control is performed by selecting a required vehicle speed pattern for a set of required vehicle speed patterns that maximizes the evaluation index at each point. In the above example, the sum of the expected values of the required vehicle speed pattern 1 and the required vehicle speed pattern 2 is compared with the expected value of the required vehicle speed pattern 3, and the larger one is selected.

In the above-described example, when a set of required vehicle speed patterns is defined, a sum of expected values of the overall vehicle efficiency of the set N ₁ of required vehicle speed patterns for the required vehicle speed pattern 1 and a set N of required vehicle speed patterns for the required vehicle speed pattern 2 _Since the sum of the expected values of the total vehicle efficiency of ₁ matches the expected value of the required vehicle speed pattern 1 and the required vehicle speed pattern 2 alone, the larger one is selected. Furthermore, when the expected values of the required vehicle speed pattern 1 and the required vehicle speed pattern 2 are identical, the vehicle with the higher overall vehicle efficiency or probability is selected. Whether to give priority to the overall vehicle efficiency or the probability is determined by the driver's preference.

  Further, since the traffic environment information is determined as the point progresses, the probability of each required vehicle speed pattern is updated each time. In the above example, since it is determined which of the required vehicle speed patterns 1 and 2 is reached when the traffic light arrives, deterministic energy management may be performed thereafter.

  Furthermore, by changing S, it is possible to adjust the definition accuracy and calculation time of a set of required vehicle speed patterns. If S is set to the arrival point, a set of required vehicle speed patterns can be accurately defined, but the calculation time increases. On the other hand, if S is set at a close location, a set of required vehicle speed patterns using features after that location cannot be defined, but the calculation time can be reduced. Therefore, by setting S to a close location and defining a set of required vehicle speed patterns with the required vehicle speed pattern up to the future, by narrowing down the required vehicle speed pattern with information determined as the point progresses, unnecessary calculations are omitted. It is possible to eliminate the need to consider all cases from the beginning.

  The operation control unit 58 uses the information acquisition unit 50 to determine the operating points of the engine 12 and the first motor generator 16 at each time determined by the energy management unit 56 for the requested vehicle speed pattern selected by the travel pattern selection unit 255. Based on the acquired host vehicle information, a command indicating the engine torque, the engine speed, and the engine power at each time is output to the engine control unit 36, and the command indicating the motor torque, the motor speed, and the motor power at each time. Is output to the motor control unit 38, a command indicating the engagement state of the clutch 14 at each time is output to the clutch control unit 40, and a command indicating the number of shift stages at each time is output to the shift control unit 42 ( FIG. 15).

<Operation of vehicle control device>
Next, a vehicle control process according to the second embodiment will be described with reference to FIG. FIG. 22 is a flowchart showing a process flow of the vehicle control process program according to the present embodiment. In addition, about the process similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  First, in step S100, own vehicle information is collected. In the next step S102, traffic environment information, that is, the traffic signal information, surrounding vehicle information, traffic jam information, and map information described above is obtained.

  In the next step S204, based on the own vehicle information collected in step S100 and the traffic environment information collected in step S102, a plurality of constraint patterns suitable for the traffic environment information are calculated. Is calculated, and a required vehicle output pattern corresponding to the required vehicle speed pattern is calculated.

  In step S206, based on the traffic environment information collected in step S102, the probability that the restriction pattern will occur for each of the plurality of restriction patterns is set as the probability of the required vehicle speed pattern and the vehicle required output pattern corresponding to the restriction pattern. calculate.

  In the next step S208, for each of the required vehicle speed patterns for each of the plurality of constraint patterns, the vehicle required output pattern is set so as to minimize the energy consumption based on the vehicle required output pattern corresponding to the required vehicle speed pattern. The operating points of the engine 12 and the first motor generator 16 corresponding to each time and the time series data of the energy flow are determined.

  In step S210, based on the operating point at each time determined for each of the required vehicle speed patterns in step S208 and the time-series data of the energy flow, the required vehicle speed pattern is calculated from the required vehicle speed patterns for a plurality of constraint patterns. A required vehicle speed pattern that maximizes the sum of the expected total vehicle efficiency of the set is selected.

  In step S108, with respect to the requested vehicle speed pattern selected in step S210, the operating points of the engine 12 and the first motor generator 16 at each time determined in step S208, and information on the own vehicle collected in step S100. Are output to the engine control unit 36, the motor control unit 38, the clutch control unit 40, and the shift control unit 42.

  As described above, according to the vehicle control device according to the second embodiment, the required vehicle speed pattern to the arrival point and the vehicle for each of the plurality of constraint patterns according to the probabilistic traffic environment information, and the vehicle Calculate the required output pattern and determine the operating points of the engine and motor generator at each time corresponding to the vehicle required output pattern so as to minimize the energy consumption. By selecting a pattern, energy consumption can be reduced according to various traffic environments.

  Moreover, even when the traffic situation is indeterminate, appropriate decision making is possible, and optimum energy management becomes possible.

[Third Embodiment]
Next, a vehicle control device according to a third embodiment will be described. In addition, about the part which becomes the same structure as 1st Embodiment and 2nd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The third embodiment is mainly different from the second embodiment in that two motors are provided in addition to the engine.

  FIG. 23 is a block diagram of a vehicle 300 equipped with a vehicle control device 310 according to the third embodiment of the present invention. The vehicle 300 according to the present embodiment includes a vehicle control device 310, an engine 12, a clutch 14, a first motor generator 16, a second motor generator 316 that operates as a generator or an electric motor, inverters 18, 318, a secondary battery 20, And a differential unit 24.

  When the clutch 14 is in the engaged or half-clutch state, the total driving force of the vehicle 300 is determined as the sum of the driving force of the engine 12 and the driving force of the first motor generator 16 and the second motor generator 316 (parallel mode).

  When the clutch 14 is open, the first motor generator 16 generates electric power with the driving force of the engine 12, and the second motor generator 316 is driven with the generated electric power. However, the surplus of the generated power is stored in the secondary battery 20, and the shortage of power is discharged from the secondary battery 20 (series mode).

  As illustrated in FIG. 24, the vehicle control device 310 includes a receiving unit 30, a sensor 32, a control device 234, an engine control unit 36, a motor control unit 338, and a clutch control unit 40.

  The motor control unit 338 controls the first motor generator 16, the second motor generator 316, and the inverters 18, 318 based on a command from the control device 34, and controls each of the first motor generator 16 and the second motor generator 316. It controls to operate as an electric motor or a generator.

  The clutch control unit 40 controls the engagement state of the clutch 14 based on a command from the control device 34, and controls to switch between the parallel mode and the series mode.

  The energy management unit 56 of the control device 34 obtains each of the plurality of required vehicle speed patterns determined by the travel pattern determination unit 254 based on the vehicle request output pattern and the vehicle request output pattern. The engine 12 at each time corresponding to the vehicle required output pattern, the first motor generator 16, and the second motor generator 316 so as to minimize the energy consumption based on the time series data of the energy accumulated in the motor 20. And the time series data of the energy flow are determined.

  In the present embodiment, as operating points of the engine 12, the first motor generator 16, and the second motor generator 316, for example, engine torque, engine speed, engine power, motor torque, motor speed, and motor power are obtained. Further, time series data of engine power, time series data of motor power, and time series data of secondary battery power are obtained as time series data of energy flow.

  Below, the principle which determines the operating point of the engine 12 of each time corresponding to a vehicle request | requirement output pattern, the 1st motor generator 16, and the 2nd motor generator 316 is demonstrated.

  First, in the present embodiment, in the vehicle 300 having the engine 12 and the first motor generator 16, the second motor generator 316 and the secondary battery 20, it is calculated from the route from the departure point to the arrival point and the traffic environment information. Time series data of the operating points of the engine 12, the first motor generator 16, and the second motor generator 316 and the energy flow of the secondary battery 20 that maximize the overall efficiency of the entire vehicle is obtained in accordance with the vehicle required output pattern.

  In the present embodiment, since there are a series mode and a parallel mode as control modes, the series mode and the parallel mode are compared at each time without using the secondary battery 20, and the drive side at each time is compared. The operating point is determined so that the required vehicle output is realized in a mode in which the overall efficiency of the entire vehicle is greater.

  In the case of the series mode, the operating point is determined as follows.

  Electric power is generated by the first motor generator 16 directly connected to the engine 12, and the second motor generator 316 is driven only by the generated electric power. The operating point of the second motor generator 316 is uniquely determined by the vehicle speed and the required output (see FIG. 25C), but if the electric power generated by the engine 12 and the first motor generator 16 is the same, each operating point is determined. Since there is a degree of freedom to change, the operating point is optimized using this degree of freedom (see FIGS. 25A and 25B).

  In the parallel mode, since the engine 12 is driven only, the operating point is uniquely determined by the vehicle speed and the required output.

  Specifically, the operating points of the engine 12, the first motor generator 16, and the second motor generator 316 at each time are determined according to the following procedure.

  In STEP1, at each time, without using the secondary battery 20, the series mode and the parallel mode are compared, and the vehicle-side required output on the driving side at the time is realized in a mode in which the overall efficiency of the entire vehicle is larger. In this manner, the operating points of the engine 12, the first motor generator 16, and the second motor generator 316 at that time are determined (see FIG. 26).

  In STEP 2, the operating point of each time of the engine 12, the first motor generator 16, and the second motor generator 316 is determined in consideration of the overall efficiency of the vehicle so as to realize the vehicle required output (regeneration side). The total amount of energy stored in the secondary battery 20 is calculated. At this time, during regeneration, the operating point is determined so as to stop the engine 12 and the first motor generator 16 (see FIG. 26).

  In STEP 3, the secondary battery 20 calculated in STEP 2 is calculated in order from the lowest overall efficiency of the vehicle among the operating points that realize the vehicle required output (drive side) in the series mode or the parallel mode obtained in STEP 1. The operation point is determined so as to drive the second motor generator 316 (see FIG. 27).

  In STEP 4, it is determined whether power generation control or assist control is obtained in order from the lowest overall efficiency of the vehicle among the remaining operating points that realize the vehicle required output (drive side) in series mode or parallel mode. However, if it is determined that it is obtained, the operating point is changed to perform power generation control or assist control (see FIG. 28).

  The travel pattern selection unit 255 is operated by the travel pattern determination unit 254 based on the operating points of the engine 12, the first motor generator 16, and the second motor generator 316 at each time determined for each of the plurality of required vehicle speed patterns. Using the overall vehicle efficiency when traveling through the determined multiple required vehicle speed patterns and the probability of each required vehicle speed pattern, which required vehicle speed pattern is assumed to be used for driving control. select.

  The operation control unit 58 determines the operating point of the engine 12, the first motor generator 16, and the second motor generator 316 at each time determined by the energy management unit 56 for the required vehicle speed pattern selected by the travel pattern selection unit 255. Based on the host vehicle information acquired by the information acquisition unit 50, a command indicating the engine torque, engine speed, and engine power at each time is output to the engine control unit 36, and the first motor generator 16 at each time is output. Commands indicating the motor torque, motor rotation speed, and motor power of each second motor generator 316 are output to the motor control unit 38, and commands indicating the engagement state of the clutch 14 at each time are output to the clutch control unit 40. (See FIG. 29).

  In addition, about the other structure and effect | action of the vehicle control apparatus 310 which concern on 3rd Embodiment, since it is the same as that of 2nd Embodiment, description is abbreviate | omitted.

  As described above, according to the vehicle control device according to the third embodiment, the required vehicle speed pattern to the arrival point and the vehicle for each of the plurality of restriction patterns according to the probabilistic traffic environment information Calculate the required output pattern and determine the operating points of the engine and motor generator at each time corresponding to the vehicle required output pattern so as to minimize the energy consumption. By selecting a pattern, energy consumption can be reduced according to various traffic environments.

[Fourth Embodiment]
Next, a vehicle control device according to a fourth embodiment will be described. In addition, about the part which becomes the same structure as 1st Embodiment-3rd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The fourth embodiment is mainly different from the third embodiment in that a fuel cell is provided as an energy source that does not include an engine and does not cause a reverse reaction.

  FIG. 30 is a block diagram of a vehicle 400 equipped with a vehicle control device 410 according to the fourth embodiment of the present invention. The vehicle 400 according to the present embodiment includes a vehicle control device 410, a clutch 14, a first motor generator 16, a second motor generator 316, an inverter 18, 318, a secondary battery 20, and a fuel cell 420 that operate as a generator or an electric motor. , And a differential unit 24.

  The power generated by the fuel cell 420 can be stored in the secondary battery 20.

  When the clutch 14 is in the engaged or half-clutch state, the total driving force of the vehicle 400 is determined as the sum of the driving forces of the first motor generator 16 and the second motor generator 316 (two-motor mode).

  When clutch 14 is released, the driving force of second motor generator 316 is the total driving force of vehicle 400 (one motor mode).

  As shown in FIG. 31, the vehicle control device 410 includes a receiving unit 30, a sensor 32, a control device 234, a fuel cell control unit 436, a motor control unit 338, and a clutch control unit 40.

  The motor control unit 338 controls the first motor generator 16, the second motor generator 316, and the inverters 18, 318 based on a command from the control device 34, and controls each of the first motor generator 16 and the second motor generator 316. It controls to operate as an electric motor or a generator.

  The clutch control unit 40 controls the engagement state of the clutch 14 based on a command from the control device 34, and controls to switch between the 2-motor mode and the 1-motor mode.

  The fuel cell control unit 436 performs control so that the fuel cell 420 generates power based on a command from the control device 34.

  The energy management unit 56 of the control device 34 obtains each of the plurality of required vehicle speed patterns determined by the travel pattern determination unit 254 based on the vehicle request output pattern and the vehicle request output pattern. The operating points of the first motor generator 16 and the second motor generator 316 at each time corresponding to the vehicle required output pattern so as to minimize the energy consumption based on the time series data of energy accumulated in the And determining time-series data of energy flow.

  In the present embodiment, as operating points of the first motor generator 16 and the second motor generator 316, for example, the motor torque, the motor rotation speed, the motor power, and the gear position are obtained. Further, time series data of motor power, time series data of secondary battery power, and time series data of fuel cell power are obtained as time series data of energy flow.

  Below, the principle which determines the operating point of the 1st motor generator 16 and the 2nd motor generator 316 of each time corresponding to a vehicle request | requirement output pattern is demonstrated.

  First, in the present embodiment, the vehicle 400 having the first motor generator 16, the second motor generator 316, the secondary battery 20, and the fuel cell 420 is calculated from the route from the departure point to the arrival point and the traffic environment information. The time series data of the energy flow of the secondary battery 20 and the fuel cell 420 that maximizes the overall efficiency of the entire vehicle in accordance with the vehicle required output pattern, the operating points of the first motor generator 16 and the second motor generator 316 Ask for.

  In the present embodiment, the operating points of the two first motor generators 16 and the second motor generator 316 have a degree of freedom to change in the torque direction on the respective motor efficiency maps as shown in FIG. The optimal driving force distribution is performed by combining the efficiency. However, as a result of optimal allocation, only one of them should be used.

  Specifically, the operating points of the first motor generator 16 and the second motor generator 316 at each time are determined according to the following procedure.

  In STEP 1, the second battery 20 is not used at each time, and the first motor generator 16 and the second motor generator 316 are driven only by the electric power from the fuel cell 420 to realize the vehicle required output. The operating points at the respective times of the first motor generator 16 and the second motor generator 316 are determined (see FIG. 33).

  In STEP 2, the operating points at the respective times of the first motor generator 16 and the second motor generator 316 are determined in consideration of the overall efficiency of the entire vehicle so as to realize the vehicle required output (regeneration side), and the second order. The total amount of energy stored in the battery 20 is calculated. At this time, at the time of regeneration, the operating point is determined so that the first motor generator 16 and the second motor generator 316 generate electric power and the electric power is stored in the secondary battery 20 (see FIG. 33).

  In STEP 3, the energy stored in the secondary battery 20 calculated in STEP 2 is used in order from the lowest overall efficiency of the vehicle among the operating points that do not use the secondary battery 20 determined in STEP 1 above. The operating point is determined so as to drive the first motor generator 16 and the second motor generator 316 (see FIG. 34).

  In STEP4, the overall efficiency of the entire vehicle is low among the operating points in which the first motor generator 16 and the second motor generator 316 achieve the required vehicle output (drive side) without using the remaining secondary battery 20. In order, the power generation control or the assist control is determined. If it is determined that the power generation control or the assist control is obtained, the operating point is changed to perform the power generation control or the assist control (see FIG. 35). In the present embodiment, in the power generation control, the secondary battery 20 may be directly charged from the fuel cell 420 without changing the motor operating point.

  The travel pattern selection unit 255 is determined by the travel pattern determination unit 254 based on the operating points of the first motor generator 16 and the second motor generator 316 at each time determined for each of the plurality of required vehicle speed patterns. Based on the overall vehicle efficiency when traveling in a plurality of required vehicle speed patterns and the probability of each required vehicle speed pattern, it is selected which of the required vehicle speed patterns is assumed to be used for driving control.

  The driving control unit 58 obtains information on the operating points of the first motor generator 16 and the second motor generator 316 at each time determined by the energy management unit 56 for the required vehicle speed pattern selected by the travel pattern selection unit 255. Based on the host vehicle information acquired by the unit 50, a command indicating the power generated by the fuel cell 420 at each time is output to the fuel cell control unit 436, and the first motor generator 16 and the second motor generator at each time are output. Commands indicating the motor torque, motor rotation speed, and motor power of 316 are output to the motor control unit 38, and commands indicating the engagement state of the clutch 14 at each time are output to the clutch control unit 40 (FIG. 36). reference).

  In addition, about the other structure and effect | action of the vehicle control apparatus 410 which concern on 4th Embodiment, since it is the same as that of 3rd Embodiment, description is abbreviate | omitted.

  As described above, according to the vehicle control apparatus according to the fourth embodiment, the required vehicle speed pattern to the arrival point and the vehicle for each of the plurality of restriction patterns corresponding to the probabilistic traffic environment information Calculate the required output pattern and determine the operating points of the two motor generators at each time corresponding to the required vehicle output pattern so as to minimize the energy consumption, and consider the overall efficiency of the entire vehicle. By selecting a pattern, energy consumption can be reduced according to various traffic environments.

[Fifth Embodiment]
Next, a vehicle control device according to a fifth embodiment will be described. In addition, about the part which becomes the structure similar to 1st Embodiment-4th Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The fifth embodiment is mainly different from the second embodiment in that an accelerator operation and a brake operation are performed instead of automatic driving.

  In the present embodiment, even when the accelerator operation and the brake operation are performed (in the case of a non-automated driving vehicle), the traffic from the departure point to the arrival point in consideration of traffic environment information and energy consumption as in the second embodiment. To find the optimal vehicle speed pattern and the optimum energy management method. However, since the accelerator operation amount and the brake operation amount depend on the driver, it is necessary to change the vehicle speed pattern and the optimum energy management method according to each driver.

  Therefore, in the present embodiment, the travel pattern determination unit 54 determines that the constraints on acceleration / deceleration are matched to the driver in STEP 1 when calculating the vehicle speed pattern and the vehicle required output pattern. For example, the acceleration / deceleration constraint in a certain travel scene is changed based on the difference between the vehicle speed pattern generated with the actual accelerator operation amount and brake operation amount and the assumed vehicle speed pattern. For example, if there is a difference between vehicle speed patterns of a certain number of times or more in a start scene, the average of the actual vehicle speed patterns in the start scene is set as a new acceleration constraint. The magnitude of the difference may be evaluated as in the above equation (1).

  In addition, since the data of the actual vehicle speed pattern in a certain driving scene (associated with the actual accelerator operation amount and the brake operation amount) is accumulated, the probability distribution of the vehicle speed pattern in the certain driving scene is obtained. Using this information, energy management is performed assuming vehicle speed patterns corresponding to a plurality of constraint patterns with different assumed acceleration / decelerations. Since the actual vehicle speed pattern is determined, an assumed vehicle speed pattern is selected each time.

At this time, in addition to the traffic environment information, the accelerator operation amount and the brake operation amount may be handled as probabilistic information. If the probability distribution of the uncertain time Δt _ab depending on the accelerator operation and the brake operation is derived as shown in FIG. 37, the probability that the traffic light can pass through the green signal as described in the second embodiment is t _i + Δt. It is replaced with a probability satisfying _n + Δt _j + Δt _ab <t _s .

  In the present embodiment, an automatic transmission (AT) is assumed as the transmission 22, but a manual transmission (MT) may be assumed. A manual transmission is a transmission that switches a gear ratio by a driver operating a clutch pedal (not shown) and a shift lever (not shown) at his / her own discretion.

  In addition, about the other structure and effect | action of the vehicle control apparatus which concern on 5th Embodiment, since it is the same as that of 2nd Embodiment, description is abbreviate | omitted.

  Thus, even when the accelerator operation and the brake operation are performed, energy consumption can be reduced according to various traffic environments.

  Note that the present invention is not limited to the above-described embodiment, and various modifications and applications are possible without departing from the gist of the present invention.

  For example, in the above embodiment, the case where a secondary battery is used as the energy storage device has been described as an example. However, the present invention is not limited to this. As the energy storage device, a capacitor, an accumulator, a flywheel, or the like may be used.

  Moreover, in the said 4th Embodiment, you may make it comprise as an electric vehicle, without providing a fuel cell.

10, 310, 410 Vehicle control device 12 Engine 14 Clutch 16, 316 Motor generator 18 Inverter 20 Secondary battery 22 Transmission 32 Sensor 34, 234 Control device 36 Engine control unit 38, 338 Motor control unit 40 Clutch control unit 42 Shift control Unit 50 information acquisition unit 52 environment information acquisition unit 54, 254 travel pattern determination unit 56 energy management unit 58 operation control unit 66 traffic signal information 64 surrounding vehicle information 68 traffic jam information 70 map information 100, 300, 400 vehicle 255 travel pattern selection unit 420 Fuel cell 436 Fuel cell control unit

Claims (9)

An energy storage device, and a vehicle control device for controlling a vehicle including a plurality of prime movers including a prime mover that is driven by energy accumulated in the energy storage device,
An acquisition means for acquiring the departure and arrival points of the host vehicle and traffic environment information including at least one of traffic jam information, map information, surrounding vehicle information, and traffic signal information;
Based on the restriction according to the traffic environment information acquired by the acquisition means, a vehicle speed pattern representing the vehicle speed at each time from the departure point to the arrival point is calculated, and the vehicle request output at each time according to the vehicle speed pattern is represented. Traveling time series data calculating means for calculating a vehicle request output pattern;
Energy consumption based on the vehicle required output pattern calculated by the travel time series data calculating means and time series data of energy stored in the energy storage device calculated based on the vehicle required output pattern Operating point determining means for determining operating points of the plurality of prime movers at each time corresponding to the vehicle request output pattern,
Drive control means for controlling to drive the plurality of prime movers based on the operation points of the plurality of prime movers at each time determined by the operation point determination means;
A vehicle control apparatus. Further comprising a selection means,
The acquisition means acquires probabilistic traffic environment information as the traffic environment information,
The travel time series data calculation means obtains a plurality of restriction patterns according to the probabilistic traffic environment information acquired by the acquisition means, and the respective probabilities of the plurality of restriction patterns, and each of the plurality of restriction patterns On the other hand, based on the constraint pattern, the vehicle speed pattern and the vehicle required output pattern are calculated, and the probability of the constraint pattern is the probability of the vehicle speed pattern and the vehicle required output pattern,
The operating point determination means calculates the energy stored in the energy storage device, which is obtained based on the vehicle required output pattern for each of the vehicle required output patterns calculated for each of the plurality of constraint patterns. Based on the time series data, to determine the operating points of the plurality of prime movers at each time corresponding to the vehicle request output pattern so as to minimize energy consumption,
The selection means includes, from the vehicle speed pattern and the vehicle request output pattern calculated for each of the plurality of constraint patterns, the probability of the vehicle speed pattern and the vehicle request output pattern, and the determined vehicle request. Based on the overall vehicle efficiency obtained from the operating points of the plurality of prime movers at each time corresponding to the output pattern, the vehicle speed pattern and the vehicle required output pattern are selected,
The drive control means controls the plurality of prime movers to be driven based on operating points of the plurality of prime movers at each time corresponding to the vehicle request output pattern selected by the selection means. Vehicle control device.   The selection means includes, from the vehicle speed pattern and the vehicle request output pattern calculated for each of the plurality of constraint patterns, the probability of the vehicle speed pattern and the vehicle request output pattern, and the determined vehicle request. The vehicle speed pattern and the vehicle required output pattern that maximize the expected value of the total vehicle efficiency are selected based on the total vehicle efficiency obtained from the operating points of the plurality of prime movers at each time corresponding to the output pattern. 3. The vehicle control device according to 2.   The selection means defines a set of vehicle speed patterns similar to the vehicle speed pattern for each of the vehicle speed patterns calculated for each of the plurality of constraint patterns, and the vehicle speed included in the set of vehicle speed patterns. The vehicle speed pattern and the vehicle request are calculated by calculating a sum of expected values of the vehicle overall efficiency of the pattern and selecting the vehicle speed pattern for the set of vehicle speed patterns that maximizes the sum of the expected values of the vehicle overall efficiency. 4. The vehicle control device according to claim 3, wherein an output pattern is selected.   In the case where there are a plurality of sets of vehicle speed patterns in which the sum of expected values of the overall vehicle efficiency is maximized, the selection means has a plurality of vehicle speed patterns in which the sum of expected values of the overall vehicle efficiency is maximized. 5. The vehicle control device according to claim 4, wherein the vehicle speed pattern and the vehicle required output pattern are selected by selecting a vehicle speed pattern that maximizes the expected value of the overall vehicle efficiency from among the vehicle speed patterns for the set of vehicles.   The selecting means selects a vehicle speed pattern that maximizes the expected value of the vehicle overall efficiency from among vehicle speed patterns for a set of the plurality of vehicle speed patterns that maximizes the sum of the expected values of the overall vehicle efficiency. The vehicle control device according to claim 5, wherein, when there are a plurality of vehicle speed patterns in which the expected value of the overall vehicle efficiency is maximized, a probability of the vehicle speed pattern or a vehicle speed pattern that maximizes the overall vehicle efficiency is selected. . The plurality of prime movers include a prime mover that is driven by an irreversible energy source, and a prime mover that is driven by energy stored in the energy storage device,
The operating point determination means minimizes the energy consumption based on the overall vehicle efficiency obtained from the vehicle required output pattern of the vehicle speed pattern and the time series data of energy stored in the energy storage device. The vehicle control device according to any one of claims 1 to 6, wherein a timing at which a prime mover that uses the irreversible energy source as a driving force is not used is determined.   The operating point determination means minimizes the energy consumption based on the overall vehicle efficiency obtained from the vehicle required output pattern of the vehicle speed pattern and the time series data of energy stored in the energy storage device. Power generation control that increases the load of a prime mover that uses the irreversible energy source as a driving force, and stores the energy obtained by the power generation by another prime mover in the energy storage device, or the energy stored in the energy storage device as a driving force The vehicle control device according to claim 7, wherein the timing of performing assist control using another electric motor is determined by lowering a load of the prime mover. A program for controlling a vehicle including a plurality of prime movers including an energy storage device, and a prime mover that uses the energy stored in the energy storage device as a driving force,
Computer
Acquisition means for acquiring the departure and arrival points of the own vehicle and traffic environment information including at least one of traffic jam information, map information, surrounding vehicle information, and traffic signal information;
Based on the restriction according to the traffic environment information acquired by the acquisition means, a vehicle speed pattern representing the vehicle speed at each time from the departure point to the arrival point is calculated, and the vehicle request output at each time according to the vehicle speed pattern is represented. Travel time series data calculating means for calculating a vehicle request output pattern;
Energy consumption based on the vehicle required output pattern calculated by the travel time series data calculating means and time series data of energy stored in the energy storage device calculated based on the vehicle required output pattern Operating point determining means for determining operating points of the plurality of prime movers at each time corresponding to the vehicle required output pattern, and the plurality of prime movers at each time determined by the operating point determining means A program for functioning as drive control means for controlling the plurality of prime movers to drive based on the operating points.

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