JP2018090052A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce an event of missing a tunnel immediately after establishing a travel-planned route in an electric vehicle that determines presence of a pre-SOC control-target inclination section, considering a tunnel section.SOLUTION: Until a given period elapses from a system initiation or establishing a travel-planned route by re-routing, an HV-ECU identifies a tunnel section by using, in addition to a tunnel flag FT indicating whether there is a tunnel or not at a first determination position, a short-distance tunnel flag FTS indicating whether there is a tunnel or not at a second determination position closer to a present position than the first determination position. Here, in a case where the short-distance tunnel flag FTS is in an On state (the state of a tunnel existing at the second determination position), the HV-ECU estimates that a zone from the present position to the second determination position is also a tunnel and identifies, as a tunnel section, not only a zone ahead of the second determination position but also a zone from the present position to the second determination position (i.e., a zone closer than the second determination position).SELECTED DRAWING: Figure 14

Description

  The present disclosure relates to an electric vehicle including a rotating electric machine for traveling.

  Conventionally, various controls have been developed to support energy-saving operation of an electric vehicle by a user. One of them is “pre-SOC control” (pre-read SOC control) described below. Pre-SOC control refers to whether or not there is a target slope section that satisfies a predetermined condition in the planned travel route of the vehicle in an electric vehicle including a travel motor driven by the power of the power storage device, and the map information of the navigation device. In this case, when there is a target slope section, the state of charge (SOC) of the power storage device is changed in advance according to the target slope section before entering the target slope section.

  The pre-SOC control includes “downlink SOC control” and “uplink SOC control”. The downlink SOC control is a control in which the target slope section is set as a target downlink section that satisfies the downlink extraction condition, and the SOC is reduced in advance before entering the target downlink section in preparation for recovery of regenerative power in the target downlink section. The uplink SOC control is a control in which the target slope section is set as a target uplink section that satisfies the uplink extraction condition, and the SOC is increased in advance before entering the target uplink section in preparation for power consumption in the target uplink section.

  For example, Japanese Patent Laying-Open No. 2005-160269 (Patent Document 1) discloses an electric vehicle configured to be able to execute the above-described downward SOC control. In this electric vehicle, it is determined whether or not there is a descending section having an altitude difference equal to or greater than a predetermined height on the planned travel route of the vehicle using the gradient information of the map information of the navigation device, and the altitude difference equal to or greater than the predetermined height. The section having is the target downlink section.

JP 2005-160269 A

  Usually, the map information stored in the navigation device is divided into mesh-like sections at predetermined intervals (for example, at intervals of 10 m). And the gradient information of each section is created based on the elevation difference of the terrain (the ground surface) of each section. Therefore, in the case of a road in a tunnel, the actual elevation of the road is lower than the elevation of the map information (the elevation of the terrain, that is, the elevation of the mountain surface above the tunnel). As a result, in the tunnel section, the actual altitude of the road does not match the altitude information of the map information, and the gradient accuracy is lowered.

  Therefore, when the planned travel route includes a tunnel section, if the presence / absence of the target slope section (target down section, target up section) is determined using the gradient information of the map information, the target slope section is not correctly determined and There is a possibility that the SOC control is not properly executed. For example, even in a place where a flat road actually continues, there is a concern that it may be erroneously determined as a target downlink section, and the downlink SOC control will be performed unnecessarily.

  As a countermeasure, it is conceivable to determine the presence or absence of a target slope section for pre-SOC control in consideration of the tunnel section. Specifically, when a tunnel section is included in the planned travel route, the magnitude of the gradient information of the tunnel section is set to a value (for example, 0) smaller than the magnitude of the gradient information acquired from the map information. It may be possible to determine the presence or absence of the target slope section. This makes it difficult for the tunnel section to be erroneously determined as the target slope section, so that the determination accuracy of the target slope section is improved, and the pre-SOC control can be appropriately executed.

  However, when a “tunnel flag” indicating only whether or not there is a tunnel at a predetermined distance (for example, 5 km) from the current position is used as a parameter for determining the presence or absence of a tunnel section, the planned travel route There is a concern that a nearby tunnel may be overlooked for some time after planning. Specifically, for example, when the vehicle system is started (started up) or when the planned travel route is changed, the planned travel route is newly planned, so the history of the tunnel flag so far is discarded, and the vehicle system The presence or absence of a tunnel section is newly determined using the newly received tunnel flag after activation or after a change in the planned travel route. Therefore, immediately after the start of the vehicle system or immediately after the planned travel route is changed, it is possible to specify that there is a tunnel at the determination position, but it is not possible to determine whether there is a tunnel nearer than the determination position. .

  The present disclosure has been made in order to solve the above-described problem, and an object of the present disclosure is to plan a planned travel route in an electric vehicle that determines the presence or absence of a target SOC section for pre-SOC control in consideration of a tunnel section. It is to reduce the oversight of the tunnel immediately after.

  An electric vehicle according to the present disclosure includes a traveling rotary electric machine connected to drive wheels, a power storage device electrically connected to the rotary electric machine, and a database in which map information including gradient information created from terrain data is stored And using a map information to determine whether there is a target slope section that satisfies a predetermined condition in the planned travel route of the electric vehicle, and when there is a target slope section, it stores electricity before entering the target slope section. A control device including a control device that executes pre-SOC control that changes the state of charge of the device in advance determines whether or not there is a target slope section on the planned travel route, and a determination position that is a predetermined distance from the current position. The tunnel information indicating whether there is a tunnel in the tunnel section is identified, and the gradient information size of the identified tunnel section is obtained from the map information. Remote to a small value. When the tunnel information indicates that there is a tunnel at the determination position until the predetermined period elapses after the planned travel route is planned, the control device sets the range before the determination position and the range before the determination position. Identify the tunnel section.

  If the tunnel information indicates that there is a tunnel at the determination position immediately after planning the planned travel route, it can be determined that there is a tunnel at the determination position, but it is determined whether there is a tunnel nearer than the determination position. Can not do it. Therefore, when the tunnel information indicates that there is a tunnel at the determination position until the predetermined period elapses after the planned travel route is planned, the control device having the above configuration also has a tunnel in the range before the determination position. Assuming that there is a tunnel section, not only the range before the determination position but also the range before the determination position is specified as the tunnel section. Thereby, compared with the case where only the range before the determination position is specified as the tunnel section, it is possible to reduce the oversight of the tunnel in the range before the determination position. As a result, in the electric vehicle that determines the presence or absence of the target SOC section for pre-SOC control in consideration of the tunnel section, it is possible to reduce the oversight of the tunnel immediately after the planned travel route is planned.

1 is an overall configuration diagram of a vehicle. It is a block diagram which shows the detailed structure of HV-ECU, various sensors, and a navigation apparatus. It is a flowchart which shows an example of the process sequence of traveling control. It is the figure which showed an example of the calculation method of charging / discharging request | requirement power Pb. It is a figure for demonstrating downlink SOC control. It is a flowchart which shows an example of the process sequence of downlink SOC control. It is a flowchart which shows an example of the procedure of the search process of a target downlink area. It is a figure for demonstrating the content of the search process of a target downlink area. It is a figure which shows typically an example of the state determined with the tunnel flag FT having a tunnel. It is a figure which shows typically an example of the state determined with a tunnel using the tunnel flag FT and the short distance tunnel flag FTS. It is a flowchart which shows an example of the procedure of the setting process of gradient Gi. It is a flowchart which shows an example of the procedure of a 1st tunnel extraction process. It is a flowchart which shows an example of the procedure of a 2nd tunnel extraction process. It is a figure which shows the correspondence of the state of the tunnel flag FT and the short distance tunnel flag FTS, and the setting content of start distance Dsta, end distance Dend, and a tunnel extraction state.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated.

  FIG. 1 is an overall configuration diagram of a vehicle 1 according to the present embodiment. The vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as “first MG”) 20, a second motor generator (hereinafter referred to as “second MG”) 30, a power split device 40, and a PCU ( Power Control Unit) 50, power storage device 60, and drive wheel 80.

  The vehicle 1 is a hybrid vehicle that travels by at least one of the power of the engine 10 and the power of the second MG 30. Note that, in the present disclosure, the case where the vehicle 1 is a hybrid vehicle will be representatively described. However, a vehicle to which the present disclosure can be applied may be an electric vehicle including a motor generator for traveling. It is not limited.

  The engine 10 is an internal combustion engine that outputs power by converting combustion energy generated when an air-fuel mixture is burned into kinetic energy of a moving element such as a piston or a rotor. Power split device 40 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 40 splits the power output from engine 10 into power for driving first MG 20 and power for driving drive wheels 80.

  First MG 20 and second MG 30 are AC rotating electric machines, for example, three-phase AC synchronous motors in which a permanent magnet is embedded in a rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power split device 40. The electric power generated by first MG 20 is supplied to second MG 30 or power storage device 60 via PCU 50.

  Second MG 30 mainly operates as an electric motor and drives drive wheels 80. Second MG 30 is driven by receiving at least one of the electric power from power storage device 60 and the generated electric power of first MG 20, and the driving force of second MG 30 is transmitted to driving wheels 80. On the other hand, the second MG 30 operates as a generator to perform regenerative power generation when braking the vehicle 1 or reducing acceleration on a downhill. The electric power generated by second MG 30 is collected by power storage device 60 via PCU 50.

  PCU 50 converts the DC power received from power storage device 60 into AC power for driving first MG 20 and second MG 30. PCU 50 converts AC power generated by first MG 20 and second MG 30 into DC power for charging power storage device 60. PCU 50 includes, for example, two inverters provided corresponding to first MG 20 and second MG 30, and a converter that boosts a DC voltage supplied to each inverter to a voltage higher than that of power storage device 60.

  Power storage device 60 is a rechargeable DC power source, and includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. Power storage device 60 is charged by receiving power generated by at least one of first MG 20 and second MG 30. Then, power storage device 60 supplies the stored power to PCU 50. An electric double layer capacitor or the like can also be used as the power storage device 60.

  The power storage device 60 is provided with a voltage sensor, a current sensor, and a temperature sensor (all not shown) that detect the voltage, input / output current, and temperature of the power storage device 60, respectively. Each sensor outputs a detection value to the BAT-ECU 110.

  The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, and an HMI (Human Machine Interface) device 140.

  A control system (hereinafter also simply referred to as “vehicle system”) of the vehicle 1 including the HV-ECU 100, the BAT-ECU 110, the navigation device 130, the HMI device 140, and the like is activated by a user operating a system switch (not shown). Or stopped. Note that “starting” of the vehicle system means that the vehicle system is switched from a stopped state (off state) to an operating state (on state).

  FIG. 2 is a block diagram showing a detailed configuration of HV-ECU 100, various sensors 120, and navigation device 130 shown in FIG. The HV-ECU 100, the BAT-ECU 110, the navigation device 130, and the HMI device 140 are configured to be able to communicate with each other through a CAN (Controller Area Network) 150.

  The various sensors 120 include, for example, an accelerator pedal sensor 122, a vehicle speed sensor 124, and a brake pedal sensor 126. The accelerator pedal sensor 122 detects an accelerator pedal operation amount (hereinafter also referred to as “accelerator opening”) ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects a brake pedal operation amount BP by the user. Each of these sensors outputs a detection result to HV-ECU 100.

  The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and an input / output port for inputting and outputting various signals. (Not shown). The HV-ECU 100 executes predetermined arithmetic processing based on information stored in the memory (ROM and RAM), information from the various sensors 120, and information from the BAT-ECU 110. And HV-ECU100 controls each apparatus, such as the engine 10, PCU50, and HMI apparatus 140, based on the result of a calculation process.

  The BAT-ECU 110 also includes a CPU, a ROM, a RAM, an input / output port, and the like (all not shown), and calculates the SOC of the power storage device 60 based on the input / output current and / or voltage detection value of the power storage device 60. . The SOC is expressed, for example, as a percentage of the current storage amount with respect to the full charge capacity of the storage device 60. Then, BAT-ECU 110 outputs the calculated SOC to HV-ECU 100. Note that the HV-ECU 100 may calculate the SOC.

  The navigation device 130 includes a navigation ECU 132, a map information database (DB) 134, a GPS (Global Positioning System) receiving unit 136, and a traffic information receiving unit 138.

  The map information DB 134 is configured by a hard disk drive (HDD) or the like, and stores map information. The map information includes data on “nodes” such as intersections and dead ends, “links” connecting the nodes, and “facility” (buildings, parking lots, etc.) along the links. Each node is accompanied by node position information, and each link is accompanied by distance information and gradient information (such as average gradient values and elevations at both ends of the link) of the road section corresponding to the link. ing.

  The GPS receiving unit 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown), and outputs a signal indicating the current position of the vehicle 1 to the navigation ECU 132.

  The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic jam information, and may also include other road regulation information and parking lot information. This road traffic information is updated every 5 minutes, for example.

  The navigation ECU 132 includes a CPU, a ROM, a RAM, an input / output port (not shown), and the like. Based on various information and signals received from the map information DB 134, the GPS receiving unit 136, and the traffic information receiving unit 138, the navigation ECU 132 The position, surrounding map information, traffic jam information, and the like are output to the HMI device 140 and the HV-ECU 100.

  In addition, when the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 searches for a route (scheduled travel route) from the current position of the vehicle 1 to the destination based on the map information DB 134. This scheduled travel route is configured by a set of nodes and links from the current position of the vehicle 1 to the destination. Then, navigation ECU 132 outputs a search result (a set of nodes and links) from the current position of vehicle 1 to the destination to HMI device 140 and HV-ECU 100.

  In addition, when the vehicle 1 leaves the planned travel route, the navigation ECU 132 performs a reroute process for re-searching the route from the current position to the destination and changing the planned travel route to the route after the re-search. Then, the navigation ECU 132 outputs the result of the reroute process (changed travel planned route) to the HMI device 140 and the HV-ECU 100.

  Further, the navigation ECU 132 outputs “prefetch section information” to the HV-ECU 100 in response to a request from the HV-ECU 100. The prefetch section information includes a section (hereinafter also referred to as “prefetch section”) from the current position on the planned travel route to a position ahead by a predetermined distance D0 (for example, about 10 km), and distance information and gradient of each link included in the prefetch section. Information including information. The prefetch section information is used for “pre-SOC control” in the HV-ECU 100 (described later).

  Further, navigation ECU 132 outputs “tunnel flag FT” to HV-ECU 100 in response to a request from HV-ECU 100. The tunnel flag FT only indicates whether or not there is a tunnel at a determination position (hereinafter also referred to as “first determination position”) that is a predetermined distance D1 (D1 <D0, for example, about D1 = 5 km) from the current position on the planned travel route. It is information which shows. Therefore, the tunnel flag FT is information that is not associated with each section (link) included in the above-described prefetch section information. In the following, when the tunnel flag FT is “ON”, it indicates that there is a tunnel at the first determination position, and when the tunnel flag FT is “OFF”, it indicates that there is no tunnel at the first determination position. Shall. The tunnel flag FT is also used for “pre-SOC control” in the HV-ECU 100, as in the prefetch section information (described later).

  The HMI device 140 is a device that provides a user with information for supporting driving of the vehicle 1. The HMI device 140 is typically a display (visual information display device) provided in the vehicle 1 and includes a speaker (auditory information output device) and the like. The HMI device 140 provides various information to the user by outputting visual information (graphic information, character information), auditory information (voice information, sound information), and the like.

  The HMI device 140 functions as a display for the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1 and its surrounding map information and traffic jam information from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and traffic jam information of the surrounding area. .

  The HMI device 140 also operates as a touch panel that can be operated by the user. The user touches the touch panel to change the scale of the displayed map or input the destination of the vehicle 1, for example. can do. When the destination is input in the HMI device 140, information on the destination is transmitted to the navigation device 130 through the CAN 150.

  As described above, the navigation ECU 132 outputs the prefetch section information and the tunnel flag FT to the HV-ECU 100 in response to the request from the HV-ECU 100.

  The HV-ECU 100 executes “pre-SOC control” (pre-read SOC control) as control for supporting energy saving operation of the vehicle 1 using the pre-read section information and the tunnel flag FT received from the navigation ECU 132.

  Pre-SOC control is the pre-read section using the above-described pre-read section information received from the navigation device 130, the tunnel flag FT, etc., and whether there is a slope section (hereinafter also referred to as “target slope section”) that is subject to pre-SOC control. If there is a target slope section, the SOC of the power storage device 60 is changed in advance according to the target slope section before entering the target slope section. Details of the pre-SOC control will be described in detail later.

<Running control>
Prior to detailed description of the pre-SOC control, first, the traveling control of the vehicle 1 executed by the HV-ECU 100 will be described.

  FIG. 3 is a flowchart illustrating an example of a processing procedure of travel control executed by the HV-ECU 100. A series of processes shown in this flowchart is repeatedly executed at predetermined time intervals during operation of the vehicle system, for example.

  The HV-ECU 100 acquires the detected values of the accelerator opening degree ACC and the vehicle speed VS from the accelerator pedal sensor 122 and the vehicle speed sensor 124, respectively, and acquires the SOC of the power storage device 60 from the BAT-ECU 110 (step S10).

  Next, the HV-ECU 100 calculates a required torque Tr for the vehicle 1 based on the acquired detected values of the accelerator opening ACC and the vehicle speed VS (step S15). For example, a map indicating the relationship between the accelerator opening ACC, the vehicle speed VS, and the required torque Tr is prepared in advance and stored as a map in the ROM of the HV-ECU 100, and the accelerator opening ACC is used using the map. The required torque Tr can be calculated based on the detected value of the vehicle speed VS. Then, the HV-ECU 100 calculates the traveling power Pd (required value) for the vehicle 1 by multiplying the calculated required torque Tr by the vehicle speed VS (step S20).

  Subsequently, HV-ECU 100 calculates charge / discharge required power Pb for power storage device 60 (step S25). This charge / discharge required power Pb is calculated based on the difference ΔSOC between the SOC (actual value) of power storage device 60 and its target. When charge / discharge required power Pb is a positive value, It indicates that charging is required, and when the charge / discharge required power Pb is a negative value, it indicates that the power storage device 60 is required to be discharged.

  FIG. 4 is a diagram showing an example of a method for calculating charge / discharge required power Pb for power storage device 60. When the difference ΔSOC between the SOC (actual value) of power storage device 60 and the target SOC indicating the SOC control target is a positive value (SOC> target SOC), charge / discharge request power Pb becomes a negative value (discharge request). ), The larger the absolute value of ΔSOC, the larger the absolute value of the charge / discharge required power Pb. On the other hand, when ΔSOC is a negative value (SOC <target SOC), charge / discharge required power Pb becomes a positive value (charge request), and the absolute value of charge / discharge required power Pb increases as the absolute value of ΔSOC increases. . In this example, when the absolute value of ΔSOC is small, a dead zone in which the charge / discharge required power Pb is 0 is provided.

  Returning to FIG. 3, the HV-ECU 100, as shown in the following equation (1), the traveling power Pd calculated in step S 20, the charge / discharge required power Pb calculated in step S 25, and the system loss Ploss, Is calculated from the required engine power Pe required for the engine 10 (step S30).

Pe = Pd + Pb + Ploss (1)
Next, the HV-ECU 100 determines whether or not the calculated engine required power Pe is larger than a predetermined engine start threshold value Peth (step S35). The threshold value Peth is set to a value at which the engine 10 can be operated with an operation efficiency higher than a predetermined operation efficiency.

  If it is determined in step S35 that engine required power Pe is greater than threshold value Peth (YES in step S35), HV-ECU 100 controls engine 10 to start engine 10 (step S40). If the engine 10 is already in operation, this step is skipped. Then, HV-ECU 100 controls engine 10 and PCU 50 so that vehicle 1 travels using outputs from both engine 10 and second MG 30. That is, vehicle 1 performs hybrid travel (HV travel) using the outputs of engine 10 and second MG 30 (step S45).

  On the other hand, when it is determined in step S35 that engine required power Pe is equal to or less than threshold value Peth (NO in step S35), HV-ECU 100 controls engine 10 to stop engine 10 (step S50). . If the engine 10 is already stopped, this step is skipped. Then, HV-ECU 100 controls PCU 50 so that vehicle 1 travels using only the output of second MG 30. That is, vehicle 1 performs electric motor travel (EV travel) using only the output of second MG 30 (step S55).

  In the above, when the actual SOC is higher than the target SOC (ΔSOC> 0), the charge / discharge required power Pb becomes a negative value, so that the engine is compared with the case where the SOC is controlled to the target SOC. It will be understood that the engine 10 becomes difficult to start when the required power Pe decreases. As a result, the discharge of power storage device 60 is promoted, and the SOC tends to decrease.

  On the other hand, when the actual SOC is lower than the target SOC (ΔSOC <0), the charge / discharge required power Pb is a positive value, so that the engine required power Pe is compared to when the SOC is controlled to the target SOC. It will be understood that the engine 10 is likely to be started by increasing. As a result, charging of the power storage device 60 is promoted, and the SOC tends to increase.

<Details of pre-SOC control>
Next, details of the pre-SOC control executed by the HV-ECU 100 will be described. The pre-SOC control includes “downlink SOC control” and “uplink SOC control”.

  The downlink SOC control is to determine whether or not there is a target downlink section that satisfies the downlink extraction condition in the prefetch section using the prefetch section information received from the navigation device 130, the tunnel flag FT, and the like. Is control for reducing the SOC of the power storage device 60 in advance before entering the target downward section.

  When the vehicle 1 travels in the target downward section, the SOC of the power storage device 60 increases due to the increase in the regenerative power of the second MG 30. However, since the SOC is lowered in advance before entering the target down section by the down SOC control, the SOC reaches the upper limit value SU (see FIG. 5) during traveling in the target down section (SOC overflow) is suppressed. Is done. Therefore, the regenerative electric power of the second MG 30 can be appropriately recovered in the power storage device 60 without wasting it.

  The uplink SOC control determines whether or not there is a target uplink section that satisfies the uplink extraction condition in the prefetch section using the prefetch section information acquired from the navigation device 130, the tunnel flag FT, and the like. Is control for increasing the SOC of the power storage device in advance before entering the target ascending section.

  When the vehicle 1 travels in the target ascending section, the SOC of the power storage device 60 decreases due to the increase in power consumption of the second MG 30. However, since the SOC is increased in advance before entering the target upstream section by the upstream pre-discharge control, the SOC decreases to the lower limit value SL (see FIG. 5) during traveling in the target upstream section (SOC underflow). ) Is suppressed, and forced charging of power storage device 60 in a state where the operating efficiency of engine 10 is low is suppressed. Note that the forced charging means that the engine 10 is forcibly started and the power storage device 60 is charged by the first MG 20 even if the engine 10 cannot be operated at the optimum operating point when the SOC decreases to the lower limit value SL. It is control which performs.

  The downward SOC control and the upward SOC control are different in the road gradient (whether it is a downward gradient or an upward gradient) and the SOC change direction (increase direction or decrease direction) in the target slope section. There are many similarities in the contents of. Therefore, hereinafter, the downlink SOC control will be mainly described in detail.

<Downstream SOC control>
FIG. 5 is a diagram for explaining the downlink SOC control. In FIG. 5, the horizontal axis indicates each point on the planned travel route of the vehicle 1. In the example shown in FIG. 5, sections 1 to 8 are shown as the prefetched sections in the planned travel route. The vertical axis indicates the altitude of the road on the planned travel route of the vehicle 1 and the SOC of the power storage device 60. In the figure, line L21 indicates the target SOC of power storage device 60. A line L22 indicates the transition of the SOC when the downward SOC control is executed, and the dotted line L23 indicates a transition of the SOC when the downward SOC control is not executed as a comparative example.

  The HV-ECU 100 acquires the current position of the vehicle 1, map information and traffic jam information around the current position, pre-read section information, tunnel flag FT, and the like from the navigation device 130, and reads the pre-read section (predetermined distance from the current position) on the planned travel route. A “control target search process” is performed to determine whether or not there is a target downlink section (hereinafter, also simply referred to as “target downlink section B”) that satisfies the downlink extraction condition in a section up to a position ahead by D0.

  In the present embodiment, the downward extraction condition is a section from a start point of a downhill with a large downward slope to a point immediately before the next flatness of a certain distance or more, and an altitude difference and distance of a certain value or more. It is set as a condition that is a certain section. A section satisfying the downlink extraction condition is extracted as the target downlink section B.

  FIG. 5 illustrates a case where the search for the target downlink section B is performed at the point P20 and the sections 4 to 6 are identified as the target downlink section B. HV-ECU 100 sets the target SOC of power storage device 60 to value Sn during normal travel (for example, section 1). If the vehicle 1 enters the target down section B (section 4 to section 6) while the SOC of the power storage apparatus 60 is controlled to the value Sn, the regenerative power generation is performed by the second MG 30 in the target down section B. As 60 is charged, the SOC increases from the value Sn (dotted line L23). Then, when the SOC reaches the upper limit value SU during traveling in the target downward section B (point P25a), the electric power regenerated by the second MG 30 can be stored in the power storage device 60 despite traveling on the downhill. This is not possible (overflow occurs), and recoverable energy is discarded, and deterioration of the power storage device 60 can be promoted.

  Therefore, in the vehicle 1 according to the present embodiment, the target downlink section B (section 4 to section 6) that satisfies the downlink extraction condition is specified, and the vehicle 1 is located at a point P21a that is a predetermined distance before the start point P23 of the target downlink section B. HV-ECU 100 changes the target SOC to a value Sd lower than value Sn (line L21). Then, the SOC becomes higher than the target SOC (ΔSOC> 0), and as described above, the discharge of power storage device 60 is promoted, and the SOC decreases (line L22).

  In FIG. 5, the SOC has decreased to the value Sd before the vehicle 1 reaches the start point P23 of the target downward section B. This suppresses the SOC from reaching the upper limit value SU during traveling in the target descending section B (section 4 to section 6), resulting in a decrease in fuel consumption due to discarding recoverable energy and deterioration due to overcharging of the power storage device 60. It is suppressed.

  When the vehicle 1 reaches the end point P26 of the target downward section B, the HV-ECU 100 ends the downward SOC control and returns the target SOC to the value Sn.

  Hereinafter, the section from the point P21a (starting point of the downward SOC control) where the target SOC is changed from the value Sn to the value Sd to the starting point P23 of the target downward section B is also referred to as “pre-downstream section A”. Further, a section (a section in which the target SOC is changed from the value Sn to the value Sd), which is a combination of the section A before downlink and the target downlink section B, is also referred to as a “down SOC control section”.

  Thus, by performing the downward SOC control, the target SOC is changed to a value Sd lower than the value Sn before entering the target downward section B. Thereby, the discharge of power storage device 60 is promoted, and a large amount of power of power storage device 60 is consumed. As a result, it is possible to increase the amount of recovered regenerative power during traveling in the target downlink section B.

<Control flow of downlink SOC control>
FIG. 6 is a flowchart showing an example of a processing procedure for the downward SOC control executed by the HV-ECU 100. The series of processes shown in this flowchart is repeatedly executed at predetermined time intervals during operation of the vehicle system.

  The HV-ECU 100 determines whether it is the update timing of the above-described prefetch section information (step S110). For example, when the travel route of the vehicle 1 is changed (when the vehicle 1 leaves the planned travel route), when the predetermined time has elapsed, or when the vehicle travels a predetermined distance, When it passes.

  If it is determined in step S110 that it is not the update timing of the prefetch section information (NO in step S110), HV-ECU 100 proceeds to step S120 without executing step S115.

  If it is determined in step S110 that it is the update timing of the prefetch section information (YES in step S110), HV-ECU 100 is based on the current position, prefetch section information, tunnel flag FT, and the like acquired from navigation device 130. Then, a search process for the control target (target downlink section B) is executed (step S115). Details of this search process will be described later in detail.

  When the control target search process ends, the HV-ECU 100 determines whether or not the target descending section B exists in the prefetch section in the planned travel route (step S120). Specifically, the HV-ECU 100 determines that the target downward section B exists when there is a section determined to be “valid” (see step S240 in FIG. 7 described later) as the target downhill by the search process.

  If it is determined in step S120 that there is no target downward section B (NO in step S120), the HV-ECU 100 proceeds to return without executing a series of subsequent processes.

  If it is determined in step S120 that the target down section B is present (YES in step S120), the HV-ECU 100 determines that the vehicle 1 is in the target downhill section A (from the point a predetermined distance before the start point of the target down section B). It is determined whether or not it is before entering the section B (section to the start point of section B) (step S125).

  If it is determined in step S125 that the vehicle 1 is before entering the pre-descent section A (YES in step S125), the HV-ECU 100 shifts the process to return without executing a series of subsequent processes. .

  If it is determined in step S125 that the vehicle 1 has entered the pre-descent section A (NO in step S125), the HV-ECU 100 determines whether or not the vehicle 1 has passed the end point of the target down section B. Determination is made (step S130).

  If it is determined in step S130 that the vehicle 1 has not passed the end point of the target downward section B (NO in step S130), the vehicle 1 is traveling in the downward SOC control section. The SOC control is executed (step S135). Specifically, as described with reference to FIG. 5, HV-ECU 100 sets target SOC of power storage device 60 to a value Sd lower than normal value Sn. Accordingly, the SOC of power storage device 60 is lowered before vehicle 1 enters target down section B.

  If it is determined in step S130 that vehicle 1 has passed the end point of target downward section B (YES in step S130), HV-ECU 100 ends the downward SOC control (step S160). Specifically, HV-ECU 100 returns target SOC of power storage device 60 from value Sd to normal value Sn.

<Search process flow of target downlink section>
FIG. 7 is a flowchart showing an example of the procedure of the search process of the target downlink section B (the process of step S115 of FIG. 6) executed by the HV-ECU 100.

  The HV-ECU 100 stores the prefetched section information acquired from the navigation device 130 in the memory and initializes the section i to be searched to “0” (step S200). As described above, the prefetch section information includes the prefetch section and distance information and gradient information of each link (section) included in the prefetch section. Hereinafter, the total number of links (sections) included in the prefetch section information is also referred to as “number of prefetch sections”.

  Next, the HV-ECU 100 reads the gradient Gi of the search target section i from the memory (step S210). The gradient Gi is preset and stored in the memory according to the processing flow of FIG. The HV-ECU 100 reads the gradient Gi from the memory. The gradient Gi setting process (the process flow of FIG. 11 and the like) will be described in detail later.

  Next, the HV-ECU 100 determines whether or not the gradient Gi of the search target section i is smaller than the threshold value Gth1 (step S220). Here, since the threshold value Gth1 is a negative value, “the gradient Gi is smaller than the threshold value Gth1” represents a downhill having a gradient larger than the magnitude (absolute value) of the threshold value Gth1.

  If it is determined in step S220 that the gradient Gi is smaller than the threshold value Gth1 (YES in step S220), the HV-ECU 100 determines whether or not the descending start point is 0 (step S230).

  If it is determined in step S230 that the descending starting point is 0 (YES in step S230), HV-ECU 100 sets the descending starting point to the current search target section i, and sets altitude difference ΔH and descending distance DG to 0. Reset (step S232).

  If it is determined in step S230 that the descending starting point is not 0 (NO in step S230), HV-ECU 100 proceeds to step S234 without executing step S232. In this case, the descending origin is maintained at the current value.

  Next, the HV-ECU 100 calculates the elevation difference ΔH and the downward distance DG from the descending start point to the end point of the current search target section i, and resets the flat origin point k and the flat distance DF (described later) to 0 (step S234). ).

  As shown in the following equation (2), the HV-ECU 100 sets the current value of the elevation difference ΔH (the elevation difference from the descending start point to the end point of the section i-1 immediately before the current search target section i) A value obtained by adding the altitude difference ΔHi of the search target section i is calculated as the current value of the altitude difference ΔH (the altitude difference from the descending start point to the end point of the current search target section i). The elevation difference ΔH is calculated as a magnitude (absolute value).

ΔH (current value) = ΔH (previous value) + ΔHi (2)
The elevation difference ΔHi of the current search target section i is calculated from the distance information and the gradient information of the current search target section i.

  As shown in the following equation (3), the HV-ECU 100 sets the current value of the downward distance DG to the current value (downward distance from the downward start point to the end point of the section i-1 immediately before the current search target section i). A value obtained by adding the down distance DGi of the search target section i is calculated as the current value of the down distance DG (down distance from the down start point to the end point of the current search target section i).

DG (current value) = DG (previous value) + DGi (3)
Note that the downlink distance DGi of the current search target section i is calculated from the distance information and the gradient information of the current search target section i.

  Next, the HV-ECU 100 determines whether or not the elevation difference ΔH calculated in step S234 is larger than the threshold value ΔHth1 (step S236). Further, the HV-ECU 100 determines whether or not the down distance DG calculated in step S234 is larger than the threshold value DGth1 (step S238).

  When it is determined in step S236 that the altitude difference ΔH is greater than the threshold value ΔHth1 (YES in step S236), and in step S238, it is determined that the downlink distance DG is greater than the threshold value DGth1 (YES in step S238). The HV-ECU 100 determines that the target downhill is “valid” (step S240).

  If it is determined in step S236 that the altitude difference ΔH is smaller than the threshold value ΔHth1 (NO in step S236), or if it is determined in step S238 that the down distance DG is smaller than the threshold value DGth1 (NO in step S238), HV -ECU100 transfers a process to step S250, without performing the process of step S240.

  Next, the HV-ECU 100 increments the number of the search target section i by one (step S250).

  Next, the HV-ECU 100 determines whether or not the search target section i is larger than the number of prefetch sections (the total number of sections included in the prefetch section information) (step S252).

  If it is determined in step S252 that the search target section i is equal to or less than the number of prefetch sections (NO in step S252), the HV-ECU 100 returns the process to step S210 and repeats the processes after step S210.

  If it is determined in step S252 that the search target section i is greater than the number of prefetch sections (YES in step S252), the HV-ECU 100 determines that the target downhill is “valid” in step S240, and the down end point Is determined to be 0 (step S254).

  If it is determined in step S254 that the target downhill is valid and the descending end point is 0 (YES in step S254), HV-ECU 100 determines that the descending end point is section i-1 immediately before search target section i. (Step S256). Thereafter, the HV-ECU 100 ends the process.

  If it is determined in step S254 that the target downhill is not valid or the descending end point is not 0 (NO in step S254), HV-ECU 100 ends the process without executing the process of step S256.

  When it is determined in step S220 that the gradient Gi is larger than the threshold value Gth1 (NO in step S220), the HV-ECU 100 determines whether or not the flat starting point k is 0 (step S260).

  If it is determined in step S260 that the flat starting point k is 0 (YES in step S260), the HV-ECU 100 sets the flat starting point k to the current search target section i (step S262).

  When it is determined in step S260 that flat starting point k is not 0 (NO in step S260), HV-ECU 100 proceeds to step S270 without executing step S262. In this case, the flat starting point k is maintained at the current value.

  Next, the HV-ECU 100 calculates a flat distance DF from the flat start point k to the end point of the current search target section i (step S270).

  As shown in the following equation (4), the HV-ECU 100 sets the previous value of the flat distance DF (the flat distance from the flat start point k to the end point of the section i-1 immediately before the current search target section i) at the present time. A value obtained by adding the flat distance DFi of the search target section i is calculated as the current value of the flat distance DF (flat distance from the flat start point to the end point of the current search target section i).

DF (current value) = DF (previous value) + DFi (4)
Next, the HV-ECU 100 determines whether or not the flat distance DF calculated in step S270 is larger than the threshold value DFth (step S272).

  If it is determined in step S272 that flat distance DF is equal to or smaller than threshold value DFth (NO in step S272), HV-ECU 100 proceeds to step S250.

  If it is determined in step S272 that the flat distance DF is greater than the threshold value DFth (YES in step S272), the HV-ECU 100 determines whether or not the target downhill is “valid” (step S274).

  If it is determined in step S274 that the target downhill is not “valid” (NO in step S274), HV-ECU 100 determines whether or not the descending starting point is 0 (step S276).

  If it is determined in step S276 that the descending starting point is 0 (YES in step S276), HV-ECU 100 proceeds to step S250.

  When it is determined in step S276 that the descending starting point is not 0 (NO in step S276), HV-ECU 100 resets the descending starting point to 0 (step S278). Thereafter, the HV-ECU 100 shifts the process to step S250.

  If it is determined in step S274 that the target downhill is “valid” (YES in step S274), the HV-ECU 100 sets the section k-1 immediately before the flat start point k as the down end point (step S280). . Thereafter, the HV-ECU 100 ends the process. That is, in the present embodiment, the HV-ECU 100 determines that the search target section i is a prefetch section when a set of descending start points and descending end points is specified in the prefetch section (that is, one target downlink section is specified). Even if the number has not been reached, the search process for the target downlink section is terminated.

<Invalidation of slope in tunnel section>
As described above, the HV-ECU 100 identifies the target downlink section with reference to the gradient Gi of each section i when performing the target downlink section search process (the process of step S115 in FIG. 6).

  However, when the gradient Gi of each section i is acquired from the gradient information stored in the navigation device 130, there is a concern that the gradient accuracy is low in the tunnel section and the target downlink section cannot be specified appropriately.

  Usually, the map information stored in the navigation device is divided into mesh-like sections at predetermined intervals (for example, in the case of map information of the Japanese Geospatial Information Authority of Japan, the interval is 10 m). And the gradient information of each section is created based on the elevation difference of the terrain (the ground surface) of each section measured in advance, not the actual elevation of the road. Therefore, in the case of a road in a tunnel, the actual elevation of the road is lower than the elevation of the map information (the elevation of the terrain, that is, the elevation of the mountain surface above the tunnel). As a result, in the tunnel section, the actual altitude and the altitude information of the map information do not match and the gradient accuracy is low. Therefore, when the pre-read section includes the tunnel section, if the presence or absence of the target downlink section is determined using the gradient information included in the pre-read section information, the target downlink section B is determined due to the low gradient accuracy of the tunnel section. There is a possibility that the downlink SOC control is not properly executed due to incorrect determination. For example, even in a place where a flat road actually continues, there is a concern that the target downward section B is erroneously determined and the downward SOC control is performed unnecessarily.

  In view of the above points, the HV-ECU 100 according to the present embodiment uses the tunnel flag FT received from the navigation device 130 when performing a search process for the target downlink section, so that the tunnel section is included in the pre-read section in the planned ahead travel route. It is determined whether or not it is included.

  When the tunnel section is included in the prefetch section, the HV-ECU 100 sets the magnitude of the gradient information of the tunnel section to a value (for example, 0) smaller than the magnitude of the gradient information included in the prefetch section information. Thereby, since the erroneous determination of the target downlink section B due to the influence of the tunnel section is reduced, the downlink SOC control can be appropriately executed.

  FIG. 8 is a diagram for explaining the contents of the search process for the target downlink section B when the tunnel section is included in the prefetch section in the planned travel route. The horizontal axis of the graph shown in the upper part of FIG. 8 indicates each point on the planned travel route of the vehicle 1, and the vertical axis indicates the altitude of each point. In the example shown in FIG. 8, sections 1 to 11 are shown as the prefetch sections. The table shown in the lower part of FIG. 8 exemplifies the contents of the prefetch section information acquired from the navigation device 130 (prefetch section, distance information and gradient information of each section). In the following, when the value of the gradient information is 0, it indicates that it is flat, when it is a positive value, it indicates that it is an upward gradient, and when it is a negative value, it indicates that it is a downward gradient And The greater the gradient magnitude (absolute value), the greater the gradient.

  FIG. 8 shows an example in which, among the prefetch sections (section 1 to section 11), sections 8 to 10 are tunnel sections, and other sections are normal sections (sections that are not tunnel sections).

  The HV-ECU 100 calculates the altitude difference ΔH of each section from the distance information and the gradient information included in the pre-read section information, and also has a descending start point (a section where a descending slope with a large descending slope starts) and a descending end point (next constant distance). The section immediately before the above flatness) is specified. The HV-ECU 100 determines that the elevation difference ΔH between the specified descending start point and descending end point is greater than the threshold value ΔHth1, and the descending distance DG from the descending origin point to the descending end point is greater than the threshold value DGth1, the descending start point to the descending end point. The section up to is specified as the target downlink section B. FIG. 8 shows an example in which the sections 3 to 5 are specified as the target downlink section B.

  However, in the section 8 to the section 10 (tunnel section), the actual elevation of the planned travel route (see the elevation of the road in the tunnel, the one-dot chain line) and the elevation of the map information of the navigation device 130 (the elevation of the terrain, that is, the tunnel). Lower than the elevation of the mountain surface above (see solid line). As a result, in the section 8 to the section 10 (tunnel section), the accuracy of the gradient information (gradient information included in the prefetched section information) acquired from the map information of the navigation device 130 is lowered.

  In view of this point, the HV-ECU 100 determines whether or not the tunnel section is included in the prefetch section using the tunnel flag FT received from the navigation device 130. If the tunnel section is included, the gradient of the tunnel section is determined. The size of the information is set to “0”, which is smaller than the size of the gradient information acquired from the map information. This makes it difficult for a tunnel section with low accuracy of gradient information to be erroneously determined to be the target downlink section B, thereby suppressing the unnecessary execution of the downlink SOC control.

<Identification of tunnel section>
As described above, the HV-ECU 100 uses the tunnel flag FT received from the navigation device 130 to determine whether or not the tunnel section is included in the prefetch section in the planned travel route.

  However, as described above, the “tunnel flag FT” is information indicating only whether or not there is a tunnel at the “first determination position” that is a predetermined distance D1 (for example, about 5 km) from the current position. It is not associated with each section included in the information. Therefore, when “tunnel flag FT” is used as a parameter for specifying the tunnel section, when the vehicle system is activated (hereinafter also referred to as “system activation”) or when the planned travel route is changed (hereinafter also referred to as “reroute”). In this case, there is a concern that a short-term tunnel may be overlooked from the first determination position for a while after the system is started or rerouted.

  FIG. 9 is a diagram schematically illustrating an example of a state in which it is determined that there is a tunnel using the tunnel flag FT immediately after system startup or immediately after reroute. When the system is started or rerouted, a planned travel route is newly planned, so the history of the tunnel flag FT up to that point is discarded, and the tunnel flag FT newly received after the system is started or rerouted is used for tunneling. Whether or not there is a section is newly determined. Therefore, as shown in FIG. 9, immediately after the system is started or immediately after re-routing, it is possible to specify that there is a tunnel at the first determination position only by using the tunnel flag FT. Whether there is a tunnel cannot be specified.

  In view of the above points, the HV-ECU 100 according to the present embodiment, in addition to the tunnel flag FT, until the predetermined period has elapsed since the system was started or rerouted (when the planned travel route was planned), The tunnel section is specified using the “flag FTS”.

  The “short distance tunnel flag FTS” is information indicating whether or not there is a tunnel at a determination position (hereinafter also referred to as “second determination position”) a predetermined distance D2 from the current position on the planned travel route. Here, the predetermined distance D2 is set to a value shorter than the predetermined distance D1 (for example, when D1 = about 5 km, D2 = 1 km). That is, the short distance tunnel flag FTS is information indicating the presence or absence of a tunnel at the second determination position that is closer to the current position than the first determination position as compared to the tunnel flag FT. When the short distance tunnel flag FTS is “ON”, it indicates that there is a tunnel at the second determination position, and when the short distance tunnel flag FTS is “OFF state”, it indicates that there is no tunnel at the second determination position. Shall be shown.

  Similarly to tunnel flag FT, navigation ECU 132 is configured to output “short distance tunnel flag FTS” to HV-ECU 100 in response to a request from HV-ECU 100. The HV-ECU 100 identifies the tunnel section using the tunnel flag FT and the short distance tunnel flag FTS until a predetermined period elapses after the system is started or rerouted (when the planned travel route is planned).

  FIG. 10 is a diagram schematically illustrating an example of a state in which it is determined that there is a tunnel using the tunnel flag FT and the short-distance tunnel flag FTS immediately after system startup or immediately after reroute. As described above, the HV-ECU 100 specifies the tunnel section using the tunnel flag FT and the short-distance tunnel flag FTS until a predetermined period elapses after the system is started or rerouted.

  In the example shown in FIG. 10, both the tunnel flag FT and the short distance tunnel flag FTS are in the on state. In this case, the HV-ECU 100 not only can recognize that there is a tunnel at the first determination position using the tunnel flag FT, but also is closer to the current position than the first determination position using the short distance tunnel flag FTS. It can be recognized that there is a tunnel at the second determination position. Therefore, it is possible to specify the presence or absence of a tunnel at a position closer to the current position than when only the tunnel flag FT is used. As a result, the oversight of the tunnel immediately after planning the planned travel route can be reduced.

  However, the short distance tunnel flag FTS is information indicating only whether or not there is a tunnel at the second determination position, and is not associated with each section included in the prefetched section information, like the tunnel flag FT. Therefore, even if the short distance tunnel flag FTS is used, there is a concern that the near field tunnel may be overlooked rather than the second determination position.

  Therefore, the HV-ECU 100 according to the present embodiment has the short distance tunnel flag FTS in the ON state (the tunnel is set to the second determination position) until a predetermined period elapses after the system is started or rerouted (when the planned travel route is planned). If the range before the second determination position is also a tunnel, the range before the second determination position as well as the range before the second determination position is estimated. Identify the tunnel section. Thereby, it is possible to prevent an oversight of a tunnel in a range closer to the current position than the second determination position.

  In the example shown in FIG. 10, both the tunnel flag FT and the short-distance tunnel flag FTS are in the on state immediately after system startup or immediately after reroute. In this case, the HV-ECU 100 estimates that the range from the current position to the second determination position is a tunnel. Thereby, it is possible to prevent an oversight of a tunnel in the range from the current position to the second determination position (determining that there is no tunnel even though there is a tunnel). Further, since there is a possibility that the tunnel continues in the range from the second determination position to the first determination position, the HV-ECU 100 estimates that the range from the second determination position to the first determination position is also a tunnel. To do. As a result, the HV-ECU 100 specifies a tunnel section from the current position to a range beyond the first determination position.

<Slope setting process flow>
FIG. 11 is a flowchart illustrating an example of a procedure for setting the gradient Gi. The series of processes shown in this flowchart is repeatedly executed at predetermined time intervals during operation of the vehicle system, for example.

  The HV-ECU 100 determines whether or not it is immediately after the start of the vehicle system (step S300). The HV-ECU 100 determines that the vehicle system has just been started when the vehicle system that was stopped in the previous cycle is switched to the operating state in the current cycle.

  If it is not determined in step S300 that the vehicle system has just been started (NO in step S300), the HV-ECU 100 determines whether or not it has just been rerouted based on information from the navigation device 130 (step S301).

  If it is determined in step S300 that the vehicle system has just been started (YES in step S300), or if it is determined in step S301 that the vehicle has just been rerouted (YES in step S301), the HV-ECU 100 determines that the progress flag Tig. Is set to “0” (step S302). The “elapsed flag Tig” is a flag indicating whether or not a predetermined period has elapsed since the planning of the planned travel route by vehicle system activation or reroute. In the present embodiment, when the progress flag Tig is “0”, it indicates that the predetermined period has not elapsed since the planned travel route is planned, and when the progress flag Tig is “1”, the planned travel route It shall indicate that a predetermined period has elapsed since the time of planning. Thereafter, the HV-ECU 100 proceeds to step S310.

  If it is not determined in step S300 that the vehicle system has just been started (NO in step S300) and it is not determined in step S301 that the vehicle system has just been rerouted (NO in step S301), HV-ECU 100 performs the process in step S302. Without executing, the process proceeds to step S310.

  Next, the HV-ECU 100 determines whether or not the progress flag Tig is “0” (step S310).

  If it is not determined in step S310 that the progress flag Tig is “0” (NO in step S310), it is determined whether the state of the tunnel flag FT acquired from the navigation device 130 has changed (step S311).

  If it is determined in step S311 that the state of the tunnel flag FT has changed (YES in step S311), the HV-ECU 100 executes a first tunnel extraction process (step S312). The first tunnel extraction process is a process for specifying a tunnel section using the tunnel flag FT.

  FIG. 12 is a flowchart illustrating an example of the procedure of the first tunnel extraction process (step S312 in FIG. 11).

  The HV-ECU 100 determines whether or not the tunnel flag FT has changed from the off state to the on state (step S312A).

  When it is determined in step S312A that tunnel flag FT has changed from the off state to the on state (YES in step S312A), HV-ECU 100 determines the distance from the current position to the tunnel start position (hereinafter also referred to as “start distance Dsta”). ) Is set to “predetermined distance D1” (step S312B), and the tunnel extraction state is set to “start only” (step S312C). The “start only” indicates a state in which only the tunnel start position is specified and the tunnel end position is not specified. Thereafter, the HV-ECU 100 shifts the process to step S320 in FIG.

  On the other hand, if it is not determined in step S312A that tunnel flag FT has changed from the off state to the on state (NO in step S312A), that is, if tunnel flag FT has changed from the on state to the off state, HV-ECU 100 A distance from the tunnel end position (hereinafter also referred to as “end distance Dend”) is set to “predetermined distance D1” (step S312D), and the tunnel extraction state is set to “until end” (step S312E). This “until end” indicates a state in which the tunnel start position and the tunnel end position are specified. Thereafter, the HV-ECU 100 shifts the process to step S320 in FIG.

  Returning to FIG. 11, if it is determined in step S310 that the progress flag Tig is “0” (YES in step S310), the HV-ECU 100 executes the second tunnel extraction process (step S314). The second tunnel extraction process is a process of specifying a tunnel section using the short distance tunnel flag FTS in addition to the tunnel flag FT.

  FIG. 13 is a flowchart illustrating an example of the procedure of the second tunnel extraction process (step S314 in FIG. 11).

  The HV-ECU 100 determines whether or not the tunnel flag FT is in an on state (step S314A), and determines whether or not the short distance tunnel flag FTS is in an on state (steps S314B and S314E).

  If it is not determined that tunnel flag FT is in the ON state (NO in step S314A) and it is not determined that short distance tunnel flag FTS is in the ON state (NO in step S314B), HV-ECU 100 determines that the tunnel is It is determined that there is not (step S314C).

  If it is not determined that tunnel flag FT is on (NO in step S314A) and it is determined that short distance tunnel flag FTS is on (YES in step S314B), HV-ECU 100 starts. The distance Dsta is set to “0”, the end distance Dend is set to “predetermined distance D1”, and the tunnel extraction state is set to “until end” (step S314D).

  If it is determined that tunnel flag FT is in the on state (YES in step S314A) and it is not determined that short distance tunnel flag FTS is in the on state (NO in step S314E), HV-ECU 100 starts start distance Dsta. Is set to “predetermined distance D2”, and the tunnel extraction state is set to “start only” (step S314F).

  If it is determined that tunnel flag FT is on (YES in step S314A) and it is determined that short distance tunnel flag FTS is on (YES in step S314E), HV-ECU 100 determines the start distance. Dsta is set to “0”, and the tunnel extraction state is set to “start only” (step S314G).

  FIG. 14 is a diagram illustrating a correspondence relationship between the states of the tunnel flag FT and the short distance tunnel flag FTS and the setting contents of the start distance Dsta, the end distance Dend, and the tunnel extraction state. In the second tunnel extraction process, the short-distance tunnel flag FTS is used in addition to the tunnel flag FT to specify the tunnel section. Therefore, as shown in FIG. 14, the tunnel at the second determination position closer to the current position than the first determination position is used. The presence or absence of can be determined. As a result, it is possible to reduce oversight of nearby tunnels even immediately after the vehicle system is started or rerouted.

  Furthermore, HV-ECU 100 according to the present embodiment estimates that the range of labor compared to the second determination position is also a tunnel when short-distance tunnel flag FTS is on. Therefore, it is possible to prevent an oversight of the tunnel that is in the troublesome range than the second determination position.

  Specifically, when the short distance tunnel flag FTS is on and the tunnel flag FT is off, the HV-ECU 100 has a range from the current position to the second determination position because there is a tunnel at the second determination position. Since there is no tunnel, the start distance Dsta is set to “0”, and the end distance Dend is set to “predetermined distance D1” because there is no tunnel at the first determination position (step S314D). In this case, the section from the current position to the first determination position is specified as the tunnel section.

  When both the short distance tunnel flag FTS and the tunnel flag FT are in the on state, the HV-ECU 100 estimates that there is a tunnel in the range from the current position to the second determination position because there is a tunnel at the second determination position. Thus, the start distance Dsta is set to “0”, and since there is a tunnel at the first determination position and the tunnel continues after the first determination position, the end distance Dend is not set (step S314G). In this case, the section ahead of the first determination position from the current position is specified as the tunnel section.

  Furthermore, HV-ECU 100 according to the present embodiment estimates that the range before the first specific position is also a tunnel when tunnel flag FT is in the on state. Specifically, when the short distance tunnel flag FTS is off and the tunnel flag FT is on, the HV-ECU 100 has no tunnel at the second determination position, but has a tunnel at the first determination position. The range from the second determination position to the first determination position (the range before the first specific position) is also estimated to be a tunnel, and the start distance Dsta is set to “predetermined distance D2” (step S314F). In this case, the section ahead of the first determination position from the second determination position is specified as the tunnel section. Therefore, it is possible to prevent oversight of the tunnel in the range before the first specific position.

  When both the short distance tunnel flag FTS and the tunnel flag FT are in the off state, the HV-ECU 100 determines that there is no tunnel (step S314C).

  Returning to FIG. 11, after executing the second tunnel extraction process (step S314), the HV-ECU 100 determines whether or not a predetermined period has elapsed since the planning of the planned travel route by the vehicle system activation or reroute. (Step S315). This “predetermined period” is set, for example, based on the time required for the vehicle 1 to travel the predetermined distance D1 from the time of planning the planned travel route by starting the vehicle system or reroute.

  If the predetermined period has elapsed since the planned travel route was planned (YES in step S315), HV-ECU 100 sets progress flag Tig to “1” (step S316). Thereafter, the HV-ECU 100 proceeds to step S320. On the other hand, if the predetermined period has not elapsed since the planned travel route was planned (NO in step S315), HV-ECU 100 proceeds to step S320 without executing step S316.

  Next, the HV-ECU 100 initializes the search target section i to “0” (step S320). In the present process, the search target section i means a section for setting the gradient Gi.

  Next, the HV-ECU 100 calculates a distance D from the current position to the end point of the search target section i (step S325). Specifically, the HV-ECU 100 sets a value obtained by adding the distance Di of the current search target section i (distance information of the section i included in the prefetch information) to the previous value of the distance D as the current value of the distance D. calculate.

  Next, the HV-ECU 100 determines whether or not the tunnel extraction state is “start only” (step S330).

  When it is determined in step S330 that the tunnel extraction state is “start only” (YES in step S330), the HV-ECU 100 determines that the distance D from the current position to the end point of the search target section i is greater than the start distance Dsta. It is determined whether or not (step S331). If the distance D is greater than the start distance Dsta (YES in step S331), the HV-ECU 100 sets the gradient Gi of the search target section i to “0” and stores it in the memory (step S333). Thereafter, the HV-ECU 100 increments the number of the search target section i by 1 (step S340), and determines whether the search target section i is larger than the number of prefetch sections (step S345). If the search target section i is equal to or smaller than the number of prefetch sections (NO in step S345), the HV-ECU 100 returns the process to step S325, and steps S325 and S330 until the search target section i becomes larger than the number of prefetch sections. , S331, S333, S340, and S345 are repeated. When the tunnel extraction state is “start only” by these series of processes, the section from the tunnel start position to the end point of the prefetch section is identified as the tunnel section, and the gradient Gi of the identified tunnel section is “0”. Will be set.

  On the other hand, when it is determined in step S330 that the tunnel extraction state is “until end” (NO in step S330), the HV-ECU 100 determines that the distance D from the current position to the end of the search target section i is greater than the start distance Dsta. And it is determined whether it is smaller than the end distance Dend (step S332). When distance D is larger than start distance Dsta and smaller than end distance Dend (YES in step S332), HV-ECU 100 sets gradient Gi of search target section i to “0” and stores it in memory. (Step S333). Thereafter, the HV-ECU 100 increments the number of the search target section i by 1 (step S340), and determines whether the search target section i is larger than the number of prefetch sections (step S345). If the search target section i is equal to or smaller than the number of prefetch sections (NO in step S345), the HV-ECU 100 returns the process to step S325, and steps S325 and S330 until the search target section i becomes larger than the number of prefetch sections. , S332, S333, S340, and S345 are repeated. When the tunnel extraction state is “until end” by these series of processes, the section from the tunnel start position to the tunnel end position in the pre-read section is identified as the tunnel section, and the gradient Gi of the identified tunnel section is It will be set to “0”.

  If it is not determined in step S331 that the distance D is greater than the start distance Dsta (NO in step S331), or if it is not determined in step S332 that the distance D is greater than the start distance Dsta and less than the end distance Dend ( In step S332, NO), since the tunnel section is not included in the search target section i, the HV-ECU 100 sets the gradient Gi of the search target section i to the magnitude of the gradient information acquired from the map information. Is stored in the memory (step S334).

  If it is determined in step S345 that the search target section i is larger than the number of prefetch sections (YES in step S345), the HV-ECU 100 performs update processing of the start distance Dsta and the end distance Dend in steps S350 to S370. .

  Specifically, the HV-ECU 100 determines whether or not the start distance Dsta is a positive value (step S350). Further, the HV-ECU 100 determines whether or not the end distance Dend is a positive value (step S355).

  When the start distance Dsta is a positive value (YES in step S350), since the vehicle 1 is before passing the tunnel start position, the HV-ECU 100 updates the start distance Dsta and the end distance Dend (step S360). .

  When start distance Dsta is not a positive value (NO in step S350) and end distance Dend is a positive value (YES in step S355), HV-ECU 100 determines that vehicle 1 is traveling in the tunnel section. The start distance Dsta and the end distance Dend are updated (step S360).

  In step S360, the HV-ECU 100 calculates a value obtained by subtracting the travel distance ΔD of the vehicle 1 per unit time (one calculation cycle) from the previous value of the start distance Dsta as the current value of the start distance Dsta, and also sets the end distance Dend. A value obtained by subtracting the moving distance ΔD from the previous value is calculated as the current value of the end distance Dend.

  Next, the HV-ECU 100 determines whether or not the end distance Dend is a negative value (step S365).

  If end distance Dend is a negative value (YES in step S365), since vehicle 1 has passed the tunnel end position, HV-ECU 100 sets start distance Dsta and end distance Dend to 0, respectively. At the same time, the tunnel extraction state is set to “no target” (step S370).

  If end distance Dend is not a negative value (in step S365), since vehicle 1 has not yet passed through the tunnel end position, HV-ECU 100 proceeds to the return without executing the process of step S370. To do.

  If it is not determined in step S311 that the state of the tunnel flag FT has changed (NO in step S311), the HV-ECU 100 determines whether the prefetch section information has been updated (step S313). If it is determined that the prefetch section information has been updated (YES in step S313), the HV-ECU 100 shifts the process to step S320, and executes the processes after step S320. Otherwise (NO in step S313), HV-ECU 100 shifts the process to step S350, and executes the processes after step S350.

  As described above, the HV-ECU 100 according to the present embodiment uses the short-distance tunnel flag FTS in addition to the tunnel flag FT until a predetermined period elapses from the planning of the planned travel route by system activation or reroute. Specify the tunnel section.

  At this time, if the short distance tunnel flag FTS is in an on state (a state indicating that there is a tunnel at the second determination position), the HV-ECU 100 estimates that the range from the current position to the second determination position is also a tunnel. Then, not only the range before the second determination position but also the range from the current position to the second determination position (the range before the second determination position) is specified as the tunnel section. Thereby, it is possible to prevent an oversight of a tunnel in a range closer to the current position than the second determination position.

  In addition, when the short distance tunnel flag FTS is in an off state, but the tunnel flag FT is in an on state (a state indicating that there is a tunnel at the first specific position), the HV-ECU 100 performs the first determination from the second determination position. Estimating that the range to the specific position is also a tunnel, not only the range before the first specific position, but also the range from the second determination position to the first specific position (the range before the first specific position) Is also identified as a tunnel section. Thereby, the oversight of the tunnel in the range closer to the current position than the first specific position can be prevented.

  When the tunnel section is identified, the HV-ECU 100 sets the magnitude of the gradient information of the identified tunnel section to “0”, which is smaller than the magnitude of the gradient information acquired from the map information. As a result, when the search process for the target downlink section B is performed, it is difficult for the tunnel section to be erroneously determined as the target downlink section B, and therefore, it is possible to suppress the unnecessary execution of the downlink SOC control.

  In the above-described embodiment, two tunnel flags (tunnel flag FT and short-distance tunnel flag FTS) are used for a tunnel section until a predetermined period elapses after the planned start-up route by system activation or reroute. However, the number of tunnel flags used for specifying the tunnel section is not limited to two, and may be three or more, or one.

  For example, when a tunnel section is specified using three or more tunnel flags, the tunnel position of the determination position closest to the current position (hereinafter also referred to as “shortest determination position”) is selected from the three or more tunnel flags. A tunnel flag indicating presence / absence is selected, and when the tunnel flag is in an ON state, a range from the current position to the shortest determination position may be estimated as a tunnel. Further, for example, when a tunnel section is specified using only one tunnel flag FT, the range from the current position to the first determination position is estimated as a tunnel when the tunnel flag TF is on. That's fine. In any case, it is possible to prevent an oversight of a tunnel in a range closer to the current position than the determination position of each tunnel flag.

  In the above-described embodiment, the downlink SOC control has been mainly described in detail. However, when the present disclosure is applied to the uplink SOC control, the content described in the downlink SOC control is appropriately changed to the content suitable for the uplink SOC control. Change it. Specifically, “downlink” described in the downlink SOC control is read as “uplink” in the uplink SOC control, and the target SOC value Sn of the downlink SOC control is changed to “value Sh” in the uplink SOC control (FIG. 5). Reference) and various threshold values used in the downlink SOC control may be changed to values suitable for the uplink SOC control.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present disclosure is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1 vehicle, 10 engine, 20 1st MG, 30 2nd MG, 40 power split device, 50 PCU, 60 power storage device, 80 drive wheel, 100 HV-ECU, 110 BAT-ECU, 120 various sensors, 122 accelerator pedal sensor, 124 Vehicle speed sensor, 126 Brake pedal sensor, 130 Navigation device, 132 Navigation ECU, 134 Map information DB, 136 GPS receiver, 138 Traffic information receiver, 140 HMI device, 150 CAN.

Claims (1)

An electric vehicle,
A rotating electric machine for traveling connected to the drive wheel;
A power storage device electrically connected to the rotating electrical machine;
A navigation device having a database in which map information including gradient information created from terrain data is stored;
It is determined using the map information whether or not there is a target slope section that satisfies a predetermined condition on the scheduled travel route of the electric vehicle, and when there is the target slope section, the power storage device from before entering the target slope section A pre-SOC control device that changes the state of charge in advance,
When determining whether or not the target inclination section is on the planned travel route, the control device uses a tunnel information indicating whether or not there is a tunnel at a determination position that is a predetermined distance from the current position. Identifying the magnitude of the gradient information of the identified tunnel section to a value smaller than the magnitude of the gradient information acquired from the map information,
When the tunnel information indicates that there is a tunnel at the determination position until a predetermined period elapses after the planned travel route is planned, the control device includes a range ahead of the determination position and the determination position. An electric vehicle that identifies a range in front of the tunnel section.

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