JP6000431B1 - Vehicle energy management system - Google Patents

Abstract

An object of the present invention is to efficiently realize plan control of a vehicle having a special mode such as an inertia running mode. In a vehicle energy management apparatus, a reference mode speed plan creation unit creates a speed plan (reference mode speed plan) for each traveling section when the host vehicle is assumed to travel in the reference mode. The combined mode speed plan creation unit 107 assumes that the host vehicle travels in a special mode in a combined travel section obtained by combining a plurality of continuous travel sections, and travels in the reference mode in the remaining travel sections. Create a speed plan (composite mode speed plan) for each combined travel section. The control planning unit 110 is based on the predicted value of energy consumption (reference mode energy consumption) based on the reference mode speed plan and the predicted value of energy consumption (synthetic mode energy consumption) based on the combined mode speed plan. Thus, a control plan for each traveling section of the vehicle device 120 is made. [Selection] Figure 1

Description

  The present invention relates to a vehicle energy management device that manages a plurality of energy sources of a vehicle such as fuel energy and electric energy.

  In an engine vehicle, an electric vehicle (EV), a hybrid vehicle (HEV), a fuel cell vehicle, etc., the operation mode of the vehicle is determined according to information indicating the current vehicle state obtained from an in-vehicle sensor. Energy consumption is suppressed by so-called sequential control that changes the power consumption. For example, the operation mode of a hybrid vehicle is a mode that travels only with engine power, a mode that travels only with motor power, a mode that travels using both engine power and motor power, There are modes that store electricity in a battery or use it to drive a motor.

  In addition, development of a technology for making a vehicle control plan (operation mode switching plan) in consideration of not only the current vehicle state but also a predicted future vehicle state is underway. For example, if it is predicted that the hybrid vehicle will continue to travel on a long uphill and a long downhill, the battery is fully charged before the uphill, and the battery is Efficient control is possible such as increasing the free capacity and charging the battery with regenerative power obtained on the subsequent downhill.

  For example, in Patent Document 1 and Patent Document 2, changes in the altitude of the vehicle's travel route and the speed during travel are obtained from information such as the current position of the vehicle (hybrid vehicle), travel route, terrain information, and road congestion. A technique for calculating (predicting) a plan that defines upper and lower limits of the remaining amount of battery (SOC: State of Charge) and controlling the vehicle according to the plan is disclosed.

JP 2001-69605 A Japanese Patent No. 5642253

  In the techniques of Patent Document 1 and Patent Document 2, normally, the energy consumption of each operation mode is calculated based on the predicted speed calculated assuming an operation mode using a power source such as an engine or a motor. On the other hand, as future products, it is considered that the number of vehicles that actively use the coasting mode (COAST mode) will increase. The inertial running mode is an operation mode in which the friction element existing in the driving force transmission path is released when the vehicle travels with the accelerator released. In some cases, the inertial running mode is set by stopping the operation of the power source. In inertial running mode, since no power source is used for running, the techniques of Patent Literature 1 and Patent Literature 2 cannot consider appropriate energy consumption, and errors in energy consumption (difference between predicted value and actual value). ) Will increase. For this reason, the inertial traveling mode cannot be effectively used, and the energy consumption reduction effect of the entire traveling route may be reduced.

  The present invention has been made to solve the above-described problems, and provides a vehicle energy management device capable of efficiently realizing plan control of a vehicle having a special mode such as an inertia running mode. The purpose is to do.

  The vehicle energy management device according to the present invention includes a plurality of vehicle devices driven by different energy sources, and travels without using a reference mode and a power source that use a power source as an operation mode. A vehicle energy management device used for a vehicle having a special mode, wherein the travel route dividing unit divides the travel route of the vehicle into a plurality of travel sections, and information related to energy consumption of the vehicle in each travel section An energy consumption related information acquisition unit that acquires energy consumption related information, and a reference mode speed plan that is a speed plan of each travel section when the vehicle is assumed to travel in a reference mode based on the energy consumption related information A reference mode speed plan creation unit for creating the energy consumption related information and the reference mode speed plan A special mode speed plan creation unit for creating a special mode speed plan that is a speed plan of each travel section when the vehicle is assumed to travel in a special mode, the energy consumption related information, the reference mode speed plan, and Based on the special mode speed plan, it is assumed that the vehicle travels in a special travel section of a composite travel section obtained by combining a plurality of continuous travel sections in a special mode and the remaining travel section travels in a reference mode. A combined mode speed plan creation unit that creates a combined mode speed plan that is a speed plan for each combined travel section, and the vehicle travels in each travel section in the reference mode from the energy consumption related information and the reference mode speed plan. The reference mode for calculating the predicted value of the reference mode energy consumption, which is the energy consumption by the plurality of vehicle devices when Based on the energy consumption calculation unit, the energy consumption related information, and the combined mode speed plan, the vehicle travels in the special mode in the partial travel section of each combined travel section and in the reference mode in the remaining travel section. A combined mode energy consumption calculating unit that calculates a predicted value of a combined mode energy consumption that is an energy consumption by the plurality of vehicle devices in each combined traveling section, and the reference mode energy consumption of each traveling section A control plan drafting unit that creates a control plan for each travel section of the plurality of vehicle devices based on the predicted value of the composite mode and the predicted value of the combined mode energy consumption of each composite travel section, and the plurality of vehicles according to the control plan A vehicle device control unit that controls the device.

  According to the vehicle energy management apparatus of the present invention, it is possible to make a control plan assuming that a part of the travel section travels in a special mode that does not use the power source of the vehicle. Thereby, even when the special mode is used, an error in energy consumption can be reduced. Therefore, the special mode can be used effectively, and the effect of reducing the energy consumption of the entire travel route is improved.

It is a block diagram which shows the structure of the energy management apparatus for vehicles which concerns on embodiment of this invention. It is a flowchart which shows operation | movement of the energy management apparatus for vehicles which concerns on embodiment of this invention. It is a figure which shows notionally the optimization process of the operation mode and speed plan which considered the energy consumption of the energy management apparatus for vehicles which concerns on embodiment of this invention. It is a figure which shows an example of the hardware constitutions of the energy management apparatus for vehicles. It is a figure which shows an example of the hardware constitutions of the energy management apparatus for vehicles.

  FIG. 1 is a block diagram showing the configuration of the vehicle energy management apparatus 100. As shown in FIG. 1, the vehicle energy management apparatus 100 includes a current position acquisition unit 101, a travel route calculation unit 102, a travel route division unit 103, an energy consumption related information acquisition unit 104, a reference mode speed plan creation unit 105, and a special mode. A speed plan creating unit 106, a combined mode speed plan creating unit 107, a reference mode energy consumption calculating unit 108, a combined mode energy consumption calculating unit 109, a control plan planning unit 110, and a vehicle equipment control unit 111 are provided. Hereinafter, the vehicle on which the vehicle energy management device 100 is mounted may be referred to as “own vehicle”.

  The current position acquisition unit 101 uses the absolute position (latitude / longitude) of the host vehicle acquired from GPS (Global Positioning System) and the relative position known from the information (sensor information) acquired by the speed sensor and direction sensor of the host vehicle. Calculate the current position of the vehicle. The current position of the host vehicle calculated by the current position acquisition unit 101 is used for processing in which the travel route calculation unit 102 calculates a travel route, processing in which the vehicle device control unit 111 determines a travel section in which the host vehicle exists, and the like. . The current position acquisition unit 101 may acquire the current position information calculated by the external navigation device without calculating the current position of the host vehicle.

  The travel route calculation unit 102 uses the map data to calculate a travel route from the current position (departure point) of the host vehicle calculated by the current position acquisition unit 101 to the destination (arrival point). In addition to the travel route, the travel route calculation unit 102 can also calculate the departure time from the departure place and the estimated arrival time at the destination. Here, the travel route information of the host vehicle output from the travel route calculation unit 102 may include characteristics of each road included in the route. Examples of road characteristics include road types (general roads, automobile-only roads, highways, etc.), elevation information (that is, gradient information), road width, curvature of curves, presence / absence of branch points, and the vehicle predicted on each road. There is speed information (predicted speed information) indicating a flow (speed range). The road type may be further subdivided into an urban road, a suburban road, a mountain road, etc., depending on the area through which the road passes.

  Further, the road type may change depending on external factors such as time and weather. For example, the road characteristics of each road may change to “morning road”, “day road”, “night road”, etc. depending on the time of day, or “sunny road”, “rainy road” depending on the weather. It may be changed to “road”, “snowy road” or the like.

  Further, the road type may be defined by energy consumption related information described later. For example, information such as “roads with high energy consumption”, “roads with low energy consumption”, “roads with high average vehicle speed”, “roads with low average vehicle speed”, etc. are defined as road characteristics. Also good.

  The travel route calculation unit 102 may acquire the information calculated by the external navigation device without calculating the travel route, departure time, estimated arrival time, and the like of the vehicle. In that case, since the map data and road characteristic information which the navigation apparatus holds can be used, it is not necessary for the travel route calculation unit 102 to store such information. Furthermore, for example, map data or road characteristic information distributed from a map service company or the like may be used.

  The travel route dividing unit 103 divides the travel route calculated by the travel route calculating unit 102 into a plurality of sections. As a method of dividing the driving route into a plurality of sections, the driving route dividing unit 103 includes, for example, a method of dividing each road type, a method of dividing every predetermined distance, a method of dividing every predicted driving distance of a certain time, and a road branch point A method of dividing by (intersection, etc.) or a combination of two or more of these methods can be considered. In addition, it is also possible to divide the travel route into sections for each rough road characteristic (such as road type), and then divide a section longer than a certain length into a plurality of sections based on detailed road characteristic information. It is done. For example, roads with strong up and down slopes, roads with a large curvature, roads with high or low speed ranges, etc. may be extracted from the roughly divided sections and divided into fine sections.

  Further, the road characteristics of each road may be changed according to external factors such as time and weather, and the travel route may be divided based on the time zone and the weather when the host vehicle travels. For example, the travel route may be divided for each time zone in which the host vehicle is predicted to travel, or the travel route may be divided for each weather predicted when the host vehicle travels.

  Further, energy consumption related information, which will be described later, may be acquired before dividing the travel route of the host vehicle, and the travel route may be divided based on the information. For example, it is conceivable to divide the travel route into a section where the energy consumption per unit distance is large and a small section, or a section where the average speed is higher than a certain value and a section where the average speed is low.

  Hereinafter, each section obtained by dividing the travel route by the travel route dividing unit 103 is referred to as a “travel section”, and each section obtained by combining a plurality of continuous travel sections is referred to as a “combined travel section”.

  The energy consumption related information acquisition unit 104 acquires information (energy consumption related information) related to the energy consumption of the host vehicle in the travel route of the host vehicle calculated by the travel route calculation unit 102. The energy consumption related information includes, for example, road characteristic information (gradient information, road type, road width, curve curvature, predicted speed information, etc.) included in the travel route information, VICS (registered trademark) (Vehicle Information and Communication System) Traffic information delivered by information delivery services such as speed information (actual speed information) indicating actual vehicle flow (speed range), advanced driver assistance systems called ADAS (Advanced Driver Assistance System) (for example, collision prevention safety devices) ) Is information that can influence the energy consumption of the vehicle on the travel route, such as radar information acquired.

  In addition, energy consumption-related information may include weather information (weather, temperature, humidity, solar radiation, etc.) and supply / demand information for infrastructure energy networks (for example, power networks (grids) for homes, factories, buildings, etc.). . As the supply and demand information of the energy network of the infrastructure, for example, there is a power supply and demand plan created by an energy management system (EMS) such as a home, a factory, or a building. These pieces of information do not directly affect the energy consumption (engine and motor energy consumption) required for running the vehicle, but do affect the energy consumption that can be spent driving the engine and motor.

  As the energy consumption related information acquired by the energy consumption related information acquisition unit 104, the information calculated by the travel route calculation unit 102 may be used as it is. For example, if the travel route calculation unit 102 has already calculated a road gradient, the information on the road gradient can be used as energy consumption related information.

  Based on the energy consumption related information acquired by the energy consumption related information acquisition unit 104, the reference mode speed plan creation unit 105 is an operation mode in which the host vehicle travels using a power source (hereinafter referred to as “reference mode”). A “reference mode speed plan” that is a speed plan for each travel section when it is assumed that the travel is performed in each travel section is created. Examples of the reference mode include an operation mode in which only the engine power is used, an operation mode in which only the motor power is used, an operation mode in which both the engine power and the motor power are used, and power generation using the engine power. Operating modes for storing power in a battery or driving a motor.

  Based on the energy consumption related information acquired by the energy consumption related information acquiring unit 104 and the reference mode speed plan generated by the reference mode speed plan generating unit 105, the special mode speed plan generating unit 106 uses the vehicle as a power source. A “special mode speed plan” that is a speed plan for each travel section when it is assumed that the vehicle travels in an operation mode that travels without being used (hereinafter referred to as “special mode”) is created. The special mode is an operation mode that cannot be handled in the same manner as the reference mode. As the special mode, in addition to the coasting mode, a “regeneration mode” in which power is generated using kinetic energy during downhill or deceleration during traveling in the coasting mode can be considered. The inertial running mode may release the friction element existing in the driving force transmission path or stop the operation of the power source when traveling with the accelerator released. In some cases, the amount of power generated in the regeneration mode can be calculated by the same method as the operation mode ("EV (Electric Vehicle) mode" described later)) that runs only with the power of the motor. It may be treated as one of the modes.

  Since no power source is used in the special mode, it is difficult to make a speed plan for the vehicle in the special mode unconditionally. Therefore, the special mode speed plan creation unit 106 performs the special mode speed plan under the condition that the speed plan (speed and acceleration) of the host vehicle at the start point of each travel section is the same as the reference mode speed plan at that point. Create

  The combined mode speed plan creation unit 107 is created by the energy consumption related information acquired by the energy consumption related information acquisition unit 104, the reference mode speed plan created by the reference mode speed plan creation unit 105, and the special mode speed plan creation unit 106. Based on the special mode speed plan, it is assumed that the vehicle travels in a special travel mode in a combined travel section that is a combination of a plurality of continuous travel sections and travels in the reference mode in the remaining travel sections. Then, a “composite mode speed plan” that is a speed plan for each combined travel section is created. At this time, the composite mode speed plan creation unit 107 creates the composite mode speed plan so that the speed plan of the host vehicle at the start point and the end point of each composite travel section is the same as the reference mode speed plan at those points. .

  In the present embodiment, the composite travel section is composed of two continuous travel sections, and the composite mode speed plan is calculated assuming that the first travel section travels in the special mode and the second travel section travels in the reference mode. Shall be created. In this case, the speed plan for the first half of each combined travel section is the same as the special mode speed plan. Further, the speed plan for the latter half of the travel section is created based on the energy consumption related information so that the speed plan at the end point of the travel section is the same as the reference mode speed plan at that point. In this way, even if a part of the reference mode speed plan is replaced with the composite mode speed plan by making the composite mode speed plan at the start point and end point of each composite travel section the same as the reference mode speed plan at those points. The continuity of speed plan can be maintained. The combined travel section may be composed of three or more consecutive travel sections. Moreover, you may mix the composite traveling area which consists of a different number of traveling areas.

  Based on the energy consumption related information acquired by the energy consumption related information acquiring unit 104 and the reference mode speed plan generated by the reference mode speed plan generating unit 105, the reference mode energy consumption calculating unit 108 determines that the vehicle is in the reference mode speed plan. The predicted value of the “reference mode energy consumption”, which is the energy consumption by the vehicle device 120 when traveling in the reference mode in each travel section, is calculated. That is, the reference mode energy consumption calculation unit 108 calculates the energy consumption (necessary travel energy consumption) required for the host vehicle to travel through each travel section in the reference mode.

  The combined mode energy consumption calculation unit 109 follows the combined mode speed plan from the energy consumption related information acquired by the energy consumption related information acquisition unit 104 and the combined mode speed plan generated by the combined mode speed plan generation unit 107. Thus, the predicted value of the “composite mode energy consumption”, which is the energy consumption by the vehicle device 120 in each composite travel section when traveling in each composite travel section, is calculated. In other words, the combined mode energy consumption calculation unit 109 is the energy consumption required when the host vehicle travels through the special mode in some of the combined travel sections and travels in the reference mode in the remaining travel sections. Calculate the amount (required travel energy consumption).

  The reference mode energy consumption and the combined mode energy consumption calculated by the reference mode energy consumption calculating unit 108 and the combined mode energy consumption calculating unit 109, that is, the required traveling energy consumption for each traveling section or combined traveling section are determined in advance. It can be calculated using the obtained mathematical formulas and characteristic data.

  As such a mathematical formula, a physical formula for calculating the required travel energy consumption from the road gradient of each road included in the travel route and the reference mode speed plan and vehicle specification information (vehicle weight, travel resistance coefficient, etc.) There are conversion formulas for converting the required travel energy consumption into the amount of fuel required for driving the engine, the amount of power required for driving the motor, or the amount of fuel and the amount of power required when combining them. The characteristic data includes a data map indicating characteristics such as torque, engine output, and fuel consumption with respect to the engine speed.

  As described above, among the vehicle operation modes, the reference mode includes “EV (Electric Vehicle) mode” that travels only by the power of the motor, and “HEV (Hybrid Electric) that travels by the power of both the motor and the engine. Vehicle) mode ”,“ engine mode ”that travels only with engine power, and“ engine + power generation mode ”that travels and generates power using engine power. In addition, the special mode includes a “coulomb mode (COAST) mode” that travels by inertia, and a “regeneration mode” that generates power using kinetic energy during downhill or deceleration.

  In the “EV mode”, since all the required travel energy consumption is covered by electricity, the fuel consumption is 0, and the power consumption can be obtained by dividing the required travel energy consumption by the efficiency of the motor or inverter. it can. The efficiency of the motor or inverter may be obtained from a physical equation or may be obtained from a data map.

  In the “engine mode”, since the required travel energy consumption is all covered by fuel, the power consumption is 0, and the fuel consumption is, for example, BSFC (relationship between engine torque, rotation speed, output and fuel consumption). It can be calculated using a fuel consumption rate map called “Brake Specific Fuel Consumption”.

  In the “HEV mode”, the required travel energy consumption is shared by electric power and fuel. For example, the output of the engine is set to a value at which the engine torque and the rotational speed of the BSFC are most efficient, and the output of the motor is set to cover an energy consumption amount that is not sufficient only by the output of the engine. In this case, the fuel consumption amount can be calculated using BSFC from the engine torque, the rotational speed, and the output set as described above. The power consumption can be obtained as a value obtained by dividing the energy consumption output by the engine from the required travel energy consumption by the efficiency of the motor or inverter.

  In the “engine + power generation mode”, the engine output is set to a value at which the torque and the rotational speed are most efficient, and then power is generated by the surplus engine output. Therefore, the fuel consumption amount can be calculated using BSFC from the engine torque, the rotational speed, and the output set as described above. The power consumption can be obtained as a value obtained by multiplying the negative value corresponding to the amount of power that can be generated with surplus engine output by the efficiency of the generator or inverter.

  In the “inertia travel mode”, the output of the engine and motor is 0, and power regeneration is not performed, so both power consumption and fuel consumption are 0.

  In the “regeneration mode”, the engine and motor outputs are zero, and only power regeneration is performed. Therefore, the fuel consumption is 0, and the power consumption can be obtained as a negative value corresponding to the amount of power generated by the regenerative braking using the motor. Note that the amount of power generated by the regenerative brake can be calculated by the same method as the amount of power consumed in the “EV mode”, but the positive / negative or efficiency multiplication / reduction is reversed.

  Based on the predicted value of the reference mode energy consumption of each traveling section and the predicted value of the combined mode energy consumption of each combined traveling section, the control planning unit 110 performs the entire travel route before and during the traveling of the host vehicle. A control plan for the vehicle equipment 120 (motor, engine, generator, etc.) for each travel section is established so that the energy consumption (fuel consumption and power consumption) of the vehicle in the vehicle satisfies the predetermined conditions. Specifically, the operation mode and the speed plan of the host vehicle are allocated for each travel section so that the energy consumption amount of the host vehicle in the entire travel route satisfies a preset condition. The vehicle equipment control unit 111 may assign an operation mode to the combined travel section. In this case, the inertial travel mode is assigned to a part of the composite travel section.

Examples of conditions that determine the operation mode and speed plan for each travel section include, for example, conditions where the energy consumption in the entire travel route is closest to a specific target value, and the remaining battery level (SOC) upon arrival at the destination For keeping the fuel consumption within a desired range, conditions for minimizing or maximizing fuel consumption, conditions for minimizing or maximizing power consumption, conditions for minimizing CO ₂ generation, fuel and power costs ( There may be a condition in which the cost of refueling and charging before traveling may be included). In the inertial running mode, since the acceleration cannot be controlled, constraints such as acceleration, maximum speed, or minimum speed may be given to the speed plan.

  Since the energy consumption of the vehicle varies depending on the operation mode, the control planning unit 110 uses the reference mode energy consumption calculating unit 108 and the composite mode energy consumption calculating unit 109 to calculate the necessary driving energy consumption for each traveling section. Is calculated for each operation mode, and the combination of operation modes for each travel section is selected so that the energy consumption of the host vehicle in the entire travel route satisfies a predetermined condition. The assignment of the operation mode and speed plan for each travel section determined by the control plan planning unit 110 is the control plan for the vehicle device 120. The control plan planning unit 110 inputs the created control plan for the vehicle device 120 to the vehicle device control unit 111.

  The vehicle device control unit 111 controls the vehicle device 120 according to the control plan of the vehicle device 120 (assignment of the operation mode and speed plan of each travel section) input from the control plan planning unit 110 and switches the operation mode. Do. Note that the switching of the operation mode is normally performed when the host vehicle enters a new travel section, but the control plan of the vehicle device 120 is changed (re-planned) during the travel as will be described later. In some cases, the driver may not be able to maintain the operation mode according to the control plan by performing an operation contrary to the expectation. In such a case, the operation mode is switched even during the travel section.

  As described above, the control plan of the vehicle device 120 includes not only the plan of the operation mode of each traveling section but also the speed plan. The speed plan is a predicted value of the traveling speed of the host vehicle when each operation mode is selected, and does not necessarily match the actual traveling speed. Therefore, the vehicle equipment control unit 111 realizes the speed plan. Thus, the vehicle equipment may be controlled. That is, the vehicle speed may be automatically controlled by setting the traveling speed determined in the speed plan as a target value. For example, a hybrid vehicle having a cruise control (registered trademark) function is equipped with a speed control function, and speed control that realizes a speed plan is technically possible.

  In addition, the vehicle device control unit 111 calculates the actual energy consumption (actual measured value of energy consumption) in the vehicle device 120 operated based on the control plan and when the control plan planning unit 110 creates the control plan. Compare the energy consumption (predicted energy consumption) of each travel section and correct the operating mode parameters (engine-motor output ratio, power regeneration strength, etc.) so that the difference between them is reduced. It also has a function to perform feedback control.

  On the other hand, the control planning unit 110 determines whether the difference between the predicted value of the energy consumption and the actual measurement value or the amount of change in the difference exceeds a predetermined threshold, When the travel route calculation unit 102 changes the travel route, the re-planning control for reestablishing the control plan of the vehicle device 120 is also provided. Furthermore, the control plan planning unit 110 performs re-planning control for reestablishing the control plan for the vehicle device 120 even when the user instructs to change the control plan for the vehicle device 120.

  Next, the operation of the vehicle energy management apparatus 100 will be described based on the flowchart of FIG.

  When the operation flow of the vehicle energy management apparatus 100 is started by starting the own vehicle (or on-vehicle system), first, the current position of the own vehicle acquired by the current position acquisition unit 101 is acquired (step S1).

  Next, the travel route calculation unit 102 searches for a travel route from the current location of the host vehicle to the set destination (step S2). The destination may be set by the user of the host vehicle using the user interface, or may be automatically performed by the travel route calculation unit 102 estimating the destination from the past travel history or the like. .

  When the travel route of the host vehicle is determined, the travel route dividing unit 103 divides the travel route into a plurality of travel sections in consideration of map data and road characteristic information (step S3).

  When the division of the travel route is completed, the following steps S4 to S7 are performed. Steps S4 to S7 will be described with reference to FIG. FIG. 3 conceptually shows an operation mode switching plan and a speed plan optimization process performed by the vehicle energy management apparatus 100.

  In step S4, the energy consumption related information acquisition unit 104 acquires energy consumption related information of the travel section. In FIG. 3, energy consumption related information including altitude information (road gradient) and intersection position information of each travel section (travel sections R1 to R6) is shown.

  Step S5 is a process for creating various speed plans, and the following processes of steps S5a to S5c are performed. In step S5a, a reference mode speed plan that is a speed plan for each travel section when the reference mode speed plan creation unit 105 assumes that the host vehicle travels in each travel section in the reference mode based on the energy consumption related information. Create In step S5b, the speed of each travel section when the special mode speed plan creation unit 106 assumes that the host vehicle travels in the special mode based on the energy consumption related information and the reference mode speed plan created in step S5a. Create a special mode speed plan that is a plan. In step S5c, the combined mode speed plan creation unit 107 combines the own vehicle based on the energy consumption related information, the reference mode speed plan created in step S5a, and the special mode speed plan created in step S5b. A combined mode speed plan, which is a speed plan of each combined travel section, is created when it is assumed that a part of the travel sections travel in the special mode and the remaining travel sections travel in the reference mode.

  In the example of FIG. 3, the combined travel section is composed of two continuous travel sections. That is, the combined traveling section CR1 is configured from the traveling sections R1 and R2, the combined traveling section CR2 is configured from the traveling sections R2 and R3, the combined traveling section CR3 is configured from the traveling sections R3 and R4, and from the traveling sections R4 and R5. A combined travel section CR4 is configured, and a combined travel section CR5 is configured from the travel sections R5 and R6. Thus, a part overlaps between adjacent synthetic | combination driving | running | working areas.

  In the example of FIG. 3, the combined mode speed plan is created on the assumption that the first half of each combined travel section travels in the special mode and the second half travel section travels in the reference mode. In this case, the speed plan for the first half of each combined travel section is the same as the special mode speed plan. Also, the speed plan for the latter half of the travel section is newly created based on the energy consumption related information so that the speed plan at the end point of the travel section is the same as the reference mode speed plan at that point.

  For example, the travel plan for the travel section R1 as the first half of the combined travel section CR1 is set to be the same as the special mode speed plan for the travel section R1. In the travel plan of the travel section R2 as the second half of the composite travel section CR1, the speed of the start point of the travel section R2 is set to the same value as the speed of the end point of the travel section R1, and the speed of the end point of the travel section R2 is set to the travel section. It is created so that this condition is satisfied after being set to the same value as the reference mode speed plan at the start point of R3. A combined mode speed plan for the combined travel section CR1 is created by combining the travel plan for the travel section R1 and the travel plan for the travel section R2 thus obtained. The combined mode speed plan after the combined travel section CR2 is also created by the same process.

  As a result, the combined mode speed plan at the start and end points of each combined travel section is the same as the reference mode speed plan at those points. Thereby, even if a part of the reference mode speed plan is replaced with the composite mode speed plan, the continuity of the speed plan can be maintained.

  Step S6 is a calculation process of the required travel energy consumption of each travel section, and the following processes of steps S6a and S6b are performed. In step S6a, the reference mode energy consumption calculation unit 108 sets each travel section in the reference mode so that the host vehicle follows the reference mode speed plan from the energy consumption related information and the reference mode speed plan created in step S5a. Calculate the predicted value of the standard mode energy consumption, which is the required travel energy consumption for running through. In step S6b, the combined mode energy consumption calculation unit 109 selects the reference mode and the special mode from the energy consumption related information and the combined mode speed plan created in step S5c so that the host vehicle follows the combined mode speed plan. The predicted value of the combined mode energy consumption, which is the required travel energy consumption for running through each combined travel section in combination, is calculated. Since steps S6a and S6b are independent processes, either may be performed first or may be performed simultaneously.

  In the example of FIG. 3, the EV mode and the HEV mode are assumed as the reference mode, and one of the inertia running modes is assumed as the special mode. In this case, in the above step S6a, the reference mode energy consumption A01 to A06 when it is assumed that each of the travel sections R1 to R6 travels in the EV mode, and the reference mode energy consumption when it is assumed that the vehicle travels in the HEV mode. Two types of B01 to B06 are calculated.

  In addition, as the operation mode of the host vehicle in each combined travel section, the first half travels in the coasting mode, the second half travels in the EV mode (COAST mode + EV mode), and the first half travels in the coasting mode. There are two possible patterns of driving in the HEV mode (COAST mode + HEV mode). Therefore, in the above step S6b, when it is assumed that each of the combined traveling sections CR1 to CR5 travels in the pattern of the COAST mode + EV mode, and the combined mode energy consumption amount assumes that the vehicle travels in the pattern of the COAST mode + HEV mode. Two types of reference mode energy consumption are calculated.

  In FIG. 3, the required travel energy consumption when traveling in the coasting travel modes R1 to R5 as the first half of the combined travel sections CR1 to CR5 is represented as C01 to C05, respectively. In addition, energy consumption when traveling in the EV mode in the traveling sections R2 to R6 as the latter half of the combined traveling sections CR1 to CR5 is represented as CA01 to CA06, respectively. Further, the required travel energy consumption when traveling in the HEV mode in the travel sections R2 to R6 as the latter half of the combined travel sections CR1 to CR5 is represented as CB01 to CB05, respectively. The required travel energy consumption C01 to C05 when traveling in the inertial travel mode is normally zero.

  In step S7, the control planning unit 110 calculates the predicted value of the reference mode energy consumption of each traveling section calculated in step S6a and the predicted value of the combined mode energy consumption of each combined traveling section calculated in step S6b. The vehicle's energy consumption (fuel consumption and power consumption) in the entire travel route is optimized based on the conditions (predetermined conditions are met) Assign operating modes and travel plans. That is, a control plan for the vehicle equipment 120 (motor, engine, generator, etc.) is drawn up. Thereby, how to secure the required travel energy consumption of each travel section with a plurality of energy sources is determined.

  In the example of FIG. 3, the pattern of COAST mode + EV mode is assigned to the composite travel section CR1 (the coastal travel mode is assigned to the coasting section R1, the EV mode is assigned to the travel section R2), and the EV mode is assigned to the travel section R3. The HEV mode is assigned to the travel section R4, and the pattern of the COAST mode + HEV mode is assigned to the composite travel section CR5 (the inertia travel mode is assigned to the travel section R5 and the HEV mode is assigned to the travel section R6). Further, as shown in FIG. 3, the speed plan after optimization is obtained by replacing a part of the reference mode speed plan with the composite mode speed plan, but the continuity is maintained.

  In this embodiment, when an operation mode is assigned to each travel section, a speed plan is also assigned at the same time. However, it is necessary to observe the restrictions of each vehicle's characteristics and operation modes (for example, the capacity and rating of the fuel tank and storage battery, the speed range that can be driven in each operation mode, etc.). In some cases, it is not possible to assign the above. While observing such restrictions, the operation mode is assigned so that a predetermined condition is satisfied.

  As a method for determining the allocation of the operation mode, a method of comparing all the operation modes that can be allocated to each travel section may be used, or a method generally known as a solution to the so-called “combination optimization problem” may be used. May be. In this embodiment, since the speed plan is optimized under the constraint condition by assigning the operation mode, it is necessary to obtain the optimum solution as compared with the optimization of the speed plan when there is no constraint condition. The calculation amount will be greatly reduced.

  After the control plan for the vehicle device 120 is created in step S7, when the host vehicle starts to travel, the vehicle device control unit 111 follows the assignment of the operation mode and the speed plan to each travel section defined in the control plan. Then, the vehicle device 120 is controlled (step S8). Specifically, the vehicle equipment control unit 111 recognizes which travel section the host vehicle is on the travel route based on the current position of the host vehicle acquired by the current position acquisition unit 101, and is assigned to the travel section. The vehicle device 120 is operated in the selected operation mode. Moreover, you may control the vehicle apparatus 120 so that the travel plan allocated to each travel area may be implement | achieved. If the host vehicle enters a new travel section (passes the boundary of the travel section), the vehicle device control unit 111 switches the operation mode of the host vehicle as necessary.

  If the host vehicle has traveled the travel route (YES in step S9), the vehicle equipment control unit 111 terminates the flow of FIG. 2, but if it has not traveled (NO in step S9), the control plan planning unit 110 Confirms whether the control plan of the vehicle device 120 needs to be rebuilt (step S10).

  Even when the operation mode of the vehicle device 120 is switched according to the control plan, the energy consumption plan (predicted value of energy consumption) calculated in step S6 and the actual energy consumption (energy consumption) are calculated while the host vehicle is traveling. A difference may occur between the measured value and the measured value. For example, there is a case where the vehicle cannot travel at a planned speed due to an unexpected traffic jam, or the operation mode as controlled may not be maintained due to the driver's operation. The driver must operate the accelerator and brakes of the vehicle according to the actual traffic conditions even in the "Inertia driving mode" and "Regenerative mode" driving sections where the engine and motor outputs are assumed to be zero. Is fully assumed. The difference also occurs when the host vehicle deviates from the planned travel route.

  In order to recognize such a deviation from the energy consumption plan, the control plan planning unit 110 calculates the difference between the predicted value of the energy consumption and the actual measurement value. Specifically, for example, the difference between the fuel consumption measured by the controller for engine control and the predicted value of the fuel consumption calculated in advance, and the power consumption measured by the controller for motor control and the power consumption calculated in advance. The difference between the quantity and the predicted value is calculated.

  The control planning unit 110 receives an instruction from the user when the magnitude of the difference or the amount of change exceeds a predetermined threshold, when the own vehicle deviates from the travel route, or the travel route is changed. If there is, it is determined that the re-planning control for re-establishing the control plan for the vehicle device 120 is necessary (YES in step S10), and the process returns to step S1 to perform the re-establishment. In this case, it is only necessary to perform necessary processes among the processes in steps S1 to S7. For example, if the host vehicle is not off the travel route, the travel route is not changed, so the travel route search (step S1) can be omitted.

  On the other hand, when it is determined that there is no need to reestablish the control plan for the vehicle device 120 (NO in step S10), the vehicle device control unit 111 determines whether feedback control of the vehicle device 120 is necessary (step). S11). Specifically, if the difference between the predicted value of energy consumption obtained in step S6 and the actual measurement value exceeds a certain range, it is determined that feedback control is necessary.

  If the vehicle device control unit 111 determines that feedback control of the vehicle device 120 is necessary (YES in step S11), the vehicle mode control unit 111 sets the operation mode parameters (in order to reduce the difference between the predicted value of energy consumption and the actual measurement value). The feedback control is performed by correcting the output ratio of the engine and the motor, the strength of power regeneration, and the like (step S12).

  The operations in steps S1 to S12 are repeatedly executed until the host vehicle travels along the travel route.

  According to the vehicle energy management apparatus 100 according to the present embodiment, it is possible to make a control plan on the assumption that the vehicle travels in a special mode that does not use the power source of the vehicle in some travel sections. Thereby, even when the special mode is used, an error in energy consumption can be reduced. Therefore, the special mode can be used effectively, and the effect of reducing the energy consumption of the entire travel route is improved. In addition, because the speed plan is optimized under the constraint conditions by assigning the operation mode to each travel section, in order to obtain the optimum solution compared to the speed plan optimization process without the constraint conditions There is also an effect that the amount of calculation is greatly reduced.

  4 and 5 are diagrams each showing an example of a hardware configuration of the vehicle energy management apparatus 100 according to the present invention.

  The vehicle energy management apparatus 100 is realized by, for example, a processing circuit 50 shown in FIG. That is, the processing circuit 50 includes a current position acquisition unit 101 that acquires the current position of the host vehicle, a travel route calculation unit 102 that calculates a travel route of the host vehicle, and a travel route that divides the travel route into a plurality of travel sections. The division unit 103, the energy consumption related information acquisition unit 104 that acquires energy consumption related information in each travel section, the reference mode speed plan creation unit 105 that creates the reference mode speed plan of each travel section, and the special of each travel section A special mode speed plan creation unit 106 that creates a mode speed plan, a composite mode speed plan creation unit 107 that creates a composite mode speed plan for each combined travel section, and a predicted value of the reference mode energy consumption for each travel section A reference mode energy consumption calculating unit 108 that performs the combined mode energy consumption calculation unit 108 for calculating a predicted value of the combined mode energy consumption for each combined travel section. Comprising the de energy consumption calculation section 109, a control planner 110 to make a control plan for each travel section of the vehicle equipment 120, a vehicle equipment control unit 111 for controlling the vehicle equipment 120 in accordance with the control plan, and. Dedicated hardware may be applied to the processing circuit 50, or a processor (Central Processing Unit, central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, Digital, which executes a program stored in the memory Signal Processor) may be applied.

  When the processing circuit 50 is dedicated hardware, the processing circuit 50 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a processor programmed in parallel, an ASIC, an FPGA, or a combination thereof. . Each function of each part of the vehicle energy management apparatus 100 may be realized by a plurality of processing circuits 50, or the functions of each part may be realized by a single processing circuit 50.

  FIG. 5 shows a hardware configuration of the vehicle air conditioning control system when the processing circuit 50 is a processor. In this case, the function of the vehicle energy management apparatus 100 is realized by a combination of software and the like (software, firmware, or software and firmware). Software or the like is described as a program and stored in the memory 52. The processor 51 as the processing circuit 50 implements the functions of the respective units by reading out and executing the program stored in the memory 52. That is, the vehicle air conditioning control system, when executed by the processing circuit 50, obtains the current position of the host vehicle, calculates the travel route of the host vehicle, and sets the travel route to a plurality of travel sections. A step of dividing, a step of obtaining energy consumption related information in each travel section, a step of creating a reference mode speed plan for each travel section, a step of creating a special mode speed plan for each travel section, and each combined travel Creating a composite mode speed plan for the section; calculating a predicted value of the reference mode energy consumption for each travel section; calculating a predicted value of the composite mode energy consumption for each composite travel section; A step of making a control plan for each travel section of the device 120 and a step of controlling the vehicle device 120 according to the control plan , But a memory 52 for storing a program to be executed consequently. In other words, this program can be said to cause the computer to execute the procedure and method of the vehicle energy management apparatus 100. Here, the memory 52 is a nonvolatile memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable Read Only Memory), or an EEPROM (Electrically Erasable Programmable Read Only Memory). Or a volatile semiconductor memory, HDD (Hard Disk Drive), a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, DVD (Digital Versatile Disc), its drive device, etc. correspond.

  Heretofore, the configuration in which each function of the vehicle energy management apparatus 100 is realized by either hardware or software has been described. However, the present invention is not limited to this, and a configuration in which a part of the vehicle energy management apparatus 100 is realized by dedicated hardware and another part is realized by software or the like. For example, the function of the vehicle device control unit 111 is realized by a processing circuit as dedicated hardware, and the processing circuit 50 as the processor 51 reads and executes the program stored in the memory 52 for the other elements. It is possible to realize the function.

  As described above, the processing circuit 50 can realize the above functions by hardware, software, or the like, or a combination thereof.

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

  DESCRIPTION OF SYMBOLS 100 Energy management apparatus for vehicles, 101 Current position acquisition part, 102 Travel route calculation part, 103 Travel route division | segmentation part, 104 Energy consumption related information acquisition part, 105 Standard mode speed plan creation part, 106 Special mode speed plan creation part, 107 Synthetic mode speed plan creation unit, 108 reference mode energy consumption calculation unit, 109 synthetic mode energy consumption calculation unit, 110 control plan planning unit, 111 vehicle equipment control unit, 120 vehicle equipment.

Claims (7)

For vehicles used in vehicles having a plurality of vehicle devices driven by different energy sources and having, as operation modes, a reference mode that travels using a power source and a special mode that travels without using a power source An energy management device,
A traveling route dividing unit that divides the traveling route of the vehicle into a plurality of traveling sections;
An energy consumption related information acquisition unit for acquiring energy consumption related information which is information related to energy consumption of the vehicle in each traveling section;
Based on the energy consumption related information, a reference mode speed plan creation unit that creates a reference mode speed plan that is a speed plan of each traveling section when the vehicle is assumed to travel in the reference mode;
Based on the energy consumption related information and the reference mode speed plan, a special mode speed plan creation unit that creates a special mode speed plan that is a speed plan of each traveling section when the vehicle is assumed to travel in a special mode;
Based on the energy consumption related information, the reference mode speed plan and the special mode speed plan, the vehicle travels in a special mode in a part of a combined travel section obtained by combining a plurality of continuous travel sections, A combined mode speed plan creation unit that creates a combined mode speed plan that is a speed plan of each combined travel section when it is assumed that the remaining travel sections travel in the reference mode;
A reference for calculating a predicted value of a reference mode energy consumption that is an energy consumption by the plurality of vehicle devices when the vehicle travels in each travel section in the reference mode from the energy consumption related information and the reference mode speed plan. A mode energy consumption calculator,
From the energy consumption related information and the combined mode speed plan, in each combined traveling section when the vehicle travels in the special mode in the partial traveling section of each combined traveling section and in the reference mode in the remaining traveling section. A combined mode energy consumption calculation unit that calculates a predicted value of a combined mode energy consumption that is energy consumption by the plurality of vehicle devices;
A control plan planning unit that makes a control plan for each traveling section of the plurality of vehicle devices based on the predicted value of the reference mode energy consumption of each traveling section and the predicted value of the combined mode energy consumption of each combined traveling section When,
A vehicle equipment controller that controls the plurality of vehicle equipment according to the control plan;
A vehicle energy management apparatus comprising: The composite mode speed plan creation unit creates the composite mode speed plan so that the speed plan of the vehicle at the start point and the end point of each composite travel section is the same as the reference mode speed plan. Vehicle energy management device. The vehicle energy management device according to claim 1, wherein the control plan drafted by the control plan drafting unit includes an operation mode switching plan and a vehicle speed plan. The vehicle energy management device according to claim 3, wherein the vehicle equipment control unit automatically controls the speed of the vehicle with a speed determined in the speed plan as a target value. The special mode is an inertia traveling mode in which control is performed to release a friction element existing in a transmission path of a driving force output from a power source of the vehicle while the vehicle is traveling. The vehicle energy management device according to claim 1. 5. The vehicle energy management device according to claim 1, wherein the special mode is an inertia traveling mode in which control is performed to stop an operation of a power source of the vehicle while the vehicle is traveling. 6. . A current position acquisition unit for acquiring a current position of the vehicle;
The vehicle energy management device according to any one of claims 1 to 6, further comprising a travel route calculation unit that calculates a route from the current position to the destination of the vehicle as the travel route.

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