JP6790744B2 - Electric vehicle control device - Google Patents

Description

The present disclosure relates to a control device for an electric vehicle including a traveling motor driven by the electric power of a power storage device.

Conventionally, the development of a control for supporting the energy-saving operation of an electric vehicle by a user has been promoted. As one of them, for example, Japanese Patent Application Laid-Open No. 2005-160269 (Patent Document 1) discloses an electric vehicle configured to be able to execute "downlink SOC control" (SOC: State Of Charge). "Downstream SOC control" is a navigation device or the like that determines whether or not there is a target downhill section that satisfies the downhill extraction condition in the planned travel route of the electric vehicle in an electric vehicle equipped with a traveling motor driven by the electric power of the power storage device. It is a control that determines using the gradient information of the map information stored in the database, and if there is a target downlink section, reduces the SOC of the power storage device in advance before entering the target downlink section.

While traveling in the target downlink section, the SOC increases due to the regenerative power of the motor, but since the SOC is reduced in advance by the downlink SOC control before entering the target downlink section, the SOC increases during travel in the target downlink section. It is avoided that the upper limit is reached and forced discharge is performed.

Japanese Unexamined Patent Publication No. 2005-160269

Normally, the map information stored in the database is divided into mesh-like sections at predetermined distance intervals. Then, the slope information of each section is created based on the elevation difference of the terrain (ground surface) of each section, not the actual slope of the road. Therefore, there is a section where the actual slope of the road deviates considerably from the slope information of the map information.

In order to eliminate such a dissociation, there is a vehicle configured to be able to execute "gradient learning control". "Slope learning control" is to learn the slope information of the road on which the vehicle travels from the traveling state (driving force, vehicle speed, actual acceleration, etc.) when the vehicle travels on the road, and the learning result is stored in the database. This is a control that is reflected in the gradient information.

In the electric vehicle in which the above-mentioned downlink SOC control and gradient learning control are executed, the downlink SOC control is not executed due to the influence of the gradient learning control in the section having a history of executing the downlink SOC control, which gives the user a sense of discomfort. there is a possibility. Specifically, if the gradient information before the learning result by the gradient learning control is reflected (hereinafter, also referred to as "initial gradient information") is used, the gradient learning is performed in the section where the downlink SOC control is executed while satisfying the downlink extraction condition. If the gradient information (hereinafter also referred to as "learning gradient information") after the learning result by the control is reflected, the downlink extraction condition may not be satisfied and the downlink SOC control may not be executed, which may give the user a sense of discomfort. There is.

The present disclosure has been made to solve the above-mentioned problems, and an object thereof is in an electric vehicle in which downlink SOC control and gradient learning control are executed, in a section having a history of execution of downlink SOC control. , It is easy to suppress that the downlink SOC control is not executed due to the influence of the gradient learning control.

The control device according to the present disclosure is a control device for an electric vehicle including a traveling motor driven by the electric power of a power storage device, and includes a storage unit, a learning unit, and a control unit. Map information including gradient information is stored in the storage unit. The learning unit is configured to be able to execute gradient learning control that learns the gradient of the road on which the electric vehicle travels from the traveling state when the electric vehicle travels on the road and reflects the learning result in the gradient information stored in the storage unit. Will be done. The control unit determines whether or not there is a target downhill section that satisfies the downhill extraction condition in the planned travel route of the electric vehicle using the gradient information stored in the storage unit, and if there is a target downhill section, the target downhill section. It is configured to be able to execute downlink SOC control that reduces the amount of electricity stored in the power storage device in advance before entering the vehicle. Control unit, the planned travel route, constructed as sections with a history of lower Ri SOC control is executed if contains Murrell, to mitigate downlink extraction condition in a history section.

According to the above arrangement, when a section of history under Ri SOC control is performed is included in the planned travel route, a downlink extraction conditions in that section is reduced. Thus, in the section with a history of lower Ri SOC control is executed, it becomes easily satisfied downstream extraction conditions with learning gradient information. As a result, in the electric vehicle in which the downlink SOC control and the gradient learning control are executed, it is easy to suppress that the downlink SOC control is not executed due to the influence of the gradient learning control in the section having a history of executing the downlink SOC control. be able to.

It is an overall block diagram of a vehicle. It is a block diagram which shows the detailed structure of an HV-ECU, various sensors and a navigation device. It is a flowchart which shows the processing procedure of the traveling control. It is a figure which showed an example of the calculation method of charge / discharge request power Pb. It is a figure for demonstrating the downlink SOC control. It is a flowchart (the 1) which shows an example of the processing procedure of the downlink SOC control. It is a figure for demonstrating the control object search process. It is a flowchart (the 1) which shows an example of the procedure of the control target search process. It is a flowchart (the 2) which shows an example of the processing procedure of the downlink SOC control. It is a flowchart (2) which shows an example of the procedure of the control target search process.

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

FIG. 1 is an overall configuration diagram of the vehicle 1 according to the first 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 dividing device 40, and a PCU (hereinafter referred to as "second MG"). It includes a Power Control Unit) 50, a power storage device 60, and drive wheels 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. In this disclosure, a case where the vehicle 1 is a hybrid vehicle will be typically described, but the vehicle to which this disclosure can be applied may be an electric vehicle provided with a motor generator for traveling, and the hybrid vehicle may be a hybrid vehicle. Not limited.

The engine 10 is an internal combustion engine that outputs power by converting the combustion energy generated when a mixture of air and fuel is burned into the kinetic energy of movers such as pistons and rotors. The power splitting device 40 includes, for example, a planetary gear mechanism having three rotation axes of a sun gear, a carrier, and a ring gear. The power dividing device 40 divides the power output from the engine 10 into a power for driving the first MG 20 and a power for driving the drive wheels 80.

The first MG20 and the second MG30 are AC rotating electric machines, for example, three-phase AC synchronous motors in which permanent magnets are embedded in a rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power dividing device 40. The electric power generated by the first MG 20 is supplied to the second MG 30 or the power storage device 60 via the PCU 50.

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

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

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

Further, the power storage device 60 is provided with a voltage sensor, a current sensor, and a temperature sensor that detect the voltage, input / output current, and temperature of the power storage device 60, respectively, and the detection value of each sensor is output 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.

FIG. 2 is a block diagram showing a detailed configuration of the HV-ECU 100, various sensors 120, and the 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 the 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 the accelerator pedal operation amount (hereinafter, also referred to as “accelerator opening degree”) ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects the brake pedal operation amount BP by the user. Each of these sensors outputs the detection result to the HV-ECU 100.

The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) for storing processing programs, a RAM (Random Access Memory) for temporarily storing data, and an input / output port for inputting / outputting various signals. A predetermined arithmetic process is executed based on the information stored in the memory (ROM and RAM) and the information from various sensors 120 including (not shown) and the like. Then, the HV-ECU 100 controls each device such as the engine 10, the PCU 50, and the HMI device 140 based on the result of the arithmetic processing.

The BAT-ECU 110 also includes a CPU, ROM, RAM, input / output ports, etc. (none of them are shown), and calculates the SOC of the power storage device 60 based on the detected values of the input / output current and / or voltage of the power storage device 60. .. The SOC is expressed as a percentage of the current amount of electricity stored with respect to the fully charged capacity of the electricity storage device 60, for example. Then, the BAT-ECU 110 outputs the calculated SOC to the HV-ECU 100. The SOC may be calculated by the HV-ECU 100.

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 composed of a hard disk drive (HDD) or the like and stores map information. Map information includes data on "nodes" such as intersections and dead ends, "links" connecting nodes, and "facilities" (buildings, parking lots, etc.) along the links. In addition, the map information includes location information of each node, distance information of each link, road type information included in each link (tunnels, bridges, elevated roads, roads along the sea, mountains, etc.), gradient information of each link, etc. including.

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 congestion information, and may also include other road regulation information, parking lot information, and the like. This road traffic information is updated, for example, every 5 minutes.

The navigation ECU 132 includes a CPU, ROM, RAM, input / output ports (not shown), etc., and is currently 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 location, map information around it, traffic jam information, etc. are output to the HMI device 140 and the HV-ECU 100.

Further, 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 (planned travel route) from the current position of the vehicle 1 to the destination based on the map information DB 134. This planned travel route is composed of a set of nodes and links from the current position of the vehicle 1 to the destination. Then, the navigation ECU 132 outputs the search result (set of nodes and links) from the current position of the vehicle 1 to the destination to the HMI device 140.

Further, the navigation ECU 132 receives map information and road traffic information (hereinafter, also referred to as “look-ahead information”) from the current position to a point within a predetermined distance (for example, about 10 km) on the planned travel route in response to a request from the HV-ECU 100. ) Is output to the HV-ECU 100. This look-ahead information is used for downlink SOC control in the HV-ECU 100 (described later).

The map information stored in the map information DB 134 is divided into mesh-like sections at predetermined distance intervals. The initial value of the slope information of each section (hereinafter also referred to as "initial slope information") is not created based on the actual slope of the road in each section, but the elevation of the terrain (ground surface) of each section. Created based on the difference. Therefore, there is a section where the actual slope of the road deviates from the initial slope information.

In order to eliminate such a discrepancy between the actual slope of the road and the initial slope information, the navigation ECU 132 uses the vehicle from the traveling state (driving force, vehicle speed, actual acceleration, etc.) when the vehicle 1 actually travels on the road. The "gradient learning control" is executed in which the gradient change and the altitude change of the road on which 1 travels are learned (calculated) and the learning result is reflected in the gradient information of the map information stored in the map information DB 134. Since the gradient learning control itself is a known control, detailed description will not be repeated here.

The HMI device 140 is a device that provides the user with information for supporting the driving of the vehicle 1. The HMI device 140 is typically a display (visual information display device) provided in the interior of the vehicle 1, and also 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, text information), auditory information (audio 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 the map information and the traffic jam information around the vehicle 1 from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and the traffic jam information around the vehicle 1. ..

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

As described above, the navigation ECU 132 transfers the above-mentioned look-ahead information (map information and road traffic information from the current position on the planned travel route to a point within a predetermined distance) to the HV-ECU 100 in response to a request from the HV-ECU 100. Output.

When the HV-ECU 100 receives the look-ahead information from the navigation ECU 132, the HV-ECU 100 determines whether or not there is a target downlink section (control target section) that satisfies a predetermined downlink extraction condition in the planned travel route by using the received look-ahead information. If there is a downlink section, "downlink SOC control" is executed to reduce the SOC of the power storage device 60 in advance before entering the section. The downlink SOC control is one of the controls for supporting the energy-saving operation of the vehicle 1. The details of the downlink SOC control will be described in detail later.

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

FIG. 3 is a flowchart showing an example of a traveling control processing procedure executed by the HV-ECU 100. The series of processes shown in this flowchart are repeatedly executed at predetermined time intervals, for example, when the system switch of the vehicle 1 is turned on.

The HV-ECU 100 acquires the detected values of the accelerator opening 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 the 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 showing 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 map is used to ACC the accelerator opening. And 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, the HV-ECU 100 calculates the charge / discharge request power Pb for the power storage device 60 (step S25). This charge / discharge request power Pb is calculated based on the difference ΔSOC between the SOC (actual value) of the power storage device 60 and its target, and when the charge / discharge request power Pb is a positive value, the charge / discharge request power Pb is relative to the power storage device 60. It indicates that charging is required, and when the charge / discharge request power Pb is a negative value, it indicates that discharge is required for the power storage device 60.

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

Returning to FIG. 3, the HV-ECU 100 includes the traveling power Pd calculated in step S20, the charge / discharge request power Pb calculated in step S25, and the system loss Plus, as shown in the following equation (1). The engine required power Pe required for the engine 10 is calculated from the total value of (step S30).

Pe = Pd + Pb + Plus ... (1)
Next, the HV-ECU 100 determines whether or not the calculated engine required power Pe is larger than the 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 operating efficiency higher than a predetermined operating efficiency.

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

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

In the above, when the actual SOC is higher than the target SOC (ΔSOC> 0), the charge / discharge request 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 is understood that the engine 10 becomes difficult to start as the required power Pe becomes smaller. As a result, the discharge of the 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 becomes a positive value, so that the engine required power Pe is compared with the case where the SOC is controlled by the target SOC. It is understood that the engine 10 is in a state of being easily started by increasing the size of the engine 10. As a result, charging of the power storage device 60 is promoted, and the SOC shows an upward trend.

<Details of downlink SOC control>
Next, the details of the downlink SOC control executed by the HV-ECU 100 will be described.

As described above, the HV-ECU 100 executes "downlink SOC control" as a control for supporting the energy-saving operation of the vehicle 1. The down SOC control determines whether or not there is a target down section that satisfies a predetermined down extraction extraction condition on the planned travel route of the vehicle 1 by using pre-reading information (gradient information of map information, etc.) from the navigation device 130, and is a target. When there is a downlink section, the control is to reduce the SOC of the power storage device 60 in advance before entering the section.

When the vehicle 1 travels in the target downhill 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 of the power storage device 60 is reduced in advance by the downlink SOC control before entering the target downlink section, the SOC reaches the upper limit SU (see FIG. 5) while traveling in the target downlink section (SOC). Overflow) is suppressed, fuel consumption is reduced by discarding recoverable energy, and deterioration due to overcharging of the power storage device 60 is suppressed (see FIG. 5 described later).

FIG. 5 is a diagram for explaining downlink SOC control. In FIG. 5, the horizontal axis indicates each point of the planned travel route of the vehicle 1. In the example shown in FIG. 5, sections (links) 1 to 8 included in the planned travel route are shown. The vertical axis shows the altitude of the road in 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 the power storage device 60. Further, the line L22 shows the transition of the SOC when the downlink SOC control is executed, and the dotted line L23 shows the transition of the SOC when the downlink SOC control is not executed as a comparative example.

The HV-ECU 100 acquires the current position of the vehicle 1, the planned travel route, and map information thereof from the navigation device 130, and sets the downlink extraction condition within a predetermined distance (for example, 10 km) from the current position of the vehicle 1 on the planned travel route. The "control target search process" for determining whether or not there is a target downlink section to be satisfied (hereinafter, also simply referred to as "target downlink section B") is performed.

In the present embodiment, the downhill extraction condition is a section from the start point of the downhill with a large downhill slope to the point immediately before the next flatness of a certain distance or more continues, and the elevation difference and distance of a certain amount or more. It is set to the condition that there is a certain section. The section satisfying the downlink extraction condition is extracted as the target downlink section B. The details of the downlink extraction conditions will be described later.

FIG. 5 illustrates a case where the target descent section B is searched at the point P20 and the sections 4 to 6 are specified as the target descent section B. The HV-ECU 100 sets the target SOC of the power storage device 60 to the value Sn (for example, section 1) during normal driving. If the vehicle 1 enters the target downhill section B (sections 4 to 6) while the SOC of the power storage device 60 is controlled to the value Sn, the second MG30 regenerative power generation in the target downhill section B causes the power storage device. As 60 is charged, the SOC rises from the value Sn (dotted line L23). Then, when the SOC reaches the upper limit value SU (point P25a) while traveling in the target downhill section B, the electric power regenerated by the second MG 30 can be stored in the power storage device 60 even though the SOC is traveling downhill. It cannot be done (overflow occurs), the recoverable energy is discarded, and the deterioration of the power storage device 60 can be promoted.

Therefore, in the vehicle 1 according to the present embodiment, when the target descent section B (section 4 to section 6) is specified and the vehicle 1 reaches the point P21a a predetermined distance before the start point P23 of the target descent section B, the HV -ECU 100 changes the target SOC to a value Sd lower than the value Sn (line L21). Then, the SOC becomes higher than the target SOC (ΔSOC> 0), the discharge of the power storage device 60 is promoted, and the SOC is lowered (line L22).

The above predetermined distance is set to a distance sufficient to bring the SOC close to the value Sd by the time the vehicle 1 reaches the start point P23 of the target descent section B. In FIG. 5, the SOC has decreased to the value Sd by the time the vehicle 1 reaches the start point P23 of the target downhill section B. As a result, it is possible to prevent the SOC from reaching the upper limit SU while traveling in the target downhill section B (sections 4 to 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 downhill section B, the HV-ECU 100 ends the downhill SOC control and returns the target SOC to the value Sn.

In the following, the section from the point P21a (start point of downlink SOC control) where the target SOC is changed from the value Sn to the value Sd to the start point P23 of the target downlink section B is also described as “pre-descent section A”. Further, the section in which the pre-downward section A and the target downhill section B are combined (the section in which the target SOC is changed from the value Sn to the value Sd) is also described as the “downhill SOC control section”.

<Control flow for downlink SOC control>
FIG. 6 is a flowchart showing an example of a downlink SOC control processing procedure executed by the HV-ECU 100. The series of processes shown in this flowchart are repeatedly executed at predetermined time intervals, for example, when the system switch of the vehicle 1 is turned on.

The HV-ECU 100 determines whether or not it is the update timing of the look-ahead information (step S110). As described above, the look-ahead information is map information and road traffic information from the current position to a point within a predetermined distance (for example, about 10 km) on the planned travel route. The update timing of the look-ahead information is, for example, when the travel route of the vehicle 1 is changed (when the vehicle 1 leaves the planned travel route), when the road traffic information is updated, and a predetermined time (for example, 1 minute) has elapsed. For example, when the vehicle 1 has traveled a predetermined distance, or when the vehicle 1 has passed the target downhill section B.

When it is determined in step S110 that it is the update timing of the look-ahead information (YES in step S110), the HV-ECU 100 is controlled based on the gradient information of the map information of the planned travel route acquired from the navigation device 130. The search process (search process for the target downlink section B) is executed (step S115). If it is determined in step S110 that it is not the update timing of the look-ahead information (NO in step S110), the HV-ECU 100 shifts the process to step S120 without executing the process of step S115.

Next, the HV-ECU 100 determines whether or not the target downhill section B exists in the planned travel route (step S120). If it is determined in step S120 that there is no target downhill section B in the planned travel route (NO in step S120), the HV-ECU 100 shifts the process to return without executing the subsequent series of processes.

When it is determined in step S120 that the planned travel route includes the target descent section B (YES in step S120), the HV-ECU 100 determines that the vehicle 1 is in the pre-descent section A (a predetermined distance before the start point of the target descent section B). It is determined whether or not it is before entering the section from the point to the start point of the target descent section B (step S125).

If it is determined in step S125 that the vehicle 1 has not yet entered the pre-descent section A (YES in step S125), the HV-ECU 100 shifts the process to return without executing the subsequent series of 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 descent section B. Determine (step S130).

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

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

<Downstream extraction conditions used for control target search processing>
In order to enhance the support effect of the downlink SOC control, it is desirable to extract a section having a large downlink and a long distance and not sandwiching a long flat as the target downlink section B. Therefore, in the present embodiment, the downlink extraction condition used in the controlled object search process is a section from the point where the downhill with a large downhill slope starts to the point immediately before the next flatness of a certain distance or more continues. Moreover, it is set on the condition that the section has an altitude difference and a distance of a certain level or more.

More specifically, in the control target search process, the HV-ECU 100 refers to the gradient information of each section included in the planned travel route and starts a downhill having a downhill gradient of the threshold Gth1 or more (hereinafter, “downhill starting point”). ”), And the point immediately before the next flatness of a certain distance or more continues (hereinafter also referred to as the“ descent end point ”), the elevation difference ΔH between the descent start point and the descent end point is larger than the threshold value ΔHth1 and the descent When the descent distance DG between the start point and the descent end point is larger than the threshold value DGth1, the section from the descent start point to the descent end point is extracted as the target descent section B.

FIG. 7 is a diagram for explaining the control target search process executed by the HV-ECU 100. The horizontal axis of the graph shown in the upper part of FIG. 7 indicates each point of the planned travel route of the vehicle 1, and the vertical axis indicates the altitude of each point. In the example shown in FIG. 7, sections 1 to 11 of the planned travel route are shown. In the table shown in the lower part of FIG. 7, numerical values indicating distance information and gradient information of each section acquired from the map information of the navigation device 130 are exemplified. 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 upslope, and when it is a negative value, it indicates that it is a downslope. And. Further, it is assumed that the larger the magnitude (absolute value) of the gradient, the larger the gradient.

The HV-ECU 100 calculates the elevation difference ΔH of each section from the distance information and the gradient information of each section acquired from the map information of the navigation device 130, and the downhill having a downhill with a downhill with a threshold Gth1 or more is calculated. Identify the starting point) and the descending end point (the point immediately before the next flatness continues for a certain distance or more). The HV-ECU 100 has a descent start point to a descent end point when the elevation difference ΔH between the specified descent start point and the descent end point is larger than the threshold value ΔHth1 and the descent distance DG from the descent start point to the descent end point is larger than the threshold value DGth1. The section up to is specified as the target downlink section B. FIG. 7 shows an example in which sections 3 to 5 are specified as target downhill sections B.

<Relaxation of downlink extraction conditions>
As described above, when the HV-ECU 100 (control unit) according to the present embodiment executes the downlink SOC control, the downlink extraction condition is used by using the gradient information of each section acquired from the map information of the navigation device 130. The target downlink section B that satisfies the condition is extracted.

However, the "gradient information" used for extracting the target downlink section B is the target of the "gradient learning control" by the navigation ECU 132 (learning unit). Due to this effect, the downlink SOC control may not be executed in the section having a history of executing the downlink SOC control, which may give the user a sense of discomfort. Specifically, the initial gradient information was used in the section where the initial gradient information before learning by the gradient learning control and the gradient information after learning by the gradient learning control (hereinafter, also referred to as "learning gradient information") deviate from each other. Sometimes, even though there is a history that the downlink SOC control is executed by satisfying the downlink extraction condition, after that, when the learning gradient information is used, the downlink SOC control is not satisfied and the downlink SOC control is not executed. May give a sense of discomfort.

Therefore, when the planned travel route includes a section having a history of execution of the gradient learning control, the HV-ECU 100 according to the present embodiment relaxes the downlink extraction condition in that section. As a result, in the section having a history of executing the gradient learning control, the downlink extraction condition is easily satisfied even if the learning gradient information is used, and the target downlink section B is more easily extracted. As a result, in the vehicle 1 in which the downlink SOC control and the gradient learning control are executed, it is easy to suppress that the downlink SOC control is not executed due to the influence of the gradient learning control in the section having a history of executing the downlink SOC control. be able to.

Various methods can be adopted as specific relaxation methods for the downlink extraction conditions. In the present embodiment, (i) in order to make it easier to extract the descending starting point, the “threshold Gth1” used for extracting the descending starting point is set from the initial value G1 to a predetermined value G2 having an absolute value smaller than the initial value G1 (| In order to change to G2 | << G1 |) and (ii) calculate the elevation difference ΔH between the descent start point and the descent end point to a larger value, the “elevation coefficient h” used for calculating the elevation difference ΔH is set to the initial value h1. An example of changing to a predetermined value h2 having a larger absolute value than is described below.

<Flow of control target search process (search process for target downlink section B)>
FIG. 8 is a flowchart showing an example of the procedure of the control target search process (process of step S115 of FIG. 6) executed by the HV-ECU 100.

The HV-ECU 100 acquires the planned travel route information (look-ahead information) from the navigation device 130, and initializes the search target section i to “0” (step S200). The planned travel route information (look-ahead information) is learned from a plurality of sections (links) included within a predetermined distance (for example, about 10 km) from the current position of the vehicle 1, gradient information of each section, and gradient information of each section. It is configured to include information indicating whether it is gradient information or initial gradient information. Hereinafter, the total number of sections included in the planned travel route information is also referred to as "total number of look-ahead data".

The HV-ECU 100 determines whether or not the gradient Gi of the search target section i is the learning gradient information based on the planned travel route information acquired from the navigation device 130 (step S210).

When it is determined in step S210 that the gradient Gi of the search target section i is not the learning gradient information but the initial gradient information (NO in step S210), the HV-ECU 100 sets the “threshold Gth1” used for extracting the downlink starting point. The initial value G1 (G1 <0) is set, and the “elevation coefficient h” used for calculating the altitude difference ΔH is set to the initial value h1 (for example, “1”) (step S211).

When it is determined in step S210 that the gradient Gi of the search target section i is the learning gradient information (YES in step S210), the HV-ECU 100 sets the “threshold value Gth1” to a predetermined value G2 having an absolute value smaller than the initial value G1. (G2 <0, | G2 | << | G1 |) is set, and the "elevation coefficient h" is set to a predetermined value h2 larger than the initial value h1 (step S212). In the present embodiment, the process of step S212 corresponds to the process of relaxing the downlink extraction condition.

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 (initial value G1 or predetermined value G2) set in step S211 or step S212 (step S220). Here, since the threshold value Gth1 (initial value G1 or predetermined value G2) is a negative value, "the gradient Gi is smaller than the threshold value Gth1" has a gradient larger than the magnitude (absolute value) of the threshold value Gth1. Indicates that it is a downhill.

Step S220 is a process for extracting the “downward starting point” included in the downlink extraction condition, but the “threshold Gth1” compared with the gradient Gi in this process is when the gradient Gi is the learning gradient information (that is, search). In the case where the target section i is a section having a history of executing the gradient learning control), it is changed to a predetermined value G2 having an absolute value smaller than the initial value G1 in advance in step S212. As a result, when the search target section i is a section having a history of executing the gradient learning control, the downlink start point can be easily extracted, and as a result, the downlink extraction condition is relaxed.

When 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 starting point is 0 (step S230).

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

If it is determined in step S230 that the downlink start point is not 0 (NO in step S230), the HV-ECU 100 shifts the process to step S234 without executing the process of step S232. In this case, the descent starting point is maintained at the current value.

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

As shown in the following equation (2), the HV-ECU 100 has the current value of the elevation difference ΔH (the elevation difference from the descent start point to the end point of the section i-1 immediately before the current search target section i). The value obtained by adding the product of the elevation difference ΔHi of the search target section i and the elevation coefficient h is calculated as the current value of the elevation difference ΔH (elevation difference from the descent start point to the end point of the current search target section i). The elevation difference ΔH is calculated by the magnitude (absolute value).

ΔH (current value) = ΔH (previous value) + ΔHi × h… (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.

The "elevation coefficient h" is set from the initial value h1 in step S212 in advance when the gradient Gi is the learning gradient information (that is, when the search target section i is a section having a history of executing the gradient learning control). Has been changed to a predetermined value h2 having a large absolute value. As a result, when the gradient Gi is the learning gradient information, the “elevation difference ΔH” is when the gradient Gi is the initial gradient information (that is, the search target section i is a section where the gradient learning control has not been executed). Calculated to a value greater than (if any).

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

DG (current value) = DG (previous value) + DGi ... (3)
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 altitude difference ΔH calculated in step S234 is larger than the threshold value ΔHth1 (step S236).

Step S236 is a process for determining whether or not the condition of "there is an altitude difference of a certain level or more" included in the downlink extraction condition is satisfied, and the "elevation difference ΔH" used in this process is described above. As described above, when the gradient Gi is the learning gradient information, the value is calculated to be larger than when the gradient Gi is the initial gradient information. As a result, when the search target section i is a section having a history of executing the gradient learning control, the condition that "there is an altitude difference of a certain level or more" is easily satisfied, and as a result, the downlink extraction condition is set. It will be relaxed.

Next, the HV-ECU 100 determines whether or not the downlink distance DG calculated in step S234 is larger than the threshold value DGth1 (step S238).

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

When the elevation difference ΔH is determined to be smaller than the threshold value ΔHth1 in step S236 (NO in step S236), or when the downlink distance DG is determined to be smaller than the threshold value DGth1 in step S238 (NO in step S238), the HV -The ECU 100 shifts the process to step S250 without executing 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 total number of look-ahead data (total number of sections included in the planned travel route information) (step S252).

When it is determined in step S252 that the search target section i is equal to or less than the total number of look-ahead data (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 larger than the total number of look-ahead data (YES in step S252), the HV-ECU 100 determines that the target downhill is "valid" in step S240, and the descent end point. Is 0 or not (step S254).

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

If it is determined in step S254 that the target downhill is not valid or the downhill end point is not 0 (NO in step S254), the 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).

When 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 in the current search target section i (step S262).

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

Next, the HV-ECU 100 calculates the flat distance DF from the flat starting 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 is currently set to 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). The value obtained by adding the flat distance DFi of the search target section i of 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).

When it is determined in step S272 that the flat distance DF is equal to or less than the threshold value DFth (NO in step S272), the HV-ECU 100 shifts the process to step S250.

If it is determined in step S272 that the flat distance DF is larger than the threshold DFth (YES in step S272), the HV-ECU 100 determines whether or not the target downhill is "effective" (step S274).

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

If it is determined in step S276 that the downlink start point is 0 (YES in step S276), the HV-ECU 100 shifts the process to step S250.

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

When 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 downhill end point (step S280). .. After that, the HV-ECU 100 ends the process. That is, in the present embodiment, in the HV-ECU 100, the search target section i is set when a set of descent start points and descent end points are extracted (that is, one target descent section B is extracted) on the planned travel route. Even if the total number of look-ahead data has not been reached, the control target search process is terminated.

As described above, when the planned travel route includes a section having a history of executing the gradient learning control, the HV-ECU 100 according to the present embodiment relaxes the downlink extraction condition in that section. As a result, in the section having a history of executing the gradient learning control, the downlink extraction condition is easily satisfied even if the learning gradient information is used, and the target downlink section B is more easily extracted. As a result, in the vehicle 1 in which the downlink SOC control and the gradient learning control are executed, it is easy to suppress that the downlink SOC control is not executed due to the influence of the gradient learning control in the section having a history of executing the downlink SOC control. be able to.

<Modification example>
In the above-described embodiment, the downlink extraction condition is relaxed in the section having a history of executing the gradient learning control. However, the conditions for relaxing the downlink extraction conditions are not limited to those described above. For example, the downlink extraction condition may be relaxed in the vicinity of a section having a history of execution of downlink SOC control.

Further, in the above-described embodiment, the downlink extraction conditions are relaxed by changing the “threshold value Gth1” and the “elevation coefficient h”. However, the relaxation method of the downlink extraction condition is not limited to the above. For example, the downlink extraction condition may be relaxed by changing the “threshold value Gth1” and the “threshold value ΔHth1”.

FIG. 9 is a flowchart showing an example of the processing procedure of the downlink SOC control executed by the HV-ECU 100 according to this modification. In the flowchart shown in FIG. 9, S115 is changed to S115A and S111 to S113 and S136 are newly added to the flowchart of FIG. 6 described above. Since the other steps (steps with the same numbers as those in FIG. 6) have already been described, detailed description will not be repeated here.

When it is determined in step S110 that it is the update timing of the look-ahead information (YES in step S110), the HV-ECU 100 reaches a point where the downlink SOC control has been executed (hereinafter, also referred to as “control history point”). It is determined whether or not the distance is less than the threshold value (step S111).

When it is determined in step S111 that the distance to the control history point is not less than the threshold value (NO in step S111), the HV-ECU 100 is compared with the gradient Gi in the control target search process (S115A) described later. The "threshold value Gth1" is set to the initial value G1 (G1 <0), and the "threshold value ΔHth1" to be compared with the altitude difference ΔH in the control target search process (S115A) described later is set to the initial value H1 (step S112). ).

When it is determined in step S111 that the distance to the control history point is less than the threshold value (YES in step S111), the HV-ECU 100 sets the "threshold value Gth1" to a predetermined value having an absolute value smaller than the initial value G1. The value G2 (G2 <0, | G2 | << | G1 |) is set, and the "threshold value ΔHth1" is set to a predetermined value H2 smaller than the initial value H1 (step S113). In this modification, the process of step S113 corresponds to the process of relaxing the downlink extraction condition.

Next, the HV-ECU 100 executes a control target search process (search process for the target downlink section B) (step S115A). Details of this process are shown in FIG. 10 described later.

When the target SOC of the power storage device 60 is set to a value Sd lower than the normal value Sn and the downlink SOC control is executed (S135), the HV-ECU 100 learns the section as a control history point (S136). ). Specifically, the section in which the downlink SOC control is executed is stored in association with the map information of the navigation device 130.

FIG. 10 is a flowchart showing an example of the procedure of the control target search process (process of step S115A of FIG. 9) executed by the HV-ECU 100 according to this modification. The flowchart shown in FIG. 10 is the same as the flowchart of FIG. 8 described above, with S210 to S212 omitted. Since the other steps (steps with the same numbers as those in FIG. 8) have already been described, detailed description will not be repeated here.

The HV-ECU 100 determines whether or not the gradient Gi of the search target section i is smaller than the threshold value Gth1 set in step S211 or step S212 (step S220). Similar to the above-described embodiment, step S220 is a process for extracting the “downward starting point” included in the downlink extraction condition, but the “threshold value Gth1” compared with the gradient Gi in this process reaches the control history point. When the distance of is less than the threshold value (that is, when it is near the section where the downlink SOC control is executed), a predetermined value whose absolute value is smaller than the initial value G1 in step S113 of FIG. 9 in advance. It has been changed to G2. As a result, the downlink start point can be easily extracted in the vicinity of the section where the downlink SOC control has been executed, and as a result, the downlink extraction condition is relaxed.

Next, the HV-ECU 100 determines whether or not the altitude difference ΔH calculated in step S234 is larger than the threshold value ΔHth1 (step S236). Similar to the above-described embodiment, step S236 is a process for determining whether or not the condition of "there is an altitude difference of a certain value or more" included in the downlink extraction condition is satisfied. However, in this process, the altitude difference ΔH When the distance to the control history point is less than the threshold value (that is, when the distance to the control history point is near the section where the downlink SOC control is executed), the “threshold value ΔHth1” to be compared with is set in advance in the step of FIG. In S113, it is changed to a predetermined value H2 which is smaller than the initial value H1. As a result, in the vicinity of the section where the downlink SOC control has been executed, the condition that "there is an altitude difference of a certain level or more" is easily satisfied, and as a result, the downlink extraction condition is relaxed.

As described above, the downlink extraction condition may be relaxed by changing the “threshold value Gth1” and the “threshold value ΔHth1” in the vicinity of the section where the downlink SOC control has been executed.

In this modification, the downlink extraction conditions were relaxed by changing the “threshold Gth1” and the “threshold ΔHth1”, but they were compared with the downlink distance DG in place of or in addition to the “threshold Gth1” and the “threshold ΔHth1”. The downlink extraction condition may be relaxed by changing the “threshold value DGth1”.

The above-described embodiments and modifications thereof can be appropriately combined as long as there is no technical contradiction.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present disclosure is indicated by the scope of claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 vehicle, 10 engine, 20 1st MG, 30 2nd MG, 40 power splitting device, 50 PCU, 60 power storage device, 80 drive wheels, 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)

A control device for an electric vehicle equipped with a traveling motor driven by the electric power of a power storage device.
A storage unit that stores map information including gradient information,
It is possible to execute gradient learning control that learns the gradient of the road on which the electric vehicle travels from the traveling state when the electric vehicle travels on the road and reflects the learning result in the gradient information stored in the storage unit. With the learning department
Whether or not there is a target downhill section that satisfies the downhill extraction condition in the planned travel route of the electric vehicle is determined using the gradient information stored in the storage unit, and if there is the target downhill section, the target downhill section is present. It is provided with a control unit configured to be able to execute downlink SOC control that reduces the amount of electricity stored in the power storage device in advance before entering the vehicle.
Wherein, in the planned travel route, before Symbol edge SOC control it is a is execution history section may contains Murrell, configured to mitigate the downlink extraction conditions in a section with the history, Control device for electric vehicles.

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