JP7439510B2 - Power generation control device - Google Patents

Description

The present invention relates to a power generation control device.

Patent Document 1 discloses an electrically driven vehicle equipped with an engine-driven power generation device, in which a power generation switch is provided on the instrument panel as an operation means for requesting operation of the power generation device. There is.

In the electrically driven vehicle described in Patent Document 1, when the power generation switch is ON, there is a request to operate the power generation device.

International Publication No. 2011/089726 pamphlet

However, in the electrically driven vehicle described in Patent Document 1, when the power generation switch is ON, the power generation device generates power. The passenger's intentions, such as wanting to drive to the power supply facility, are not reflected.

The present invention has been made in view of the above-mentioned circumstances, and it is an object of the present invention to provide a power generation control device that can perform charging that reflects the intentions of the occupant.

The present invention provides power generation for an electric vehicle that includes a motor for driving, a battery that supplies power to the motor, a generator that generates power to charge the battery, and an internal combustion engine that drives the generator. The control device includes an automatic power generation mode that controls the operating state of the internal combustion engine according to the remaining capacity of the battery, and a manual power generation mode that starts the operation of the internal combustion engine in response to an operation that requests power generation by the generator. a control unit that controls the operating state of the internal combustion engine in one of the power generation modes, and the control unit controls the power output from the generator if the target power is not output from the generator. The operating state of the internal combustion engine is controlled so that the electric power output from the generator becomes the target electric power by gradually changing the electric power output from the generator, and the electric power output from the generator is gradually changed. A first period in which the power output from the generator gradually changes toward the target power and a second period in which the power output from the generator changes less than the first period are continuous. The internal combustion engine is configured to repeatedly control the operating state of the internal combustion engine .

According to the present invention, it is possible to provide a power generation control device that can perform charging that reflects the intention of the occupant.

FIG. 1 is a configuration diagram of a vehicle according to an embodiment of the present invention. FIG. 2 is a configuration diagram of a vehicle according to an embodiment of the present invention, with a generator unit removed. FIG. 3 is a diagram showing an example of a display on a vehicle operation panel according to an embodiment of the present invention. FIG. 4 is a diagram showing an example of a power generation termination condition setting screen on the operation panel of a vehicle according to an embodiment of the present invention. FIG. 5 is an example of a timing chart when changing the generated power in a vehicle according to an embodiment of the present invention. FIG. 6 is an example of a timing chart when the power generation mode is switched in the vehicle according to the embodiment of the present invention. FIG. 7 is a flowchart illustrating the operation of the GCU according to an embodiment of the present invention. FIG. 8 is a flowchart illustrating the flow of output power gradual change processing executed by the GCU according to an embodiment of the present invention. FIG. 9 is a flowchart illustrating the flow of power generation stop processing executed by the GCU according to an embodiment of the present invention. FIG. 10 is a flowchart illustrating the flow of power generation stimulation processing executed by the GCU according to an embodiment of the present invention. FIG. 11 is a flowchart showing a modification of the power generation stimulation process executed by the GCU according to an embodiment of the present invention.

A power generation control device according to an embodiment of the present invention includes a driving motor, a battery that supplies power to the motor, a generator that generates power to charge the battery, and an internal combustion engine that drives the generator. This is a power generation control device for electric vehicles equipped with an automatic power generation mode that controls the operating state of the internal combustion engine according to the remaining capacity of the battery, and starts operation of the internal combustion engine in response to an operation that requests power generation by the generator. The controller includes a control unit that controls the operating state of the internal combustion engine in either the manual generation mode or the manual generation mode, and the control unit gradually reduces the electric power output from the generator if the target electric power is not output from the generator. The operating state of the internal combustion engine is controlled so that the electric power output from the generator becomes the target electric power. Thereby, the power generation control device according to the embodiment of the present invention can perform charging that reflects the intention of the occupant.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An electric vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, the vehicle 10 includes wheels 12, a motor generator (hereinafter referred to as "MG") 20 for driving the vehicle, a battery 30 for driving, a generator unit 40, and an ECU ( Electronic Control Unit) 100. Vehicle 10 is an electric vehicle that runs using the power of MG 20.

The MG 20 is a rotating electric machine having the functions of an electric motor and a generator, and is connected to the wheels 12 via the drive shaft 11. The MG20 is provided with an INV21. MG20 is connected to battery 30 via INV21. Under the control of ECU 100, INV 21 converts DC power output from battery 30 into AC power and outputs it to MG 20.

The battery 30 is a secondary battery such as a lithium ion battery, and supplies power to the MG 20, a generator 42 (described later), electrical components (not shown), and the like. Further, the battery 30 stores electric power generated by the generator 42 and the MG 20.

The ECU 100 is a computer equipped with a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, etc., an input port, and an output port. It is composed of units.

The ROM of this computer unit stores various constants, various maps, etc., as well as a program for causing the computer unit to function as the ECU 100. That is, this computer unit functions as the ECU 100 in this embodiment by causing the CPU to execute a program stored in the ROM using the RAM as a work area.

ECU 100 controls MG 20 via INV 21. The ECU 100 is connected to an INV 21, various sensors such as a battery sensor 31, and various devices such as a car navigation device 80. The ECU 100 is connected to a GCU (Generator Control Unit) 45, which will be described later, via a CAN communication line 101, and exchanges data with the GCU 45.

The battery sensor 31 detects the amount of electricity stored in the battery 30, that is, the state of charge (SOC). Battery sensor 31 outputs a signal indicating the detection result to ECU 100.

The car navigation device 80 includes a display section that displays map information, etc., a touch panel type input section through which a passenger as an operator inputs a destination, a current position detection section that detects the current position of the vehicle 10, and a current position detection section that detects the current position of the vehicle 10. A route search unit that searches for a route from the current position to the destination; a distance calculation unit that calculates the distance from the current position of the vehicle 10 to the destination; and a distance calculation unit that calculates the distance from the current position of the vehicle 10 to the destination. It includes a charging equipment search unit that searches for existing charging equipment, a storage unit that stores history information, and the like. The car navigation device 80 sets the destination inputted by the occupant via the input unit as the destination of the vehicle 10 .

The car navigation device 80 is connected to the ECU 100 for bidirectional communication, and is configured to be able to obtain various information such as vehicle speed, SOC, and past electricity consumption from the ECU 100. It is configured to be able to transmit information such as the distance from the current location to the destination and charging facilities located on the route to the destination. In this embodiment, the destination set in the car navigation device 80 and the charging equipment located on the route to the destination are collectively referred to as a target point.

The generator unit 40 includes an engine 41 as an internal combustion engine, a starter (not shown) as a starter for starting the engine 41, a generator 42, an INV 43, a fuel tank 44, and a GCU 45 as a control unit. It is composed of:

The generator unit 40 is configured as a unit in which an engine 41, a starter, a generator 42, an INV 43, a fuel tank 44, and a GCU 45 are integrated. As shown in FIG. 2, the generator unit 40 in which various components are integrated in this manner is configured to be removable from the vehicle 10 by means of a pull-out rail 14 fixed to the vehicle 10. In this embodiment, the generator unit 40 is provided at the rear of the vehicle and is configured to be pulled out from the rear of the vehicle toward the rear of the vehicle. The generator unit 40 is not limited to the rear of the vehicle, but may be provided at the front of the vehicle or the side of the vehicle, and the direction of extraction to the outside of the vehicle is not limited to the rear of the vehicle, but may be in the front of the vehicle or to the side of the vehicle. Good too.

When the generator unit 40 is mounted on the vehicle 10, it is fixed to the vehicle 10 by a locking mechanism (not shown). When the generator unit 40 is removed from the vehicle 10, it functions as a power generator that supplies power to electrical equipment other than the electrical equipment provided in the vehicle 10.

The generator unit 40 includes a converter that converts the DC power output from the INV 43 or the AC power output from the generator 42 into commercial power-compliant power, and an outlet for supplying commercial-grade power to the outside. and an operation panel 70A that functions similarly to the operation panel 70 described later. Further, the generator unit 40 may have a USB port for charging an electrical device compliant with the USB (Universal Serial Bus) standard, or a cigarette lighter socket. Further, the generator unit 40 is provided with an emergency stop button for urgently stopping the driving of the engine 41 and the generator 42.

The engine 41 has at least one cylinder formed therein. In this embodiment, the engine 41 is configured to perform a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

The generator 42 is connected to the crankshaft of the engine 41 via a drive member such as a gear, and has the function of a generator that generates electricity using the power of the engine 41. That is, the generator 42 is an internal combustion engine-driven generator. The generator 42 is provided with an inverter (hereinafter referred to as "INV") 43. The generator 42 is connected to the battery 30 via the INV 43.

The INV 43 converts the AC power output from the generator 42 into DC power and outputs the DC power to the battery 30 under the control of the GCU 45 . The fuel tank 44 is a tank that stores fuel consumed by the engine 41. The fuel tank 44 is provided with a fuel filler port. The fuel filler port is exposed to the outside of the vehicle when the generator unit 40 is pulled out of the vehicle. Refueling is performed by pulling out the generator unit 40 outside the vehicle. Therefore, in this embodiment, the vehicle 10 is not provided with a fuel filler port.

The GCU 45 is constituted by a computer unit including a CPU, a RAM, a ROM, a flash memory for storing backup data, an input port, and an output port.

The ROM of this computer unit stores various constants, various maps, etc., as well as a program for making the computer unit function as the GCU 45. That is, this computer unit functions as the GCU 45 in this embodiment by causing the CPU to execute a program stored in the ROM using the RAM as a work area.

The GCU 45 controls the engine 41 via an injector and a throttle valve (not shown). GCU45 controls generator 42 via INV43.

The GCU 45 operates in an automatic power generation mode that controls the operating state of the engine 41 according to the detection result of the battery sensor 31 obtained from the ECU 100, and starts operation of the engine 41 in response to an operation by a passenger requesting power generation by the generator 42. The operating state of the engine 41 is controlled in either the manual power generation mode or the power generation mode.

An operation panel 70 is connected to the GCU 45. The operation panel 70 is provided at a location such as an instrument panel or a center console of the vehicle 10 that is easy for the driver to operate and can be visually recognized without any trouble. Note that the operation panel 70 may be provided as one aspect of the display screen of the car navigation device 80.

In this embodiment, the operation panel 70 is constituted by a touch panel including a liquid crystal display device and a touch pad. The operation panel 70 of this embodiment constitutes a power generation state setting section in the present invention.

In FIG. 3, the operation panel 70 includes a remaining fuel amount display area 71, a generated power display area 72, an SOC display area 73, a power generation switch 74, power generation control switches 75a and 75b, a power generation control state display area 76, and a setting switch 77. is provided.

The remaining amount of fuel stored in the fuel tank 44 is displayed in the remaining fuel amount display area 71. In the generated power display area 72, the output power [kW] of the generator 42 is displayed. The SOC [%] of the battery 30 is displayed in the SOC display area 73. Note that the SOC of the battery 30 may be displayed as is in the SOC display area 73, or a value normalized by a lower limit SOC and an upper limit SOC, which will be described later, may be displayed.

The power generation switch 74 is a switch that allows the occupant to perform an operation to request power generation by the generator 42 in the manual power generation mode. That is, when the power generation switch 74 is turned on in the manual power generation mode, power generation by the generator 42 is started. The power generation control switches 75a and 75b are switches for switching between automatic power generation mode and manual power generation mode.

When the power generation control switch 75a is pressed, the automatic power generation mode is switched to the manual power generation mode (non-power generation state), and when the power generation control switch 75a is pressed in the manual power generation mode, the target value of the output power of the generator 42 (" (also referred to as "target power") increases in stages, and cyclical selection is performed, such as returning from manual power generation mode to automatic power generation mode.

In this embodiment, the stepwise degree of the target value of output power is 1.0 kW (power saving), 2.0 kW (high speed), and 3.0 kW (emergency). In other words, each time the power generation control switch 75a is pressed, automatic power generation mode, manual power generation mode (non-power generation state), power saving (output power = 1.0kW), high speed (output power = 2.0kW), emergency (output power = 3.0kW), and then returns to automatic power generation mode.

The smallest value among the target values of the output power of the generator 42 is set to the output power of the generator 42 when the engine 41 is operated with the highest fuel efficiency. Note that when the power generation control switch 75a is pressed and the automatic power generation mode is switched to the manual power generation mode, an operation to request power generation by the generator 42 is also performed in the same way as when the power generation switch 74 is pressed. It may also be a thing.

When the power generation control switch 75b is pressed, cyclic selection is performed in the opposite direction to when the power generation control switch 75a is pressed. The power generation control switches 75a and 75b can be operated even when the generator 42 is generating power. Therefore, even when the generator 42 is generating power, the power generation mode and the target power of the generator 42 can be changed by operating the power generation control switches 75a and 75b.

The operation panel 70 may be provided with either one of power generation control switches 75a and 75b. In the power generation control state display area 76, the selected states of the power generation control switches 75a and 75b are displayed.

The automatic power generation mode starts the engine 41 and starts charging the battery 30 when the SOC of the battery 30 becomes below the lower limit SOC when the vehicle 10 is powered on, and when the SOC of the battery 30 becomes above the upper limit SOC. This is a mode in which the engine 41 is stopped and charging of the battery 30 is terminated when this occurs. The lower limit SOC and the upper limit SOC are compatible values according to the specifications of the battery 30, and are stored in the ROM of the ECU 100.

In the manual power generation mode, when the power generation switch 74 is pressed, the engine 41 is started, the generator 42 starts generating power, and the battery 30 is charged, regardless of whether the vehicle 10 is powered on or not. This is a mode in which the engine 41 is stopped and charging of the battery 30 is terminated when the power generation termination condition is satisfied as an index corresponding to the target power generation amount.

The power generation termination conditions are a first condition that is satisfied when the SOC of the battery 30 reaches the target SOC, a second condition that is satisfied when the charging time reaches a set time, and a power generation that is sufficient for the vehicle 10 to travel a set distance. One or more conditions are satisfied from among the third condition, which is satisfied when the amount of electricity is generated, and the fourth condition, which is satisfied when the amount of electricity generated that can reach the target point obtained from the car navigation device 80 is secured. selected.

Note that when a plurality of conditions are selected as the power generation end condition, when any of the selected conditions is satisfied, the power generation end condition is satisfied. Further, when the SOC of the battery 30 becomes equal to or higher than the upper limit SOC, the engine 41 is stopped and charging of the battery 30 is terminated even if the selected power generation termination condition is not satisfied.

The power generation termination condition is selected on the power generation termination condition setting screen shown in FIG. The power generation termination condition setting screen is displayed on the operation panel 70 when the setting switch 77 is pressed on the display screen shown in FIG. The power generation termination condition setting screen includes selection buttons 88a, 88b, 88c, and 88d for selecting each of the first to fourth conditions, and switches 89a, 89b, 89c for setting the target value for each condition. 89d is provided.

In this embodiment, the switch 89a allows the target value of the first condition to be selected between the lower limit SOC and the upper limit SOC, or between 0% and 100% normalized between the lower limit SOC and the upper limit SOC. can. The switch 89b can select the target value of the second condition, for example, at intervals of 1 minute from 10 minutes or at intervals of 10 minutes.

The switch 89c can select the target value of the third condition, for example, at intervals of 1 km from 10 km or at intervals of 10 km. The switch 89d can select a target point as the target value of the fourth condition from among the destination set in the car navigation device 80 and the charging facilities existing on the route from the current location to the destination. Note that the amount of power generation under the third condition and the fourth condition can be determined from, for example, the past driving history and the SOC history of the battery 30.

Note that in FIG. 3, the power generation switch 74 and the power generation control switches 75a and 75b may be configured by mechanical switches provided on the instrument panel, center console, or steering wheel of the vehicle 10. In this case, the power generation switch 74 and the power generation control switches 75a and 75b are configured by push-type switches, for example. Further, the power generation control switches 75a and 75b may be configured by one rotary switch.

Further, the power generation switch 74 may be provided on a remote control key of the vehicle 10, or may be provided as a touch icon on the display screen of an application of a mobile terminal such as a smartphone.

As shown in FIG. 5, if the target power is not output from the generator 42, the GCU 45 gradually changes the output power (also referred to as "generated power") of the generator 42 so that the output power of the generator 42 increases. The operating state of the engine 41 is controlled so that the target power is achieved. FIG. 5 shows an example where the target power is higher than the current output power.

During the period in which the output power of the generator 42 is gradually changed, the GCU 45 controls the output power of the generator 42 during the first period T1 in which the output power of the generator 42 changes toward the target power, and in the first period T1 in which the output power of the generator 42 changes toward the target power. The operating state of the engine 41 is controlled so that the second period T2, in which the amount of change is smaller than the second period T2, is continuously repeated.

In the present embodiment, during the first period T1, the GCU 45 controls the operating state of the engine 41 so that the output power of the generator 42 changes by a fluctuation amount of 1 kW per second. During the second period T2, the GCU 45 controls the operating state of the engine 41 so that the output power of the generator 42 does not change. In this embodiment, both the first period T1 and the second period T2 are set to 1 second, but this is an example and is not limited to 1 second, and any time can be set. T1 and the second period T2 may be set to different times.

Note that in the second period T2, the GCU 45 may control the operating state of the engine 41 so that the output power of the generator 42 changes by a smaller amount of variation than in the first period T1, The operating state of the engine 41 may be controlled so that the output power of the generator 42 changes away from the target power with a smaller amount of variation.

In this way, when changing the output power of the generator 42, the GCU 45 gradually changes the output power of the generator 42, thereby preventing the engine sound from changing suddenly and giving the occupants a sense of security. be able to.

In addition, the GCU 45 controls the operating state of the engine 41 in order to suppress an overshoot in the output power of the generator 42 caused by a delay in response from when the operating state of the engine 41 is controlled until the output power of the generator 42 changes. It is possible to reduce the wobbling.

Although FIG. 5 illustrates the case where the output power of the generator 42 is lower than the target power, the GCU 45 also controls the output power of the generator 42 even when the output power of the generator 42 is higher than the target power. change gradually.

As shown in FIG. 6, when the target power is changed, the GCU 45 temporarily stops the engine 41 and then adjusts the operating state of the engine 41 so that the power output from the generator 42 becomes the target power. Control.

For example, in the example shown in FIG. 6, the GCU 45 operates when the power generation mode is switched from automatic power generation mode to manual power generation mode (time t1) and when the power generation mode is switched from manual power generation mode to automatic power generation mode ( At time t2), after the engine 41 is temporarily stopped, the operating state of the engine 41 is controlled so that the output power of the generator 42 becomes the target power.

In this way, in this embodiment, when the target power is changed, for example, by switching the power generation mode, the GCU 45 temporarily stops the engine 41, so that the following effects are achieved.

In other words, the occupant can confirm that the target power of the output power of the generator 42 has been changed or that the power generation mode has been switched by a change in the engine sound. Further, by temporarily stopping the engine 41, engine operation can be re-controlled, and engine rotation and engine load can be alleviated.

In this embodiment, an example in which the engine 41 is temporarily stopped when switching the power generation mode has been described, but a configuration may also be adopted in which the engine 41 is stopped for a predetermined period of time when switching the power generation mode. Further, when the target power is changed, the GCU 45 lowers the output of the engine 41 for a certain period of time (for example, lowers it to an idling state) to reduce the engine sound, and then adjusts the output power of the generator 42 to the target power. The operating state of the engine 41 may be controlled so that the following occurs. In this case, a shock or the like does not occur when the engine 41 is restarted, and the ride comfort for the occupant can be improved.

Furthermore, in the manual power generation mode, the GCU 45 arouses an operation requesting power generation by the generator 42 at two or more arousal levels depending on the SOC of the battery 30 . For example, when the SOC of the battery 30 changes from more than 15% to less than 15% and more than 10%, the GCU 45 sets a "battery A message such as "The remaining power is decreasing. Do you want to generate power?" is outputted by voice and/or image via the operation panel 70, car navigation device 80, etc.

In addition, when the SOC of the battery 30 changes from more than 10% to less than 10% and more than 5%, the GCU 45 sets the second level of arousal level to "power generation", which strongly encourages power generation. A message such as "Please do so" is output as voice and/or image via the operation panel 70, car navigation device 80, etc.

Furthermore, when the SOC of the battery 30 changes from more than 5% to less than 5%, the GCU 45 sets the third alert level to "start power generation", which alerts the user to start power generation. The system outputs a message such as "I'm going to start power generation" in the form of voice and/or image via the operation panel 70, car navigation device 80, etc., and switches the power generation mode from manual power generation mode to automatic power generation mode.

In this embodiment, an example has been described in which the GCU 45, in the manual power generation mode, arouses an operation requesting power generation by the generator 42 at an arousal level corresponding to the current SOC of the battery 30. An operation for requesting power generation by the generator 42 may be triggered at an arousal level corresponding to the SOC of the battery 30 estimated in .

In this case, the GCU 45 takes into account the status of the route from the current position to the target point obtained from the car navigation device 80 and calls the generator 42 to request power generation. The route conditions from the current position to the target point include distance, slope, road surface conditions (e.g. asphalt, gravel, etc.), general roads/highways, weather (weather, temperature, wind speed, etc.), time of day, etc. .

For example, if it is estimated that the target point will be reached in the evening, the use of lights is predicted, so the GCU 45 takes into consideration the amount of power consumed by the lights and requests the generator 42 to generate electricity. evoke

Further, for example, if the temperature is determined to be low or high, it is predicted that the air conditioner will be used, so the GCU 45 takes into consideration the amount of power consumed by the air conditioner and performs an operation requesting power generation by the generator 42. evoke.

Next, with reference to FIG. 7, the operation of the GCU 45 of this embodiment will be described. The operation by the GCU 45 shown in FIG. 7 is repeatedly executed at predetermined intervals.

As shown in FIG. 7, the GCU 45 determines whether the power of the vehicle 10 is off (step 11). If the GCU 45 determines in step S11 that the power of the vehicle 10 is off, it determines whether the power generation switch 74 is on (step S12).

If the GCU 45 determines in step S12 that the power generation switch 74 is not on, it stops the engine 41 (step S23) and ends the current operation. If the GCU 45 determines in step S12 that the power generation switch 74 is on, it generates power in manual power generation mode (step S20), and ends the current operation.

If the GCU 45 determines in step S11 that the power of the vehicle 10 is not off, that is, that the power of the vehicle 10 is on, the GCU 45 determines whether the power generation mode is the automatic power generation mode (step S13).

If the GCU 45 determines in step S13 that the power generation mode is not the automatic power generation mode, it determines whether the power generation switch 74 is on (step S15). If the GCU 45 determines in step S15 that the power generation switch 74 is not on, if the engine 41 has been running up until then, it stops the engine 41 regardless of the SOC value of the battery 30 (step S21). Finish the operation. Note that if the engine 41 is not being driven at the time of step S15, the engine 41 is maintained stopped in step S21.

If the GCU 45 determines in step S15 that the power generation switch 74 is on, it generates power in manual power generation mode (step S17), and proceeds to step S18.

If the GCU 45 determines in step S13 that the power generation mode is the automatic power generation mode, it determines whether the SOC of the battery 30 is less than or equal to the lower limit SOC (step S14). The lower limit SOC is an SOC that has decreased to a certain degree that may hinder the running of the vehicle 10, and is an SOC that has decreased to the extent that the MG 20 cannot output a driving force commensurate with the amount of operation of the accelerator pedal by the driver (for example, SOC= 5%).

If the GCU 45 determines in step S14 that the SOC of the battery 30 is not below the lower limit SOC, it ends the current operation. If the GCU 45 determines in step S14 that the SOC of the battery 30 is less than or equal to the lower limit SOC, the GCU 45 generates power in automatic power generation mode (step S16), and proceeds to the process of step S18.

In the automatic power generation mode, power generation may be performed with a predetermined power generation amount (for example, upper limit SOC, emergency SOC, etc.) as the target power generation amount, or in the manual power generation mode, the power generation termination conditions set are satisfied. Power generation may be performed up to

In step S18, the GCU 45 determines whether the power generation mode has been switched during power generation in the automatic power generation mode or manual power generation mode. If the GCU 45 determines in step S18 that the power generation mode has not been switched during power generation in the automatic power generation mode or manual power generation mode, it ends the current operation without performing the process of step S19.

If the GCU 45 determines in step S18 that the power generation mode has been switched during power generation in the automatic power generation mode or manual power generation mode, the GCU 45 stops the engine 41 (step S19) and sets the target power (step S22), the current operation is ended.

In step S22, for example, the target power at the switching destination of the power generation mode is set. For example, when the power generation mode is switched from the automatic power generation mode to the manual power generation mode, the target value of the output power selected by the occupant in the manual power generation mode is set as the target power. When the power generation mode is switched from the manual power generation mode to the automatic power generation mode, a predetermined output power is set as the target power. Note that when the power generation mode is switched from the manual power generation mode to the automatic power generation mode, the target value of the output power selected in the manual power generation mode may be set as the target power.

Next, with reference to FIG. 8, the output power gradual change process executed by the GCU 45 of this embodiment will be described. The output power gradual change process shown in FIG. 8 is repeatedly executed at predetermined intervals.

The output power gradual change process shown in FIG. 8 causes the output power of the generator 42 to gradually approach the target power when the current output power and the target power do not match, for example when the power generation mode is switched. This is a process of changing output power. When the power generation mode is switched, the engine 41 is temporarily stopped as shown in FIG. 6, so the current output power and the target power do not match after the power generation mode is switched. Therefore, in such a case, the output power (=0 kW) after switching the power generation mode is gradually changed by the output power gradual change process to bring it closer to the target power.

As shown in FIG. 8, the GCU 45 determines whether the target power and the current output power match (step S31). If the GCU 45 determines in step S31 that the target power and the current output power match, the GCU 45 ends this output power gradual change process.

If the GCU 45 determines in step S31 that the target power and the current output power do not match, the GCU 45 determines whether the target power is greater than the current output power (step S32).

If the GCU 45 determines in step S32 that the target power is larger than the current output power, the GCU 45 determines whether the value obtained by subtracting the current output power from the target power is larger than "1.0 (kW)". Determination is made (step S33).

If the GCU 45 determines in step S33 that the value obtained by subtracting the current output power from the target power is larger than "1.0 (kW)", the GCU 45 adds 1.0 (kW) to the current output power. The value is set as the temporary target power of the generator 42 (step S34), and the process advances to step S36.

If the GCU 45 determines in step S33 that the value obtained by subtracting the current output power from the target power is not greater than "1.0 (kW)", that is, it is less than or equal to "1.0 (kW)", The target power is set as the temporary target power of the generator 42 (step S35), and the process proceeds to step S36.

In step S36, the GCU 45 linearly changes the output power of the generator 42 over one second toward the temporary target power. Thereafter, when the output power of the generator 42 reaches the temporary target power, the GCU 45 temporarily holds the output power of the generator 42 at the target power for 1 second (step S37), and ends the main output power gradual change process. .

If the GCU 45 determines in step S32 that the target power is not larger than the current output power, that is, the target power is less than or equal to the current output power, the value obtained by subtracting the current output power from the target power is "-". 1.0 (kW)" (step S43). The GCU 45 may determine whether the absolute value of the value obtained by subtracting the current output power from the target power is greater than "1.0 (kW)".

If the GCU 45 determines in step S43 that the value obtained by subtracting the current output power from the target power is smaller than "-1.0 (kW)", the GCU 45 subtracts 1.0 (kW) from the current output power. The value obtained is set as the temporary target power of the generator 42 (step S44), and the process proceeds to step S46.

If the GCU 45 determines in step S43 that the value obtained by subtracting the current output power from the target power is not smaller than "-1.0 (kW)", that is, it is greater than or equal to "-1.0 (kW)", The target power is set as the temporary target power of the generator 42 (step S45), and the process proceeds to step S46.

In step S46, the GCU 45 linearly changes the output power of the generator 42 over one second toward the temporary target power. Thereafter, when the output power of the generator 42 reaches the temporary target power, the GCU 45 temporarily holds the output power of the generator 42 at the target power for 1 second (step S47), and ends the main output power gradual change process. .

Next, with reference to FIG. 9, the power generation stop processing executed by the GCU 45 of this embodiment will be described. The power generation stop process shown in FIG. 9 is repeatedly executed at predetermined intervals during the manual power generation mode.

In the power generation stop processing shown in FIG. 9, the values (90%, 10 minutes, 10 km) used for each power generation end condition are examples and are not limited to these. Note that when the power generation end condition set in the manual power generation mode is used as the power generation end condition in the automatic power generation mode, the power generation stop process shown in FIG. 9 is executed even during the automatic power generation mode.

As shown in FIG. 9, the GCU 45 determines whether the power generation termination condition is the first condition (step S51). The first condition is a condition that is satisfied when the SOC of the battery 30 reaches the target SOC.

If the GCU 45 determines in step S51 that the power generation end condition is the first condition, the GCU 45 determines whether the SOC of the battery 30 is 90% or more (step S52).

If the GCU 45 determines in step S52 that the SOC of the battery 30 is not 90% or more, the process returns to step S51. When the GCU 45 determines in step S52 that the SOC of the battery 30 is 90% or more, the GCU 45 stops power generation by the generator 42 (step S53), and ends the main power generation stop process.

If the GCU 45 determines in step S51 that the power generation end condition is not the first condition, it determines whether the power generation end condition is the second condition (step S54). The second condition is a condition that is satisfied when the charging time reaches the set time.

If the GCU 45 determines in step S54 that the power generation end condition is the second condition, it determines whether the charging time exceeds 10 minutes (step S55).

If the GCU 45 determines in step S55 that the charging time does not exceed 10 minutes, the process returns to step S51. When the GCU 45 determines in step S55 that the charging time exceeds 10 minutes, the GCU 45 stops power generation by the generator 42 (step S53), and ends the main power generation stop process.

If the GCU 45 determines in step S54 that the power generation termination condition is not the second condition, it determines whether the power generation termination condition is the third condition (step S56). The third condition is a condition that is satisfied when the amount of power generated for the vehicle 10 to travel the set distance is generated.

If the GCU 45 determines in step S56 that the power generation end condition is the third condition, the GCU 45 calculates the power generation amount required to travel 10 km (power generation amount for 10 km travel) from the past electricity costs, and calculates ( Step S57), the process moves to step S58. As the past electricity cost, for example, "the number of kilometers traveled per 1 kWh of output power (km/kWh)", which is determined from the output power and the number of kilometers traveled in the last 10 minutes, can be used.

In step S58, the GCU 45 determines whether the amount of power generated by the generator 42 exceeds the amount of power generated for traveling 10 km. If the GCU 45 determines in step S58 that the amount of power generated by the generator 42 does not exceed the amount of power generated for 10 km travel, the process returns to step S51.

When the GCU 45 determines in step S58 that the amount of power generated by the generator 42 exceeds the amount of power generated for traveling 10 km, the GCU 45 stops power generation by the generator 42 (step S53), and ends the main power generation stop process.

If it is determined in step S56 that the power generation termination condition is not the third condition, the GCU 45 determines that the power generation termination condition is the fourth condition, and determines the purpose based on the distance to the destination, drivable distance, and past electricity costs. The amount of power generation required to reach the ground is calculated (step S59), and the process moves to step S60.

The fourth condition is a condition that is satisfied when the amount of power generation that can be obtained from the car navigation device 80 to reach the target point (destination) is secured. The distance to the destination is the distance from the current position of the vehicle 10 to the target point (destination). The travelable distance is the distance the vehicle can travel with the current SOC of the battery 30, and is calculated based on past electricity costs. Past electricity costs are calculated in the same way as in step S57. The travelable distance is calculated, for example, by the car navigation device 80, and is transmitted from the car navigation device 80 to the GCU 45 via the ECU 100.

In step S60, the GCU 45 determines whether the amount of power generated by the generator 42 exceeds the amount of power generated to reach the destination. If the GCU 45 determines in step S60 that the amount of power generated by the generator 42 does not exceed the amount of power generated to reach the destination, the GCU 45 returns the process to step S51.

If the GCU 45 determines in step S60 that the amount of power generated by the generator 42 exceeds the amount of power generated to reach the destination, the GCU 45 stops the power generation by the generator 42 (step S53), and executes the main power generation stop processing. finish.

Next, with reference to FIG. 10, the power generation stimulation process executed by the GCU 45 of this embodiment will be described. The power generation stimulation process shown in FIG. 10 is repeatedly executed at predetermined intervals during the manual power generation mode. Note that each message output in this power generation stimulation process is an example and is not limited to this.

As shown in FIG. 10, the GCU 45 receives the travelable distance of the vehicle 10 from the current location to the destination from the car navigation device 80 via the ECU 100 (step S71). The GCU 45 determines whether the travelable distance received in step S71 is less than the distance from the current location to the destination (step S72).

If the GCU 45 determines in step S72 that the possible travel distance received in step S71 is less than the distance from the current location to the destination, it sends the message "You cannot reach the destination with the current battery level". , outputs audio and/or images via the operation panel 70, car navigation device 80, etc. (step S73), and the process moves to step S75.

If the GCU 45 determines in step S72 that the possible travel distance received in step S71 is not less than the distance from the current location to the destination, that is, it is greater than or equal to the distance from the current location to the destination, the The message "Amount is XX%" is output as voice and/or image via the operation panel 70, car navigation device 80, etc. (step S74), and the process moves to step S75.

In step S75, the GCU 45 determines whether the SOC of the battery 30 is greater than 10% and less than or equal to 15%. If the GCU 45 determines in step S75 that the SOC of the battery 30 is more than 10% and not less than 15%, the GCU 45 displays the message "The remaining battery power is decreasing. Do you want to generate electricity?" Audio and/or images are output via the panel 70, the car navigation device 80, etc. (step S76), and the main power generation stimulation process ends.

If the GCU 45 determines in step S75 that the SOC of the battery 30 is more than 10% and less than 15%, the GCU 45 determines whether the SOC of the battery 30 is more than 5% and less than 10%. is determined (step S77). Note that the GCU 45 may make the determination in step S75 based on the SOC value at the time of arrival at the destination, in addition to the current SOC value.

If the GCU 45 determines in step S77 that the SOC of the battery 30 is more than 5% and less than 10%, the GCU 45 sends a message "Please generate electricity" to the operation panel 70, car navigation device 80, etc. The power generation stimulation process is outputted as audio and/or images (step S78), and ends the power generation stimulation process.

When the GCU 45 determines in step S77 that the SOC of the battery 30 is more than 5% and not less than 10%, the GCU 45 determines whether the SOC of the battery 30 is less than or equal to 5% (step S79).

If the GCU 45 determines in step S79 that the SOC of the battery 30 is not 5% or less, it ends the main power generation stimulation process. If the GCU 45 determines in step S79 that the SOC of the battery 30 is 5% or less, the GCU 45 sends the message "Generation will start" via the operation panel 70, the car navigation device 80, etc., in audio and image format. Or output by either one (step S80).

After that, the GCU 45 starts the engine 41 (step S81), and starts generating electricity by the generator 42 (step S82). As a result, power generation is forcibly started even in manual power generation mode.

Next, the GCU 45 determines whether the SOC of the battery 30 is 10% or more (step S83). The GCU 45 repeats the process of step S83 until the SOC of the battery 30 reaches 10% or more.

If the GCU 45 determines in step S83 that the SOC of the battery 30 is 10% or more, the GCU 45 stops power generation by the generator 42 (step S84), then stops the engine 41 (step S85), and starts the main power generation. End the arousal process.

As described above, the electric vehicle according to this embodiment is configured such that the generator unit 40 that integrates the engine 41, the starter, the generator 42, the INV 43, the fuel tank 44, and the GCU 45 is removably attached to the vehicle 10. There is. Therefore, in the electric vehicle according to this embodiment, by removing the generator unit 40 from the vehicle 10 as necessary, the generator 42 can be used as an independent generator. Thereby, for example, power can be supplied to other electrical equipment outside the vehicle, and the generator 42 can be used effectively.

Furthermore, since the electric vehicle according to this embodiment has an automatic power generation mode and a manual power generation mode as power generation modes, for example, while mainly using the automatic power generation mode, the driver can switch to the manual power generation mode as needed. It is possible to generate electricity according to the intention of the person. For example, if the driver wants to increase the amount of charge to the battery 30 based on his/her judgment, or if he/she wants to save gasoline and drive to a charging facility, the manual power generation mode can be used to ensure operation that respects the driver's judgment. can.

Furthermore, since the electric vehicle according to the present embodiment includes the operation panel 70 that allows the occupant to set the power generation state in the manual power generation mode, the electric vehicle can be controlled to the power generation state intended by the occupant by operating the operation panel 70. can.

In addition, the electric vehicle according to this embodiment allows the occupant to specify an index corresponding to the target power generation amount (for example, SOC, charging time, travel distance, power generation amount to reach the destination, etc.). , the passenger is allowed to set the power generation state in manual power generation mode. As a result, the electric vehicle according to this embodiment presents the amount of power generation to the driver as a conceptual index, thereby making it easier for the driver to recognize the amount of power generation.

Therefore, the driver can easily select the required amount of power generation. Further, since the driver can grasp the amount of power generation quantitatively through the above-mentioned index, the driver can select the amount of power generation in accordance with the driver's sense.

Furthermore, even when the generator unit 40 is removed from the vehicle 10 and used independently, similar conceptual indicators can be used to help the driver determine the power generation, engine noise, and power generation according to the situation of the power supply destination. Fuel efficiency and ease of responding to emergencies.

Further, the electric vehicle according to the present embodiment allows the occupant to set the power generation state in the manual power generation mode by having the occupant set the degree of electric power to be outputted from the generator 42 through the operation panel 70. As a result, for example, if the driver requests to recover the SOC of the battery 30 urgently, the target value (emergency) with the largest output power is set as the stepwise degree of the target value of the output power. be able to.

For example, if the driver requests power generation while driving with a good balance between fuel efficiency and noise, the output power can be set to a medium target value (high speed ) can be set.

In addition, for example, if the driver requests power generation through operation that emphasizes low noise, the target value with the smallest output power (power saving) is set as a stepwise degree of the target value of output power. be able to.

Further, in the electric vehicle according to the present embodiment, when the SOC of the battery 30 becomes less than a limit value (for example, 5%) in the manual power generation mode, the power generation mode is changed to the automatic power generation mode, so that a power shortage state occurs. Therefore, the running of the vehicle 10 can be guaranteed.

Further, in the electric vehicle according to the present embodiment, if the target power is not output from the generator 42, the output power of the generator 42 is gradually changed so that the output power of the generator 42 becomes the target power. The operating state of 41 is controlled.

Thereby, it is possible to eliminate discomfort from the occupants and users. For example, sudden changes in engine noise are suppressed, giving passengers a sense of security. Further, since the output power is gradually changed toward the target power while checking the engine state, it is possible to suppress excessively erratic operation of the engine 41. For example, fluctuations in the operating state of the engine 41, such as when the throttle opening is increased too much and then returned to normal, can be suppressed.

Further, in the electric vehicle according to the present embodiment, power is not directly supplied to the MG 20 from the generator unit 40, but is supplied via the battery 30, so that sudden operation is not required, and smooth operation transition is preferable. Therefore, as described above, it is useful to gradually change the output power of the generator 42 and control the operating state of the engine 41 so that the output power of the generator 42 becomes the target power.

Furthermore, in the period in which the output power of the generator 42 is gradually changed, the electric vehicle according to the present embodiment has a first period T1 in which the output power changes toward the target power, and a first period T1 in which the output power changes toward the target power. The operating state of the engine 41 is controlled so that the second period T2, in which the amount of change is smaller than the period T1, is repeated continuously.

In this way, by providing a relaxation period such as the second period T2 between the consecutive first periods T1, in which the change is gradual or does not change, the engine operation during the period in which the output power of the generator 42 is gradually changed. Changes in state can be made smoother. Changes in engine operating conditions are adjusted by adjusting throttle opening, injector injection amount, etc. In this case, more accurate control can be achieved when adjusting the throttle opening, injector injection amount, etc. by intermittent waiting periods for response rather than by continuously changing the engine operating state. Also, by controlling the operating state of the engine 41 while checking the response of the exhaust gas control, the output power of the generator 42 is gradually changed so that the output power of the generator 42 becomes the target power. It can also be expected to have effects such as avoiding wasteful exhaust gas emissions when controlling operating conditions.

Furthermore, in the manual power generation mode, the electric vehicle according to the present embodiment prompts the generator 42 to perform a power generation request operation at two or more levels depending on the SOC of the battery 30, so that the driver can determine the power generation request. can assist.

In this embodiment, an example has been described in which the process shown in FIG. 10 is executed as the power generation stimulation process, but the present invention is not limited to this, and for example, the power generation stimulation process shown in FIG. 11 below may be executed.

With reference to FIG. 11, a modification of the power generation stimulation process executed by the GCU 45 of this embodiment will be described. The power generation stimulation process shown in FIG. 11 is repeatedly executed at predetermined intervals during the manual power generation mode.

As shown in FIG. 11, the GCU 45 determines whether there is a charging facility on the route to the destination set by the car navigation device 80 (step S101).

Specifically, the GCU 45 determines whether or not it has received information about charging facilities on the route to the destination from the car navigation device 80, that is, whether it has detected the charging facilities on the route to the destination. Depending on whether or not there is a charging facility on the route to the destination, it is determined whether or not there is a charging facility on the route to the destination. Note that the car navigation device 80 may search for a plurality of routes to the destination. In this case, for example, the GCU 45 may preferentially select a route where a charging facility exists from among a plurality of routes.

If the GCU 45 determines in step S101 that there is no charging facility on the route to the destination, the GCU 45 determines whether it is possible to travel to the destination (step S105).

Specifically, if the possible travel distance calculated from the current SOC of the battery 30 is longer than the travel distance from the current position to the destination, the GCU 45 determines that it is possible to travel from the current position to the destination. can do. If the possible travel distance calculated from the current SOC of the battery 30 is shorter than the travel distance from the current position to the destination, the GCU 45 can determine that it is not possible to travel from the current position to the destination. . The travelable distance is calculated in the car navigation device 80, as in the present embodiment, and is transmitted from the car navigation device 80 to the GCU 45 via the ECU 100.

If the GCU 45 determines in step S105 that it is possible to travel to the destination, the GCU 45 ends the main power generation stimulation process. If the GCU 45 determines in step S105 that traveling to the destination is not possible, the GCU 45 performs a power generation reminder to urge the engine 41 to generate power (step S106).

In step S106, the GCU 45 also alerts the occupants to adjust the amount of power generated according to the amount of power required to travel to the destination.

If the GCU 45 determines in step S101 that there is a charging facility on the route to the destination, the GCU 45 determines whether it is possible to travel to the charging facility (step S102).

When the GCU 45 determines in step S102 that it is possible to travel to the charging facility, the GCU 45 performs a charging reminder to urge the occupant to charge the battery 30 at the charging facility (step S103). At this time, if the engine 41 is already generating power, the GCU 45 issues a power generation stop alert to notify the occupants of the stoppage of the power generation in step S103. The method for issuing a power generation stoppage alert is the same as the charging and power generation alerting methods. The GCU 45 ends the main power generation stimulation process after the process of step S103.

When the GCU 45 determines in step S102 that traveling to the charging facility is not possible, the GCU 45 performs charging reminder and power generation reminder (step S104). In step S104, the GCU 45 also alerts the occupants to adjust the amount of power generated according to the amount of power required to travel to the charging facility. The GCU 45 ends the main power generation stimulation process after the process of step S104.

Here, in the power generation stimulation process shown in FIG. 11, the GCU 45 checks whether the vehicle 10 can travel from the current position to the destination or the charging facility, for example, every predetermined time or every predetermined distance after the vehicle 10 starts traveling. It is preferable to judge. Even if the GCU 45 determines that the vehicle 10 can travel to the destination or charging facility without generating electricity at the time the vehicle 10 starts traveling, the subsequent traveling conditions and route to the destination or charging facility may vary. If the route is changed to a route different from the originally set route, the vehicle 10 may not be able to travel to the destination or the charging facility. In such a case, as described above, by periodically determining whether or not the vehicle 10 can travel from the current position to the destination or the charging facility, it is determined that the vehicle 10 cannot travel to the destination or the charging facility. At this point, the occupant can be prompted to charge the battery 30. Therefore, the GCU 45 can prompt the battery 30 to be charged early.

According to this modification, if a charging facility exists on the route from the current position of the vehicle 10 to the destination, the occupant is prompted to charge at the charging facility, so charging at the charging facility is possible. Nevertheless, it is possible to prevent the occupant from unnecessarily driving the engine 41 to generate electricity. Therefore, in this modification, fuel consumption of the engine 41 can be suppressed.

Further, in this modification, it is notified whether or not power generation by driving the engine 41 is necessary depending on the electric power required for traveling from the current position of the vehicle 10 to the charging facility. For example, if the vehicle 10 cannot travel from the current location to the charging facility due to insufficient SOC of the battery 30, a power generation reminder is performed to urge the occupant to drive the engine 41 and generate power using the generator 42. Therefore, in this modification, it is possible to prevent the SOC of the battery 30 from decreasing to the point where the vehicle 10 becomes unable to travel. Therefore, the vehicle 10 is prevented from stopping on the road due to insufficient SOC of the driving battery 30.

In addition, in this modification, when power generation is performed by driving the engine 41, depending on whether or not there is a charging facility on the route from the current position of the vehicle 10 to the destination, The system is configured to prompt the occupants to generate an appropriate amount of power according to their needs. As a result, in this modification, the fuel consumption of the engine 41 can be suppressed and the battery 30 can be in a state of low power, regardless of whether there is a charging facility on the route to the destination or not. It can prevent you from falling into.

Further, in this embodiment, the generator unit 40 is configured to be detachable from the vehicle 10, but the generator unit 40 may not be detachable from the vehicle 10, but may be installed in advance. In this case, the engine 41, starter, generator 42, INV 43, fuel tank 44, and GCU 45 do not need to be configured as an integrated unit.

Although embodiments of the invention have been disclosed, it will be apparent that modifications may be made by one skilled in the art without departing from the scope of the invention. For example, although the generator 42 and the starter, which is an engine starting device, are provided separately, the generator 42 may be a starter generator that has both the functions of a generator and a starter. All such modifications and equivalents are intended to be included in the following claims.

10 Vehicle (electric vehicle)
14 Drawer rail 20 MG (motor)
21 INV
30 Battery 31 Battery Sensor 40 Generator Unit 41 Engine (Internal Combustion Engine)
42 Generator 43 INV
44 Fuel tank 45 GCU (control unit)
70 Operation panel (power generation status setting section)
71 Remaining fuel amount display area 72 Generated power display area 73 SOC display area 74 Power generation switch 75a, 75b Power generation control switch 76 Power generation control status display area 77 Setting switch 80 Car navigation device 88a, 88b, 88c, 88d Selection button 89a, 89b , 89c, 89d switch 100 ECU
101 CAN communication line T1 1st period T2 2nd period

Claims (4)

A power generation control device for an electric vehicle, comprising a motor for running, a battery that supplies power to the motor, a generator that generates power to charge the battery, and an internal combustion engine that drives the generator. hand,
Either an automatic power generation mode in which the operating state of the internal combustion engine is controlled according to the remaining capacity of the battery, or a manual power generation mode in which the internal combustion engine starts operating in response to an operation requesting power generation by the generator. comprising a control unit that controls the operating state of the internal combustion engine in a power generation mode,
If the target power is not output from the generator, the control unit gradually changes the power output from the generator so that the power output from the generator becomes the target power. Controls the operating status of the engine,
The period in which the power output from the generator is gradually changed includes a first period in which the power output from the generator gradually changes toward the target power, and a first period in which the power output from the generator gradually changes toward the target power. A power generation control device characterized in that the operating state of the internal combustion engine is controlled so that a second period in which the amount of change is smaller than the first period is continuously repeated . The power generation control according to claim 1, wherein the control unit, in the manual power generation mode, arouses an operation to request power generation by the generator at two or more arousal levels depending on the remaining capacity of the battery. Device. The control unit sets the remaining capacity of the battery to be below the limit value as one stage of the arousal level, and when the remaining capacity of the battery becomes below the limit value, changes the power generation mode to the automatic power generation mode. The power generation control device according to claim 2 , characterized in that the power generation control device is changed. 4. The control unit determines the arousal level based on the remaining capacity of the battery at the present time or the remaining capacity of the battery estimated at the time when the target point is reached. power generation control device.

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