JP2000324609A - Controlling device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To create a generation schedule for minimizing the amount of fuel consumption by performing generation when a fuel consumption rate is low based on the fuel consumption rate of an internal engine being calculated by a fuel consumption rate operation means and a required amount of generation being calculated by an amount-of-generation operation means. SOLUTION: A generation schedule creation means 60 in a controller 16 predicts vehicle state by a means 70 for predicting the state of a vehicle in a divided section. The condition of the change in a fuel consumption rate is obtained by a fuel consumption rate data row calculation means 71 using an engine fuel consumption rate characteristic map, and power to be generated at the divided section from SOC when no power is generated in the divided section and a target SOC is calculated by a divided section amount-of-generation calculation means 73. Decision is made by a generation schedule creation means 74, so that the amount of fuel consumption can be minimized based on a fuel consumption rate data row obtained from the fuel consumption rate data row calculation means 71, and an amount of generation in a section obtained from the divided section amount-of-generation calculation means 73, thus minimizing the amount of fuel consumption.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a control device for a hybrid vehicle.

[0002]

2. Description of the Related Art Conventional inventions relating to control of a hybrid vehicle using navigation information are disclosed in, for example, Japanese Patent Application Laid-Open No. Hei 8-1
No. 26116 is disclosed.
This conventional technique calculates a battery remaining amount from the output of a battery current and a voltage detection sensor, and sets a target value of the battery remaining amount according to a traveling route based on road information and a current position information from a navigation system, and The output of the motor and the engine is adjusted so that the remaining battery level of the battery approaches the target value.

[0003]

However, in such a conventional technique, only the target battery remaining value is scheduled along the traveling route. Therefore, regarding the charging of the battery by the motor drive of the engine determined from the change in the target battery remaining amount in the section from one point to the next point, the engine caused by the difference in the road environment and the driving state in the driving route section. However, the control is not performed in consideration of the difference in the fuel consumption rate due to the difference in the operating point. In other words, the fuel is not always used most efficiently as a whole, and the engine / motor control that minimizes the fuel consumption of the engine in the section where the target battery remaining value is set is not implemented. , There is a problem.

The present invention has been made in view of such conventional problems, and utilizes road environment information of a traveling route to calculate a vehicle speed prediction value and a braking / driving force prediction value of a vehicle on the traveling route. By calculating the predicted value of the operating point of the engine and giving priority to power generation by the engine in places where the fuel consumption rate is poor, the operating point is changed so that the fuel consumption rate of the engine becomes a better value. An object of the present invention is to solve the above-mentioned problems by improving the fuel consumption rate at a point and minimizing the fuel consumption in a section.

[0005]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a first aspect of the present invention is an internal combustion engine for generating a driving force, and an electric motor connected to the internal combustion engine. And a control device for a hybrid vehicle having a battery for supplying electric power to the electric motor, a route calculating means for calculating a running route from the first point to the second point, and a travel calculated by the route calculating means. Information detecting means for detecting environmental information of the road relating to the route, calculating a driving force required for traveling when traveling on the traveling route based on the environmental information of the road detected by the information detecting means, the internal combustion engine and the A driving force calculating unit that calculates a driving force to be generated by each of the electric motors; and a fuel consumption rate of the internal combustion engine during traveling on the traveling path based on a calculation result of the driving force computing unit and characteristics of the internal combustion engine. Performance A fuel consumption rate calculating means, a battery remaining amount detecting means for detecting a remaining charge amount of the battery, and a power consumption amount of the electric motor estimated from a calculation result of the driving force calculation means. A power generation amount calculating means for calculating a necessary power generation amount from the charged remaining amount, a fuel consumption rate of the internal combustion engine calculated by the fuel consumption rate calculation means, and a required power generation amount calculated by the power generation amount calculation means. Power generation planning means for generating a power generation plan that minimizes fuel consumption by generating power when the fuel consumption rate is low.

According to the above hybrid vehicle control apparatus, since the power generation plan is predicted based on the road environment information on the travel route and the future vehicle running state is predicted, the internal combustion engine is maintained while the battery charge is maintained. Can be efficiently driven to reduce fuel consumption.

According to a second aspect of the present invention, there is provided an internal combustion engine for generating a driving force, a first electric motor mechanically connected to the internal combustion engine, and an intermittent connection to the internal combustion engine. And a second engine connected to the internal combustion engine through the intermittent machine.
And a battery for supplying power to the second motor,
In a control device for a hybrid vehicle having a power transmission device for transmitting an output of the second electric motor to driving wheels,
Route calculation means for calculating an optimal travel route from the point to the second point; information detection means for detecting road environment information on the travel route calculated by the route calculation means; Driving force calculating means for calculating a driving force necessary for traveling when traveling on a traveling route based on the environmental information of the road, and calculating a driving force to be generated by each of the internal combustion engine and the electric motor; Storage means for storing operating point characteristics of the engine; a driving force to be generated by the internal combustion engine calculated by the driving force calculation means; and a characteristic of the internal combustion engine stored in the storage means. A fuel consumption rate calculating means for calculating a fuel consumption rate of the internal combustion engine during running; a battery remaining amount detecting means for detecting a remaining charge amount of a battery; and the second electric motor based on a calculation result of the driving force calculating means. Estimating the amount of power consumed by the vehicle, calculating the required amount of power generation from the estimated amount of power consumption and the detected remaining charge, and the fuel consumption rate of the internal combustion engine calculated by the fuel consumption rate calculation means And generating a power generation plan by the first electric motor such that the fuel consumption is minimized by performing power generation when the fuel consumption rate is low based on the required power generation amount calculated by the power generation amount calculation means. Planning means.

According to the above-described control apparatus for a hybrid vehicle, since the power generation plan is predicted based on the road environment information on the travel route, the power generation plan is predicted based on the future travel state of the vehicle. Can be efficiently driven to reduce fuel consumption.

According to a third aspect of the present invention, there is provided a hybrid vehicle control apparatus according to the first and second aspects, wherein the vehicle position detecting means for detecting the position of the vehicle, and travel of the vehicle. And a vehicle speed detecting means for detecting a speed, wherein power is generated based on the detected own vehicle position and own vehicle speed and a power generation plan by the power generation planning means.

According to the above hybrid vehicle control device, the internal combustion engine is efficiently driven to reduce fuel consumption by generating power in accordance with the power generation plan based on the position of the host vehicle and the running state of the host vehicle. can do.

According to a fourth aspect of the present invention, in the control apparatus for a hybrid vehicle according to the first and second aspects, the traveling route calculated by the route calculating means is divided on a predetermined basis. There is provided a divided section determining means for setting a divided section of the travel route, and the power generation planning means performs a power generation plan such that a fuel consumption amount is minimized in the divided section.

According to the above-described hybrid vehicle control device, the power generation plan can be easily performed by dividing the travel route on the basis of the predetermined reference and performing the power generation plan, particularly when the travel route is long. .

According to a fifth aspect of the present invention, in the control apparatus for a hybrid vehicle according to the first and second aspects, the power generation planning means includes a fuel consumption rate in the calculated traveling route. A fuel consumption rate deterioration point detecting means for detecting a bad point, and an electric power for determining an operating point of the internal combustion engine at the detected point and an electric power generation amount at a point detected from the operation point of the internal combustion engine at which the fuel consumption rate is the best. Determining means.

According to the above-described hybrid vehicle control device, the power generation plan can be accurately performed with simple logic by dividing the travel route on the basis of a predetermined reference and performing the power generation plan.

According to a sixth aspect of the present invention, in the control apparatus for a hybrid vehicle according to the first and second aspects, the driving force calculating means includes a speed limit of the traveling route, presence or absence of congestion, and the like. The driving force required for traveling when traveling on the traveling route is calculated based on either of the traffic flow and the road gradient.

According to the above hybrid vehicle control device, the power generation plan can be accurately performed by performing the power generation plan using the traffic flow and the road gradient such as the speed limit and the presence or absence of congestion.

[0017]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a control system for a hybrid vehicle according to the present invention. FIG. 1 is a configuration diagram showing one embodiment of a control device for a hybrid vehicle according to the present invention.

First, the configuration will be described. In the drawing, a thick line indicates a transmission path of mechanical force, and a thick broken line indicates a power line. A thin solid line indicates a control line, and a double line indicates a hydraulic system.

The power train of this vehicle includes a motor 1,
The engine 2 includes a clutch 3, a motor 4, a continuously variable transmission 5, a reduction gear 6, a differential 7, and driving wheels 8. The output shaft of the motor 1, the output shaft of the engine 2, and the input shaft of the clutch 3 are connected to each other, and the output shaft of the clutch 3, the output shaft of the motor 4, and the input shaft of the continuously variable transmission 5 are connected to each other. I have.

When the clutch 3 is engaged, the engine 2 and the motor 4 serve as propulsion sources for the vehicle. When the clutch 3 is released, only the motor 4 serves as a propulsion source for the vehicle. The driving force of the engine 2 and / or the motor 4 is transmitted to the drive wheels 8 via the continuously variable transmission 5, the reduction device 6, and the differential device 7. Pressure oil is supplied from the hydraulic device 9 to the continuously variable transmission 5 to clamp and lubricate the belt. An all pump (not shown) of the hydraulic device 9 is driven by a motor 10.

The motors 1, 4, and 10 are AC devices such as a three-phase synchronous motor or a three-phase induction motor. The motor 1 is mainly used for starting the engine 2 and generating electricity when the clutch 3 is released, and the motor 4 is mainly used for a vehicle. , Propulsion, braking, and power generation when the clutch 3 is engaged. The motors 1, 4, 1
0 may be a DC motor, the motor 1 may be used for propulsion and braking of the vehicle when the clutch 3 is engaged, or the motor 1 may be used for power generation when the clutch 3 is engaged.

The clutch 3 is a powder clutch, and the transmission torque can be adjusted by the exciting current. The continuously variable transmission 5 is a belt type, but may be a toroidal type.

The motors 1, 4, and 10 are driven by inverters 11, 12, and 13, respectively. Inverter 11,
Reference numerals 12 and 13 are connected to a main battery 15 via a common DC link 14, and convert DC charging power of the main battery 15 into AC power to supply the AC power to the motors 1, 4, and 10. Is converted into DC power and the main battery 15 is charged. As the main battery 15, various batteries such as a lithium-ion battery, a nickel-metal hydride battery, and a lead battery, and an electric double layer capacitor can be used.

If the navigation system is used, the road environment information detecting means 17 receives a signal from a satellite, detects an absolute position on the earth, refers to a map stored in the storage means, Inputs a destination, calculates a route from the current position, detects road environment information such as a radius of curvature, a gradient, an intersection, and a speed limit along the route, and supplies it to the controller 16.

The controller 16 includes a microcomputer and its peripheral parts, various actuators, etc., and controls the rotation speed and output torque of the engine 2, the engagement / disengagement of the clutch 3, the rotation speed and output torque of the motors 1, 4, and 10. In addition to controlling the speed ratio of the transmission 5 and the like, the battery charging control is performed based on the road environment information obtained from the road environment information detecting means 17.

As shown in FIG. 2, the controller 16 includes a key switch 20, a select lever switch 21,
Accelerator opening sensor 22, brake switch 23, vehicle speed sensor 24, battery temperature sensor 25, battery SOC
A sensor 26, an engine speed sensor 27, and a throttle opening sensor 28 are connected.

The key switch 20 is closed when the key of the vehicle is set to the ON position or the START position (hereinafter, the closed state of the switch is referred to as ON and the open state is referred to as OFF). The select lever switch 21 switches between parking P, neutral N, reverse R, and drive D. Depending on the setting position of the select lever (not shown), P, N, R,
One of the switches D is turned on.

The accelerator opening sensor 22 detects the accelerator pedal depression amount (accelerator pedal depression amount detection value).
And the brake switch 23 detects the depressed state of the brake pedal (the brake switch 23 is ON at this time). The vehicle speed sensor 24 detects the running speed vsp of the vehicle, and the battery temperature sensor 25 detects the temperature Tbat of the main battery 15. The battery SOC sensor 26 detects the state of charge SOC (Sta) of the main battery 15.
te Of Charge). Further, the engine speed sensor 27 detects the rotation speed Ne of the engine 2, and the throttle opening sensor 28 detects the throttle valve opening Δth of the engine 2.

The controller 16 also includes the engine 2
The fuel injection device 30, the ignition device 31, the valve timing adjustment device 32, the motor-driven throttle valve device 40, and the like are connected. The controller 16 controls the fuel injection device 3
0 to control the supply and stop of fuel to the engine 2 and to adjust the fuel injection amount, and to control the ignition device 31 to ignite the engine 2 and to control the valve timing adjustment device 3
2 to control the closing timing of the intake valve of the engine 2. The controller 16 controls the motor-driven throttle valve adjusting device 4 so that the engine 2 generates a desired torque.
0 is controlled, and the torque control or the rotation speed control of the motors 1, 4, and 10 is realized by adjusting the inverters 11, 12, and 13. The controller 16 is supplied with power from a low-voltage auxiliary battery 33.

Further, a navigation system 17 is connected to the controller 16. The navigation system 17 includes, for example, an antenna 50 for receiving a signal from a GPS satellite, and an absolute position calculating unit 51 for calculating an absolute position of the vehicle indicated by latitude and longitude from the received signal.
And map information storage means 52 in which a road map is recorded.
From the selected absolute position information and the way in which the position information changes, the road on which the vehicle is traveling is determined, a map matching means 53 for correcting the vehicle position, and a point to which the driver is about to go. Target point input means 54 for input
A guidance route calculation unit 55 that derives an optimal route from the current location obtained from the map matching unit 53 to the target location obtained from the destination input unit 54; and the derived route has a distance equal to or greater than a predetermined value. In this case, the divided section determining means 56 divides the route on the basis of the map information along the route based on a predetermined reference, and the obtained divided section (if the distance of the route is less than a predetermined value, the entire route is divided. Section)
A road environment extraction means 57 for detecting road curvature radius, road gradient, presence / absence of intersection / tunnel / railway crossing, etc., regulation information such as speed limit, and area information such as urban area / mountain road, a divided section, A target SOC (State Of Char) that determines the amount of charge that must be realized at the last point of the section determined from the road environment information in the divided section
ge) determining means 58.

There are various methods for setting a reference for dividing a route, and a certain distance may be used as a reference, or a detection of a specific point such as an intersection or an expressway interchange may be used as a reference.

The power generation plan generating means 6 in the controller 16
0 predicts, based on the road information in the divided section obtained by the divided section determining means 56 and the road environment extracting means 57, the vehicle speed traveling in the divided section and the braking / driving force and gear ratio required at each time. Vehicle state prediction means 70 in the divided section
A fuel consumption rate data string calculation means 71 for obtaining a state of a change in the fuel consumption rate in the divided section from the predicted vehicle state using a prestored engine fuel consumption rate characteristic map as shown in FIG. And the target SOC (St) for obtaining the charge amount that must be realized at the end point of the divided section.
ate-of-charge) determining means 72, the SOC when no power is generated in the divided section, and the target SOC
From the divided section power generation amount calculating means 73 for calculating the power to be generated in this divided section, and the fuel consumption rate data sequence selected from the fuel consumption rate data sequence calculating means 71 and the divided section power generation amount calculating means 73. A power generation plan creating means 74 for determining a power generation point and a power generation amount thereat so as to minimize the fuel consumption in the divided section based on the obtained section power generation amount; And a power generation command output means 75 for outputting a power generation command based on the current location information from the system 17.

Next, the basic concept of how to make a power generation plan will be described with reference to FIG. FIG. 3 shows the road gradient (1), the traveling vehicle speed (2), the required driving force (3), and the predicted value of the fuel consumption rate (4) in a certain divided section between the guidance routes determined by the divided section determining means 56. , S when power is not generated
OC predicted value (5), power generation (6), SO when power is generated
The state of the C prediction value (7) is shown with the horizontal axis as the distance from the current location.

The graph of the road gradient (1) is a flat road from the starting point A to the point C, an uphill road from the point C to the point D, a downhill road from the point D to the point E, and a destination from the point E to the destination. It shows that the road is a flat road up to the point H which is the ground, and these are obtained from the navigation means.

The graph of the traveling vehicle speed (2) is obtained from the point A to the point B.
This is an acceleration section up to the point, and shows how the vehicle speed increases to a certain speed. The vehicle travels at a constant speed from point B to point E. This value is given by the speed limit value obtained from the map information, the speed of the traffic flow obtained from the infrastructure equipment, or if the vehicle has passed in the past. It is decided by giving the speed. From the point E to the point F, acceleration is performed according to a change in the traveling vehicle speed. F
The vehicle travels normally from the point to the point G, and then decelerates to stop at the point H.

The graph of the required driving force (3) shows the driving force required for traveling in each section. A large driving force is required for acceleration between AB and EF,
This shows that assist by the motor is performed to compensate for the response delay of the engine. Since the road between BC and FG is a steady running on a flat road, the required driving force is relatively small, and the vehicle runs only by driving the engine. The required driving force has a smaller value between BC where the vehicle speed is lower.
During the period between CDs, the vehicle is traveling normally, but because it is traveling uphill,
The required driving force is a relatively large value, and the motor assist is constantly performed. No drive is required between DE and GH for downhill roads and deceleration. (Conversely, regeneration is performed, and a negative driving force is generated (not shown).)

The graph of (4) is a predicted fuel consumption rate, which is represented by the mass of fuel required for the engine to produce a unit of work, and the larger the value, the lower the efficiency. The fuel consumption rate is low in the low-speed, low-load range, the worst is between BC, and the second is between FG.

The graph of SOC (5) shows the target SOC at the destination and how the SOC changes when no power is generated in that section. The SOC decreases between AB, CD, and EF during the motor assist, and increases during the regenerating DE and GH. Then, from the SOC value at the point H and the target SOC,
The shortage SOC in this section can be known, and the power generation amount required in that section to compensate for the shortage can be obtained. (The power consumed on a daily basis is not considered here.)

The graph of power generation (6) and SOC (7) is as follows.
Planned power generation and SO when power is generated as planned
The state of change of C is obtained. The power generation plan starts by searching for the worst place in the section with the predicted fuel consumption rate. In this case, since the fuel consumption rate is the worst when traveling between BCs, power is first generated here. Next, the amount of power generation is determined. For example, the amount of power generation is determined by accumulating the amount of power generation per unit time, and its value is limited by the maximum value that the motor can generate. In other words, if the required amount of power generation is larger than that value and the engine operating point does not reach the best fuel efficiency point even if the power is generated (the operating point of the engine basically moves on the best fuel efficiency line), the power generation there Is the maximum value that the motor can generate. Power generation between BCs corresponds to this. In addition, when the motor generates the maximum value that can be generated, it passes the best fuel consumption point, and if the fuel consumption rate deteriorates, the power generation amount will be the amount that the operating point becomes the best consumption point. I do. If the required power generation amount is smaller than the maximum motor power generation possible and does not exceed the best fuel efficiency point, the power generation amount is the required power generation amount. Power generation between FGs corresponds to this.

The graph of the engine power (8) shows the power generated by the engine in addition to the power generation.

The graph of the fuel consumption rate (9) shows that the operating point is changed as a result of the power generation by the engine, and the fuel consumption rate is improved.

Here, in FIG. 3, the reason why the recalculation of the change in the SOC when the power is generated in order from the position near the current position is performed (this example is not applicable) is, for example,
There are constraints such as that the SOC must not be smaller than a predetermined value due to the performance of the battery. If the conditions cannot be satisfied, before the voltage drops below the predetermined value, even if the conditions are not efficient, it is not an advantageous condition. However, it is necessary to generate power even when the power generation is required, and that determination is necessary.

The flowcharts of FIGS. 5 to 8 are control flows according to an embodiment of the present invention. With this embodiment, an application example and operation of claim 2 will be described. In the present embodiment, there are four large subroutines.

The first is a routine for obtaining a divided section. Immediately after the destination is input by the destination input means 54, the navigation system 17 calculates the guide route by the guide route calculating means 55 from the road information or the like of the map information storage means 52, The guidance route is divided by 56 using the intersection information, the road type information, the road gradient information, and the like.

The second is a routine for estimating the vehicle speed and the fuel consumption rate in the divided section. The controller 16 predicts a vehicle speed, a required braking / driving force, and a fuel consumption rate when traveling in the divided section from the road information of the divided section provided from the navigation system 17.

The third is a routine for generating a power generation plan for the next divided section from the fuel consumption rate data string in the divided section and the target SOC and the like.

Fourth, the controller 16 controls the motor 1 (hereinafter, motor A), motor 4 (hereinafter, motor B), engine 2, and continuously variable transmission (CVT) 5 at predetermined time intervals.
This is a routine for controlling the traveling of the vehicle and charging the battery.

In step S10, the navigation system calculates a current position and a route from the destination input by the driver to the destination.

In step S20, the calculated route is divided into an appropriate number of sections. The division criteria are, for example, intersections, places where the road gradient changes (flatland ← → up, flatland ← →
Down, down ← → up), speed limit changes, VICS
Based on road information from infrastructure equipment such as the end of traffic jam, the front row of traffic jam, the start point of construction section, etc.
A point where the driving load changes significantly is conceivable.

In step S30, for each end point of the above-mentioned divided section, the desired SOC at that point is determined. For example, the SOC target value may be set to an intermediate value (neither the maximum nor the minimum) if the next section is a level area where the vehicle can travel without delay, or the next section may change from a level area or a downhill to an uphill. If it changes from normal driving to traffic congestion driving, S
If the OC is increased, the next section changes from an uphill or a flat ground to a downhill, or gets out of a traffic jam, the SOC is reduced.

The above subroutine is executed when a destination is set.

The following routines are a vehicle state prediction routine executed each time the next divided section approaches and a power generation plan generation routine.

In step S100, it is checked whether or not the power generation plan generation flag has been cleared. If it is cleared, it means that the power generation plan for the next divided section has not been set, and the process proceeds to step S110.

In step S110, it is determined whether the current divided section is nearing the end. If the end is approaching, the process proceeds to step S120 to make a power generation plan for the next section.

In step S120, the vehicle speed in the steady state in the next section is determined. This is determined from the speed limit of the section, the traffic flow from the infrastructure, and the past actual values.

In step S130, a predicted value of the vehicle speed in the section is determined. For example, if the vehicle is substantially straight and the road condition is substantially the same as that of the current section, it is assumed that the vehicle runs at the vehicle speed determined in step S120. If the vehicle turns at an intersection, for example, the vehicle speed becomes zero at a deceleration of 0.2 G, or it is assumed that the vehicle turns at an intersection and then accelerates to a steady value at an acceleration of 0.2 G to form a vehicle speed data sequence. When entering or exiting a curve, the vehicle speed is set in accordance with the curvature, and vehicle speed data is generated on the assumption that the vehicle decelerates at a constant deceleration and accelerates at a constant acceleration.

Next, based on the vehicle speed data sequence and the like, a data sequence of necessary braking / driving force, gear ratio and engine operating point is obtained.

In step S140, the vehicle speed at the first point in the divided section is read.

In step S150, the vehicle acceleration at that point is calculated from the amount of change in vehicle speed.

In step S160, the road gradient at that point is read from the navigation system.

In step S170, the necessary driving force is calculated from the running resistance and acceleration obtained from the vehicle specifications and vehicle speed and road gradient given in advance.

In step S180, the gear ratio and the engine speed are obtained from the required driving force and the vehicle speed, and the engine operating point is calculated.

In step S190, the fuel consumption rate at the operating point is determined from the determined engine operating point using a previously determined engine fuel consumption rate characteristic map.

In step S200, it is determined whether the point where the operating point is predicted is the end point of the divided section. If it is not the end point, the process returns to step S140 in order to obtain the operating point of the next point advanced by a predetermined time or a predetermined distance. If the end point has been reached, exit from this subroutine.

In step S300, the target SOC 1 at the end point of the currently traveling divided section is read.

In step S310, in the next divided section,
The SOC at the final point of the next divided section when power generation using the engine is not performed at all is obtained. In this case,
The calculation is performed in consideration of the power required for the vehicle to run on the engine and the power consumed by the headlights at night.

In step S320, the target SOC2 at the final point of the next divided section is read.

In step S330, the total value (kWh) of the planned power generation in the next divided section is initialized (to zero). In addition, the command value sequence of the generated power at each point in the divided section is initialized (to zero).

In step S340, the target SOC1 and the target SOC2 are considered in consideration of the charging coefficient of the battery and the like, and the section power generation (kW) that must be generated in the next divided section.
h) is calculated.

In step S350, a point x including a point having the worst fuel consumption rate in the fuel consumption rate data string of the divided section is detected.

In step S360, the amount of power generation (kW) when power is generated during a predetermined time including the point x (for example, a section of 10 seconds before and after) is determined. The specific method of determining the power (kW) is as follows.

(1) Maximum power (k) that can be generated by the generator
Even if W) is added to the output of the engine, the operating point of the engine does not reach the best fuel efficiency point, and the power generation (kWh) within a predetermined time at that time is the section power generation (kWh) obtained in step S340. If it is smaller, the power (kW) within a predetermined time is the maximum power (kW).

(2) In the above (1), if the power generation (kWh) within the predetermined time at that time is larger than the section power generation (kWh) obtained in step S340, the section power generation (kWh) is changed to the predetermined time. And divide it by the power (kW) within a predetermined time.

(3) The maximum power (k) that can be generated by the generator
W) is added to the generated power of the engine, if the operating point of the engine exceeds the best fuel efficiency point, the electric power (k
W) is set to a value that gives the best fuel efficiency point when added.

At step S370, the generated power command value sequence is rewritten based on the result of step S360.

In step S380, step S360
Since the generated output of the engine is changed in order to generate the electric power determined in step (1), a new operating point is calculated accordingly, and the fuel consumption rate data string is rewritten based on the result.

In step S390, the total value of the power generated by the power generation plan so far in the divided section is calculated.

In step S400, the total value obtained in step S390 is subtracted from the section power generation amount, the value is replaced with a new section power generation amount, and whether the value reaches zero (the planned power generation amount is Amount reached?). If it has not reached, further power generation is required, and the process returns to step S350. If it has, go to the next step.

In step S410, a flag indicating that the generation of the power generation plan has been completed is set.

The following is a routine for controlling the engine, the motor, and the like based on the power generation plan.

In step S500, it is checked whether the power generation plan generation completed flag is set. If it is set, the process proceeds to the next step. If it is not set, the process exits the subroutine.

In step S510, it is determined whether the end point of the current division section has been reached. If it has arrived, the process proceeds to step S520. If it has not arrived, the process exits the subroutine.

In step S520, since the next divided section is entered, the power generation plan in the next divided section has not been generated, so that the power generation plan generated flag is cleared.

At step S530, the power generation plan of the divided section to be driven is read.

In step S540, the current position coordinates from the navigation system 17 are read.

In step S550, the power to be generated corresponding to the current location coordinates is read from the power generation plan generated by the previous subroutine.

In step S560, the power required for driving determined by the throttle opening and the like is obtained.

In step S570, an operating point at which the engine is actually operated is determined from the generated power and the power required for driving.

In step S580, step S550
Based on the result of S570, the engine, the motor, the clutch, the transmission and the like are controlled.

In step S590, it is determined whether or not the end point of the current divided section has been reached. If the end point has not been reached, the flow returns to step S540.

[0091]

As described above in detail, according to the present invention, the future running condition of the vehicle is predicted, and the power generation plan is designed so as to generate the power at the point where the fuel consumption rate is most greatly improved by using the prediction result. , The fuel consumption can be minimized as long as the vehicle travels along a predetermined traveling route.

Further, since the power generation plan is created so as not to fall below the predetermined SOC minimum value when making the plan, the fuel consumption can be minimized while preventing the deterioration of the battery due to overdischarge. can do.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an embodiment of a control device for a hybrid vehicle according to the present invention.

FIG. 2 is a configuration diagram of a controller according to the present embodiment.

FIG. 3 is a diagram showing the concept of a power generation plan according to the present invention.

FIG. 4 is a diagram illustrating a concept of a change in an engine operating point due to power generation.

FIG. 5 is a flowchart showing an application example of claim 2;

FIG. 6 is a flowchart showing an application example of claim 2;

FIG. 7 is a flowchart showing an application example of claim 2;

FIG. 8 is a flowchart showing an application example of claim 2;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Motor A 2 Engine 3 Clutch 4 Motor 5 Continuous transmission 6 Reduction gear 7 Differential gear 8 Driving wheel 9 Hydraulic device 10 Motor C 11, 12, 13 Inverter 14 DC link 15 Battery 16 Vehicle controller 17 Road environment information detecting means ( Navigation system) 20 key switch 21 select lever switch 22 accelerator opening sensor 23 brake switch 24 vehicle speed sensor 25 battery temperature sensor 26 battery SOC sensor 27 engine speed sensor 28 throttle opening sensor 30 fuel injection device 31 ignition device 32 valve timing adjustment Device 33 Auxiliary battery 40 Motor-driven throttle valve adjustment device 50 Satellite signal receiving antenna 51 Absolute position calculation means 52 Map information storage means 53 Map matching means 54 Destination Point input means 55 Guide route calculation means 56 Divided section determination means 57 Road environment extraction means 58 Target SOC determination means 60 Power generation plan generation means 70 Vehicle state prediction means in divided sections 71 Fuel consumption rate data string calculation means 72 Target SOC determination means 73 Split section power generation calculation means 74 Power generation plan creation means 75 Power generation command output means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) G01R 31/36 B60K 9/00 Z H02J 7/00 (72) Inventor Taketoshi Kawabe Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa-ken No. 2 Nissan Motor Co., Ltd. F-term (reference) 2G016 CA03 CB12 CC01 CC02 CC03 CC04 CC23 CC27 CC28 3G093 AA06 AA07 AA16 BA19 DA00 DA01 DA06 DB00 DB05 DB09 DB15 DB18 EB09 5G003 AA07 BA01 DA07 EA05 FA06 GB06 GC05 5H115 PI29 PG04 PU09 PU10 PU22 PU25 PV09 QN03 RB08 RE05 RE07 RE13 SE05 SE08 SJ12 SJ13 SL01 SL06 TB01 TE02 TE03 TI02 TI10 TO02 TO07 TO09 TO21 TO23 TO30

Claims (6)

[Claims] An apparatus for controlling a hybrid vehicle, comprising: an internal combustion engine that generates a driving force; an electric motor connected to the internal combustion engine; and a battery that supplies electric power to the electric motor. Route calculation means for calculating a travel route to a point; information detection means for detecting road environment information on the travel route calculated by the route calculation means; and A driving force calculating unit that calculates a driving force necessary for traveling when traveling on a traveling route, and calculates a driving force to be generated by each of the internal combustion engine and the electric motor; Fuel consumption rate calculating means for calculating a fuel consumption rate of the internal combustion engine during traveling on the traveling route based on characteristics of the internal combustion engine; battery remaining amount detecting means for detecting a remaining charge amount of a battery; A power generation means for estimating an amount of power consumed by the electric motor from a calculation result of the driving force calculating means, and calculating a required power generation amount from the estimated power consumption and the detected remaining charge; and Means for minimizing fuel consumption by performing power generation when the fuel consumption rate is low based on the fuel consumption rate of the internal combustion engine calculated by the means and the required power generation amount calculated by the power generation amount calculation means. And a power generation planning means for creating a plan. 2. An internal combustion engine that generates a driving force, a first electric motor mechanically connected to the internal combustion engine, an intermittent machine connected to the internal combustion engine, and the internal combustion engine via the intermittent machine. A control device for a hybrid vehicle, comprising: a second motor connected to the second motor; a battery for supplying power to the second motor; and a power transmission device for transmitting an output of the second motor to driving wheels. A route calculating unit that calculates an optimal traveling route from the point to the second point; an information detecting unit that detects road environment information relating to the traveling route calculated by the route calculating unit; A driving force calculating unit that calculates a driving force necessary for traveling when traveling on a traveling route based on the road environment information obtained, and calculates a driving force to be generated by each of the internal combustion engine and the electric motor; Institutional dynamics Storage means storing point characteristics; a driving force to be generated by the internal combustion engine calculated by the driving force calculation means; and a characteristic of the internal combustion engine stored in the storage means, during travel of the travel route. Fuel consumption rate calculation means for calculating the fuel consumption rate of the internal combustion engine; battery remaining amount detection means for detecting the remaining charge of the battery; and electric power consumed by the second electric motor based on the calculation result of the driving force calculation means. Power generation amount calculating means for calculating a required power generation amount from the estimated power consumption amount and the detected remaining charge amount; a fuel consumption rate of the internal combustion engine calculated by the fuel consumption rate calculation means; Power generation planning means for generating a power generation plan by the first electric motor so as to minimize the fuel consumption by generating power when the fuel consumption rate is low based on the required power generation amount calculated by the amount calculation means. Control apparatus for a hybrid vehicle comprising: a. 3. The control device for a hybrid vehicle according to claim 1, further comprising: a vehicle position detecting unit configured to detect a position of the vehicle, and a vehicle speed detecting unit configured to detect a traveling speed of the vehicle. A control device for a hybrid vehicle, which generates electric power based on the detected own vehicle position, own vehicle speed, and a power generation plan by the power generation planning means. 4. The control device for a hybrid vehicle according to claim 1, wherein the travel route calculated by the route calculation means is divided on a predetermined basis, and a divided section of the travel route is set. A hybrid vehicle control device, comprising: a power generation planning unit that performs a power generation plan so as to minimize fuel consumption in the divided section. 5. The control device for a hybrid vehicle according to claim 1, wherein the power generation planning unit detects a point where the fuel consumption rate is low in the calculated traveling route. A hybrid vehicle comprising: an operating point of the internal combustion engine at the detected point; and power determining means for determining an amount of generated power at a point detected from the operating point of the internal combustion engine at which the fuel consumption rate is the best. Control device. 6. The control device for a hybrid vehicle according to claim 1, wherein said driving force calculating means is based on any one of a traffic flow and a road gradient such as a speed limit of the traveling route, presence or absence of congestion, and the like. And calculating a driving force required for traveling when traveling on the traveling route.