JP2001298805A - Hybrid vehicle controlling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an engine and a motor in such a way as to make the residual capacity of a battery a target value in controlling the amount of fuel consumption on a traveling route to a minimum level. SOLUTION: The speed of a vehicle is detected, damping and driving command values to the vehicle are set, and efficiency index that represents the efficiency of fuel use is set. Then, based on the detected value of the vehicle speed, the damping and driving command values, and the efficiency index, the operating points of an engine 2 and motors 1, 4 are determined in such a way that charge amount to a battery is decreased inversely as the efficiency index becomes large.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle running by a plurality of driving sources, and more particularly to an improvement in fuel consumption.

[0002]

2. Description of the Related Art A control device for a hybrid vehicle is known which obtains information on a traveling route from a navigation device, sets a target value of a remaining battery level according to the traveling route, and determines operating points of an engine and a motor. (See, for example, JP-A-8-126116).

[0003]

However, in the above-described conventional hybrid vehicle control device, when the remaining battery level during running becomes lower than the target value, the operating point of the engine and the motor is switched to the charging side, and the remaining battery level is changed. Is higher than the target value, simply switch the operating point of the engine and motor to the charging stop side or the discharging side, taking into account the efficiency of the engine and motor, which are affected by the road environment and running conditions of the running route. Therefore, there is a problem that the fuel consumption in the traveling route is not suppressed to the minimum.

It is an object of the present invention to provide a control device for a hybrid vehicle that controls an engine and a motor such that the remaining amount of a battery reaches a target value while minimizing fuel consumption on a traveling route. is there.

[0005]

The present invention will be described with reference to FIGS. 1 and 2 showing the configuration of an embodiment. (1) The invention of claim 1 is directed to an engine 2 and a motor 1,
The present invention is applied to a control device for a hybrid vehicle that transmits / receives electric power between the motors 1 and 4 and the battery 15 using one or both of the four as a braking / driving force source. Then, a vehicle speed detecting means 23 for detecting a vehicle speed, a braking / driving force command value setting means 16 for setting a braking / driving force command value for the vehicle, and an efficiency index setting means 16 for setting an efficiency index representing fuel use efficiency.
b, based on the vehicle speed detection value, the braking / driving force command value, and the efficiency index, the engine 2 and the motor 1 reduce the amount of charge to the battery as the efficiency index increases.
Operating point determining means 16c for determining the operating point of No. 4;
This achieves the above object. (2) The control device for a hybrid vehicle according to claim 2, wherein the efficiency index is a battery SOC conversion value associated with an increase in battery charging power with respect to an increase in fuel, and the operating point determination means 16c determines the SOC conversion efficiency. The larger the index, the higher the operating point of the engine and motor whose fuel use efficiency is higher. (3) The control device for a hybrid vehicle according to a third aspect includes a navigation device 33 that sets a traveling route of the vehicle and detects road environment information on the traveling route. An efficiency index is set based on road environment information. (4) The control device for a hybrid vehicle according to claim 4, wherein the SOC detection means 25 detects the SOC of the battery 15.
SOC prediction means 16 for predicting the SOC at a specific point on the travel route based on the SOC detection value;
A target SOC for setting a target SOC at the specific point
Setting means 33c, and the efficiency index setting means 16b
Accordingly, an SOC conversion efficiency index for setting the predicted SOC value at the specific point to coincide with the target SOC is set. (5) The control device for a hybrid vehicle according to claim 5, wherein the route dividing unit 33a that divides the traveling route to the specific point, based on road environment information of the traveling route and the SOC conversion efficiency index, SOC change amount prediction means 16 for predicting the SOC change amount of each of the divided sections of the travel route
The SOC prediction means 16 predicts the SOC at the specific point by integrating the predicted SOC change amount of each of the divided sections with the current SOC detection value as an initial value, and the efficiency index setting means By 16b, the SOC conversion efficiency index is converged so that the predicted SOC value at the specific point substantially matches the target SOC. (6) In the hybrid vehicle control device according to the sixth aspect, the SOC change amount predicting means 16 assumes a traveling pattern for each road environment and converts each traveling pattern into various SOCs.
S per unit mileage when driving with the conversion efficiency index
The OC change amount data is stored in advance, and the SOC change amount of each of the divided sections is predicted based on the SOC conversion efficiency index and the road environment information of each of the divided sections. (7) The control device for a hybrid vehicle according to claim 7, wherein the route dividing unit 33a divides the traveling route to the specific point, and the vehicle speed and the braking / driving of each of the divided sections based on road environment information of the traveling route. And a driving condition predicting means 16a for predicting the power and the SOC at the specific point based on the SOC detection value, the SOC conversion efficiency index, the predicted vehicle speed and the predicted braking / driving force. The efficiency index setting means 16
b, the SOC conversion efficiency index is caused to converge so that the predicted SOC value at the specific point substantially matches the target SOC. (8) The control device for a hybrid vehicle according to claim 8, wherein the vehicle speed detecting means 23 detects a vehicle speed, the accelerator opening degree detecting means 22 detects an accelerator pedal depression amount (hereinafter referred to as an accelerator opening degree), A braking / driving force command value calculation for deriving a braking / driving force command value corresponding to the vehicle speed detection value and the accelerator opening detection value from a braking / driving force command value table preset based on the accelerator opening and the accelerator opening. Means 16
a, when the difference between the detected vehicle speed and the predicted vehicle speed exceeds a predetermined value, or the difference between the braking / driving force command value and the predicted braking / driving force is determined by the efficiency index setting means 16b. When the value exceeds the value, the SOC conversion efficiency index is reset. (9) The control device for a hybrid vehicle according to claim 9, wherein the SOC prediction unit 16 converges the SOC.
SOC in each of the divided sections based on the conversion efficiency index
, And the efficiency index setting means 16b resets the SOC conversion efficiency index when the difference between the SOC detection value and the SOC prediction value in the divided section exceeds a predetermined value. . (10) The control device for a hybrid vehicle according to claim 10, wherein upper and lower limit value setting means 16 for setting upper and lower limit values of the SOC.
The SOC prediction unit 16 predicts the SOC in each of the divided sections based on the converged SOC conversion efficiency index, and the efficiency index setting unit 16b calculates the SOC predicted value of each of the divided sections by the SOC
If the upper limit value is exceeded, the SOC of each of the divided sections
The SOC is set so that the predicted value falls within the upper and lower limits of the SOC.
The conversion efficiency index is corrected. (11) In the hybrid vehicle control device according to the eleventh aspect, the efficiency index setting unit 16b resets the SOC conversion efficiency index when the predicted SOC value of each of the divided sections approaches the SOC upper and lower limit values. It is like that. (12) The control apparatus for a hybrid vehicle according to claim 12, wherein the upper and lower limit value setting means 16 sets an upper limit value and / or a lower limit value for each of the divided sections or each arbitrary point on the traveling route. It was done. (13) A control device for a hybrid vehicle according to claim 13, wherein upper and lower limit value setting means 16 for setting upper and lower limit values of the SOC.
The efficiency index setting means 16b provides the S
The SOC conversion efficiency index is reset when the OC detection value approaches or reaches the SOC upper / lower limit value. (14) The control device for a hybrid vehicle according to a fourteenth aspect includes a vehicle speed storage unit 16 that stores a vehicle speed of a traveling route, and the traveling condition prediction unit 16a uses a past vehicle speed storage value to store each of the divided sections. The vehicle speed and braking / driving force are predicted. (15) The control device for a hybrid vehicle according to a fifteenth aspect is configured such that the navigation device 33 detects congestion information on a traveling route, and the efficiency index setting means 16b sets an efficiency index in consideration of the congestion information. It was done. (16) In the control device for a hybrid vehicle according to claim 16, the efficiency index is reset by the efficiency index setting means 16b when the traffic congestion information changes. (17) In the control device for a hybrid vehicle according to a seventeenth aspect, the efficiency index is set by the efficiency index setting means 16b in consideration of a gradient and an altitude of a traveling route. (18) In the control apparatus for a hybrid vehicle according to claim 18, the efficiency index is reset by the efficiency index setting means 16b when the vehicle deviates from the travel route.

In the section of the means for solving the above-described problem, a diagram of one embodiment is used for easy understanding of the description, but the present invention is not limited to this embodiment. .

[0007]

(1) According to the first aspect of the present invention, the charge state of the battery can be adjusted to a desired value by setting the efficiency index. (2) According to the second aspect of the invention, when the state of charge of the battery is high, the SOC conversion efficiency index is set to a large value to reduce the amount of charge to the battery, save fuel required for battery charging, and use fuel. An operating point with high efficiency can be realized, and conversely, when the state of charge of the battery is low, SOC
By setting the conversion efficiency index to a small value, it is possible to realize an operating point in which the fuel use efficiency is reduced but the amount of charge to the battery is increased. That is, when the state of charge of the battery is high, the fuel use efficiency can be prioritized over the battery charge, and when the state of charge of the battery is low, the battery charge can be prioritized over the fuel use efficiency. The fuel use efficiency can be improved while maintaining the state. (3) According to the invention of claim 3, the efficiency index is set based on the road environment information of the traveling route. Many hybrid vehicles regenerate the potential energy of the vehicle on the downhill and store it as electric energy, but such vehicles anticipate the amount of regenerative energy during downhill traveling based on the downhill information on the traveling route. By increasing the efficiency index and suppressing the charge amount of the battery, the fuel consumption can be reduced. Hybrid vehicles use only the motor or the motor and the engine as the drive source.However, in a situation where the vehicle continues to go uphill, the battery charge state must be increased in advance to maintain the driving force for a long time. Is desirable. In response to such demands, the efficiency index is reduced in anticipation of the amount of energy consumed during uphill traveling based on the uphill information on the traveling route of the vehicle, and the state of charge of the battery is increased. The driving force on the uphill can be maintained for a long time. As described above, by using the road environment information of the traveling route of the vehicle, the fuel use efficiency can be improved, and the driving force characteristics can be improved. (4) According to the invention of claim 4, the target SOC at the specific point can be reliably achieved. (5) According to the invention of claim 5, even on a route having a long distance to a specific point or a traveling route having many changing points of a road environment to the specific point, for example, a road type, a traffic congestion state, a gradient, etc. , The predicted value of SOC at a specific point
OC can be sufficiently converged, and the SOC conversion efficiency index can be obtained systematically and accurately. (6) According to the invention of claim 6, it is possible to predict the SOC change amount of each divided section without predicting the vehicle speed and the braking / driving force of each divided section based on the road environment information of the traveling route. It is possible to reduce the processing load of the control device. (7) According to the invention of claim 7, even on a route having a long distance to a specific point or a traveling route having many changing points of a road environment to the specific point, for example, a road type, a traffic congestion state, a gradient, etc. , The predicted value of SOC at a specific point
OC can be sufficiently converged, and the SOC conversion efficiency index can be obtained systematically and accurately. (8) According to the invention of claim 8, it is possible to obtain an accurate SOC conversion efficiency index by verifying a difference between the detected vehicle speed and the predicted vehicle speed and a difference between the braking / driving force command value and the predicted braking / driving force. Thus, the target SOC at the specific point can be reliably achieved while improving the fuel use efficiency up to the specific point. (9) According to the invention of claim 9, the SOC of each divided section
Of the SOC caused by the prediction error of the vehicle, and S caused by the use of vehicle equipment and electric components such as an electric power steering and an air conditioner using the same battery as a power source.
It is possible to detect an excess or deficiency of the OC and calculate an SOC conversion efficiency index in consideration of such an excess or deficiency of the SOC. Also,
In general, the SOC is charged / discharged at a predetermined upper / lower limit value, for example, in the range of 20 to 80% for battery protection. However, the deviation of the SOC caused by this restriction can also be detected, and the SOC conversion efficiency index in consideration of the deviation is calculated. be able to. As a result, the fuel use efficiency to the specific point can be reliably improved, and the actual SOC at the specific point can be made closer to the target SOC. (10) According to the tenth aspect, it is possible to improve the fuel use efficiency up to a specific point while keeping the SOC within the upper and lower limit values, and to reliably achieve the target SOC at the specific point. (11) According to the eleventh aspect, it is possible to improve the fuel use efficiency up to a specific point while keeping the SOC within the upper and lower limit values, and to reliably achieve the target SOC at the specific point. (12) According to the twelfth aspect, the upper and lower limits of the SOC can be set finely according to the road environment of the traveling route, and the target at the specific point can be improved while improving the fuel use efficiency up to the specific point. SOC can be reliably achieved. (13) According to the invention of claim 13, when the SOC detection value approaches or reaches the SOC upper / lower limit value, the SOC conversion efficiency index is reset. In general, charging and discharging are performed so that the SOC falls within predetermined upper and lower limits for battery protection. However, the SOC conversion efficiency index is not calculated in consideration of the upper and lower limits of the SOC. After the restriction, even if the operating points of the engine and the motor are adjusted according to the set SOC conversion efficiency index, the fuel utilization efficiency up to the specific point is sufficiently improved, and the SOC at the specific point is set to the target value. Is not always possible. According to the thirteenth aspect, even after the SOC is restricted, the fuel use efficiency up to the specific point can be further improved, and the SOC at the specific point can be made closer to the target value. (14) According to the invention of claim 14, it is possible to predict the vehicle speed and the braking / driving force flexibly corresponding to the driving characteristics of the driver, and to improve the fuel utilization efficiency up to the specific point while ensuring the SOC at the specific point. Can approach the target value. (15) According to the fifteenth aspect of the present invention, the real-time traffic congestion information collected by the navigation device is taken into consideration.
Set the C conversion efficiency index. In a general hybrid vehicle, when the state of charge of the battery is maintained in a long congested area, the operation of the engine with low fuel consumption efficiency is forced. However, in anticipation of congestion, the SOC conversion efficiency index is reduced to increase the SOC. By doing so, driving with poor fuel use efficiency can be avoided. Further, by setting the SOC conversion efficiency index in consideration of the traffic congestion information, the SOC at the specific point can be made closer to the target value. (16) According to the invention of claim 16, it is possible to reliably improve the fuel use efficiency up to a specific point in accordance with a change in the traffic congestion state of the traveling route, and to increase the SOC at the specific point.
Can approach the target value. (17) According to the invention of claim 17, since the SOC conversion efficiency index is set in consideration of the potential energy change of the vehicle on the traveling route, a more accurate index can be obtained, and the SOC conversion efficiency index can be obtained. The target SOC at a specific point can be achieved while reliably improving the fuel use efficiency. (18) According to the invention of claim 18, even when the vehicle deviates from the traveling route set by the navigation device,
An appropriate SOC conversion efficiency index according to the situation can be set, and the target SOC at the specific point can be achieved while reliably improving the fuel use efficiency up to the specific point.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS << First Embodiment of the Invention >> FIG.
1 shows a configuration of an embodiment. In the figure, a thick solid 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 hybrid vehicle includes a motor 1, an engine 2, a clutch 3, a motor 4, a continuously variable transmission 5, a reduction gear 6, a differential gear 7, and driving wheels 8. Clutch 3 between engine 2 and motor 4
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. Linked to each other.

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. Engine 2 and motor 4
One or both of the driving forces are continuously variable transmission 5,
The power is transmitted to the drive wheels 8 via the reduction gear 6 and the differential 7. Pressure oil is supplied from the hydraulic device 9 to the continuously variable transmission 5 to clamp and lubricate the belt. An oil pump (not shown) of the hydraulic device 9 is driven by a motor 10.

The motors 1, 4, and 10 are AC machines such as a three-phase synchronous motor or a three-phase induction motor. The motor 1 is mainly used for starting and generating the engine, and the motor 4 is mainly used for propulsion and braking of the vehicle. . The motor 10 is for driving the oil pump of the hydraulic device 9. In addition,
The motors 1, 4, and 10 are not limited to AC machines, and DC motors can be used. Further, when the clutch 3 is engaged, the motor 1 can be used for propulsion and braking of the vehicle, and the motor 4 can be used for starting the engine and generating power.

The clutch 3 is a powder clutch, and can adjust a transmission torque. It should be noted that a dry single-plate clutch or a wet multi-plate clutch can be used as the clutch 3. The continuously variable transmission 5 is a continuously variable transmission of a belt type, a toroidal type, or the like, and can continuously adjust the speed ratio.

The motors 1, 4, and 10 are driven by inverters 11, 12, and 13, respectively. When a DC motor is used for the motors 1, 4, and 10, a DC / DC converter is used instead of the inverter.
The inverters 11 to 13 are connected to a main battery 15 via a common DC link 14, convert DC charging power of the main battery 15 into AC power, supply the AC power to the motors 1, 4, 10, and 4 is converted into DC power and the main battery 1
Charge 5. Since the inverters 11 to 13 are connected to each other via the DC link 14, the power generated by the motor during the regenerative operation can be directly supplied to the motor during the power running operation without passing through the main battery 15. it can. The main battery 15 contains lithium
Various batteries such as an ion battery, a nickel-metal hydride battery, a lead battery, and an electric double layer capacitor, a so-called power capacitor, can be used.

The vehicle controller 16 is composed of a microcomputer and peripheral parts such as a memory, and the rotational speed and output torque of the motors 1, 4, and 10; the rotational speed and output torque of the engine 2; The gear ratio of the transmission 5 is controlled.

As shown in FIG. 2, the vehicle controller 16 includes a key switch 20, a brake switch 21, an accelerator sensor 22, a vehicle speed sensor 23, a battery temperature sensor 24, a battery SOC detection device 25, an engine rotation sensor 26, and a throttle sensor. 27 are connected.

The key switch 20 is turned on (closed) when the vehicle key is set to the ON position or the START position. The brake switch 21 detects a depressed state of a brake pedal (not shown), and the accelerator sensor 22 detects an amount of depression of an accelerator pedal (hereinafter, referred to as an accelerator opening). The vehicle speed sensor 23 detects the running speed of the vehicle, and the battery temperature sensor 24 detects the temperature of the main battery 15. The battery SOC detection device 25 is connected to a state of charge (SOC) of the main battery 15.
rge), the engine rotation sensor 26 detects the rotation speed of the engine 2. Further, the throttle sensor 27 detects a throttle valve opening of the engine 2.

The vehicle controller 16 is also connected to a fuel injection device 30, an ignition device 31, a throttle valve control device 32, a navigation device 33, and the like of the engine 2. The controller 16 controls the fuel injection device 30 to supply and stop fuel to the engine 2 and adjust the fuel injection amount, and controls the ignition device 31 to ignite the engine 2 and control the throttle valve adjustment device 33. To adjust the torque of the engine 2.

A navigation device 33 is a satellite navigation device that detects the current position and a traveling route by a GPS receiver.
Equipped with a self-contained navigation device that detects the current location and travel route using a gyro compass, a road-to-vehicle communication device that receives traffic information such as VICS and road information, a road map database, etc., searches for the optimal route to the destination, Guide the occupants along.

The navigation device 33 also includes a route dividing function 33a, a road environment detecting function 33b, and a target SO
It has a C determination function 33c. The route dividing function 33a divides a guide route to a destination. Road environment detection function 3
3b is a road curvature radius, a road gradient, an intersection,
Regulation information such as presence of tunnels and railroad crossings, speed limit,
Detects local information such as urban roads and mountain roads. Also,
The target SOC determination function 33c determines a target SOC (t_SOC) of the main battery 15 at the destination.

The vehicle controller 16 has a running condition prediction function 16a, an SOC conversion efficiency index calculation function 16b, and an engine / motor operating point calculation function 16c realized by microcomputer software. The traveling condition prediction function 16a predicts the vehicle speed and the braking / driving force command value of each divided section based on the road environment of each divided section.

The SOC conversion efficiency index calculation function 16b is used to determine the operating point of the engine / motor.
Calculate the conversion efficiency index SOCc. In addition, the engine / motor operating point calculation function 16c includes an SOC conversion efficiency index SOCc,
The operating points of the engine 2 and the motors 1 and 4 are calculated based on the vehicle speed and the braking / driving force command values.

<< Calculation Method of SOC Conversion Efficiency Index SOCc >> As described above, in the conventional hybrid vehicle control device, when the running battery SOC becomes lower than the target value, the operating point of the engine and motor is switched to the charging side. , S
When the OC becomes higher than the target value, the operating point of the engine and the motor is switched to the charge stop side or the discharge side only, and the efficiency of the engine and the motor, which are affected by the road environment and running conditions of the guidance route, are taken into consideration. And the fuel consumption in the guidance route is not minimized.

Therefore, in this embodiment, the engine 2 and the motors 1 and 4 are controlled such that the SOC of the main battery 15 becomes a target value while minimizing the fuel consumption in the guidance route.

First, the target SOC (t_SO
Set C). The target SOC (t_SOC) is a target value of the SOC at the destination. However, the SOC of the main battery 15 does not necessarily have to be the target SOC (t_SOC) during the route to the destination. The operating points of the engine 2 and the motors 1 and 4 are not determined based on the target SOC (t_SOC). The method of setting the target SOC (t_SOC) at this destination includes a method of simply setting a constant value, for example, 70% irrespective of the road environment,
A method of deciding according to the altitude of the destination, for example, the higher the altitude, the more the traveling energy when descending
5 and small target SOC (t_
SOC) setting method.

In this embodiment, the SOC of the main battery 15 at the destination is set to the target SOC (t_SOC) while minimizing the fuel consumption on the route to the destination. S that determines the operating points of the engine 2 and the motors 1 and 4 on the way to the ground
An OC conversion efficiency index SOCc is obtained by calculation.

When the SOC conversion efficiency index SOCc is large, the charge power increase Δbat per unit fuel increase Δfuel for battery charge is increased, that is, the fuel use efficiency during battery charge is increased. The engine / motor operating point is determined so that charging is performed only when the engine / motor operating point is low. Conversely, when the SOC conversion efficiency index SOCc is small, the engine / motor operating point is configured to perform charging even when the fuel use efficiency during battery charging is low. To determine.

Referring to FIG. 3, a method of calculating the SOC conversion efficiency index SOCc will be described. The driving pattern to the destination is Fig. 3a
The case where the pattern is as shown in FIG. In FIG. 3a, the route to the destination is represented by n sections wa.
y (i) (i = 1, 2,..., n), and each section way (i)
The vehicle speed p_vsp (i) and the braking / driving force command value p-tTd (i) are predicted based on the road environment for each vehicle. A method of estimating the vehicle speed p_vsp (i) and the braking / driving force command value p-tTd (i) will be described later.
3b to 3d are SOC conversion efficiency indices, respectively.
The minimum fuel consumption, charge / discharge amount, and SOC when three fixed values SOCc_h, SOCc_m, and SOCc_l (where SOCc_h>SOcc_m> SOcc_l) are set for SOCc and the operating points of the engine 2 and the motors 1 and 4 are determined. Indicates a change.

As described above, the SOC conversion efficiency index SOCc
Is an index indicating the fuel use efficiency at the time of charging the battery. Therefore, as is clear from FIGS. 3B to 3D, the final SOC at the destination is the SOC conversion efficiency index SO
The value f_SOCc_h when the maximum value SOCc_h is set to Cc is the smallest, and the value f_SOCc_l when the minimum value SOCc_l is set to the SOC conversion efficiency index SOCc is the largest. That is, the more the engine / motor operating point is set so that charging is performed only when the fuel use efficiency is high, the smaller the actual SOC at the destination becomes.

An SOC conversion efficiency index SOCc is set to some value, and an engine to be described later is determined based on the predicted vehicle speed p_vsp (i) and the predicted braking / driving force command value p-tTd (i) in each divided section way (i). /
A temporary operating point of the engine 2 and the motors 1 and 4 is determined by a motor operating point determining method. Then, each divided section wa
The time integration value p_bat (i) of the charge / discharge power Bat of y (i) is obtained, and the current SOC (d_SOC) is used as an initial value for each divided section way (i).
By integrating the predicted battery charge / discharge power p_bat (i) with respect to time, the predicted SOC (p_SOC (i)) in each divided section way (i) and the predicted SOC (p_SOC (n)) at the destination can be obtained. .

As described above, the SOC conversion efficiency index SOCc
Is larger, the predicted SOC at the destination (p_SOC (n))
Becomes smaller, the SOC conversion efficiency index SOCc is set to the initial value SO.
Set Cc_0 (SOCc = SOcc_0) to predict S at the destination
When OC (p_SOC (n)) is calculated, the predicted SOC (p_SOC (n)) at the destination becomes the target SOC (t_SOC (t_SOC)) at the destination.
SOC), the SOC conversion efficiency index SOCc,

## EQU1 ## SOCc is reduced to SOCc-α (α> 0) and recalculated. Conversely, the predicted SO at the destination
C (p_SOC (n)) is the target SOC (t_SOC) at the destination
If smaller, the SOC conversion efficiency index SOCc is

## EQU2 ## SOCc = SOCc + α (α> 0) is increased and recalculated.

The above calculation is performed to calculate the predicted SOC at the destination.
SOCC_j is repeated until (p_SOC (n)) substantially matches the target SOC (t_SOC) at the destination, that is, until the difference between the two becomes equal to or less than a predetermined value. Is determined as the final SOC conversion efficiency index SOCc. This calculation is performed when there is a new input or change of a destination, a departure from a guidance route, or a change in traffic congestion.

Here, α is a fixed value that does not cause divergence of repeated calculations. Alternatively, SOCc_0 may be determined according to traffic information or the like. For example, when traffic congestion is severe, when the current SOC (d_SOC) is small, SOCc_0
Is a smaller value. Alternatively, in the case of a route that has been traveled before, the current SOC is determined based on the SOCc at that time.
The smaller the value of C (d_SOC), the smaller the corrected value is set as the initial value.

<< Method of Determining Operating Point of Engine / Motor >>
Next, a method for determining the engine / motor operating point when the clutch is engaged will be described with reference to FIGS. FIG.
Operating points A, N, B, C, D, and E are operating points A,
N, B, C, D, and E, respectively.

When the calculation for determining the SOC conversion efficiency index SOCc is being performed, the temporarily set SOCc, the predicted vehicle speed p_vsp (i) and the predicted braking / driving force command value p_tTd for each divided section way (i) are set. Based on (i), temporary operating points of the engine 2 and the motors 1 and 4 are determined. On the other hand, when the determination of the SOC conversion efficiency index SOCc is completed and the vehicle is actually traveling to the destination, the determined SOC conversion efficiency index SOCc is determined.
Based on the SOCc (= SOCc_j), the detected vehicle speed d_vsp, and the calculated value d_tTd of the braking / driving force command value, a formal operating point when the engine 2 and the motors 1, 4 run is determined. The calculated value d_tTd of the braking / driving force command value is the vehicle speed detection value d_vsp
It is obtained by performing a look-up calculation from a braking / driving force command value table set in advance based on the accelerator opening detection value.

In determining any operating point, the SOC
The operating point is determined so that charging is performed only when the conversion efficiency index SOCc_j or SOCc is larger, and the fuel use efficiency during battery charging is higher.

FIG. 4 shows a vehicle speed of 50 km / h and a braking / driving force command value of 10.
FIG. 5 shows the operating point of the engine / motor at 00N.
Are the engine / motor at the same vehicle speed and braking / driving force command values
4 shows the relationship between the motor operating point and the battery charge. In FIG. 4, a bold line is an optimal fuel consumption line formed by connecting operating points where the fuel consumption is the minimum when obtaining the same engine output. It has become something. The engine / motor operating point is always set on this thick line. The point A is a case where the vehicle is driven by the motors 1 and 4 as much as possible (for example, the maximum power that can be extracted from the main battery 15 is supplied to the motors 1 and 4 to drive the vehicle), and the shortage is covered by the output of the engine 2. Operating point. On the other hand, a point E is an operating point when the vehicle is driven by the engine 2 and the motors 1 and 4 are driven to generate electric power in order to increase the charge amount of the battery 15.

Now, at the operating point A where the main battery 15 is discharging, when the fuel supply amount to the engine 2 is increased, the charging and discharging amount of the main battery 15 becomes zero at the point N, and further, the point B → C The charge amount of the main battery 15 increases in the order of → D → E. Incidentally, as shown in FIG. 5, the charge amount at point B is c_b [kW], the charge amount at point C is c_c [kW], the charge amount at point D is c_d [kW], and the charge amount at point E is c_e [kW]. kW].

FIG. 5 shows the relationship between the charge power increase Δbat and the charge power Bat with respect to the fuel increase Δfuel based on the fuel supply amount at the point A. Further, a curve (= Δbat / Δfuel) which is a ratio of the charge power increase amount Δbat to the fuel increase amount Δfuel is obtained from the curve, and this ratio is referred to as sensitivity S in this specification. Note that these curves are obtained in advance for each condition of the vehicle speed and the braking / driving force by an experiment or the like.

As shown in FIG. 5, the larger the SOC conversion efficiency index is, the higher the sensitivity S is associated. In this example, S
The sensitivity S is s170 for the OC conversion efficiency index = 70%.
In addition, the sensitivity S is s1 for the SOC conversion efficiency index = 50%.
50, the sensitivity S is set to s130 for the SOC conversion efficiency index = 30%.

Then, an engine / motor operating point for realizing the charging power Bat of the sensitivity S according to the SOC conversion efficiency index is calculated. For example, when the SOC conversion efficiency index is 70%, the point B satisfying the sensitivity S = s170 on the sensitivity curve
1 is obtained, and a point B on the fuel supply amount curve for realizing the sensitivity s170 is obtained, and a point B in FIG.
May be set as operating points of the engine 2 and the motors 1 and 4. When there are two points on the curve satisfying the sensitivity S, a point having a large charge power Bat is adopted. If the point satisfying the sensitivity S is not on the curve, that is, if there is no operating point at which charging can be performed with the sensitivity S under the current vehicle speed and braking / driving force, the point A in FIG. 2 and the operating points of the motors 1 and 4. Since the curve differs for each condition of the vehicle speed and the braking / driving force, the maximum value of the sensitivity S also differs for each condition of the vehicle speed and the braking / driving force. Therefore, SOC
When the conversion efficiency index is large, an operating point that satisfies the sensitivity S can be obtained only under limited vehicle speed and braking / driving force conditions. Conversely, when the SOC conversion efficiency index is small, an operating point that satisfies the sensitivity S can be obtained under a wide range of vehicle speed and braking / driving force conditions.

As a result, the greater the SOC conversion efficiency index, the smaller the chance of charging the battery, and conversely, the smaller the SOC conversion efficiency index, the greater the chance of charging. Also, the larger the SOC conversion efficiency index is, the higher the fuel utilization efficiency at the time of executing the charging is, and conversely, the smaller the SOC conversion efficiency index is, the lower the fuel utilization efficiency at the time of executing the charging is.

In the above description, an example is shown in which the sensitivity S according to the SOC conversion efficiency index is obtained, the charging power Bat realizing the sensitivity S is further obtained, and the engine / motor operating point corresponding to the charging power Bat is obtained. However, data in which the charging power Bat and the engine / motor operating point are associated with the SOC conversion efficiency index may be stored, and the data may be read to obtain the charging power Bat and the engine / motor operating point. This facilitates the calculation of the engine / motor operating point.

Further, regarding the characteristic curve of FIG. 5, the discharge efficiency of the main battery 15 when discharging to the left of the point N and the charging efficiency when charging to the right of the point N are considered in consideration of the power consumption of the electrical components. The association may be made in consideration of the charging efficiency of the main battery 15.

The speed ratio of the continuously variable transmission 5 is adjusted to a speed ratio that realizes the vehicle speed and the rotation speed at the engine / motor operating point. Further, the torque of the motors 1 and 4 is set to a preset distribution, and a value that can achieve the target braking / driving force command value by the motors 1 and 4 and the engine 2 is calculated.

The operating points of the clutch 3 are related in advance as shown in FIG. 6, and engagement and release are controlled according to this relationship. When the clutch is released, the engine 2 and motor 1
Under the condition that the torque of the engine 2 and the converted value of the torque of the motor 1 around the engine axis are constantly equal, the engine 2 and the engine 2 are driven by the method described with reference to FIGS. The operating points of the motors 1 and 4 are determined.

In this embodiment, the above-described method for determining the operating point of the engine and the motor is used for calculating the SOC conversion efficiency index, and conversely, the above-described SOC conversion efficiency is used for determining the operating point of the engine and motor. Since the index is used, neither can be calculated unless one of them is determined first. Therefore, as described above, the SOC conversion efficiency index
In the calculation of the SOCc, first, a certain value is set to the value of the SOCc, in the above example, the initial value SOCc_0 is set to obtain the tentative operating point of the engine and the motor, and further, the SOC (p_SOC
(n)). Then, the predicted SOC (p_SOC (n)) at the destination is calculated by Expressions 1 and 2 using the predetermined value α.
Is repeated until the target SOC (t_SOC) coincides with the target SOC (t_SOC), and the SOCc when the calculation converges
_j is determined as the final SOC conversion efficiency index SOCc.

Then, the determined SOC conversion efficiency index SOCc
Determine the actual operating points of the engine and motor based on the First, a braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is calculated from a table of braking / driving force command values set in advance based on the vehicle speed and the accelerator opening. Next, based on the SOC conversion efficiency index SOCc, the detected vehicle speed value d_vsp, and the calculated value d_tTd of the braking / driving force command value, a formal operating point during running of the engine and the motor is determined. Then, the engine 2 and the motors 1 and 4 are controlled at this operating point.

As a result, the operating points of the engine 2 and the motors 1 and 4 are determined using the SOC conversion efficiency index SOCc in the guidance route to the destination, and the fuel consumption in the guidance route to the destination is determined. Can be minimized, and the SOC of the main battery 15 at the destination can be set to the target value t_SOC.

FIGS. 7 and 8 are flowcharts showing a vehicle control program, and the operation of the first embodiment will be described with reference to these flowcharts. The vehicle controller 16 executes this control program at predetermined time intervals. In step 1, the current position is detected. At the time of the second or subsequent execution, the position of the divided section way (i) (i = 1 to n) is also detected. In the following step 2, it is confirmed whether there is a new input or change of the destination, a deviation of the guidance route, or a change in the traffic congestion state. If there is any, go to step 3; Proceed to. The change in traffic congestion is obtained by a road-to-vehicle communication device such as VICS.

If there is any new input or change of the destination, deviation of the guidance route, or change in the traffic congestion state, a guidance route to the destination is searched in step 3. In the following step 4, the guidance route to the destination is changed to n sections way (i) (i = 1
To n). This route dividing method includes a method of classifying a characteristic point in the road environment, such as a gradient change point, an intersection, a road type change point, a congestion start point, a congestion end point, and a tollgate on an expressway, as a division point. , And a method of dividing the distance to the destination into n equal parts. When the distance to the destination is long, route division may be performed using a passing point on the guidance route to the destination as a temporary destination.
In addition, as a method of determining the number of route divisions, there are a method of determining according to the gradient change degree, the number of intersections, the type of road, and a method of determining the number of divisions in proportion to the distance to the destination.

In step 5, the road environment such as the average gradient, intersection position, radius of curvature, and altitude in each divided section way (i) is detected. In the following step 6, as described above, the target SOC (t_SOC) at the destination is determined based on the road environment and the like of each divided section way (i).

In step 7, the vehicle speed p_vsp (i) and the braking / driving force command value p_tTd (i) in each divided section way (i) between the current position and the destination are determined based on the road environment of each divided section way (i). Predict. The prediction of the vehicle speed p_vsp (i) is performed, for example, as follows. In the guidance route, the speed limit of the road is used as the predicted value. At an intersection where the vehicle turns left and right, for example, the vehicle speed becomes 0 at a deceleration of 0.1 G,
The vehicle speed p_vsp (i) is predicted to return to the cruising speed at an acceleration of 0.1 G after stopping for 3 seconds, and the vehicle speed p_vsp (i) is predicted on the curved road section based on the acceleration / deceleration and the passing speed according to the curvature of the road. . When traffic jam information is obtained from a road-to-vehicle communication device such as a VICS, a vehicle speed p_vsp (i) is predicted so that the average vehicle speed becomes lower as the traffic jam in a traffic jam section becomes more severe. Each divided section wa
The braking / driving force command value p_tTd (i) of y (i) corresponds to the driving force of the running resistance (air resistance + rolling resistance) corresponding to the vehicle speed p_vsp (i) and the speed difference between the previous section and The braking / driving force is set to the sum of the braking / driving force for the acceleration / deceleration and the acceleration / deceleration for absorbing the change in the potential energy of the vehicle according to the road gradient.

When it is determined that the difference between the prediction of the vehicle speed and the braking / driving force command value is large in step 14 which will be described later, and step 7 is executed, the direction of the deviation between the predicted value and the actual value is detected, and , The vehicle speed p_vsp (i) and the braking / driving force command value p-tTd (i) are re-predicted. For example, the predicted vehicle speed during driving
When p_vsp (i) tends to be higher than the actual vehicle speed, the predicted vehicle speed p_vsp (i) is set to a lower value, and the predicted braking / driving force command value p_tTd (i) during traveling is larger than the actual braking / driving force command value. When smaller, the predicted braking / driving force command value p_tTd (i) is set to a larger value. Alternatively, in the case where the guidance route is a route that has been taken before, the vehicle speed m_vsp (i) of the route section at the time when the route has been passed previously may be set as the predicted vehicle speed p_vsp (i), or the predicted vehicle speed p_vsp (i) And the previous vehicle speed m_vsp (i). However, in that case, it is necessary to store at least the vehicle speed m_vsp (i) in the route section that the vehicle has previously passed.

In step 8, the current SOC (d_SO
C) is detected, and in the following step 9, the SOC conversion efficiency index SOCc is calculated by the method described above. In step 10,
Based on the calculated SOC conversion efficiency index SOCc, the predicted vehicle speed p_vsp (i), and the predicted braking / driving force command value p_tTd (i), each divided section
The SOC (p_SOC (i)) of way (i) is predicted. First, SOC
Based on the conversion efficiency index SOCc, the predicted vehicle speed p_vsp (i), and the predicted braking / driving force command value p_tTd (i), as described above,
When the tentative operating points of the engine 2 and the motors 1 and 4 in the way (i) are obtained, the predicted battery charge / discharge power p_bat (i) in each divided section is obtained. Therefore, the current SO
When the predicted battery charge / discharge power p_bat (i) of each divided section way (i) is time-integrated with C (d_SOC) as an initial value, the SOC (p_SOC (i)) of each divided section way (i) can be predicted. it can.

In step 11, the vehicle speed d_vsp is detected by the vehicle speed sensor 23, and in the following step 12, the accelerator opening d_acc is detected by the accelerator sensor 22. In step 13, a braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is calculated from a table of braking / driving force command values set in advance based on the vehicle speed and the accelerator opening.

In step 14, at the end point of each divided section way (i), for example, the average vehicle speed d_vsp (i) and the average braking / driving force command value d_tTd (i), the predicted vehicle speed p_vsp (i) and the predicted It is determined whether the deviation from the braking / driving force command value p_tTd (i) is larger than the respective predetermined value. If it is larger, the process returns to step 7;

As an index of the deviation, for example, there is a method using the sum ERR_1 of the square error of the vehicle speed and the square error of the braking / driving force command value as an index.

[Equation 3] ERR_1 = Σ ｛(d_vsp (i) −p_vsp (i)) ² + K1 (d
_tTd (i) −p_tTd (i)) ²に お い て In the above equation, K1 is a constant, and Σ represents the sum at i from the time when the previous predicted value was updated to the current time.

Further, assuming that the power exerted on the vehicle has a high correlation between the consumed fuel and the charge / discharge power of interest in this embodiment, the square error of the power equivalent value (vehicle speed × braking / driving force) is assumed.
There is also a method using ERR_2 as an index.

ERR_2 = Σ ｛(d_vsp (i) · d_tTd (i) −p_vsp (i)
• p_tTd (i)) ²に お い て In the above equation, Σ represents the sum at i from the time when the previous predicted value was updated to the current time. When it is determined that the prediction of the vehicle speed and the braking / driving force command value is large, and the process proceeds from this step to step 7, the direction of the deviation between the predicted value and the actual value is detected, and the direction of the deviation is considered. Vehicle speed in step 7
p_vsp (i) and braking / driving force command value p_tTd (i) are predicted again. For example, when the predicted vehicle speed p_vsp (i) during traveling tends to be higher than the actual vehicle speed, the predicted vehicle speed p_vsp (i) is set to a lower value, and the predicted braking / driving force command value p_tTd (i) during traveling is When it is smaller than the braking / driving force command value, the predicted braking / driving force command value p_Td (i) is set to a larger value. Alternatively, in the case where the guidance route is a route that has been taken before, the vehicle speed pattern m_vsp (i) of the route section at the time when the guide route has been passed previously may be used as the predicted vehicle speed p_vsp (i), or the predicted vehicle speed p_vsp (i ) And the previous vehicle speed m_vsp (i). However, in that case, it is necessary to store at least the vehicle speed m_vsp (i) in the route section that the vehicle has previously passed.

In step 15, at the end point of each divided section way (i), the current SOC (d_SOC) and the predicted SOC (p_S
OC (i)) is greater than a predetermined value,
If it is larger, the process returns to step 9, and if less than the predetermined value, the process proceeds to step 16. In addition, as an index of the deviation, there is, for example, one shown by the following equation.

[Equation 5] ERR_3 = (d_SOC−p_SOC (i)) ²

At step 16, the convergence value SOCc_j of the SOC conversion efficiency index SOCc, the current vehicle speed detection value d_vsp,
A formal operating point during running of the engine and the motor is calculated based on the calculated value d_tTd of the braking / driving force command value. At this time, if the detected SOC (d_SOC) is near the upper and lower limit values set in advance to protect the main battery 15, the protection of the battery 15 is prioritized, and the detected SOC is replaced with the SOC conversion efficiency index SOCc. Calculation shall be performed using (d_SOC). In the following step 17, the engine /
The torque of the engine 2, the torque of the motors 1 and 4, the speed ratio of the continuously variable transmission 5, and the engagement / disengagement of the clutch 3 are controlled so as to realize the motor operating point.

When the navigation device 33 is not operating or the destination is not set, step 8 in the flowchart shown in FIGS.
Execution is performed in the order of → 11 → 12 → 13 → 16 → 17. However, although the destination is not set, the navigation device 3
When the vehicle 3 is operating, it detects that the vehicle is traveling on a commuting route that has traveled in the past or a route that travels well every day. The destination may be specified and step 3 and subsequent steps may be executed.

In calculating the SOC conversion efficiency index SOCc, the predicted SOCs of all the divided sections way (i) are calculated.
Since (p_SOC (i)) is calculated, step 10
May be used as the calculated value of the predicted SOC (p_SOC (i)) in step 9 where SOCc = SOcc_j in step 9.

As described above, in the first embodiment, the guidance route to the destination is divided, and the vehicle speed p_vs in each divided section of the guidance route is determined based on the road environment information of the navigation.
p and the braking / driving force command value p_tTd are predicted, and the predicted vehicle speed p_vsp, the predicted braking / driving force command value p_tTd, and the battery S
SOC conversion efficiency index SOCc that sets initial value SOCc_0 of OC
Tentatively determine the operating points of the engine and the motor with good fuel use efficiency based on the Next, the SOC at the destination is predicted based on the temporary operating points of the engine and the motor in each divided section and the current SOC detection value d_SOC, and the predicted SOC (p_SOC) at the destination is calculated as the target SOC (t_SOC) at the destination.
C) until the SOC conversion efficiency index SOCc converges to S).
Converge to OCc_j. Then, based on the vehicle speed detection value d_vsp and the accelerator opening detection value, a braking / driving force command value d_tTd is calculated from a preset braking / driving force command value table, and the vehicle speed detection value d_vsp and the calculation of the braking / driving force command value are calculated. Values d_tTd and S
A final operating point of the engine and the motor is determined based on the convergence value SOCc_j of the OC conversion efficiency index.

According to the first embodiment, the SOC conversion efficiency index SOCc is introduced, and the vehicle speed and the braking / driving force command value of the guidance route are predicted based on the road environment information detected by the navigation device. In order to achieve the target SOC at the ground, the operating points of the engine and the motor with good fuel utilization efficiency are temporarily determined. Therefore, when the vehicle speed detection value to the destination and the calculated value of the braking / driving force command value match the predicted vehicle speed and the predicted braking / driving force command value, respectively, it is possible to minimize the fuel consumption to the destination. it can. Also, when actually determining the driving points of the engine and the motor and traveling, instead of the predicted vehicle speed and the predicted braking / driving force command value, the formal driving point is calculated by using the calculated value of the vehicle speed detection value and the braking / driving force command value. Since the calculation is performed, even when the predicted vehicle speed and the predicted braking / driving force command value deviate from the actual values, an operating point with poor fuel use efficiency is not selected, and the fuel consumption is reduced even when the prediction is deviated. The effect can be maintained.

<< Second Embodiment of the Invention >> Another calculation method of the SOC conversion efficiency index SOCc will be described. Note that this second
The configuration of this embodiment is the same as the configuration shown in FIG. 1 and FIG. 2, and illustration and description are omitted.

FIGS. 9 and 10 are flowcharts showing a vehicle control program including another method of calculating the SOC conversion efficiency index. According to these flowcharts, the second
The operation of the embodiment will be described. 7 and 8
The steps performing the same operations as those described in (1) are given the same step numbers, and the description will focus on the differences.

The vehicle controller 16 executes this control program at predetermined time intervals. After detecting the current location in step 1, the current SOC (d_SOC) is detected in step 8. In the following step 2, it is confirmed whether there is a new input or change of the destination, a departure of the guidance route, or a change in the traffic congestion state as described above, and if there is any, proceed to step 3 and there is nothing. Time step 1
Proceed to 1.

If there is any new input or change of the destination, deviation of the guidance route, or change in the traffic congestion state, a guidance route to the destination is searched in step 3. Next, in step 4, as described above, the guidance route to the destination is divided into m sections way (j) (j = 1 to m), and each section way (j) is further divided.
Is divided into p, so that the guidance route to the destination is n
(= M · p) section way (i) (i = 1 to n). In the following step 5, the average gradient in each divided section way (j),
Detects road environment such as intersection position, radius of curvature, and altitude. As described above in the subsequent step 6, each divided section way (j)
SOC at the destination based on the road environment of the country
(T_SOC) is determined.

In step 21, upper and lower limits of the SOC according to the road environment for each section way (j) are set in consideration of the power performance of the vehicle. For example, as shown in FIG. 11, when it is expected that an uphill continues from a certain section way (k) in the middle of the route over a distance of 5 km ahead, the section way ( The lower limit of SOC in k) is set to 50%, and when the uphill continues for 10 km, the lower limit of SOC is set to 60%. In principle, the SOC upper and lower limit values of each divided section are set to 80% or less and 20% or more for battery protection as shown in FIG. Further, the upper and lower limit values of the SOC may be set over the entire section, or may be set for each section way (j). further,
It may be set for any point on the guidance route. Of course, only the upper limit or only the lower limit may be set.

In step 7, as described above, the vehicle speed p_vsp (i) and the braking / driving force command in each divided section way (i) between the current position and the destination are determined based on the road environment in each divided section way (j). Predict the value p_tTd (i). The prediction of the vehicle speed p_vsp (i) is performed, for example, as follows. In the guidance route, the speed limit of the section way (j) is set as the predicted value. At intersections, level crossings, and toll booths where the vehicle makes a right or left turn, for example, the vehicle speed p_vsp (i) is predicted so that the vehicle speed becomes 0 at a deceleration of 0.1 G, and returns to the cruising speed at an acceleration of 0.1 G after stopping for 3 seconds. In a curved road section, the vehicle speed p_vsp (i) is predicted based on the acceleration / deceleration and the passing speed according to the curvature of the road. When traffic jam information is obtained from a road-to-vehicle communication device such as a VICS, a vehicle speed p_vsp (i) is predicted so that the average vehicle speed becomes lower as the traffic jam in a traffic jam section becomes more severe. On the other hand, the braking / driving force command value p_tTd (i) of each divided section way (i) includes the vehicle speed p_tTd (i).
Driving force for running resistance (air resistance + rolling resistance) according to vsp (i), braking / driving force for acceleration / deceleration according to the speed difference from the previous section, and vehicle potential according to road gradient The sum of the acceleration / deceleration braking / driving force for absorbing energy change and the braking / driving force is set.

In step 9, the SOC conversion efficiency index SOCc is calculated by the method described in the first embodiment. In step 10, the SOC (p_SOC (i)) of each divided section way (i) is calculated based on the calculated SOC conversion efficiency index SOCc, the predicted vehicle speed p_vsp (i), and the predicted braking / driving force command value p_tTd (i). Predict. First, the SOC conversion efficiency index SOCc and the predicted vehicle speed p_vsp (i)
When the tentative operating points of the engine 2 and the motors 1 and 4 in each divided section way (i) are obtained based on the predicted braking / driving force command value p_tTd (i) as described above, the predicted battery in each divided section is obtained. The charge / discharge power p_bat (i) is obtained. Therefore, when the predicted battery charge / discharge power p_bat (i) of each divided section way (i) is time-integrated with the current SOC (d_SOC) as an initial value, the SOC (p_SOC (i)) of each divided section way (i) is obtained. Can be predicted.

In step 22, it is checked whether or not the predicted SOC (p_SOC (i)) of each divided section way (i) exceeds the upper and lower limit values set in step 21. If not, step 11
Proceed to. If the predicted SOC (p_SOC (i)) exceeds the upper and lower limits, a correction calculation of the SOC conversion efficiency index SOCc is performed in step 23. For example, as shown in FIG.
If (p_SOC (i)) exceeds the lower limit value at the PA point on the route to the destination (), the SOC conversion efficiency index SOCc is corrected by the above equation 1 to a point (line) not exceeding the lower limit value. And make it smaller. Conversely, the predicted SOC (p_SOC
If (i)) exceeds the upper limit value, the SOC conversion efficiency index SOCc is corrected to be larger than the upper limit value by the above formula 2 to increase it. However, when both the upper limit value and the lower limit value are exceeded during the correction process, the SOC prediction value p_SOC (i) closer to the current position of the vehicle (the smaller the value of i) is preferentially adopted, and The SOC conversion efficiency index SOCc is corrected by Expression 1 or Expression 2 so as to fall within the lower limit.

Next, at step 24, a point where the predicted SOC (p_SOC (i)) of each section way (i) is within the upper and lower limits of the SOC, for example, as shown in FIG.
C (i)) where the change curve is closest to the SOC upper and lower limit,
Alternatively, the intersection "PA" between the change curve of the predicted SOC (p_SOC (i)) and the upper and lower limits of the SOC is stored. At this time, the predicted SOC (p_SOC (n)) at the destination of the line is the target SO
Since it does not match C (t_SOC), if the SOC conversion efficiency index SOCc calculated in step 23 is used up to the destination, the actual SOC at the destination does not match the target SOC (t_SOC). Therefore, the SOC conversion efficiency index SOCc calculated in step 23 until the vehicle reaches the point PA.
After determining that the vehicle has reached the point PA in step 26 described later, the SOC conversion efficiency index SOCc is calculated again in step 9 and the operating point of the vehicle is determined again based on the value. By going, the actual SO at the destination
C can be made to substantially match the target SOC (t_SOC).

If there is no new input or change of the destination, no departure from the guidance route, or no change in the traffic congestion, the vehicle speed d_vsp is detected by the vehicle speed sensor 23 in step 11, and the accelerator sensor 22 is detected by the accelerator sensor 22 in step 12. The opening degree d_acc is detected. In step 13, a detected vehicle speed d_vsp and a detected accelerator opening d are obtained from a table of braking / driving force command values set in advance based on the vehicle speed and the accelerator opening.
The braking / driving force command value d_tTd corresponding to _acc is calculated by lookup.

In step 14, at the end point of each divided section way (j), the average vehicle speed d_vsp (i) and the average braking / driving force command value d_tTd (i), the predicted vehicle speed p_vsp (i) and the predicted control It is determined whether the deviation from the driving force command value p_tTd (i) is larger than each of the criterion values, and if it is larger, the process returns to step 7, and the predicted vehicle speed p_vsp (i) and the predicted braking / driving force command value p_tTd ( Recalculate i). On the other hand, when the difference between the predicted value and the actual value of the vehicle speed and the braking / driving force command value is equal to or smaller than the determination reference value, the process proceeds to step 15. As the index of the deviation, the sum ERR_1 of the square error of the vehicle speed and the square error of the braking / driving force command value shown in the above equation 3 or the square error ERR_2 of the power equivalent value shown in the equation 4 is used. be able to. At step 15, it is determined whether or not the difference between the current SOC (d_SOC) and the predicted SOC (p_SOC (i)) is larger than the determination reference value at the end point of each divided section way (i). Returning to step 9, the SOC conversion efficiency index SOCc is recalculated. On the other hand, when the difference between the predicted value and the actual value of the SOC is equal to or smaller than the determination reference value, the process proceeds to step S25. Note that, for example, ERR_3 shown in Expression 5 above can be used as an index of the deviation.

When the deviation between the predicted value and the actual value of the vehicle speed, braking / driving force command value and SOC is small, the current SOC (d_SOC) in step 25 and the SOC set in step 21
It is checked whether the difference from the upper and lower limits is equal to or less than a predetermined value ΔSOC. Here, an appropriate value for determining that the SOC has approached the upper and lower limit values is set as the predetermined value δSOC.
When the current SOC approaches the upper and lower limit values, the process returns to step 9 and recalculates the SOC conversion efficiency index SOCc. On the other hand, when the current SOC is not approaching the upper and lower limit values, the process proceeds to step 26, and it is determined whether or not the vehicle has reached the point PA. Here, the point PA is the current SOC
(D_SOC) is the point at which the SOC upper / lower limit set in step 21 is reached. When the vehicle reaches the point PA, the process returns to step 9 and recalculates the SOC conversion efficiency index SOCc. On the other hand, if the vehicle has not yet arrived at the point PA, step 16
Proceed to.

In step 16, the SOC conversion efficiency index SO
Based on the convergence value SOCc_j of Cc, the current vehicle speed detection value d_vsp, and the calculated value d_tTd of the braking / driving force command value, a formal operating point during running of the engine and the motor is calculated. In the following step 17, the torque of the engine 2, the torque of the motors 1 and 4, the speed ratio of the continuously variable transmission 5, and the engagement / disengagement of the clutch 3 are controlled so as to realize the engine / motor operating point.

As described above, in the second embodiment, the upper and lower limits of the SOC according to the road environment for each section way (i) are set in consideration of the power performance of the vehicle, and the SOC conversion efficiency index SO
Cc and the predicted SOC (p_SOC (i)) of each section way (i) are calculated. Then, when the predicted SOC (p_SOC (i)) of each section way (i) exceeds the upper and lower limits of the SOC, the SOC conversion efficiency index SOCc is recalculated so as to fall within the range of the upper and lower limits,
The change curve of the predicted SOC (p_SOC (i)) of each section way (i) is S
The point closest to the OC upper / lower limit, or the predicted SOC (p_
The intersection point PA between the change curve of SOC (i)) and the upper and lower limits of SOC is stored. Based on the SOC conversion efficiency index SOCc
If the current SOC (d_SOC) approaches the SOC upper or lower limit value or reaches the point PA while the motor is operating with the operating point determined, the SOC conversion efficiency index SOCc thereafter.
Is calculated again, the operating point of the engine / motor is determined based on the new SOC conversion efficiency index SOCc, and traveling to the destination is continued. As a result, the target SOC at the destination can be achieved while improving the fuel use efficiency to the destination.

<< Third Embodiment of the Invention >> Another calculation method of the SOC conversion efficiency index SOCc will be described. Note that this third
Although the configuration of this embodiment is basically the same as the configuration shown in FIGS. 1 and 2, the third embodiment predicts the vehicle speed and the braking / driving force command value in each divided section up to the destination. The traveling condition prediction function 16a (see FIG. 2) is unnecessary.

FIGS. 13 and 14 are flowcharts showing a vehicle control program including another method of calculating the SOC conversion efficiency index. The operation of the third embodiment will be described with reference to these flowcharts. Steps that perform operations similar to the operations shown in FIGS. 7 and 8 are denoted by the same step numbers, and differences will be mainly described.

The vehicle controller 16 executes this control program at predetermined time intervals. In step 1, the current position is detected. In the following step 2, it is confirmed whether there is a new input or change of the destination, a deviation of the guidance route, or a change in the traffic congestion state. If there is any, go to step 3; Proceed to. If there is any new input or change of the destination, deviation of the guidance route, or change in the traffic congestion state, a guidance route to the destination is searched in step 3. In the following step 4, as described above, using the characteristic point in the road environment as a demarcation point, the guidance route to the destination is set in the m section way (j) (j =
1 to m). In step 5, the road environment such as the average gradient, intersection position, radius of curvature, and elevation in each divided section way (j) is detected. In step 6, as described above,
The target SOC (t_SOC) at the destination is determined based on the detected road environment of each divided section way (j).

Next, at step 8, the current SOC (d_SO
C) is detected, and in the subsequent step 31, SO
The C conversion efficiency index SOCc is calculated. First, driving patterns are assumed for each road environment, and the driving patterns are defined by SOC.
S per unit distance when traveling with the conversion efficiency index SOCc
It is stored in the memory in advance as OC change amount data (MAP2DSOC). Then, from this data (MAP2DSOC), the SOC
The SOC change amount p_dSOC (j) corresponding to the conversion efficiency index SOCc and the road environment for each section way (j) is calculated, and the SOC of each section way (j) is set using the current SOC (d_SOC) as an initial value.
By integrating the variation p_dSOC (j), each section way
(j) predicted SOC (p_SOC (j)) and predicted S at destination
Obtain OC (p_SOC (m)). This calculation is performed by calculating the predicted SOC (p_SOC (m)) at the destination by the target SOC at the destination.
(T_SOC) is substantially executed, and the SOC conversion efficiency index when both substantially coincide is set as the final index SOCc.

In step 11, the vehicle speed d_vsp is detected by the vehicle speed sensor 23, and in the following step 12, the accelerator opening d_acc is detected by the accelerator sensor 22. In step 13, a braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is calculated from a braking / driving force command value table set in advance based on the vehicle speed and the accelerator opening.

In step 32, S of each section way (j)
It is determined whether or not the error of the OC change amount (p_dSOC (j)) is large. That is, for each end point of each section way (j), the actual SOC change amount (d_dSOC (k)) of the section way (k) that passed immediately before
Is compared with the calculated SOC change amount p_dSOC (k), and if the deviation is large, it is corrected. Note that, for example, a value ERR4 obtained by the following equation can be used as the deviation determination reference value.

ERR_4 = (d_dSOC (k) −p_dSOC (k)) ^{2 If the} deviation is large, return to step 8 and recalculate the SOC conversion efficiency index SOCc. If the deviation is small, step 15
Proceed to.

In step 15, at the end point of each divided section way (j), the current SOC (d_SOC) and the predicted SOC (p_S
It is determined whether or not the deviation from OC (i)) is larger than the reference value. If it is larger, the process returns to step 9; Note that the reference value ERR_3 can be used in Expression 3 as the determination reference value. As an index of the indicated shift, there is, for example, one shown by the following equation.

In step 16, the convergence value SOCc_j of the SOC conversion efficiency index SOCc, the current vehicle speed detection value d_vsp,
A formal operating point during running of the engine and the motor is calculated based on the calculated value d_tTd of the braking / driving force command value. At this time, if the detected SOC (d_SOC) is near the upper and lower limit values set in advance to protect the main battery 15, the protection of the battery 15 is prioritized, and the detected SOC is replaced with the SOC conversion efficiency index SOCc. Calculation shall be performed using (d_SOC). In the following step 17, the engine /
The torque of the engine 2, the torque of the motors 1 and 4, the speed ratio of the continuously variable transmission 5, and the engagement / disengagement of the clutch 3 are controlled so as to realize the motor operating point.

The road environment information, the SOC conversion efficiency index, and the SOC change amount of the traveling route are stored, and the SOI for each section way (j) is considered in consideration of the past traveling route data.
The C change amount may be predicted. Thereby, it is possible to more accurately predict the SOC change amount for each section way (j).

As described above, according to the third embodiment,
Assuming travel patterns for each road environment, SOC change amount data per unit travel distance when the travel patterns are traveled with various SOC conversion efficiency indices are stored in a memory in advance. And SO per unit mileage
From the C change data, the SOC conversion efficiency index SOCc and each section
SOC change amount p_dSOC corresponding to road environment for each way (j)
(j) is subjected to a lookup operation, and the SOC (p_SOC) of each section way (j) is integrated by integrating the SOC change amount p_dSOC (j) of each section way (j) with the current SOC (d_SOC) as an initial value. (j))
And a predicted SOC (p_SOC (m)) at the destination. This calculation is performed until the predicted SOC (p_SOCm) at the destination substantially matches the target SOC (t_SOC) at the destination, and the SOC conversion efficiency index when both substantially match is set as the final index SOCc. When the engine / motor operating point is determined based on the SOC conversion efficiency index SOCc and the vehicle is traveling, the actual SOC change amount d_dSOC of each section way (k)
(k) is compared with the calculated SOC change amount p_dSOC (k), and if the deviation is large, the SOC conversion efficiency index (SOC) is corrected. In each section way (j), the current SOC (d_SO
C) and the predicted SOC (p_SOC (i)), and if the deviation is larger than the determination reference value, the SOC conversion efficiency index (SOC)
Is corrected. As a result, the target SOC at the destination can be achieved while improving the fuel use efficiency to the destination.

In the above embodiment, the fuel increase Δfuel
Ratio of charging power increase amount Δbat to (Δbat / Δfuel),
That is, the example in which the sensitivity S is used as the SOC conversion efficiency index has been described, but the SOC conversion efficiency index is not limited to the sensitivity S. For example, for a hybrid vehicle that performs control to promote power generation when the SOC is low and suppress power generation when the SOC is high, the SOC itself may be used as the SOC conversion efficiency index. In this case, if there is a downhill of a predetermined distance or more on the traveling route of the vehicle, the target SOC may be corrected to be smaller than the detected SOC. Also, the larger the difference between the SOC detection value and the target SOC at the destination, the larger the SOC correction amount may be.

In the automatic braking / driving force adjustment system that automatically adjusts the braking / driving force of the vehicle according to the situation on behalf of the driver, the “accelerator opening” of the above-described embodiment is used.
Is replaced with the braking / driving force command value of the automatic braking / driving force adjustment system, the same effect as in the above-described embodiment can be obtained.

In the above-described embodiment, an example of application to a vehicle that realizes parallel hybrid traveling by engaging the clutch 3 and also performs series hybrid traveling by releasing the clutch 3 has been described. The present invention can be similarly applied to a vehicle that performs only hybrid traveling or only series hybrid traveling.

Further, in the above-described embodiment, the description has been given by taking the continuously variable transmission as an example. However, the transmission is not limited to the continuously variable transmission, and may be a stepped transmission. Further, the arrangement of the transmission is not limited to the above-described embodiment.

Furthermore, the present invention can be applied to vehicles of all drive systems such as front wheel drive, rear wheel drive, and four wheel drive. In this embodiment, the engine drives the front wheels and the motor drives the rear wheels. And the like can be applied to all types of driving source vehicles.

In the above-described embodiment, a guidance route to a destination is searched, and a target SOC (t_SO
C) and the predicted SOC at the destination (p
_SOC), and the predicted SOC (p_SOC) is changed to the target SOC (t_S
Although the example in which the SOC conversion efficiency index SOCc substantially coincides with the OC) is set, an arbitrary waypoint in the middle of the guidance route is set instead of the destination, and the target SOC at the waypoint is set. , Predicted SO at waypoints
C may be determined, and an SOC conversion efficiency index SOCc may be set such that the predicted SOC at the intermediate point substantially matches the target SOC. In that case, the guidance route to the intermediate point is divided, and the SOC change amount, the predicted SOC
Calculate and so on. The “specific point on the traveling route” described above includes a destination of the guidance route and an arbitrary intermediate point on the guidance route.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of an embodiment.

FIG. 2 is a diagram illustrating a configuration of an embodiment following FIG. 1;

FIG. 3 is a diagram for explaining a method of calculating an SOC conversion efficiency index.

FIG. 4 is a diagram showing operating points of an engine.

FIG. 5 is a diagram showing a charge power increase amount Δbat, a charge power Bat, and a sensitivity S with respect to an engine fuel increase amount Δfuel.

FIG. 6 is a map for setting an operating point of a clutch.

FIG. 7 is a flowchart illustrating a vehicle control program according to the first embodiment.

FIG. 8 is a flowchart following FIG. 7, showing a vehicle control program according to the first embodiment.

FIG. 9 is a flowchart illustrating a vehicle control program according to a second embodiment.

FIG. 10 is a flowchart showing a vehicle control program according to the second embodiment, following FIG. 9;

FIG. 11 is a diagram for explaining a method of setting the SOC upper and lower limit values.

FIG. 12 is a diagram for explaining a method of correcting an SOC conversion efficiency index.

FIG. 13 is a flowchart illustrating a vehicle control program according to a third embodiment.

FIG. 14 is a flowchart showing a vehicle control program according to the third embodiment, following FIG. 13;

[Explanation of symbols]

 Reference Signs List 1 motor 2 engine 3 clutch 4 motor 5 stepless transmission 6 reduction gear 7 differential 8 driving wheel 11-13 inverter 14 DC link 15 main battery 16 vehicle controller 16a running condition prediction function 16b SOC conversion efficiency index calculation function 16c engine / Motor operating point calculation function 20 key switch 21 brake switch 22 accelerator sensor 23 vehicle speed sensor 24 battery temperature sensor 25 battery SOC detection device 26 engine rotation sensor 27 throttle sensor 30 fuel injection device 31 ignition device 32 throttle valve control device 33 navigation device 33a Route division function 33b Road environment detection function 33c Target SOC determination function

Claims (18)

[Claims] 1. A hybrid vehicle control device that uses one or both of an engine and a motor as a braking / driving force source and transfers electric power between a motor and a battery, comprising: vehicle speed detecting means for detecting a vehicle speed; Braking / driving force command value setting means for setting a braking / driving force command value to the vehicle; efficiency index setting means for setting an efficiency index representing fuel use efficiency; the vehicle speed detection value, the braking / driving force command value and the efficiency A control device for a hybrid vehicle, comprising: an operating point determining means for determining an operating point of an engine and a motor for reducing the amount of charge to a battery as the efficiency index increases, based on the index. 2. The control device for a hybrid vehicle according to claim 1, wherein the efficiency index is a battery SOC conversion value associated with an increase in battery charging power with respect to an increase in fuel. A control device for a hybrid vehicle, wherein an operating point of an engine and a motor having higher fuel use efficiency is determined as the SOC conversion efficiency index is larger. 3. The control device for a hybrid vehicle according to claim 2, further comprising: a navigation device that sets a traveling route of the vehicle and detects road environment information on the traveling route. A control device for a hybrid vehicle, wherein an efficiency index is set based on road environment information of a route. 4. The hybrid vehicle control device according to claim 3, wherein the SOC detection means detects the SOC of the battery, and the SOC prediction predicts the SOC at a specific point on the travel route based on the SOC detection value. Means, and a target SOC for setting a target SOC at the specific point
Setting means, wherein the efficiency index setting means sets the S at the specific point.
A control device for a hybrid vehicle, wherein an SOC conversion efficiency index for setting an OC predicted value to coincide with the target SOC is set. 5. The control device for a hybrid vehicle according to claim 4, wherein: a route dividing unit that divides the traveling route to the specific point; based on road environment information of the traveling route and the SOC conversion efficiency index. And the SOC of each of the divided sections of the travel route
SOC change prediction means for predicting a change amount, wherein the SOC prediction means integrates the predicted SOC change amount of each of the divided sections with a current SOC detection value as an initial value, thereby obtaining an SOC at the specific point. The efficiency index setting means predicts the S at the specific point.
The SOC is set so that the OC predicted value substantially matches the target SOC.
A control device for a hybrid vehicle, wherein the conversion efficiency index is converged. 6. The hybrid vehicle control device according to claim 5, wherein said SOC change amount estimating means assumes a running pattern for each road environment and runs each running pattern with various SOC conversion efficiency indices. The data of the SOC change amount per unit traveling distance is stored in advance, and the SOC change amount of each divided section is predicted based on the SOC conversion efficiency index and the road environment information of each divided section. Control device for hybrid vehicle. 7. The control device for a hybrid vehicle according to claim 4, wherein: a route dividing unit that divides the traveling route to the specific point; and a vehicle speed of each of the divided sections based on road environment information of the traveling route. And a driving condition estimating means for estimating the braking / driving force. The SOC estimating means comprises: the SOC detection value, the SOC
The SOC at the specific point is predicted based on the conversion efficiency index, the predicted vehicle speed, and the predicted braking / driving force.
The SOC is set so that the OC predicted value substantially matches the target SOC.
A control device for a hybrid vehicle, wherein the conversion efficiency index is converged. 8. A control device for a hybrid vehicle according to claim 7, further comprising: vehicle speed detecting means for detecting a vehicle speed; and accelerator opening detecting means for detecting an amount of depression of an accelerator pedal (hereinafter referred to as an accelerator opening). A braking / driving force command for calculating a braking / driving force command value corresponding to the vehicle speed detection value and the accelerator opening detection value from a braking / driving force command value table preset based on the vehicle speed and the accelerator opening. Value calculation means, the efficiency index setting means, when the difference between the vehicle speed detection value and the predicted vehicle speed exceeds a predetermined value, or the difference between the braking / driving force command value and the predicted braking / driving force A control device for a hybrid vehicle, wherein an SOC conversion efficiency index is reset when a predetermined value is exceeded. 9. The hybrid vehicle control device according to claim 5, wherein the SOC prediction means predicts an SOC in each of the divided sections based on the converged SOC conversion efficiency index. The efficiency index setting means is configured to control the S in the divided section.
A control device for a hybrid vehicle, wherein an SOC conversion efficiency index is reset when a difference between an OC detection value and the SOC prediction value exceeds a predetermined value. 10. The hybrid vehicle control device according to claim 5, further comprising upper / lower limit value setting means for setting upper and lower limit values of an SOC, wherein said SOC prediction means includes a converged SOC conversion. The SOC in each of the divided sections is predicted based on the efficiency index, and the efficiency index setting means is configured to calculate the SOC in each of the divided sections.
When the predicted value exceeds the SOC upper / lower limit, the SOC conversion efficiency index is corrected so that the SOC predicted value of each of the divided sections falls within the SOC upper / lower limit. apparatus. 11. The control device for a hybrid vehicle according to claim 10, wherein said efficiency index setting means is configured to control said SOC of each of said divided sections.
A hybrid vehicle control device, wherein an SOC conversion efficiency index is reset when a predicted value approaches the SOC upper / lower limit value. 12. The control device for a hybrid vehicle according to claim 10, wherein said upper / lower limit setting means sets an upper limit and / or a lower limit for each of said divided sections or each arbitrary point on said travel route. A control device for a hybrid vehicle, wherein a lower limit value is set. 13. The hybrid vehicle control device according to claim 4, further comprising upper / lower limit value setting means for setting upper and lower limit values of an SOC, wherein said efficiency index setting means sets said SOC detection value to said SO value.
A control device for a hybrid vehicle, wherein an SOC conversion efficiency index is reset when approaching or reaching a C upper / lower limit value. 14. The hybrid vehicle control device according to claim 7, further comprising: vehicle speed storage means for storing a vehicle speed of a traveling route, wherein said traveling condition predicting means uses said past vehicle speed storage value for each of said divided vehicles. A hybrid vehicle control device for predicting a vehicle speed and a braking / driving force in a section. 15. The control device for a hybrid vehicle according to claim 3, wherein said navigation device detects traffic jam information of a traveling route, and said efficiency index setting means considers said traffic jam information. A control device for a hybrid vehicle, comprising: 16. The control apparatus for a hybrid vehicle according to claim 15, wherein said efficiency index setting means resets the efficiency index when said traffic congestion information changes. 17. The control device for a hybrid vehicle according to claim 3, wherein said efficiency index setting means sets an efficiency index in consideration of a gradient and an altitude of a traveling route. Control device for a hybrid vehicle. 18. The control device for a hybrid vehicle according to claim 3, wherein said efficiency index setting means resets the efficiency index when the vehicle deviates from said travel route. A control device for a hybrid vehicle.