JP2007168743A - Driving controller for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the driving controller of a hybrid car for effectively performing an energy saving operation by validly utilizing an electricity accumulating means even in a place where there is little ups and downs. <P>SOLUTION: This driving controller of a hybrid car with an engine 20 and a motor 30 as a driving source is provided with a navigation device 7 for detecting the location of a vehicle, and for storing the map information of a predetermined deceleration spot in a storage area, and for extracting the map information of the decelerating spot in a traveling direction from the storage area based on the detected vehicle location; various ECU 6 for detecting the traveling status of the vehicle; and an ECU 10 for predicting collectable energy to be generated according to deceleration based on the detected traveling status, and for controlling the driving of the motor 30 so that the predicted energy can be consumed before the deceleration spot in the traveling direction whose map information has been extracted from the storage area. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive control device for a hybrid vehicle using an engine and a motor as drive sources.

2. Description of the Related Art Conventionally, there is known a drive control device for a hybrid vehicle that supplies electric power to a motor and controls storage / discharge of the power storage unit so that the amount of power stored in the power storage unit that stores power by regenerative energy is within a predetermined management range. (For example, refer to Patent Document 1). Since this drive control device can be expected to regenerate when traveling in the downward section, the drive control device estimates in advance the amount of power that can be stored by regeneration when traveling in the downward section existing on the travel route, and travels in that downward section. By controlling the storage and discharge so that the amount of power stored in the power storage means is consumed before starting the operation, the power storage means is used efficiently to improve fuel efficiency.
JP 2005-160269 A

  However, in the above-described conventional technology, since control is performed based on uphill / downhill information such as elevation change obtained from the navigation unit, effective control should be performed in a place where there are few downhill sections, for example, a plain portion with few undulations. It was difficult.

  Therefore, an object of the present invention is to provide a drive control device for a hybrid vehicle that can effectively use energy storage means and perform energy-saving operation effectively even in a place with few undulations.

In order to solve the above problems, as a present invention, in a drive control device for a hybrid vehicle using an engine and a motor as drive sources,
Position detecting means for detecting the position of the vehicle;
Storage means for storing map information of a predetermined deceleration point;
Extracting means for extracting map information of deceleration points in the traveling direction from the storage means based on the vehicle position detected by the position detecting means;
Traveling state detecting means for detecting the traveling state of the vehicle;
Predicting means for predicting recoverable energy generated by deceleration based on the detected running state;
Control means for controlling the driving of the motor so that the predicted energy is consumed before the deceleration point in the traveling direction from which the map information is extracted by the extraction means. A drive control device is provided.

  Moreover, it is preferable that the present invention includes a deceleration prediction unit that predicts vehicle deceleration in advance, and specifies the deceleration point based on a prediction result of the deceleration prediction unit. Here, it is desirable that the deceleration prediction means predicts a right or left turn, and the identified deceleration point is a deceleration point nearest to the vehicle.

  The present invention further includes a power storage unit capable of storing the energy, wherein the control unit subtracts the predicted energy from a current remaining capacity of the power storage unit to determine a capacity management width of the power storage unit. When the value is lower than the lower limit value, it is preferable to control the driving of the motor according to a value obtained by subtracting the lower limit value from the current remaining capacity.

  Moreover, it is preferable that the said memory | storage means memorize | stores the map information of the point which needs a temporary stop as a deceleration point.

  According to the present invention, it is possible to effectively use energy storage means and effectively perform energy saving operation even in a place where there is little undulation.

  The best mode for carrying out the present invention will be described below with reference to the drawings. FIG. 1 is an example of a block diagram of a hybrid vehicle system to which a drive control device of the present invention is applied.

  The operation of the engine 20 which is an internal combustion engine is controlled by an ECU (Electronic Control Unit) 10. The ECU 10 calculates total torque based on sensor signals from a shift position sensor, an accelerator position sensor, and the like. The ECU 10 calculates an engine output request value such as an engine request speed and an engine request torque in accordance with a desired driving force distribution ratio with respect to the calculated total torque, and the engine 20 and the power split mechanism 22 as necessary. And controls the inverter 26 and the like.

  The power split mechanism 22 can transmit the output of the engine 20 to the differential 32 to rotate the wheels, and can transmit the output of the engine 20 to the generator 24 to generate power. The power split mechanism 22 distributes the output of the engine 20 to the differential 32 and the generator 24 at a desired driving force distribution ratio. That is, the power split mechanism 22 performs “engine running” using only the engine 20 as a drive source according to the distribution ratio, or “motor running” using only the motor 30 described later via the generator 24 as a drive source. Or “engine + motor running” using the engine 20 and the motor 30 as drive sources.

  The generator 24 generates power using the output of the engine 20 and the kinetic energy of the differential 32. With this power generation, the generator 24 charges the battery 28 via the inverter 26 or supplies power for driving the motor 30.

  The motor 30 is driven by a three-phase bridge circuit or the like in the inverter 26 and rotates wheels as a drive source different from the engine 20. Further, when the regenerative brake is activated, the motor 30 converts kinetic energy into electric energy and charges the battery 28 via the inverter 26.

  The navigation device 7 has a GPS device and a map DB (database). The GPS device is a device that specifies the position of the vehicle by two-dimensional or three-dimensional coordinate data based on information received from a GPS satellite by a GPS receiver. On the other hand, the map DB stores high-precision map information. The high-precision map information includes information on points that need to be temporarily stopped, such as intersections including three-way intersections, railroad crossings, and tollgates on toll roads, as deceleration points, along with the coordinate data of the points. The map information also includes information on points that do not necessarily need to be temporarily stopped as deceleration points, that is, points that need to be decelerated, such as curves and ETC (Electronic Toll Collection) lanes, along with the coordinate data of those points. It may be. Further, by acquiring traffic jam information or the like via communication such as vehicle-to-vehicle communication, road-to-vehicle communication, or a management center, a point where traffic is jammed may be reflected in the map information. In addition to coordinate data, detailed numerical information regarding deceleration points such as a curve radius, a curvature, a cant, a road gradient, a road lane number, a lane width, a right turn / left turn lane, and an altitude may be included.

  The navigation device 7 extracts map information such as coordinate data related to deceleration points existing in the traveling direction of the vehicle from the map DB based on the vehicle position detected by the GPS device. The navigation device 7 transmits the extracted map information, vehicle position information, and the like to the ECU 10.

  In addition, the navigation apparatus 7 may have a user operation input unit that receives an occupant's operation and an information providing unit that provides information to the occupant. The user operation input unit receives instruction information for the navigation device 7 from the user by a switch operation, a touch panel operation, a voice input, or the like. The information providing unit transmits information provided from the navigation device 7 to the user in a manner that can be recognized by the user, such as display display or voice output. For example, the navigation device 7 sets the travel route to the destination based on the current location specified by the GPS device and the map information in the map DB when the destination to be reached is set through the user operation input unit. It is possible to search and provide the passenger with the search result of the travel route through the information providing unit.

  The various ECUs 6 are vehicle state information required by the ECU 10 such as vehicle running conditions and information acquired from outside the vehicle (specifically, vehicle speed, engine speed, brake signal, blinker signal, camera imaging information, The sender of the air conditioner's operating status. Note that the ECU 10 may directly acquire vehicle traveling information from a sensor that detects a traveling state of a predetermined vehicle, such as a vehicle speed signal from a vehicle speed sensor, so the various ECUs 6 are not limited to the ECU. Absent.

The ECU 10 calculates recoverable energy generated by deceleration based on information from the various ECUs 6 and the navigation device 7. When a vehicle traveling at a vehicle speed Vo is decelerated at a regenerative deceleration α (for example, 0.2 [m / s ² ]) to a vehicle speed of zero, energy that can be recovered when all the kinetic energy of the vehicle is regenerated is Δ B is
[Equation 1]
ΔB = 0.5 × M × Vo ² × σ [J]
= 2.78 × 10 ⁻⁷ × 0.5 × M × Vo ² × σ [kWh]
= Σ × Vo ² [kWh]
Can be calculated. M is the vehicle weight [kg], σ is the energy regeneration efficiency [%], and Σ is a constant (= 2.78 × 10 ⁻⁷ × 0.5 × M × σ). That is, ΔB can be defined by a quadratic function with the vehicle speed Vo as a variable. Of course, correction reflecting information on the driving state other than the vehicle speed may be performed.

  The regenerative deceleration α is a deceleration at which regeneration can be expected, and when the vehicle is decelerated at a deceleration higher than that, the energy consumed as heat increases without being regenerated. The regenerative deceleration α is a value that is physically determined by the load of the motor 30 and the state of the vehicle.

  Further, the ECU 10 predicts deceleration of the vehicle in advance before deceleration based on the vehicle position information and map information acquired from the navigation device 7, identifies a deceleration point that should be a target existing in the traveling direction, and A control signal for controlling the drive of the motor 30 so that the energy ΔB calculated according to the above [Equation 1] is consumed before the specified deceleration point to be the target is sent to the engine 20, the power split mechanism 22 and the inverter. And so on.

  Further, the ECU 10 detects a current value or a voltage value of the battery 28 to calculate a “remaining capacity (SOC: State of Charge)” indicating how much the capacity of the battery 28 remains. The ECU 10 calculates the remaining capacity by, for example, integration (integration) of the charge / discharge current of the battery 28. This is because the rate of change in the amount of electricity (the capacity of the battery 28) with time corresponds to the current. Since the remaining capacity corresponds to a value obtained by subtracting the discharge capacity discharged from the battery 28 from the capacity when the battery 28 is fully charged, the ECU 10 charges the battery 28 with a current sensor or the like. The remaining capacity can be calculated by monitoring the discharge current and recording the history in the memory. In addition, the capacity | capacitance at the time of a full charge is memorize | stored in the memory as an initial value.

  Further, the ECU 10 may estimate the remaining capacity by measuring the minimum value of the voltage of the battery 28 at the initial stage of discharging. Since it is known that there is a correlation between the minimum value caused by the voltage drop at the initial stage of discharge and the remaining capacity, the ECU 10 can estimate the remaining capacity based on the correlation (for example, map data).

  If the battery 28 can be replaced with an electric double layer capacitor and its capacitance is known, the ECU 10 determines the remaining capacity of the electric double layer capacitor based on the voltage value and capacitance of the electric double layer capacitor. Can be calculated.

Further, charge / discharge control is executed so that the remaining capacity is maintained within the SOC management range sandwiched between the upper limit value B _MAX and the lower limit value B _MIN as shown in FIG. By providing the SOC management range, for example, it is possible to prevent the progress of deterioration of the battery 28 due to excessive charging / discharging from being accelerated.

  The ECU 10 includes a ROM for storing control programs and control data such as hybrid control for controlling the engine 20, the motor 30 and the like, fuel efficiency improvement control to be described in detail later, a RAM for temporarily storing processing data of the control program, a control It is composed of a plurality of circuit elements such as a CPU for processing a program and an input / output interface for exchanging information with the outside. The ECU 10 is not limited to one control unit, and may be a plurality of control units so that control is shared.

  With the drive control device according to the present embodiment having such a configuration, even in a place where there is little ups and downs, not on an uphill road, and also during route guidance that provides the occupant with a search result of the travel route via the information providing unit If not, make energy-saving operation effective. In other words, if there is a deceleration point in the traveling direction of the vehicle, the energy generated by the deceleration at that deceleration point can be expected to be collected in the battery 28. Therefore, the output of the engine 20 can be reduced before the deceleration point or the motor By increasing the drive distribution of 30 or the like, the capacity of the battery 28 can be actively used, and the fuel consumption consumed by driving the engine 20 can be reduced.

  The operation of fuel efficiency improvement control for effective energy-saving operation in the drive control apparatus of the present invention applied to the above-described hybrid vehicle system will be described.

[Outline of First Example of Fuel Efficiency Improvement Control According to This Example]
FIG. 8 is a schematic diagram for explaining a first embodiment of the fuel efficiency improvement control according to the present embodiment. FIG. 8 shows a situation in which a vehicle traveling at the vehicle speed Vo reaches a point where the vehicle speed becomes zero, such as a point where a stop instruction is given, a railroad crossing, or a toll gate on a toll road. When the vehicle travels toward these points, it can be assumed that a deceleration operation to “stop” is performed unless the vehicle is traveling at a very low speed. Therefore, it is possible to clearly expect power storage in the battery 28 by allocating energy generated by deceleration to these points for regeneration. When decelerating toward these points, as shown in FIG. 8, the output of the engine 20 is throttled or stopped from the front (position Pm) in advance with respect to the stop line (position Pg), or the motor 30 is stopped. The vehicle is traveled by controlling the driving of the motor 30 by increasing the drive distribution of the motor 30 and recovering the kinetic energy of the vehicle that was traveling at the vehicle speed Vo in the deceleration zone from the position Pb with respect to the stop line Pg. It is possible to drive with as little fuel consumption as possible.

[Operation Flow of First Example of Fuel Economy Improvement Control According to This Example]
The operation flow of the first embodiment of the fuel efficiency improvement control according to this embodiment will now be described with reference to FIG. FIG. 2 is a basic flow of fuel efficiency improvement control of this embodiment. Hereinafter, description will be given with reference to these drawings.

  The ECU 10 of the vehicle traveling at the vehicle speed Vo specifies the current position Ps based on the current vehicle position information acquired by the navigation device 7 (step 100). The ECU 10 instructs the navigation device 7 to extract, from the map DB, map information such as coordinate data relating to a deceleration point existing in the traveling direction of the vehicle based on the vehicle position detected by the GPS device (step). 200). The navigation apparatus 7 transmits the map information regarding the extracted deceleration point to the ECU 10. Further, the ECU 10 estimates the recoverable energy ΔB generated by the deceleration from a certain reference vehicle speed or the deceleration from the current actual vehicle speed before the deceleration (step 300). Then, the driving of the motor 30 is controlled so that the energy ΔB estimated in step 300 is consumed before the deceleration point extracted in step 200 (step 400). Hereinafter, each step will be described in detail.

  FIG. 3 is an extraction flow of the deceleration point in step 200 of FIG. The ECU 10 acquires information from the navigation device 7 and sets a target stop position Pg such as a stop line at a deceleration point in the traveling direction based on the current position Ps (step 210). For example, the target stop position Pg is set to a deceleration point closest to the vehicle among the deceleration points extracted by the navigation device 7. The ECU 10 calculates the distance Xg between the current position Ps and the target stop position Pg based on the coordinate data and route information (step 230). Further, the ECU 10 detects the current vehicle speed Vo from the various ECUs 6 having the vehicle speed information (step 250), and calculates the braking distance Xs necessary when the actual vehicle speed is decelerated with the regenerative deceleration α from the current vehicle speed Vo to zero. (Step 270). Further, when it is requested before deceleration that the position Pb where braking is to be started, the ECU 10 calculates the position before the braking distance Xs from the target stop position Pg (step 290). When step 290 ends, the process proceeds to step 300 in FIG.

  FIG. 4 is an estimation flow of recoverable energy ΔB in step 300 of FIG. First, the ECU 10 calculates the recoverable energy ΔB generated by the deceleration from the current vehicle speed Vo before the deceleration according to the above [Equation 1] (step 310).

Here, the energy ΔB calculated in step 310 may be used as it is, but the following correction may be performed in order to obtain a more accurate calculation. The calculation of the energy ΔB according to the above [Equation 1] in step 310 assumes that the driver's deceleration operation is performed at or below the regenerative deceleration α at which regenerative braking can be expected. When the vehicle is decelerated at a deceleration exceeding 1, the excess deceleration becomes thermal energy and is not recovered. Therefore, in order to accurately estimate the energy recovered during regeneration, the driver's deceleration operation is monitored on a regular basis, the average deceleration α _AVE specific to each driver is learned, and the recovery is performed based on the learned value. What is necessary is just to carry out a correction calculation of the energy ΔB. In order to learn the average deceleration α _AVE unique to each driver, for example, a braking operation detection unit, a deceleration measurement unit, and a driver identification unit are provided.

  The braking operation detection means detects a braking operation of a vehicle driver. For example, there are a stop switch that can detect whether or not the driver has depressed the brake pedal, and a brake pedal stroke switch that can detect whether or not the driver has depressed the brake pedal. The braking operation can be detected more reliably in combination with an accelerator switch that detects the driver's accelerator operation. For example, the driver is performing a braking operation when the determination condition for executing the braking operation is “the stop switch is ON (the brake pedal is depressed)” and “the accelerator switch is OFF (the accelerator pedal is not depressed)”. It can be set as the determination condition of a double system.

  The deceleration measuring means measures the deceleration of the vehicle. For example, by mounting an acceleration sensor on the own vehicle, the deceleration of the own vehicle can be measured. Alternatively, the deceleration of the host vehicle can also be measured by differentiating the vehicle speed measured by a vehicle speed sensor or the like with time.

The driver identifying means identifies a driver performing a deceleration operation. This is because, when learning the average deceleration α _AVE unique to each driver, it is necessary to distinguish between a plurality of drivers who drive the vehicle. Specifically, an ID verification device, a password authentication device, an image authentication device, a biometrics authentication device, and the like can be given.

The ECU 10 calculates the average deceleration α _AVE unique to each driver by using the braking operation detecting means, the deceleration measuring means, and the driver identifying means as described above, and taking a history of deceleration for each braking operation of the driver. can do. The ECU 10 uses the road structure information such as general roads and expressways, road numerical information such as corner radius and the number of lanes, traffic jam information, weather information, etc., which the navigation device 7 has, so Since it is possible to grasp whether the braking operation is being performed below, it is also possible to calculate the average deceleration α _AVE unique to each driver in accordance with the state of the braking operation. The ECU 10 stores the calculated average deceleration rate α _AVE in the memory 11. The memory 11 may be provided in a management center or the like outside the vehicle that can communicate.

In step 330 of FIG. 4, the ECU 10 reads the average deceleration rate α _AVE from the memory 11. If the average deceleration α _AVE is equal to or less than the regenerative deceleration α, the ECU 10 corrects the recovered energy ΔB because the energy that can be recovered during braking is not easily consumed as heat in the deceleration operation that the driver normally performs. I do not. On the other hand, if the average deceleration rate α _AVE is larger than the regenerative deceleration rate α, the energy that can be recovered during braking is easily consumed as heat in the deceleration operation that the driver normally performs, so that the recovery energy ΔB is corrected. .

The ECU 10 that has determined to perform the correction calculation of the recovered energy ΔB uses the recoverable deceleration rate α and the average deceleration rate α _AVE to correct the corrected energy ΔB of the recoverable energy ΔB calculated according to the above [Equation 1]. '
[Equation 2]
ΔB '= (α / α _AVE ) × ΔB
(Step 350).

[Equation 2] for calculating ΔB ′ will be described below with reference to FIG. FIG. 10 is a diagram for explaining an arithmetic expression [Expression 2] of the correction value ΔB ′ of the recoverable energy ΔB. As shown in FIG. 10, the braking distance Xs ′ required when the actual vehicle speed is decelerated with the average deceleration α _AVE from the current vehicle speed Vo to zero is:
[Equation 3]
Xs ′ = Vo ² / (2 × α _AVE )
Can be calculated by Therefore, when the initial speed that becomes the braking distance Xs ′ when decelerating to the vehicle speed zero with the regenerative deceleration α is defined as Vo ′,
[Equation 4]
Vo ′ ² = 2 × α × Xs ′
= 2 × α × {Vo ² / (2 × α _AVE )}
= Α / α _AVE × Vo ²
The relationship is established. Therefore, according to FIG. 10, when a vehicle traveling at the vehicle speed Vo ′ is decelerated at a regenerative deceleration α to a vehicle speed of zero, the energy ΔB ′ that can be recovered when all the kinetic energy of the vehicle is regenerated (ie, The correction value ΔB ′) of the recoverable energy ΔB is calculated using [Equation 1] and [Equation 4].
[Equation 5]
ΔB ′ = 0.5 × M × Vo ′ ² × σ [J]
= 0.5 × M × {α / α _AVE × Vo ² } × σ [J]
= Σ × Vo ² × (α / α _AVE ) [kWh]
= Σ '× Vo ² [kWh]
Can be computed as Note that “Σ ′ = (α / α _AVE ) × Σ”. Thereafter, the ECU 10 calculates the correction value ΔB ′ as ΔB (step 370). When step 370 ends, the process proceeds to step 400 in FIG.

FIG. 5 is a flow for consuming energy ΔB by motor drive before the deceleration point in step 400 of FIG. After setting the lower limit B _MIN of the SOC management range shown in FIG. 9 (step 410), the ECU 10 starts the drive control operation of the motor 30 for consuming the calculated energy ΔB in advance (step 410). 430).

FIG. 6 is a flow for setting the lower limit value B _MIN of the SOC management width in step 410 of FIG. In this flow, as shown in FIG. 9, the lower limit value B _MIN of the SOC management width is varied based on the current remaining capacity B of the battery 28 and the energy ΔB calculated as described above. If the capacity of the battery 28 is actively used by narrowing or stopping the output of the engine 20 or increasing the drive distribution of the motor 30 before the deceleration point, the lower limit value B _MIN of the SOC management width is obtained. This is because the remaining capacity of the battery 28 may become lower than the default value. SOC lower limit value _{B MIN} management width is varied between a minimum value _{XB MinL} maximum value _{XB MINO} and the lower limit value _{B MIN} lower limit value _{B MIN.} The maximum value XB _MINO is a default value of the lower limit value B _MIN of the SOC management width, and the minimum value XB _MINL is a lower limit value of the remaining capacity allowed for the performance of the battery 28.

ECU10 determines whether it is the current difference between the calculated energy △ B as described above and the remaining capacity B of the battery 28 "B- △ B" is the minimum value _{XB MinL} above lower limit value _{B MIN} of the SOC management range Is determined (step 411). If the difference "B- △ B" is the minimum value _{XB MinL} above, the difference "B- △ B" is equal to or a maximum value _{XB MINO} above (step 412). If the difference “B−ΔB” is equal to or greater than the maximum value _XBMINO , even if the energy ΔB expected to be generated by deceleration is supplied from the battery 28 before deceleration, the lower limit value B _{MIN of the} SOC management width as no less than the default value of, setting a lower limit value _{B MIN} of the SOC control range to a maximum value _{XB MINO} (step 413). If the difference “B−ΔB” is not equal to or greater than the maximum value _XBMINO , if the energy ΔB that is expected to be generated by deceleration is supplied from the battery 28 before deceleration, the default value of the lower limit value B _MIN of the SOC management width The lower limit B _MIN of the SOC management width is set to the difference “B−ΔB” (step 414). By setting the lower limit value B _MIN of the SOC management width to the difference “B−ΔB”, even if the energy ΔB is supplied from the battery 28 before the deceleration, it is less than the lower limit value B _MIN of the SOC management width. Can be prevented. Note that when setting the lower limit value B _MIN of the SOC management range with the difference "B- △ B" may of course provided a margin.

On the other hand, if the difference “B− _ΔB ” is not greater than or equal to the minimum value XB _MINL (step 411; No),
When the energy ΔB expected to be generated by deceleration is supplied from the battery 28 before deceleration, it is _assumed that the SOC management width is _less than the minimum value XB _MINL which is the lower limit value B _MIN of the SOC management width. The lower limit value B _MIN is set to the minimum value XB _MINL (step 415). By setting the lower limit value B _MIN of the SOC management width to the minimum value XB _MINL , even if energy _ΔB is supplied from the battery 28 before deceleration, it is prevented from falling below the lower limit value B _MIN of the SOC management width. Can do. Thereafter, the ECU 10 sets _ΔB to the difference “B−XB _MINL ” for calculation in the flow shown in FIG. 7 described later (step 416). Of the energy _ΔB that is expected to be generated by deceleration, the _amount below the minimum value XB _MINL is not regenerated and consumed as heat, for example. When step 416 ends, the process proceeds to step 430 in FIG.

  FIG. 7 is a flow of ΔB pre-consumption control in which ΔB in step 430 in FIG. 5 is consumed before the deceleration point. This flow is used to maintain the current vehicle speed Vo against the running resistance F such as road gradient, rolling resistance, and air resistance in a section obtained by subtracting the braking distance Xs from the distance Xg from the current position Ps to the target stop position Pg. This is a flow for calculating the energy Δb of the battery 28 necessary to cover the necessary driving force with the battery 28 alone.

The ECU 10 calculates a distance Xm between the current position Ps at the time of calculation and the braking start position Pb in order to determine the position Pm at which ΔB pre-consumption control shown in FIG. 8 is to be started (step 432). In the section from the current position Ps to the braking start position Pb, the energy Δb of the battery 28 necessary to cover the driving force necessary to maintain the current vehicle speed Vo against the running resistance F with only the battery 28 is
[Equation 6]
Δb = F × Xm
Can be calculated by That is, in order to maintain the current vehicle speed Vo against the running resistance F, it is necessary to apply the same driving force F as the running resistance F to the vehicle. The ECU 10 determines whether or not Δb calculated according to [Equation 6] based on the distance Xm with respect to the current position Ps at the time of calculation in step 432 matches the energy ΔB calculated as described above (step 436). . If “Δb = ΔB” is satisfied, ΔB pre-consumption control is started (step 438), and if “Δb = ΔB” is not satisfied, the process returns to step 432, and the current calculation time point is reached. A distance Xm is calculated based on the position Ps. That is, the ECU 10 determines whether or not Δb has reached a point where ΔB coincides with ΔB in the process of approaching the deceleration point, and if so, the output of the engine 20 is reduced. Alternatively, ΔB pre-consumption control for reducing the fuel consumption consumed by driving the engine 20 is started by actively using the capacity of the battery 28 by stopping or increasing the drive distribution of the motor 30. .

[Overview of Second Example of Fuel Efficiency Improvement Control According to This Example]
FIG. 11 is a schematic diagram for explaining a second embodiment of the fuel efficiency improvement control according to the present embodiment. In the first embodiment, it is assumed that the vehicle speed becomes zero by deceleration. However, even when turning right or left at an intersection (a right-angled intersection) without decelerating to zero, the deceleration operation is performed not a little. Therefore, if it is predicted that the vehicle will turn right or left ahead, as shown in FIG. 11, the engine 20 from the front (position Pm) to the target deceleration position Pg in advance, as in the first embodiment. The motor 30 is driven by controlling the driving of the motor 30 by reducing or stopping the output of the motor 30 or increasing the drive distribution of the motor 30, and the vehicle is traveling at the vehicle speed Vo in the deceleration zone from the position Pb with respect to the target deceleration position Pg. By collecting the kinetic energy of the vehicle, it is possible to travel with as little fuel consumption as possible.

[Operation Flow of Second Example of Fuel Efficiency Improvement Control According to This Example]
Now, the operation flow of the second embodiment of the fuel efficiency improvement control according to this embodiment will be described with reference to FIG. In the second embodiment, the target stop position Pg of the first embodiment is replaced with the target deceleration position Pg and is set to be decelerated to the vehicle speed Vmin at the target deceleration position Pg. The setting of Vmin may generally be set uniformly to the speed at which everyone travels, or may be set by learning from the history of each driver. The operation flow of the second embodiment will be described below, but the description of the control operation portion that is almost the same as that of the first embodiment will be omitted or simplified.

  In FIG. 3, which is a flow for extracting a deceleration point, the ECU 10 that has set the target deceleration position Pg and calculated the distance Xg detects the current vehicle speed Vo from the various ECUs 6 that have vehicle speed information (step 250), and the actual vehicle speed is the current vehicle speed. A braking distance Xs necessary for decelerating at a regenerative deceleration α from the vehicle speed Vo to Vmin is calculated (step 270).

In FIG. 4, which is an estimation flow of recoverable energy ΔB, the ECU 10 calculates recoverable energy generated by deceleration based on information from the various ECUs 6 and the navigation device 7 (step 310). When a vehicle traveling at a vehicle speed Vo is decelerated to a vehicle speed Vmin with a regenerative deceleration α, the energy ΔB that can be recovered when all changes in the kinetic energy of the vehicle are regenerated is:
[Equation 7]
ΔB = 0.5 × M × (Vo ² −Vmin ² ) × σ [J]
= 2.78 × 10 ⁻⁷ × 0.5 × M × Vo ² × σ [kWh]
= Σ × (Vo ² −Vmin ² ) [kWh]
Can be calculated. Similarly to the above, it is of course possible to correct the calculated energy ΔB by the same method as described above. Thereafter, the flow of FIGS. 5 to 7 may be followed as in the first embodiment described above.

  In addition, when setting a point such as a point where a stop is instructed, a railroad crossing, or a toll gate on a toll road as a target deceleration point, it can be predicted that the vehicle will decelerate toward that point. There are cases where the vehicle does not necessarily decelerate toward the deceleration point, such as when going straight ahead. Therefore, even in such a case, in order to be able to accurately predict vehicle deceleration in advance, for example, a right / left turn may be predicted. This is because the vehicle can be expected to decelerate when making a right or left turn.

  FIG. 12 is a diagram for explaining prediction of a right / left turn. FIG. 12 shows that the vehicle is traveling on the right turn lane 53. The ECU 10 acquires the stop line 60 from the navigation device 7 as the target deceleration position Pg. When the ECU 10 or the navigation device 7 is traveling on the right turn lane or the left turn lane, when the route guidance function of the navigation device 7 is instructing a right turn or a left turn, or when a winker signal is received, the ECU 10 or the navigation device 7 You can expect to turn left. In order to determine when the vehicle is traveling on the right turn lane or the left turn lane, for example, the back camera recognizes the travel lane, specifies the position of the vehicle in relation to the roadside device capable of capturing the vehicle, The vehicle position may be specified in the precision GPS device. If a right / left turn prediction is detected, the latest deceleration point in the traveling direction in relation to the current vehicle position among the deceleration points extracted by the navigation device 7 is specified as the target stop position Pg and the target deceleration position Pg. . Thereafter, the same control operation as in the second embodiment described above may be performed.

  Therefore, according to the above-described embodiment, when the deceleration is performed, the motor 30 is controlled using the energy of the power storage means in view of the fact that the change in the kinetic energy due to the deceleration can be recovered, so that there is little undulation. Even when traveling in a place, the power storage means can be used effectively and can contribute to energy-saving operation.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, the principle point may be a curve instead of an intersection. This utilizes the fact that a deceleration operation can be expected even before traveling on a curve. FIG. 13 is a situation diagram showing that the vehicle is traveling in front of a curve. The ECU 10 acquires the approach line 60 before the curve from the navigation device 7 as the target deceleration position Pg. Thereafter, the same control operation as in the second embodiment described above may be performed.

It is an example of the block diagram of the hybrid vehicle system to which the drive control device of the present invention is applied. It is a basic flow of the fuel consumption improvement control of a present Example. Hereinafter, description will be given with reference to these drawings. It is an extraction flow of the deceleration point in step 200 of FIG. It is an estimation flow of collectable energy (DELTA) B in step 300 of FIG. FIG. 3 is a flow for consuming energy ΔB by motor drive before the deceleration point in step 400 of FIG. 2. 6 is a flow for setting a lower limit value B _MIN of the SOC management width in step 410 of FIG. 6 is a flow of ΔB pre-consumption control in which ΔB in step 430 in FIG. 5 is consumed before the deceleration point. It is a schematic diagram for demonstrating the 1st Example of the fuel consumption improvement control which concerns on a present Example. It is a figure for demonstrating a SOC management width | variety. It is a figure for demonstrating the calculation formula [Equation 2] of correction value (DELTA) B 'of recoverable energy (DELTA) B. It is a schematic diagram for demonstrating the 2nd Example of the fuel consumption improvement control which concerns on a present Example. It is a figure for demonstrating the prediction of a left-right turn. It is a situation figure which shows that the vehicle is drive | working before the curve.

Explanation of symbols

6 Various ECUs
7 Navigation device 10 ECU
11 Memory 20 Engine 22 Power split mechanism 24 Generator 26 Inverter 28 Battery 30 Motor 32 Differential

Claims (6)

In a hybrid vehicle drive control device using an engine and a motor as drive sources,
Position detecting means for detecting the position of the vehicle;
Storage means for storing map information of a predetermined deceleration point;
Extracting means for extracting map information of deceleration points in the traveling direction from the storage means based on the vehicle position detected by the position detecting means;
Traveling state detecting means for detecting the traveling state of the vehicle;
Predicting means for predicting recoverable energy generated by deceleration based on the detected running state;
Control means for controlling the driving of the motor so that the predicted energy is consumed before the deceleration point in the traveling direction from which the map information is extracted by the extraction means. Drive control device. Comprising a deceleration prediction means for predicting vehicle deceleration in advance;
The hybrid vehicle drive control device according to claim 1, wherein the deceleration point is specified based on a prediction result of the deceleration prediction unit.   The hybrid vehicle drive control device according to claim 2, wherein the deceleration prediction means predicts a right / left turn.   The drive control apparatus for a hybrid vehicle according to claim 2, wherein the specified deceleration point is a deceleration point nearest to the vehicle. Comprising power storage means capable of storing the energy,
The control means subtracts the lower limit value from the current remaining capacity when the value obtained by subtracting the predicted energy from the current remaining capacity of the power storage means is less than the lower limit value of the capacity management width of the power storage means. The drive control apparatus for a hybrid vehicle according to claim 1, wherein the drive of the motor is controlled according to a value.   The hybrid vehicle drive control device according to claim 1, wherein the storage unit stores map information of a point that needs to be temporarily stopped as a deceleration point.