JP2009012605A - Control device and control method for vehicle - Google Patents

Control device and control method for vehicle Download PDF

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Publication number
JP2009012605A
JP2009012605A JP2007176345A JP2007176345A JP2009012605A JP 2009012605 A JP2009012605 A JP 2009012605A JP 2007176345 A JP2007176345 A JP 2007176345A JP 2007176345 A JP2007176345 A JP 2007176345A JP 2009012605 A JP2009012605 A JP 2009012605A
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travel
information
road
vehicle
category
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JP2007176345A
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Japanese (ja)
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JP5096056B2 (en
Inventor
Toshiaki Niwa
俊明 丹羽
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Toyota Motor Corp
トヨタ自動車株式会社
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Publication of JP2009012605A publication Critical patent/JP2009012605A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/10Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6286Control systems for power distribution between ICE and other motor or motors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7258Optimisation of vehicle performance
    • Y02T10/7275Desired performance achievement

Abstract

<P>PROBLEM TO BE SOLVED: To travel a vehicle in a travel mode considering the taste of a driver in a route through which traveling is performed for the first time while suppressing a processing load and the amount of information stored relating to the taste of the driver. <P>SOLUTION: An ECU (Electric Control Unit) executes a program including: a step (S100) for starting monitoring of a vehicle speed V, a map mesh number, a road attribute, a traveling position, a travel day, a travel time period, and a road situation; steps (S102, S104) for specifying a learning sheet and a data division based on monitored information; and a step (S108) for storing an average speed in the specified data division when it is decided that the data division to be stored with the average speed is changed on the basis of the monitored information (YES in S106). The learning sheet is provided and managed in each map mesh and each the travel day. The data division is provided inside the learning sheet, and is classified based on the travel time period, the road situation, and the road attribute. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to vehicle control, and more particularly, to control of a vehicle having a plurality of travel modes having different energy balances.

  Conventionally, a hybrid vehicle using an engine and a motor together as a power source of the vehicle is known. The hybrid vehicle has a plurality of modes such as a mode in which the engine and the motor are used simultaneously (hereinafter also referred to as HV mode) and a mode in which the engine is stopped and the vehicle is driven using only the motor (hereinafter also referred to as EV mode). It has a running mode. In vehicles that switch between these driving modes according to road conditions, the route to the destination is divided into multiple sections, road data and travel history are acquired from the navigation device, and the load on each section is estimated. Then, based on the estimated load and the fuel consumption characteristics of the engine, the travel mode of each section is set so that the fuel consumption to the destination is minimized. In such a vehicle, for example, Japanese Patent Application Laid-Open No. 2004-248455 (Patent Document 1) discloses a technique that can sufficiently set the driving mode by reflecting the driving preference of the driver.

  The drive control system for a hybrid vehicle disclosed in this publication includes means for setting a route to a destination and travel data of the set route when the set route is a route that travels steadily. Means for storing and statistically processing the driving environment information, means for predicting a driving pattern of the set route based on the current driving environment information and the stored driving data, and prediction Means for setting an operation schedule of the engine and the motor based on the set traveling pattern and controlling the operation of the engine and the motor according to the set operation schedule.

According to the drive control system disclosed in this publication, traveling data and traveling environment information of a route that travels steadily are stored and statistically processed, and current traveling environment information and statistically processed traveling data are Based on the above, a travel pattern of a route that travels constantly is predicted. For this reason, it is possible to predict a driving pattern that sufficiently reflects the driving characteristics (driving preference) of the driver and set an appropriate driving schedule on the route of steady driving, so that the fuel consumption of the engine is sufficient. Can be reduced.
JP 2004-248455 A

  By the way, in the drive control system disclosed in Patent Document 1, it is desirable to predict a traveling pattern that sufficiently reflects the driving preference of the driver even on a route that travels for the first time. However, if the travel pattern is stored for each point on the travel route or for each travel time, the amount of travel pattern data becomes enormous. In addition, a large load is imposed on processing for calling optimum information from a large amount of traveling data. However, Patent Document 1 does not disclose any specific method for storing or predicting a travel pattern in a route other than a route that travels constantly.

  The present invention has been made in order to solve the above-described problems, and the object of the present invention is to reduce the amount of information related to the driver's preference and the processing load while suppressing the driver's preference on the route where the vehicle travels for the first time. It is an object to provide a control device and a control method that can cause a vehicle to travel in a travel mode in consideration of the above.

  The control device according to the first invention controls a vehicle having a plurality of travel modes. The control device includes means for detecting driving information of a vehicle affected by a driver's preference, storage means for storing driving information for each category classified based on at least road information, and detection. Storage control means for updating the stored travel information and storing it in the storage means, means for searching for a travel route to the destination, means for specifying road information on the searched travel route, Based on the identified road information, means for identifying the category corresponding to the searched travel route, means for reading travel information in the identified category from the storage means, and the read travel information Based on the predicted energy balance on the searched travel route, the prediction means for predicting the energy balance on the searched travel route, and the travel mode on the searched travel route based on the predicted energy balance And setting means for setting, so that the vehicle travels the travel mode set, and means for controlling the vehicle. The control method according to the ninth aspect has the same requirements as the control device according to the first aspect.

  According to the first or ninth invention, vehicle travel information (for example, vehicle speed information) that is influenced by the driver's preference is detected. The detected travel information is updated and stored for each category in the storage means. This category is classified based on at least road information (for example, the legal speed of the road). Therefore, for example, the storage capacity of the storage unit can be suppressed as compared with the case where the travel information is stored for each point. In connection with this, the processing load at the time of memorize | storing driving information in a memory | storage means can be suppressed. Based on the road information on the searched driving route, the category corresponding to the searched driving route is specified, and the driving information in the specified category is read from the storage means. Therefore, for example, as compared with the case where the category is classified for each point, the processing load for specifying the category and the processing load for reading the travel information in the specified category can be suppressed. Further, even if the vehicle has not traveled on the searched travel route, if the vehicle has traveled on the same road in the past, the travel information is already stored in the category corresponding to the searched travel route. Will be. Therefore, even when the road is traveling for the first time, the travel information is read, and the energy balance is predicted based on the read travel information. Thereby, even if it is the road which drive | works for the first time, the energy balance which considered the driver | operator's preference can be estimated. Based on the energy balance thus predicted, the travel mode in the travel route searched is set. As a result, there is provided a control device and a control method capable of causing a vehicle to travel in a travel mode that considers the driver's preference on a road that is traveling for the first time while suppressing the storage amount and processing load of information related to the driver's preference. can do.

  In the control device according to the second invention, in addition to the configuration of the first invention, the travel information is vehicle speed information. The category is classified based on at least one of an area where the road is provided, a road jurisdiction, a legal speed, a gradient, and the number of lanes. The control method according to the tenth invention has the same requirements as the control device according to the second invention.

  According to the second or tenth aspect of the invention, the amount of energy consumed by the vehicle (that is, the running load of the vehicle) often varies depending on the speed of the vehicle. The speed of the vehicle varies depending on the driver's preference even when traveling on the same road, for example. Therefore, vehicle speed information is detected as travel information representing the travel load of the vehicle and the driver's preference. The speed of the vehicle is, for example, whether the area where the road is provided is an urban area, whether the road is a national road, whether it is a highway, whether it is an uphill road, two lanes on one side It tends to be different depending on whether or not it is the above. Therefore, the category in which the speed information is stored is classified based on at least one of an area where the road is provided, a road jurisdiction, a legal speed, a gradient, and the number of lanes. The energy balance is predicted based on the speed information classified in such a category. Thereby, the energy balance can be appropriately predicted in consideration of the speed difference caused by the difference in the road on which the vehicle travels and the difference in the driver's preference.

  In the control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the area is an area in which the map data is set in advance in a mesh shape. The control method according to the eleventh invention has the same requirements as the control device according to the third invention.

  According to the third or eleventh invention, the speed information is stored for each region in which the map data is divided in a mesh shape in advance. That is, the difference in the driver's preference caused by the difference in the travel area is stored in association with the map data. Thereby, when predicting an energy balance, a driver's preference in a driving | running | working area can be considered by comparing a driving | running | working position and map data.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of the second or third aspect, the category is based on at least one of the day of the week on which the vehicle has traveled, the time, and the traffic congestion on the road, in addition to the road information. Classified. The control method according to the twelfth invention has the same requirements as the control device according to the fourth invention.

  According to the fourth or twelfth invention, the speed of the vehicle depends on, for example, whether the travel day is a weekday, whether the travel time is a commuting time zone or a return home time zone, whether the road is congested, etc. Tend to be different. Therefore, the category in which the speed information is stored is classified based on at least one of the day of the week, the time when the vehicle has traveled, and the traffic congestion state of the road in addition to the road information. Thereby, the energy balance can be appropriately predicted in consideration of the difference in speed and the driver's preference caused by the difference in vehicle travel date, time and traffic jam situation.

  In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the prediction means includes means for determining whether or not the read travel information exists; If the read travel information is present, the means for predicting the energy balance on the searched travel route based on the read travel information and the read travel information are not identified are identified. Based on search means for searching for a category that is similar to the category and that stores the travel information, and predicts the energy balance in the searched travel route based on the travel information stored in the similar category And a similar prediction means. The control method according to the thirteenth aspect has the same requirements as the control device according to the fifth aspect.

  According to the fifth or thirteenth invention, when there is no travel information in the specified category, a category similar to the specified category and storing the travel information is searched. For example, a category classified by road information similar to the specified road information and storing travel information is searched for as a similar category. An energy balance is predicted based on travel information stored in similar categories. Therefore, when predicting the energy balance, the driver's preference can be taken into account even if the road information has not traveled in the past on the same road information.

  In the control device according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect, the similarity prediction means is stored in a similar category based on the identified road information and road information in a similar category. Means for correcting the travel information, and means for predicting an energy balance in the searched travel route based on the corrected travel information. The control method according to the fourteenth invention has the same requirements as those of the control device according to the sixth invention.

  According to the sixth or fourteenth invention, when there is no traveling information in the specified category, the traveling information stored in the similar category based on the identified road information and the road information in the similar category. Is corrected, and the energy balance is predicted based on the corrected travel information. For example, when the specified area is an urban area and the similar category area is other than the urban area, the speed information stored in the similar category is reduced in consideration of the congestion of roads in the urban area. Correct as follows. Based on the speed information corrected in this way, the energy balance is predicted. Thereby, even if it is a case where driving information of a similar category is used, an energy balance can be predicted more appropriately.

  In the control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the vehicle is a hybrid vehicle having at least one of an internal combustion engine and a motor as a travel source. The plurality of traveling modes include a first mode in which the internal combustion engine and the motor are used simultaneously and a second mode in which the internal combustion engine is stopped and the motor is used for traveling. The control method according to the fifteenth aspect has the same requirements as the control device according to the seventh aspect.

  According to the seventh or fifteenth invention, the first mode in which the internal combustion engine and the motor are simultaneously used and the second mode in which the internal combustion engine is stopped and the vehicle is driven using the motor are balanced based on the predicted energy balance. By setting it well, fuel consumption efficiency can be improved.

  In the control device according to the eighth invention, in addition to the configuration of the seventh invention, the hybrid vehicle is provided with a power storage mechanism capable of charging electric power from an external power source and supplying the electric power to the motor. The predicting means includes means for predicting the power storage state of the power storage mechanism in the searched travel route. The setting means includes means for setting the travel mode on the searched travel route so that the power storage state at the destination is less than a predetermined power storage amount. The control method according to the sixteenth invention has the same requirements as those of the control device according to the eighth invention.

  According to the eighth or sixteenth invention, the hybrid vehicle is provided with the power storage mechanism that can charge the electric power from the external power source and supply the electric power to the motor. In such a hybrid vehicle, charging from an external power source at the destination is possible. Therefore, in order to improve fuel consumption efficiency, the vehicle travels with a motor so that the surplus power of the power storage mechanism is used during traveling. It is desirable. Therefore, the travel mode is set so that the power storage state at the destination is less than a predetermined power storage amount. Thereby, the surplus electric power of the power storage mechanism can be used up while traveling, and unnecessary fuel consumption can be suppressed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a hybrid vehicle 1 equipped with a control device according to the present embodiment will be described. The vehicle to which the control device according to the present invention can be applied is not limited to the hybrid vehicle shown in FIG. 1 as long as the vehicle has a plurality of travel modes having different energy balances, and is a hybrid vehicle having another aspect. (So-called parallel type or parallel series type may be used). Moreover, vehicles other than a hybrid vehicle may be sufficient.

  Hybrid vehicle 1 includes front wheels 20R, 20L, rear wheels 22R, 22L, an engine 2, a planetary gear 16, a differential gear 18, and gears 4, 6.

  The hybrid vehicle 1 further includes a battery B disposed behind the vehicle, a booster unit 32 that boosts DC power output from the battery B, an inverter 36 that transfers DC power between the booster unit 32, and the planetary gear 16 The motor generator MG1 coupled to the engine 2 via the motor 2 and mainly generates electric power, and the motor generator MG2 whose rotating shaft is connected to the planetary gear 16.

  Inverter 36 is connected to motor generators MG <b> 1 and MG <b> 2 and performs conversion between AC power and DC power from booster unit 32.

  Planetary gear 16 has first to third rotation shafts. The first rotation shaft is connected to engine 2, the second rotation shaft is connected to motor generator MG1, and the third rotation shaft is connected to motor generator MG2.

  A gear 4 is attached to the third rotating shaft, and the gear 4 drives the gear 6 to transmit power to the differential gear 18. The differential gear 18 transmits the power received from the gear 6 to the front wheels 20R and 20L, and transmits the rotational force of the front wheels 20R and 20L to the third rotating shaft of the planetary gear via the gears 6 and 4.

  Planetary gear 16 plays a role of dividing power between engine 2 and motor generators MG1, MG2. That is, if the rotation of two of the three rotation shafts of the planetary gear 16 is determined, the rotation of the remaining one rotation shaft is forcibly determined. Accordingly, the vehicle speed is controlled by controlling the power generation amount of the motor generator MG1 and driving the motor generator MG2 while operating the engine 2 in the most efficient region, thereby realizing an overall energy efficient vehicle. Yes.

  A reduction gear that decelerates the rotation of motor generator MG2 and transmits it to planetary gear PG may be provided, or a transmission gear that can change the reduction ratio of the reduction gear may be provided.

  Battery B as a DC power source includes a secondary battery such as nickel metal hydride or lithium ion, for example, and supplies DC power to boosting unit 32 and is charged by DC power from boosting unit 32. Note that the type of the battery B is not particularly limited. A capacitor may be used instead of the battery B.

  Booster unit 32 boosts the DC voltage received from battery B and supplies the boosted DC voltage to inverter 36. Inverter 36 converts the supplied DC voltage into AC voltage, and drives and controls motor generator MG1 when the engine is started. Further, after the engine is started, AC power generated by motor generator MG1 is converted into DC by inverter 36, and converted to a voltage suitable for charging battery B by boosting unit 32, and battery B is charged.

  Inverter 36 drives motor generator MG2. Motor generator MG2 assists engine 2 to drive front wheels 20R and 20L. During braking, the motor generator performs a regenerative operation and converts the rotational energy of the wheels into electric energy. The obtained electric energy is returned to the battery B via the inverter 36 and the booster unit 32. Battery B is an assembled battery and includes a plurality of battery units B0 to Bn connected in series. System main relays 28 and 30 are provided between boost unit 32 and battery B, and the high voltage is cut off when the vehicle is not in operation.

  Hybrid vehicle 1 further includes an ECU (Electric Control Unit) 100. ECU 100 controls engine 2, inverter 36, booster unit 32, and system main relays 28 and 30 in accordance with a driver's instruction and outputs from various sensors attached to the vehicle.

  The ECU 100 will be described with reference to FIG. FIG. 2 is a diagram showing functional blocks of ECU 100 in FIG. 1 and related peripheral devices. The ECU 100 can be realized by software or hardware.

  ECU 100 includes a hybrid control unit 62, a navigation control unit 64, a battery control unit 66, and an engine control unit 68.

  The battery control unit 66 obtains the storage state SOC of the battery B by integrating the charging / discharging current of the battery B and transmits it to the hybrid control unit 62.

  The engine control unit 68 performs throttle control of the engine 2 and detects the engine speed Ne of the engine 2 and transmits it to the hybrid control unit 62.

  Based on the output signal Acc of the accelerator position sensor 42 and the vehicle speed V detected by the vehicle speed sensor 44, the hybrid control unit 62 calculates an output (required power) requested by the driver. In addition to the driver's required power, the hybrid control unit 62 calculates a necessary driving force (total power) in consideration of the storage state SOC of the battery B, and calculates the rotational speed required for the engine and the power required for the engine. Is further calculated.

  The hybrid control unit 62 transmits the required rotational speed and the required power to the engine control unit 68 and causes the engine control unit 68 to perform throttle control of the engine 2.

  Hybrid control unit 62 calculates driver required torque according to the running state, causes inverter 36 to drive motor generator MG2, and causes motor generator MG1 to generate power as necessary.

  The driving force of engine 2 is distributed between the amount of driving the wheels directly and the amount of driving motor generator MG1. The sum of the driving force of motor generator MG2 and the direct driving amount of the engine is the driving force of the vehicle.

  Further, the hybrid vehicle 1 is provided with an EV priority switch 46. When the driver presses the EV priority switch 46, the operation of the engine is limited. As a result, the vehicle stops with the engine stopped in principle, and travels only with the driving force of motor generator MG2. The driver can press the EV priority switch 46 as necessary to reduce noise in a densely populated residential area in the middle of the night or early morning, or to reduce exhaust gas in an indoor parking lot or garage.

  However, if the engine is stopped for a long time, the battery may become insufficiently charged or the necessary power may not be obtained. 1) The EV priority switch 46 is turned off. 2) The battery charge state SOC The EV priority switch 46 is released from the ON state when any of the following conditions is satisfied: 3) the vehicle speed is equal to or higher than the predetermined value, and 4) the accelerator opening is equal to or higher than the specified value.

  Hybrid vehicle 1 further includes a charging unit 202 for charging battery B from the outside. Charging unit 202 receives, for example, a household commercial power supply AC 100 V, converts it into direct current, and applies a charging voltage to battery B.

  A general configuration when a computer is used as the ECU 100 will be described with reference to FIG. The computer includes a CPU (Central Processing Unit) 180, an A / D converter 181, a ROM 182, a RAM 183, and an interface unit 184.

  The A / D converter 181 converts an analog signal AIN such as an output of various sensors into a digital signal and outputs it to the CPU 180. The CPU 180 is connected to the ROM 182, the RAM 183, and the interface unit 184 via a bus 186 such as a data bus or an address bus to exchange data.

  The ROM 182 stores data such as a program executed by the CPU 180 and a map to be referred to. The RAM 183 is a work area when the CPU 180 performs data processing, for example, and temporarily stores data such as various variables.

  The interface unit 184 communicates with other ECUs, inputs rewrite data when an electrically rewritable flash memory or the like is used as the ROM 182, or a computer such as a memory card or CD-ROM. The data signal SIG is read from a readable recording medium.

  Note that the CPU 180 transmits and receives a data input signal DIN and a data output signal DOUT from the input / output port.

  ECU 100 is not limited to such a configuration, and may be realized including a plurality of CPUs. Further, each of the hybrid control unit 62, the navigation control unit 64, the battery control unit 66, and the engine control unit 68 of FIG. 2 may have a configuration as shown in FIG.

  In the present embodiment, the hybrid vehicle 1 has a plurality of travel modes with different energy balances. The plurality of travel modes include an EV mode and an HV mode.

  In the EV mode, ECU 100 drives hybrid motor 1 by driving only the motor (mainly motor generator MG2) with engine 2 stopped. At this time, the power of battery B is consumed, and the storage state (SOC) of battery B decreases.

  In the HV mode, the ECU 100 operates the engine 2. The torque of engine 2 is transmitted to planetary gear 16 and is divided into torque that causes motor generator MG1 to generate electric power and torque that rotates gear 4. Gear 4 is rotated by the torque transmitted from engine 2 through planetary gear 16 and the torque of motor generator MG2. At this time, the electric power generated by motor generator MG1 is supplied to motor generator MG2. Therefore, in the HV mode, the power consumption of the battery B is suppressed as compared with the EV mode, and the decrease amount of the SOC of the battery B is suppressed. Note that the travel modes of the hybrid vehicle 1 are not limited to these modes.

  In the present embodiment, the navigation control unit 64 performs a setting process for setting a destination based on the operation of the occupant, and performs a search process for setting a travel route from the starting point to the destination.

  Furthermore, the navigation control unit 64 obtains information on the destination set by the occupant from the display unit 48 including the touch display. The navigation control unit 64 detects information on the searched travel route based on signals from the navigation device 50 and the gyro sensor 52. Information on the searched travel route includes a travel position of the vehicle, a map mesh number of a region where the road is provided, a road attribute, a travel day of the week, and a travel time zone. The road attribute includes information indicating whether the road being traveled is an expressway, a national road, a prefectural road, or any other road. The information included in the road attribute is not limited to this. For example, in addition to information on whether the road is an expressway or the jurisdiction of the road, legal speed, slope, number of lanes, road width, road radius, etc. May be included. The travel time zone includes information indicating whether the travel time zone is morning, noon, evening, or night. The map mesh is an area in which road map data is divided and set in a mesh according to a predetermined rule (for example, 100 meters square). Each map mesh is assigned a map mesh number and a region classification indicating whether or not the region in the mesh is an urban area.

  Further, the navigation control unit 64 detects the road condition via the communication antenna 51 or the mobile phone cradle 53. The road condition includes information indicating whether the road is congested (congested) or is in good condition. Road conditions are provided by services such as VICS (Vehicle Information and Communication System). The road condition is not limited to this, and may include information indicating the level of traffic jams, for example.

  With reference to FIG. 4, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 4, the control device includes an average speed detection unit 102, an average speed storage unit 104, a travel pattern setting unit 106, and a travel control unit 108.

  The average speed detector 102 detects the average vehicle speed based on signals from the vehicle speed sensor 44 and the navigation device 50. Note that the average vehicle speed is detected as information representing the driving load of the vehicle and the driving preference of the driver.

  The average speed storage unit 104 stores the detected average vehicle speed for each data category classified based on the map mesh number, road attributes, and the like. The data classification will be described in detail later.

  The travel pattern setting unit 106 sets a travel pattern based on the stored average vehicle speed.

  The traveling control unit 108 transmits a control signal to the engine 2, the inverter 36, and the booster unit 32 so that the vehicle travels based on the set traveling pattern.

  The control device according to the present embodiment having such a functional block is read out from the CPU and the memory and the memory included in the ECU and executed by the CPU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 5, a control structure of a program executed by ECU 100 that is the control device according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter step is abbreviated as S) 100, the ECU 100 determines the vehicle speed V, the map mesh number, the road attribute, the travel position, the travel day of the week, the travel, based on signals from the vehicle speed sensor 44 and the navigation device 50. Start monitoring time and road conditions.

  In S102, ECU 100 specifies a learning sheet based on the monitored map mesh number and the running day of the week.

  The learning sheet is a data sheet for storing the average speed. Note that the information stored in the learning sheet is not limited to the average speed as long as it is information representing the driving load of the vehicle and the driving preference of the driver. The learning sheet is provided and managed for each map mesh and day of the week. Each learning sheet is given a corresponding map mesh number, day of the week, and region classification. As shown in FIG. 6, each learning sheet is provided with data classifications classified based on the travel time zone, road conditions, and road attributes. The average speed is stored for each data section. In the learning sheet shown in FIG. 6, the map mesh number is “1”, the day of the week is “day”, the area classification is “city”, for example, the time zone is “morning”, the road condition is “smooth”, and the road attribute is In the example, the average speed “55 (km / h)” is stored in the “high speed (road)” data category. “-” Displayed in the data section indicates that the average speed is not yet stored. Note that the mode of the learning sheet and the classification method are not limited to this.

  In S104, ECU 100 specifies the data category in which the average speed is to be stored in the learning sheet specified in S102, based on the monitored day of the week, the driving time zone, and the road condition.

  In S106, ECU 100 determines whether or not to change the data category for storing the average speed, based on the monitored travel position, map mesh number, road attribute, travel day of the week, travel time zone, and road condition. To do. For example, the ECU 100 determines to change the data classification when detecting a change point of at least one of the map mesh, road attribute, travel day of the week, travel time zone, and road condition. If it is determined that the data classification is to be changed (YES in S106), the process proceeds to S108. Otherwise (NO in S106), the process returns to S106.

  In S108, ECU 100 updates the average speed of the data section specified in S104. For example, the ECU 100 calculates an average speed in the current cycle based on the speed V monitored in the current cycle and the already stored average speed, and sets the average speed of the specified data section to the calculated average speed. Update. Note that when the average speed is not stored in the specified data section, the ECU 100 stores the speed V monitored in the current cycle as it is. Note that the method for storing and calculating the average speed is not limited to this.

  With reference to FIG. 7, a control structure of a program executed by ECU 100 that is the control device according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In S200, ECU 100 determines whether or not the destination is set by operating the touch display on display unit 48 by the operator. When the destination is set (YES in S200), the process proceeds to S202. Otherwise (NO in S200), this process ends.

  In S202, ECU 100 searches for a travel route to the destination. At this time, a plurality of travel routes such as a recommended route and different routes may be searched. Note that such a route search is often used in a general car navigation apparatus, and therefore will not be described in detail here.

  In S204, ECU 100 identifies the map mesh number, road attribute, travel day, travel time zone, and road condition through which the searched travel route passes. For example, the ECU 100 detects a change point of the map mesh, a change point of the road attribute, a change point of the day of the week, a change point of the time zone, and a change point of the road condition in the travel route, and sequentially stores each information between the change points. I will identify.

  In S206, ECU 100 specifies the data classification corresponding to the searched travel route based on the information specified in S204.

  In S208, ECU 100 reads the stored average speed of each corresponding data section, and determines whether or not the average speed is stored. If the average speed is stored (YES in S208), the process proceeds to S214. Otherwise (NO in S208), the process proceeds to S210.

  In S210, ECU 100 searches for a data section similar to the data section in which the average speed is not stored. For example, the ECU 100 is a data section having a lot of information matching the map mesh number, road attribute, travel day, travel time zone, and road situation in the data section in which the average speed is not stored, and the average speed is stored. Search for a data segment as a similar data segment. In the case of this similar determination, the matching information may be prioritized in the order of, for example, the map mesh number, the traveling day of the week, the traveling time zone, the road condition, and the road attribute. Note that the method for searching for similar data categories is not limited to this. For example, similar data sections may be searched on the condition that the area division of the map mesh and the density of roads are substantially the same.

  In S212, ECU 100 corrects the average speed stored in the similar data section. For example, the ECU 100 corrects the average speed stored in the similar data section based on the information used for classification of the data section where the average speed is not stored and the information used for classification of the similar data section. . For example, the ECU 100 corrects the average speed stored in similar data sections based on a map as shown in FIG.

  In the map shown in FIG. 8, when the area classification in the similar data classification is “village” and the area classification in the data classification corresponding to the travel route is “urban area” (in the case of NO. 2 in FIG. 8), In consideration of the frequent stop and start in the “urban area”, the average speed in the similar data section is corrected to be small. If the time zone of the similar data segment is “Night” and the time zone of the corresponding data segment is “Evening” (in the case of No. 3 in FIG. 8), traffic congestion is likely to occur in the evening. Considering this, the average speed in similar data sections is corrected to be small. When the time zone of the similar data segment is “morning” and the time zone of the corresponding data segment is “evening” (in the case of No. 4 in FIG. 8), both are likely to be congested. In consideration of the time zone, the average speed in the similar data section is not corrected and is used as it is. When the road attribute of a similar data section is “high speed” and the road attribute of the corresponding data section is “prefectural road” (in the case of No. 5 in FIG. 8), the prefectural road often has a lower legal speed. Therefore, the average speed in the similar data section is corrected to be small. If the road status of the similar data segment is “smooth” and the road status of the corresponding data segment is “congested” (in the case of No. 7 in FIG. 8), considering the decrease in vehicle speed during congestion, Correction is made so as to reduce the average speed in the similar data section. Conversely, when the road condition of the similar data segment is “congested” and the road condition of the corresponding data segment is “smooth” (NO. 8 in FIG. 8), the average speed in the similar data segment is Correct to be larger. When the day of the week is different (NO. 9 and 10 in FIG. 8), the average speed in the similar data section is not corrected and is used as it is. Note that the method of correcting the average speed is not limited to this.

  In S214, ECU 100 predicts an average speed pattern of the entire travel route. As shown in FIG. 9, the ECU 100 predicts data obtained by arranging the average speed to the destination for each data section as an average speed pattern of the entire travel route. FIG. 9 shows an example in which the average speed in the sections A and B is corrected by the process of S212.

  In S216, ECU 100 sets a travel pattern in consideration of the energy balance based on the average speed pattern of the entire travel route. For example, the ECU 100 sets the section with the highest average speed (section A in FIG. 9) in the HV travel mode, sets the other sections in the EV mode, and predicts and calculates the SOC balance on the travel route. . It is determined whether the SOC at the destination is near the lower limit value. Until the SOC at the destination is close to the lower limit value, the HV mode setting section is sequentially expanded to the section with the next highest average speed. When the SOC at the destination is close to the lower limit value, the travel mode of each section is set and stored as a travel pattern. In the travel pattern shown in FIG. 9, the sections A to C are set to the HV mode, and the other sections are set to the EV mode.

  In S218, ECU 100 executes travel control based on the set travel pattern. For example, the ECU 100 detects the current travel position, and causes the vehicle to travel in the travel mode set at the detected travel position.

  An operation of hybrid vehicle 1 controlled by ECU 100 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  First, the operation when the hybrid vehicle 1 stores the average speed as information representing the vehicle driving load and the driving preference of the driver will be described. As shown in FIG. 10, it is assumed that the hybrid vehicle 1 travels on roads R1, R4, and R6. The map mesh including the current position (the portion surrounded by the thick line in FIG. 10) includes seven roads R1 to R7 divided by two intersections K1 and K2.

  When the hybrid vehicle 1 travels on the road R1, the number of the map mesh on which the currently traveling road R1 is provided, the road attribute of the road R1, the day of travel, the travel time zone, and the road condition are monitored (S100) and averaged. The data section in which the speed is to be stored is specified (S102, S104). Then, even if you turn right at the intersection K1 and drive on the road R4, or go straight on the intersection K2 and drive on the road R6, the road attributes of the roads R1, R4, and R6 are the same and other classifications If the information is the same, the specified data classification is not changed in consideration that there is no significant difference in the average speed (NO in S106). That is, the average speed when traveling on the roads R1, R4, R6 is updated and stored in one data section (S108). Therefore, compared with the case where the average speed is stored for each of the roads R1, R4, and R6, it is possible to suppress the storage amount of the average speed and the specific processing load of the data section in which the average speed is to be stored.

  Further, the data classification is classified according to the traveling day of the week, the traveling time zone, and the road condition in addition to the road attribute. Thus, the average speed can be stored in consideration of the speed difference caused by the difference in road attributes, the day of the week, the travel time zone, and the traffic congestion situation and the difference in the driver's preference.

  Furthermore, the data division is managed for each map mesh. That is, the speed difference caused by the difference in the traveling area and the difference in the driver's preference are stored in association with the map data. Thus, the average speed can be stored in consideration of the driver's preference in the area where the vehicle is traveling.

  Next, the operation when the hybrid vehicle 1 sets a travel pattern on the travel route to the destination will be described.

  When the destination is set (YES in S200), the travel route to the destination is set (S202), the map mesh number through which the searched travel route passes, the road attribute, the travel day, the travel time zone, and A road situation is specified (S204), and a data category corresponding to the searched travel route is specified (S206). The average speed of the specified data section is read and it is determined whether or not the average speed is stored (S208).

  As described above, the data classification is classified according to map mesh, road attribute, travel day, travel time zone, and road condition. Therefore, for example, as compared with the case where the data classification is finely classified for each point on each road, each traveling time, etc., the processing load and each of the processing loads for determining whether or not the average speed is stored in each data classification The processing load when reading the average speed from the data section can be suppressed.

  Further, when there is a data section in which the average speed is not stored (NO in S208), a data section similar to the data section in which the average speed is not stored is searched (S210). Thereby, even if it is a case where it has not run on the road of the same area in the past, the information of the average speed of a similar area can be obtained.

  Further, the average speed stored in the similar data section is corrected based on the information used for classification of the data section in which the average speed is not stored and the information used for classification of the similar data section (S212). ). Thereby, even when using the average speed memorize | stored in the similar data division, it can correct | amend in consideration of the speed difference and the difference of a driver | operator's preference which arise by the difference of both data divisions. Therefore, more appropriate average speed information can be obtained.

  Based on the average speed in each data section, the average speed pattern of the entire travel route is predicted (S214), and based on the average speed pattern, the travel pattern is set so that the SOC is near the lower limit value at the destination. (S216). Thereby, since the hybrid vehicle 1 can be traveled so as to use up the surplus power of the battery B at the destination, unnecessary fuel consumption can be suppressed.

  Note that the battery B can be charged at the destination by using the charging unit 202 for charging from the outside. Therefore, in order to charge battery B, it is not necessary to operate engine 2 and generate electric power with motor generators MG1 and MG2.

  As described above, according to the control device according to the present embodiment, the average speed is stored as information representing the driving load of the vehicle and the driving preference of the driver. The average speed is classified and stored for each data section. The data classification is classified based on the area where the traveling road is provided and the attribute of the traveling road. Therefore, for example, compared with the case where the average speed is stored for each point on each road, the storage amount and processing load of the average speed can be suppressed.

  In the present embodiment, the case has been described where the average speed of similar data sections is corrected when there is a data section in which the average speed is not stored. On the other hand, instead of correcting the average speed of similar data sections, for example, the SOC balance of the section corresponding to the data section in which the average speed is not stored may be corrected.

  Further, in the present embodiment, in order to inform the user including the driver of the accuracy of the average speed in each section of the travel route, the section where the average speed is corrected or the section where the SOC balance is corrected is displayed on the display unit 48. May be.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is the figure which showed the peripheral device related with the functional block of ECU which concerns on embodiment of this invention. It is the figure which showed the general structure at the time of using a computer as ECU which concerns on embodiment of this invention. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart (the 1) which shows the control structure of the control apparatus which concerns on embodiment of this invention. It is a figure which shows the learning sheet which concerns on embodiment of this invention. It is a flowchart (the 2) which shows the control structure of the control apparatus which concerns on embodiment of this invention. It is a figure which shows the correction content of the average speed which concerns on embodiment of this invention. It is a figure which shows the relationship between the distance to the destination which concerns on embodiment of this invention, the estimated average speed pattern, calculated SOC, and a travel pattern. It is a figure which shows the driving route of the hybrid vehicle which concerns on embodiment of this invention.

Explanation of symbols

  1 Hybrid vehicle, 2 engine, 4, 6 gear, 16 planetary gear, 18 differential gear, 20R, 20L front wheel, 22R, 22L rear wheel, 28, 30 system main relay, 32 booster unit, 36 inverter, 42 accelerator position sensor, 44 Vehicle speed sensor, 46 EV priority switch, 48 display unit, 50 navigation device, 51 communication antenna, 52 gyro sensor, 53 mobile phone cradle, 62 hybrid control unit, 64 navigation control unit, 66 battery control unit, 68 engine control unit, 100 ECU, 102 Average Speed Detection Unit, 104 Average Speed Storage Unit, 106 Travel Pattern Setting Unit, 108 Travel Control Unit, 181 Converter, 184 Interface Unit, 186 Bus, 202 Charging Unit , B battery, B0, B1, Bn battery unit, K1, K2 intersection, R1, R2, R3, R4, R5, R6, R7 road, MG1, MG2 motor-generator.

Claims (16)

  1. A vehicle control device having a plurality of travel modes,
    Means for detecting travel information of the vehicle that is influenced by a driver's preference;
    Storage means for storing the travel information for each category classified based on at least road information;
    Means for updating and storing the detected travel information in the storage means;
    Means for searching for a route to the destination;
    Means for identifying road information in the searched travel route;
    Means for identifying a category corresponding to the searched travel route based on the identified road information;
    Means for reading travel information in the identified category from the storage means;
    Prediction means for predicting an energy balance in the searched travel route based on the read travel information;
    Setting means for setting a travel mode in the searched travel route based on the predicted energy balance;
    Means for controlling the vehicle to travel in the set travel mode.
  2. The travel information is speed information of the vehicle,
    The control device according to claim 1, wherein the category is classified based on at least one of an area where the road is provided, a jurisdiction of the road, a legal speed, a gradient, and the number of lanes.
  3.   The control device according to claim 2, wherein the region is a region in which map data is divided and set in advance in a mesh shape.
  4.   The control device according to claim 2 or 3, wherein the category is classified based on at least one of a day of the week on which the vehicle has traveled, a time, and a traffic congestion state of the road in addition to the road information.
  5. The prediction means includes
    Means for determining whether or not the read travel information exists;
    Means for predicting an energy balance on the searched travel route based on the read travel information if the read travel information is present;
    Search means for searching for a category that is similar to the identified category and that stores the travel information when the read travel information does not exist;
    The control device according to claim 1, further comprising: a similarity prediction unit configured to predict an energy balance in the searched travel route based on the travel information stored in the similar category.
  6. The similarity prediction means includes:
    Means for correcting travel information stored in the similar category based on the identified road information and road information in the similar category;
    The control device according to claim 5, further comprising: means for predicting an energy balance on the searched travel route based on the corrected travel information.
  7. The vehicle is a hybrid vehicle having at least one of an internal combustion engine and a motor as a travel source,
    The plurality of travel modes include a first mode in which the internal combustion engine and the motor are used simultaneously, and a second mode in which the internal combustion engine is stopped and traveled using the motor. The control apparatus in any one.
  8. The hybrid vehicle is provided with a power storage mechanism that can charge electric power from an external power source and supply the electric power to the motor.
    The prediction means includes means for predicting a power storage state of the power storage mechanism in the searched travel route,
    The control according to claim 7, wherein the setting means includes means for setting a travel mode on the searched travel route so that a power storage state at the destination is less than a predetermined power storage amount. apparatus.
  9. A method for controlling a vehicle having a plurality of driving modes,
    Detecting the travel information of the vehicle affected by the driver's preference;
    A storage step of updating and storing the detected travel information for each category classified based on at least road information;
    Searching for a route to the destination;
    Identifying road information on the searched travel route;
    Identifying a category corresponding to the searched travel route based on the identified road information;
    Reading travel information in the identified category from the storage step;
    A prediction step of predicting an energy balance in the searched travel route based on the read travel information;
    A setting step of setting a travel mode in the searched travel route based on the predicted energy balance;
    Controlling the vehicle so as to travel in the set travel mode.
  10. The travel information is speed information of the vehicle,
    The control method according to claim 9, wherein the category is classified based on at least one of an area where the road is provided, a jurisdiction of the road, a legal speed, a gradient, and the number of lanes.
  11.   The control method according to claim 10, wherein the area is an area in which map data is divided and set in advance in a mesh shape.
  12.   12. The control method according to claim 10, wherein the category is classified based on at least one of a day of the week on which the vehicle has traveled, a time, and a traffic congestion state of the road in addition to the road information.
  13. The prediction step includes
    Determining whether the read travel information exists; and
    Predicting an energy balance in the searched travel route based on the read travel information when the read travel information exists;
    A search step of searching for a category that is similar to the identified category and that stores the travel information when the read travel information does not exist;
    The control method according to claim 9, further comprising: a similarity prediction step of predicting an energy balance in the searched travel route based on travel information stored in the similar category.
  14. The similarity prediction step includes:
    Correcting the travel information stored in the similar category based on the identified road information and the road information in the similar category;
    The method according to claim 13, further comprising: predicting an energy balance on the searched travel route based on the corrected travel information.
  15. The vehicle is a hybrid vehicle having at least one of an internal combustion engine and a motor as a travel source,
    The plurality of travel modes include a first mode in which the internal combustion engine and the motor are simultaneously used, and a second mode in which the internal combustion engine is stopped and traveled using the motor. The control method in any one.
  16. The hybrid vehicle is provided with a power storage mechanism that can charge electric power from an external power source and supply the electric power to the motor.
    The prediction step includes a step of predicting a power storage state of the power storage mechanism in the searched travel route,
    The control method according to claim 15, wherein the setting step includes a step of setting a travel mode on the searched travel route so that a power storage state at the destination is less than a predetermined power storage amount.
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