JP2009177956A - Driving support apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support apparatus which is expected to improve deceleration energy recovery rate and reduces trouble for a driver. <P>SOLUTION: When a car travels through a learning section in which a recovery rate Kr is lower than a threshold TKh representing a target recovery rate in traveling in the past, an announce is made to encourage a driver to make a deceleration operation for improving the recovery rate Kr (S506). It is expected that the announcement prompt the driver to try to make the deceleration operation for improving the recovery rate Kr in the learning section. This leads to an expectation of an improvement in the deceleration energy recovery rate Kr and an improvement in fuel consumption resulting from the improved recovery rate Kr. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a driving support device that supports driving of a vehicle, and more particularly to a driving support device that supports driving of a vehicle that can generate electric power by regenerative braking and store the electric power.

  There is known a vehicle including a regeneration mechanism that generates electric power by regenerative braking and a power storage device that stores electric power generated by the regenerative mechanism. For example, in a hybrid vehicle using an engine and a motor as driving power sources (hereinafter simply referred to as a hybrid vehicle), regenerative braking is generally performed by operating the motor as a generator, and electric energy obtained by this regenerative braking is used. Can be stored in the battery.

  If more electric energy obtained by the regenerative braking can be stored, the time for using the stored electric power for electric running by the motor increases, and the fuel efficiency improves. However, there is a limit to the regenerative braking force, and if the driver's braking operation is too steep, the braking force requested by the driver cannot be generated only by regenerative braking, and the ratio of friction braking in the generated braking force is large. Become.

  In addition, even when there are hardware restrictions such as the limit of the instantaneous battery power received and the maximum charge capacity of the battery, the deceleration energy cannot be sufficiently recovered by regenerative braking.

In view of this, a technique has been proposed in which map information of a deceleration required point is stored, and a brake operation capable of efficiently recovering deceleration energy by regenerative braking based on the map information of the required deceleration point is proposed (for example, patent document). 1). Specifically, in the apparatus of Patent Document 1, map information of a deceleration required point located in the vehicle traveling direction is extracted while the vehicle is running, and the deceleration required point is calculated from the extracted map information of the deceleration required point and the current vehicle speed. The deceleration distance required for decelerating with the regenerative brake is calculated. Then, based on the calculated deceleration distance and the required deceleration point, the brake start point where the brake operation needs to be started is guided.
JP 2007-221889 A

  However, in the device of Patent Document 1, map information of a deceleration required point must be stored in advance, and guidance of a brake operation cannot be performed at a point where map information of the deceleration required point is not stored.

  In addition, even if the brake start point is guided, if the driver who is guided performs a sudden braking operation, the braking force requested by the driver cannot be generated only by regenerative braking, and the deceleration energy can be sufficiently increased. There was a fear that it could not be recovered.

  Furthermore, since the apparatus of Patent Document 1 always provides guidance at a required deceleration point, the guidance has been performed many times in the past, and the required deceleration point is sufficiently recognized even without guidance. In some cases, guidance is provided and the driver may feel annoyed.

  The present invention has been made based on this situation, and an object of the present invention is to provide a driving support device that can be expected to improve the recovery rate of deceleration energy and reduce the troublesomeness for the driver. There is.

  The invention described in claim 1 for achieving the object is a driving support device used in a vehicle including a regenerative mechanism for generating electric power by regenerative braking and a power storage device for storing electric power generated by the regenerative mechanism. In addition, a deceleration power request value calculation means for sequentially calculating a vehicle deceleration power request value based on an acceleration / deceleration operation amount of the driver, and a regenerative power effective value indicating the power generated in the regeneration mechanism by regenerative braking are sequentially calculated. Regenerative power effective value calculation means, recovery rate calculation means for calculating a recovery rate of deceleration energy for each predetermined learning section based on the deceleration power request value and the regenerative power effective value, and the calculated recovery When driving in a learning section where the rate is lower than the preset target recovery rate, a notification is issued to the driver to prompt a deceleration operation to improve the recovery rate. Characterized in that it comprises a Cormorant informing means.

  In this way, when traveling in a learning section in which the recovery rate is lower than the target recovery rate in the past travel, a notification that prompts a deceleration operation to improve the recovery rate is performed. The driver can expect a deceleration operation that improves the recovery rate in the learning section. Therefore, improvement in the recovery rate of deceleration energy can be expected. In addition, whether or not to notify is determined based on the collection rate, and since the collection rate is learned by traveling, it is possible to determine whether or not notification is performed as the traveling is repeated. Will increase. That is, even in a section where the collection rate Kr that is not included in the original map information is not stored, it is possible to determine whether to perform notification by learning the collection rate by traveling. In this respect as well, the recovery rate can be improved. In addition, since notification is not performed in a learning section in which the recovery rate is equal to or higher than the target recovery rate, annoyance caused by unnecessary notification is reduced.

  In the notification means, the case of traveling in the learning section includes not only the case of traveling in the learning section at present but also the case of traveling in the learning section soon.

  Moreover, it is preferable that the said driving assistance apparatus is further provided with the function to adjust the electrical storage amount of an electrical storage apparatus by providing the structure shown in Claim 2.

According to Claim 2, in the driving support apparatus according to Claim 1, in addition to the regeneration mechanism and the power storage device, the power generation source for driving the drive shaft of the vehicle is rotated by electric power from the internal combustion engine and the power storage device. Used in vehicles equipped with rotating electrical machines,
A deceleration power integrated value calculating means for calculating a deceleration power integrated value of the learning section by integrating the deceleration power required value calculated by the deceleration power required value calculating means for each learning section;
Based on the deceleration power integrated value, the expected recovery power amount calculating means for calculating the maximum recovered power amount that can be recovered in the learning section, and the maximum received power amount that can be received by the power storage device based on the storage capacity of the power storage device And an accepted electric energy calculating means for calculating
Comparing the maximum recovered power amount calculated by the expected recovery power amount calculating means and the maximum received power amount calculated by the accepted power amount calculating means, and when the maximum recovered power amount is larger, Traveling is performed by driving the drive shaft using the rotating electrical machine until the amount of electric power becomes equal to or greater than the maximum amount of recovered electric power.

  Even if the driver performs a deceleration operation that improves the recovery rate, the recovery rate is not improved unless the power storage device can accept the power generated by the regeneration. However, according to the second aspect of the present invention, the traveling of driving the drive shaft using the rotating electric machine is performed until the power storage device can accept the maximum recovered power amount that can be recovered in the learning section. Since the amount of power that can be accepted is increased, the situation in which the power storage device cannot accept the power generated by regeneration is reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating a configuration of a main part of a hybrid vehicle (hereinafter simply referred to as a vehicle) 1. A driving support device according to an embodiment of the present invention includes a navigation unit 30 and the like.

  As shown in FIG. 1, the vehicle 1 is a series-parallel hybrid vehicle including an engine 4 and two motor generators (that is, rotating electric machines) MG1 and MG2 as power generation sources.

  The engine 4 is an internal combustion engine that uses gasoline or light oil as fuel. The output shaft of the engine 4 is connected to the planetary gear of the planetary gear device 12. The sun gear of the planetary gear unit 12 is connected to the output shaft of the first motor generator MG1, and the ring gear of the planetary gear unit 12 is connected to the input shaft of the speed reducer 13. With this configuration, the planetary gear unit 12 functions as a power split mechanism, and the power from the engine 4 and the power from the first motor generator MG1 can be integrated and input to the input shaft of the speed reducer 13, and the engine The power from 4 can also be divided into the input shaft of the speed reducer 13 and the first motor generator MG1.

  The input shaft of the speed reducer 13 is also connected to the output shaft of the second motor generator MG2. The speed reducer 13 has a pair of constantly meshing gears, and the rotation of the output shaft of the speed reducer 13 is transmitted to the axle (that is, the drive shaft) 15 via the differential gear 14.

  The first motor generator MG1 and the second motor generator MG2 are connected to the first inverter 8 and the second inverter 10, respectively. The first and second inverters 8, 10 are connected to the battery 6 by the power transfer line 18. Electrically connected. First and second motor generators MG1 and MG2 function as motors to generate power when electric power from battery 6 is supplied. On the other hand, when the rotation of the wheel or the engine is transmitted, it functions as a generator and generates electric power. The electric power generated by the first and second motor generators MG1 and MG2 functioning as a generator is stored in the battery 6.

  For the battery 6 corresponding to the power storage device of the claims, for example, a nickel-hydrogen secondary battery is used. In addition to being connected to the inverters 8 and 10 by the power transfer line 18, the battery 6 is also connected to various electric loads 16 provided in the vehicle 1 by the in-system power supply line 19.

  In the present embodiment, the battery 6 and the electric load 16 are collectively referred to as a power supply system. Although not shown in FIG. 1, the MGECU 20, the battery ECU 22, the hybrid control ECU 24, and the engine ECU 26 are also supplied with power from the battery 6 through the in-system power supply line 19, and these ECUs 20 to 26 are also connected to the electric load 16. include.

  The power detector 28 detects the current and voltage of the in-system power supply line 19 in order to detect the power consumed in the power supply system. Further, the battery ECU 22 sequentially supplies a signal representing the storage state (hereinafter referred to as SOC) of the battery 6 to the hybrid control ECU 24.

  The hybrid control ECU 24 is supplied with a vehicle speed signal SSp indicating the vehicle speed, an accelerator opening signal Acc indicating the accelerator opening, a brake signal Sb indicating the brake depression force, and a shift position signal Ps indicating the shift position. In addition, signals are exchanged among the MGECU 20, the battery ECU 22, the engine ECU 26, and the navigation unit 30. Then, predetermined arithmetic processing is executed based on various supplied signals.

  The arithmetic processing includes, for example, calculation of the deceleration power request value Bp and the regenerative power effective value Kp, and determination of the operating point of the engine 4 and the operating points of the motor generators MG1 and MG2. When the operating point is determined, hybrid control ECU 24 outputs a signal indicating the determined operating point to engine ECU 26 and MGECU 20. The MGECU 20 and the engine ECU 26 drive the engine 4 and the motor generators MG1 and MG2 based on signals supplied from the hybrid control ECU 24, respectively. The processing in the ECUs 20, 22, 24, and 26 will be described in detail later with reference to FIG.

  In addition to being connected to the hybrid control ECU 24 as described above, the navigation unit 30 is also connected to the guide unit 40 and the position detection unit 42. The navigation unit 30 includes a travel measurement unit 32, a calculation unit 34, and a map storage unit 36.

  The map storage unit 36 stores a map database in a predetermined storage medium. This map database includes road map information such as roads and intersections. This road map information includes learning section information. The learning section information includes position information of a learning section that is a unit for learning the collection rate Kr described later and the collection rate Kr learned in the learning section, and the learning section is set in advance. The learning section is set between intersections, for example. However, a point at which the traveling speed changes due to a change in topography or a change in congestion may be set as an end point of the learning section. It should be noted that the learning section is preferably set for all sections of all roads, but some road sections do not have to be learning sections, and sections where the recovery rate Kr tends to decrease. It may be set only to.

  The travel measurement unit 32 sequentially acquires the deceleration power request value Bp and the regenerative power effective value Kp from the hybrid control ECU 24, and associates these values with the position information. The calculation unit 34 stores the position information, the deceleration power request value Bp, and the regenerative power effective value Kp associated with each other in the travel measurement unit 32 in the storage medium of the map storage unit 36. In addition, the calculation unit 34 reads various information stored in the storage medium and performs a predetermined calculation, and then transmits information created by the calculation to the guide unit 40 and the hybrid control ECU 24.

  The guide unit 40 is a part that performs various types of guidance to the driver, and is specifically a display device or a voice output device. The display device is, for example, a meter display, a front console display, a head-up display, and the like, and the audio output device is, for example, a speaker or an earphone. The information transmitted from the calculation unit 34 to the guide unit 40 includes information that prompts an appropriate brake operation.

  The position detection unit 42 includes at least one device generally used for detecting the position of the vehicle, such as a GPS receiver, and sequentially detects the current position of the vehicle 1 using the device. Then, the detected current position is transmitted to the navigation unit 30.

  FIG. 2 is a block diagram showing functions of the ECUs 20, 22, 24, and 26. As shown in FIG. First, the function of the hybrid control ECU 24 will be described. The hybrid control ECU 24 includes drive / deceleration power request value calculation means 240, target engine power calculation means 242, engine command torque calculation means 244, and MG command torque calculation means 246.

  The drive / deceleration power request value calculation means 240 sequentially calculates the drive power request value Dp or the deceleration power request value Bp required by the vehicle 1. Which power request value Dp, Bp is calculated is determined by the accelerator opening and the brake pedaling force. When it can be determined from the accelerator opening and the brake pedaling force that the driver is requesting deceleration, the deceleration power requesting value Bp is calculated. When it is calculated and it can be determined that the driver requests acceleration or speed maintenance, a drive power request value Dp is calculated.

  When calculating the required drive power value Dp, first, the required drive torque is determined from the accelerator position indicated by the accelerator position signal Acc and the shift position indicated by the shift position signal Ps using the required drive torque determination map stored in advance. Set. Next, the rotational speed of the axle 15 is calculated based on the vehicle speed indicated by the vehicle speed signal SSp, and the drive power request value Dp is calculated by multiplying the rotation speed by the required drive torque.

  On the other hand, when calculating the deceleration power request value Bp, first, the brake depression force is determined from the brake signal Sb, or the accelerator return amount is determined from the accelerator opening indicated by the accelerator opening signal Acc. Then, using the brake depression force or accelerator return amount as the acceleration / deceleration operation amount, the required deceleration torque is set from the acceleration / deceleration operation amount and the shift position indicated by the shift position signal Ps using the previously stored required deceleration torque determination map To do. Next, the rotational speed of the axle 15 is calculated based on the vehicle speed indicated by the vehicle speed signal SSp, and the deceleration power request value Bp is calculated by multiplying the rotational speed by the required deceleration torque.

  The target engine power calculation means 242 calculates the target power of the engine 4 from the drive power request value Dp or the deceleration power request value Bp calculated by the drive / deceleration power request value calculation means 240 and the power transfer amount EPw with the power supply system. Is calculated.

  The power transfer amount EPw is the amount of power flowing through the power transfer line 18, and when the power supply system requires power, the power generated by the motor generator MG is supplied to the power supply system, while the assist travel is performed. In this case, electric power is supplied from the power supply system to motor generators MG1 and MG2.

  When the drive power request value Dp is calculated and power is supplied to the power supply system, the drive power of the drive power request value Dp is generated on the axle 15 by the power of the engine 4 and supplied to the power supply system. The drive power that can be generated by the motor generator MG with the torque required to generate electric power is the target power of the engine 4. When the drive power requirement value Dp is calculated and assist running is performed, the power assisted by the motor generator MG by the electric power from the battery 6 is subtracted from the drive power requirement value Dp in consideration of mechanical loss. The value becomes the target power of the engine 4. When the deceleration power request value Bp is calculated, the target power of the engine 4 becomes zero.

  The engine command torque calculation means 244 calculates the torque of the engine 4 necessary for the engine 4 to generate the target power calculated by the target engine power calculation means 242. Then, an engine torque command signal for instructing the output of the calculated torque is transmitted to the engine ECU 26.

  In the case of assist running, the MG command torque calculation means 246 is the difference between the drive power request value Dp calculated by the drive / deceleration power request value calculation means 240 and the target power of the engine 4 calculated by the target engine power calculation means 242. Based on the above, the power running torque that needs to be generated by the motor generator MG is calculated. When the vehicle 1 decelerates, that is, when the deceleration power request value Bp is calculated, the regenerative torque is calculated from the deceleration power request value Bp, the brake depression force, and the relationship shown in FIG. Then, an MG torque command signal for instructing the output of the calculated torque is transmitted to the MGECU 20.

  Next, functions of the engine ECU 26 will be described. The engine ECU 26 includes an engine rotation speed calculation unit 260 and a command torque execution unit 262. Engine rotation speed calculation means 260 sequentially calculates the rotation speed of engine 4 based on a signal from an engine rotation speed sensor (not shown).

  The command torque execution means 262 acquires the rotation speed and throttle opening of the engine 4 sequentially calculated by the engine rotation speed calculation means 260, and estimates the actual torque of the engine 4 by a known method. The engine 4 is controlled so that the torque becomes the torque indicated by the engine torque command signal transmitted from the hybrid control ECU 24.

  Next, functions of the MGECU 20 will be described. The MGECU 20 includes a rotation speed / torque calculation means 200 and a command torque execution means 202. Rotational speed / torque calculation means 200 calculates the rotational speed of motor generators MG1, 2 based on a signal from a known rotational speed detection sensor such as a resolver, and motor generator MG1 from the current flowing through motor generators MG1, 2 , 2 torque is calculated sequentially.

  The command torque execution means 202 is configured so that the torque of the motor generators MG1, 2 sequentially calculated by the rotation speed / torque calculation means 200 becomes the torque indicated by the MG torque command signal transmitted from the hybrid control ECU 24. , 2 is controlled.

  Next, the function of the battery ECU 22 will be described. The battery ECU 22 includes a storage state calculation unit 220 and a chargeable / dischargeable power calculation unit 222. The storage state calculation means 220 integrates the amount of electricity flowing through the power transfer line 18 (that is, the charge / discharge amount), and sequentially calculates the SOC of the battery 6 from the accumulated amount of electricity and the rated capacity of the battery 6.

  The chargeable / dischargeable power calculating means 222 is based on the SOC of the battery 6 and the rated capacity of the battery 6 sequentially calculated by the storage state calculating means 220, and the maximum amount of power that can be charged by the battery 6 and the maximum power that can be discharged. The amount is calculated sequentially. The maximum chargeable electric energy and the maximum dischargeable electric energy calculated here are transmitted to the hybrid control ECU 24 and used when calculating the target power of the engine 4 or the like.

  Next, the process which the calculating part 34 of the navigation part 30 performs is demonstrated. FIG. 3 is a diagram showing a main routine of processing executed by the calculation unit 34. The process shown in FIG. 3 is repeatedly executed at a predetermined cycle.

  First, in step S300, the current position of the vehicle 1 is acquired from the position detector 42. In subsequent step S302, the learning section information of the learning section closest to the current position among the learning sections located in the traveling direction of the vehicle 1 from the current position acquired in step S300 is extracted from the map storage unit 36. When the guide route to the destination is set, the destination side of the guide route is set to the traveling direction of the vehicle 1 on the guide route, and when the guide route is not set, the vehicle goes straight. The direction is the traveling direction.

  In the subsequent step S304, it is determined whether or not the collection rate Kr has been learned by determining whether or not the recovery rate Kr is included in the learning interval information in step S302. If this determination is negative, the process proceeds to step S306, and a recovery rate Kr learning routine (FIG. 4) is executed. After execution of step S306, the main routine shown in FIG. 3 is started again after a predetermined period.

  If the aforementioned step 304 is affirmative, the process proceeds to step S308. In step S308, the regeneration control method is selected to perform normal regeneration control or to perform regeneration control that improves the recovery rate Kr over past travel. This process will be described later in detail with reference to FIG. After executing step S308, the process proceeds to step S310. In step S310, the regeneration control on the side selected in step S308 is executed. The processing in step S310 will be described in detail later with reference to FIG. After executing step S310, the main routine shown in FIG. 3 is started again after a predetermined period.

  Next, a learning routine for the recovery rate Kr will be described with reference to FIG. The process of FIG. 4 starts when it is determined that the vehicle 1 has entered the learning section in which the learning section information is extracted in step S302 described above.

  First, in step S400, the deceleration power integrated value WBp and the regenerative power integrated value WKp are initialized. The deceleration power integrated value WBp is obtained by integrating the deceleration power request value Bp for each learning section. The regenerative power integration value WKp is an accumulation of the regenerative power execution value Kp for each learning section.

  In a succeeding step S402, it is determined whether or not the current position of the vehicle 1 is within the learning section. As described above, the process in FIG. 4 starts after the vehicle 1 enters the learning section. Therefore, the determination in step S402 is negative when the vehicle 1 travels all of the learning section. When step S402 becomes negative determination, step S414 mentioned later is performed.

  On the other hand, if step S402 is affirmative, the process proceeds to step S404. In step S404, it is determined whether or not the vehicle 1 is decelerating by determining whether or not the deceleration power requirement value Bp is calculated by the drive / deceleration power requirement value calculation means 240 of the hybrid control ECU 24. to decide. When the deceleration power request value Bp is calculated, step S404 is affirmative, and when the deceleration power request value Bp is not calculated, step S404 is negative.

  If the determination in step S404 is negative, the process returns to the determination in step S402 described above. On the other hand, if the determination in step S404 is affirmative, the process proceeds to step S406, and the deceleration power request value Bp is acquired from the hybrid control ECU 24. When the deceleration power request value Bp is calculated, the vehicle 1 is being decelerated based on the deceleration power request value Bp. Therefore, step S408 is executed to calculate the regenerative power effective value Kp. In calculating the regenerative power effective value Kp, the rotational speed and torque of the motor generators MG1, MG2 are acquired from the MGECU 20. Then, a regenerative power effective value Kp is calculated by further multiplying the product of the acquired rotational speed and torque by a predetermined coefficient.

  In subsequent step S410, a new deceleration power integrated value WBp is calculated by adding the deceleration power request value Bp acquired in the immediately preceding step S406 to the deceleration power integrated value WBp for the learning section in which the vehicle 1 is traveling. Further, in step S412, a new regenerative power integrated value WKp is calculated by adding the regenerative power effective value Kp calculated in the previous step S408 to the regenerative power integrated value WKp for the learning section in which the vehicle 1 is traveling. .

  After executing step S412, the process returns to step S402. Therefore, during traveling in the same learning section, the deceleration power request value Bp and the regenerative power effective value Kp are integrated. Then, when all the learning sections are traveled, a negative determination is made in step S402, and the process proceeds to step S414. Thus, the integration of the deceleration power request value Bp and the regenerative power effective value Kp ends.

  In step S414, the recovery rate Kr is calculated by dividing the regenerative power integrated value WKp calculated in the immediately preceding step S412 by the deceleration power integrated value WBp calculated in the immediately preceding step S410.

  In subsequent step S416, the recovery rate Kr calculated in step S414 and the latest deceleration power integrated value WBp are added and stored in the learning interval information of the learning interval in which the recovery rate Kr is calculated.

Next, the processing contents of the regeneration control method selection (S308 in FIG. 3) will be described in detail with reference to FIG. First, in step S500, the recovery rate Kr and the deceleration power integrated value WBp of the learning section in which the vehicle 1 travels next are read from the map storage unit 36. In subsequent step 502, it is determined whether or not the recovery rate Kr read in step S500 is lower than the threshold value TKh. This threshold value TKh is a value obtained by the following equation 1.
(Formula 1) TKh = Ls × α

  In the above equation 1, Ls is a target distribution ratio indicating a target value of a distribution ratio of the braking force to be generated by regeneration out of the total braking force generated corresponding to the deceleration power request value Bp. Here, as shown in FIG. 7, while the brake depression force is low, the distribution ratio of the regenerative braking force is high, and most of the total braking force is covered by the regenerative braking force. However, the regenerative braking force is constant in a range where the brake pedal force is greater than a predetermined pedal force P, and as a result, the regenerative braking force distribution ratio is low in a range where the brake pedal force is greater than the pedal force P. Therefore, in the present embodiment, the target distribution ratio Ls is the distribution ratio (= Kp / Tp) at the pedal effort P in FIG. The reason why the regenerative braking force has an upper limit is that there is an upper limit on the amount of electric power that can be received per unit time by battery 6, and there is also an upper limit on the regenerative braking force that can be regenerated by motor generator MG.

  In Equation 1, α is a correction coefficient. This correction coefficient α takes into account that deceleration energy cannot always be recovered by regeneration due to road conditions or the like, and is set in advance in the range of 0 <α ≦ 1 based on experiments. The correction coefficient α may be set to a different value for each learning section, or may be set to the same value regardless of the learning section. In the present embodiment, the threshold value TKh obtained by Ls × α is set as the target value (target recovery rate) of the recovery rate Kr.

  If the determination in step S502 is negative, the process proceeds to step S504, where normal regeneration control is selected as the regeneration control method. On the other hand, if the determination in step S502 is affirmative, the process proceeds to step S506, where notification for prompting a deceleration operation for improving the recovery rate Kr is performed, and regenerative control for improving the recovery rate Kr over past travel is performed. Select.

  The notification in step S506 is performed using the guide unit 40. As described above, the guide unit 40 is a display device or a voice output device, and performs notification using one or both of them. As a mode of performing notification on the display device, for example, there is a mode of coloring a corresponding learning section on a map displayed on the display device. In the case of this mode, notification may be performed before traveling in the learning section, or notification may be performed after entering the learning section. Further, while traveling in the learning section, the brake pedal force or the brake pedal stroke amount may be detected sequentially, and “stepping amount large”, “stepping amount appropriate”, and “stepping amount small” may be displayed accordingly. As a mode of performing the notification by the voice output device, for example, there is a mode of outputting a voice saying "Let this section be gentle braking" when entering the learning section or while traveling in the learning section. .

  After executing the process of step S504 or S506, the process proceeds to step S310 of FIG. 3 to execute the regeneration control.

  Next, the contents of the regeneration control execution process (S310 in FIG. 3) will be described in detail with reference to FIG. This process starts when the vehicle 1 enters the learning section in which the recovery rate Kr is read in step S500 in FIG.

  As shown in FIG. 6, first, in step S600, it is determined whether the notification is selected by executing step S506 of FIG. 6, or whether the normal regeneration control is selected by executing step S604. If this determination is affirmative, the process proceeds to step S602. If this determination is negative, the process proceeds to step S604.

  In step S602, normal regeneration control is executed. Here, the normal regenerative control means that when the deceleration power request value Bp is detected without performing the assist travel for the purpose of reducing the SOC of the battery 6 between the regenerative braking and the regenerative braking. In this control, regenerative braking is performed at a distribution ratio determined based on the power requirement value Bp.

  The normal regenerative control in step S602 ends once when the time during which regenerative braking is not performed continues for a predetermined time, and proceeds to step S606. In step S606, the current position of the vehicle 1 is acquired from the position detection unit 42, and the vehicle 1 is collected in step S500 of FIG. 5 from the acquired current position and the road map information stored in the map information storage unit 36. It is determined whether or not the travel in the learning section from which the rate Kr has been read is completed. If this determination is negative, the process returns to step S602, and normal regeneration control is executed. On the other hand, if step S606 is affirmative, the process in FIG. 6 is terminated.

If step S600 is affirmative, it is determined in step S604 whether or not the following equation 2 is satisfied.
(Formula 2) WBp × η> TBh

  In this equation 2, WBp is the deceleration power integrated value stored in the map storage unit 36 for the learning section, and η is the hydraulic pressure even when the deceleration power, which is the power, is converted into electric power or the weak brake pedaling force. This is a coefficient set in advance in consideration of the distribution ratio distributed for braking. Therefore, the left side of Equation 2 indicates the maximum amount of power that can be recovered in the travel when the deceleration power integrated value WBp is calculated, and this value is the maximum amount of power that can be recovered in the current travel (= Maximum recovered power).

The threshold value TBh on the right side of Equation 2 is expressed by Equation 3 below.
(Formula 3) TBh = (Su−Sn) × Sa
In Equation 3, Su is the upper limit SOC of the battery 6 and is a value stored in advance. Sn is the SOC of the battery 6 at the time when Step S604 is executed, and is obtained from the battery ECU 22. Sa is the total capacity of the battery 6, which is also a value stored in advance.

  Therefore, the threshold value TBh indicates the maximum acceptable power amount that can be accepted by the battery 6 at the present time, and the expression 2 is recovered when the vehicle travels this time in the learning section in which the deceleration power integrated value WBp is stored. This means that the maximum recoverable power amount that can be expected is compared with the maximum acceptable power amount that can be accepted by the battery 6 at the present time.

  If the inequality of Equation 2 is not established, Step S604 is negative. In this case, since it can be predicted that all the regenerated electric power can be stored in the battery 6 without the SOC of the battery 6 exceeding the upper limit even if the regeneration is performed as usual, the process proceeds to the above-described step S602 and the normal regeneration control is performed. Execute.

  On the other hand, if the inequality of Expression 2 is satisfied and the determination in step S604 is affirmative, the battery 6 cannot store all of the maximum recovered electric energy that can be recovered. In order to reduce the value to an appropriate value, step S608 and subsequent steps are executed.

In step S608, it is determined whether or not the current SOC is larger than the assist permission SOC. Here, the assist permission SOC is expressed by the following formula 4.
(Formula 4) Assist permission SOC = Su−β (WBp × η / Sa)
In Equation 4, (WBp × η / Sa) is an increase in the SOC predicted when the vehicle travels through the learning section while performing normal regeneration control. Further, β is a coefficient set in consideration of running variation, and is set in advance in a range of 0 <β ≦ 1. Therefore, it can be said that the assist permission SOC is an SOC that can be determined that all the electric power obtained by the regeneration can be stored in the battery 6 even when traveling in the learning section while performing the normal regeneration control. Note that, in the calculation of the assist permission SOC of Expression 4, WBp may be decreased according to the ratio of the already traveled learning section.

  Therefore, when the current SOC is lower than the assist permission SOC and the determination in step S608 is negative, the process proceeds to step S612 and normal regeneration control is executed. The content of step S612 is the same as that of step S602.

  On the other hand, when the determination in step S608 is affirmative, assist travel control is performed. In the assist travel control in step S608, when the deceleration power request value Bp is detected, regenerative braking is executed at a distribution ratio determined based on the deceleration power request value Bp, and when the deceleration power request value Bp is not detected. In this control, the assist running is performed for a preset time (or distance). After executing step S610, the process proceeds to step S614.

  After step S610 or step S612 is executed, it is determined in step S614 whether or not the vehicle 1 has finished traveling in the learning section in which the recovery rate Kr is read in step S500 of FIG. 5 in the same manner as in step S606. If this determination is negative, the process returns to step S608. If the determination is affirmative, the process in FIG. 6 is terminated.

  As described above, according to the present embodiment described above, when traveling in a learning section in which the recovery rate Kr is lower than the threshold value TKh indicating the target recovery rate in the past travel, a deceleration operation for improving the recovery rate Kr is urged. Notification is performed (S506). By the notification, the driver can expect a deceleration operation that improves the recovery rate Kr in the learning section. For this reason, it is expected that fuel efficiency is improved by improving the recovery rate Kr of deceleration energy and improving the recovery rate Kr.

  Further, whether or not to perform notification is determined based on the recovery rate Kr, and since the recovery rate Kr is learned by traveling, there is a section in which it is possible to determine whether or not notification is performed as the traveling is repeated. It will increase. That is, it is possible to determine whether or not to perform notification by learning the collection rate Kr by traveling even in a section that is not in the original map information. In this respect as well, the recovery rate Kr can be improved. In addition, since the notification is not performed in the learning section where the recovery rate Kr is equal to or greater than the threshold TKh, the troublesomeness caused by unnecessary notification is reduced.

  Further, in the present embodiment, since the battery 6 can accept the maximum recovered power amount (= TBh) that can be recovered in the learning section, the assist travel is performed and the SOC of the battery 6 is reduced. The situation in which the battery 6 cannot accept the generated power is reduced.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The following embodiment is also contained in the technical scope of this invention, and also the summary other than the following is also included. Various modifications can be made without departing from the scope.

  For example, when traveling in a learning section where the recovery rate Kr is not learned, an attempt was made to acquire the recovery rate Kr of the corresponding learning section from another vehicle, and if the recovery rate Kr was acquired, it was acquired from another vehicle The regeneration control method may be selected (S308) using the recovery rate Kr.

  Alternatively, the regeneration control method may be selected (S308) using the average value of the recovery rate Kr when traveling the same learning section a plurality of times. Further, even in the same vehicle 1, since the method of stepping on the brake differs depending on the driver, the recovery rate Kr may be calculated for each driver by identifying the driver.

  Further, the recovery rate Kr may be calculated by dividing the deceleration power integrated value WBp by the regenerative power integrated value WKp, contrary to the above-described embodiment. In this case, the inequality sign in step S502 is reversed.

  Moreover, although the vehicle 1 of the above-mentioned embodiment was a series-parallel type hybrid vehicle, the present invention can also be applied to other types (series type, parallel type) of hybrid vehicles. The present invention can also be applied to an electric vehicle.

  Further, the processing of FIG. 6 may be started before entering the learning section, and assist traveling may be performed before entering the learning section, and the SOC may be lowered to the assist permission SOC in advance.

1 is a diagram illustrating a main configuration of a hybrid vehicle 1. FIG. 2 is a block diagram showing functions of ECUs 20, 22, 24, and 26. FIG. It is a figure which shows the main routine of the process which the calculating part 34 of the navigation part 30 of FIG. 2 performs. It is a flowchart which shows in detail the content of step S306 (recovery rate Kr learning) of FIG. It is a flowchart which shows in detail the content of step S308 (selection of a regeneration control method) of FIG. It is a flowchart which shows the content of step S310 (execution of regeneration control) of FIG. 3 in detail. It is a figure which shows roughly the relationship between brake pedal force and braking force, and the distribution ratio of regenerative braking force and hydraulic braking force with respect to braking force.

Explanation of symbols

1: hybrid vehicle, 4: engine, 6: battery (power storage device), 8: first inverter, 10: second inverter, 12: planetary gear device, 13: reduction gear, 14: differential gear, 15: axle, 16 : Electric load, 18: Power transfer line, 19: In-system power supply line, 20: MGECU, 22: Battery ECU, 24: Hybrid control ECU, 26: Engine ECU, 28: Power detection unit, 30: Navigation unit, 32 : Travel measurement unit 34: Calculation unit 36: Map storage unit 40: Guide unit 42: Position detection unit

Claims (2)

A driving support device used in a vehicle including a regenerative mechanism that generates electric power by regenerative braking and a power storage device that stores electric power generated by the regenerative mechanism,
Deceleration power request value calculating means for sequentially calculating the deceleration power request value of the vehicle based on the acceleration / deceleration operation amount of the driver;
Regenerative power effective value calculating means for sequentially calculating a regenerative power effective value indicating power generated in the regenerative mechanism by regenerative braking;
Based on the deceleration power requirement value and the regenerative power effective value, recovery rate calculating means for calculating a recovery rate of deceleration energy for each predetermined learning section;
And a notifying means for notifying a driver of a deceleration operation for improving the recovery rate when traveling in a learning section in which the calculated recovery rate is lower than a preset target recovery rate. A driving assistance device characterized by the above. The driving support apparatus according to claim 1,
In addition to the regenerative mechanism and the power storage device, it is used for a vehicle including an internal combustion engine and a rotating electrical machine that rotates with electric power from the power storage device as a power generation source for driving a drive shaft of the vehicle,
A deceleration power integrated value calculating means for calculating a deceleration power integrated value of the learning section by integrating the deceleration power required value calculated by the deceleration power required value calculating means for each learning section;
Based on the deceleration power integrated value, the expected recovery power amount calculating means for calculating the maximum recovered power amount that can be recovered in the learning section;
Based on the storage capacity of the power storage device, comprising: an accepted power amount calculating means for calculating the maximum received power amount that can be received by the power storage device;
Comparing the maximum recovered power amount calculated by the expected recovery power amount calculating means and the maximum received power amount calculated by the accepted power amount calculating means, and when the maximum recovered power amount is larger, A driving support apparatus that performs traveling by driving the drive shaft using the rotating electric machine until the amount of electric power becomes equal to or greater than a maximum recovered electric energy.

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