JP2011000915A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To variably control drive ratios of an engine and a motor generator based on fuel price, an electricity rate during battery charging, and the like.SOLUTION: A drive ratio controlling means 14 controls to enhance a drive ratio of the engine 2 and the motor generator 3 so as to attain a larger economic effect according to: a unit distance fuel cost calculated by a fuel cost calculating means 12 based on amount of refueling, and a unit price thereof; and a unit distance electricity cost calculated by an electricity cost calculating means 13 based on a charge/discharge amount of a battery 30, and a unit price thereof. For example, the drive ratio controlling means 14 may control: to increase or decrease an EV traveling area where a vehicle 1 travels only with drive power of the motor generator 3; increase or decrease a cooperative traveling area of the engine 2 and the motor generator 3; or change the drive ratio of the engine 2 and the motor generator 3 in the cooperative traveling area.

Description

  The present invention relates to a vehicle control apparatus in a hybrid vehicle, and more particularly to a vehicle control apparatus that changes a drive ratio of an engine and a motor generator according to a fuel cost and a charging power cost.

  Conventionally, a vehicle equipped with a power train that uses a combination of two types of power sources, that is, a gasoline or diesel engine, which is an internal combustion engine, and an electric motor (electric motor) has been put into practical use. Such a power train is called a hybrid system. A so-called plug-in hybrid vehicle that can charge a battery that stores electric power for driving an electric motor from a commercial power source has also been put into practical use.

  In recent years, EV (single) traveling by an electric motor (hereinafter referred to as “motor generator”) is performed, or HV (hybrid, collaborative) traveling is performed such that the drive output of the engine is assisted by the motor generator as necessary. Thus, a hybrid vehicle that improves the fuel economy (fuel consumption) of the vehicle is known.

  In order to further improve fuel economy, the economic effect obtained by the power generation operation of the motor generator and the economic effect obtained by the electric operation of the motor generator are calculated in the same unit system. There is known a control apparatus for a hybrid vehicle that instructs a motor generator (see, for example, Patent Document 1).

  The control device for a hybrid vehicle disclosed in Patent Document 1 compares the economic effect obtained by driving the motor generator with the economic effect obtained by feeding power from an external power supply unit in the same unit system. It controls to give priority to the driving | operation with a large economical effect among electric power generation operation | movement and electric operation.

JP 2007-176270 A

  As described above, the hybrid vehicle control device disclosed in Patent Document 1 compares the power generation operation of the motor generator with the cost of the electric operation, the cost of the power generated by the motor generator, and the external power supply means. Compared with the power cost of power supply (when charging the battery as the power storage means), the operation is performed with great economic effect.

  However, the hybrid vehicle control device disclosed in Patent Document 1 does not take into account price fluctuations of gasoline (or light oil) that is the fuel of the vehicle. In order to further enhance the economic effect of the vehicle, the electricity price (economic effect) at the time of power supply from the outside is compared with the price at the time of replenishment of fuel to be replenished as appropriate and the price of stored fuel. It is necessary to reduce the total cost of the vehicle by controlling the ratio of the respective driving forces in the cooperative traveling between the motor and the motor generator.

  Further, when the fuel price of the vehicle suddenly changes, a certain method (for example, a navigation system mounted on the vehicle acquires VICS information including fuel price information while the vehicle is running, If the user (driver) knows that by means of wireless LAN, Bluetooth, Internet, or other communication means and obtains it via this communication means, if the fuel price rises Since then, there has been a desire to actively use the engine after that, when the motor generator has been actively used and the fuel price has plummeted.

  The present invention has been made in view of the above-described points, and the object thereof is based on the price of the fuel, the electricity charge at the time of battery charging, the cost at the time of power generation by the motor generator, and the like. An object of the present invention is to provide a vehicle control apparatus that can variably control the drive ratio (use ratio).

  In order to solve the above problems, a vehicle control apparatus according to the present invention is charged by an engine (2) that generates power using fuel, a fuel storage means (50) that stores fuel, and an external charging means (200). In a vehicle (1) including a possible battery (30) and a motor generator (3) that generates power by electric power supplied from the battery (30) and charges the battery (30) during regeneration, the engine (2 ) And the motor generator (3) control device (10) for controlling the operation of the motor generator (3), the travel distance of the vehicle (1) for each fuel supply to the fuel storage means (50), the battery ( 30) A travel distance calculating means (11) for calculating the travel distance of the vehicle (1) for every charging of electric power to the power, and a fuel replenishment amount and replenishment when refueling the fuel storage means (50) The unit price of fuel, the amount of fuel accumulated in the fuel storage means (50) during fuel replenishment and the accumulated fuel unit price, and the vehicle (1) for each fuel replenishment calculated by the travel distance calculating means (11) during fuel replenishment Fuel cost calculating means for calculating a unit distance fuel cost that is a unit price per unit distance of fuel accumulated in the vehicle (1) after refueling based on the travel distance of the engine and the contribution of driving of the engine (2) 12), the charge amount and charge power unit price when the battery (30) is charged by the external charging means (200), and the charge amount and stored power unit price of the power stored in the battery (30) during power charge And the travel distance of the vehicle (1) calculated by the travel distance calculation means (11) during power charging and the contribution of driving the motor generator (3), A power cost calculation means (13) for calculating a unit distance power cost which is a unit price per unit distance of the power stored in the battery (30) after the power charging, and an engine according to the unit distance fuel cost and the unit distance power cost. Drive ratio control means (14) for controlling the drive ratio of the engine (2) and the motor generator (3) with respect to the required drive force so as to increase the drive ratio having the greater economic effect of (2) and the motor generator (3). ).

  With this configuration, the drive ratio of the engine and the motor generator can be variably controlled based on the unit distance fuel cost and the unit distance power cost, thereby reducing the total cost when driving the vehicle. Can do. In particular, the price of fuel at the time of refueling and the electricity charge at the time of battery charging are fluctuating. Compare not only when refueling or when charging the battery, but also compare the unit distance fuel cost and unit distance power cost at any time. As a result, it is possible to preferentially use the one with the greater economic effect.

  In the vehicle control apparatus according to the present invention, the vehicle (1) is configured such that the first region (R1) from the start to the first travel distance (L1) is the EV independent travel using only the motor generator (3), The second region (R2) from the travel distance (L1) to the second travel distance (L2) is the cooperative travel in which the specific gravity of the motor generator (3) is high between the engine (2) and the motor generator (3). It is sufficient that the third region (R3) after the travel distance (L2) of 2 has a travel pattern in which the engine (2) and the motor generator (3) perform cooperative travel in which the specific gravity of the engine (2) is high. In this case, when the unit distance fuel cost calculated by the fuel cost calculation means (12) is higher than the unit distance power cost calculated by the power cost calculation means (13), the drive ratio control means (14) When the unit distance fuel cost is lower than the unit distance power cost, the first travel distance (L1) is controlled while increasing the travel distance (L1) of 1 and extending the first region (R1). It may be configured to control so as to reduce the first region (R1). Thus, based on the unit distance fuel cost and the unit distance power cost, the total cost for driving the vehicle is reduced by increasing or decreasing the EV running section that is performed only from the driving power of the motor generator from the start of the vehicle. Can be made.

  In the vehicle control apparatus of the present invention, instead of the above, in the second region (R2), when the vehicle speed (Nv) of the vehicle (1) exceeds a predetermined vehicle speed, the engine (2) is started to cooperate. The drive ratio control means (14) performs the active running, and the unit distance fuel cost calculated by the fuel cost calculation means (12) is higher than the unit distance power cost calculated by the power cost calculation means (13). In this case, the predetermined vehicle speed may be controlled to move to the high speed side, and if the unit distance fuel cost is lower than the unit distance power cost, the predetermined vehicle speed may be controlled to move to the low speed side. Alternatively, the drive ratio control means (14) may be configured such that the unit distance fuel cost calculated by the fuel cost calculation means (12) is higher than the unit distance power cost calculated by the power cost calculation means (13). Is controlled to increase the second travel distance (L2) and extend the second region (R2), and when the unit distance fuel cost is lower than the unit distance power cost, the second travel distance Control may be performed such that (L2) is reduced and the second region (R2) is shortened. As described above, in the cooperative running of the engine and the motor generator, the vehicle driving can also be performed by increasing / decreasing the section in which the driving force of the motor generator is main, or changing the driving ratio of the engine and the motor generator according to the vehicle speed. Total cost of time can be reduced.

  In the vehicle control apparatus of the present invention, the battery (30) is charged by the power of the engine (2) or the generated power generated using the regenerative brake, and the external power supplied from the external charging means (200). The control device (10) of the vehicle (1) may further include storage means (15) for storing the charge amount and charge unit price for the generated power, and the charge amount and charge unit price for external power. The electric power stored in the battery is either supplied by power generation during regeneration of the motor generator or charged from an external commercial power source. By distinguishing these electric powers and controlling the drive ratio of the engine and the motor generator, the total cost during vehicle operation can be further reduced.

  In the vehicle control apparatus of the present invention, two batteries may be provided, one battery may be a battery for driving the engine and regenerating the motor, and the other battery may be a charging battery for a plug-in hybrid. Thus, by providing two batteries, the enlargement of a battery can be suppressed and the restriction | limiting of the freedom degree of the layout of each part of a vehicle can be suppressed effectively. Therefore, an efficient layout can be selected for each part of the vehicle.

  In the vehicle control apparatus of the present invention, the determination unit (18) for determining whether or not the unit price of charging by the power generation of the motor generator (3) is higher than the unit price of charging by external power, and charging by power generation by the determination unit (18) When it is determined that the unit price is higher than the unit price of charging by external power, motor generator control means (20) for controlling the motor generator (3) so as to suppress the amount of charge of the battery (30) by the motor generator (3). And may be further provided. Thus, when the unit price of charging by external power is low, the total cost for driving the vehicle can be reduced by suppressing the charging of the battery by the power generation of the motor generator (power generation by the engine and power generation by the regenerative brake of the motor). Further reduction can be achieved.

  The vehicle control apparatus of the present invention further includes SOC detection means (17) for detecting the SOC of the battery (30), and the drive ratio control means (14) is a value of the SOC detected by the SOC detection means (17). If is greater than or equal to a predetermined value, it may be more actively controlled to increase the drive ratio of the motor generator (3). Since it is desirable that the SOC value exists within a predetermined region (about 50 to 70%), when the SOC value is larger than the predetermined region, such as immediately after charging the battery with external power, the motor is positively By increasing the drive ratio of the generator, it is possible to maintain the performance of the battery and to suppress the shortening of the battery life.

  The vehicle control apparatus according to the present invention further includes a fuel remaining amount detecting means (103) for detecting the remaining amount of fuel accumulated by the fuel accumulating means (50), and the drive ratio controlling means (14) includes the fuel remaining amount detecting means. When the remaining amount of fuel detected by the amount detection means (103) becomes equal to or less than a predetermined value, it may be controlled to increase the drive ratio of the motor generator (3) positively. The limp home mode only for EV traveling can be actively performed so that the remaining amount of fuel is reduced and the engine does not stall.

  In the vehicle control device of the present invention, the navigation system (60) for navigating the driving of the driver of the vehicle (1) and the external power supply point having the external charging means (200) whose charging power unit price is low are connected to the navigation system (60). And an external power supply point setting means (63) for setting the power supply point, and the drive ratio control means (14) for external charging at a low charge power unit price set by the vehicle (1) by the external power supply point setting means (63). When traveling toward an external power supply point having the means (200), it may be controlled to actively increase the drive ratio of the motor generator (3).

  In the vehicle control apparatus of the present invention, when a destination is set in the navigation system (60), when there is an external power point having an external charging means (200) with a low unit price of charging power on the way to the destination. Further includes travel distance comparison means (64) for causing the navigation system (60) to compare the travel distance of the detour route to the external power supply point with the travel distance of the optimum route, and the drive ratio control means (14) includes: Based on the comparison result of the travel distance comparison means (64), the unit distance fuel cost of the fuel calculated by the fuel cost calculation means (12) and the unit distance power cost of the power calculated by the power cost calculation means (13), If it is determined that it is more economical to charge the battery (30) at the external power point, charging of power at the external power point Such that the amount becomes the maximum, it suffices to positively enhance the driving ratio of the motor-generator (3).

  The vehicle control apparatus according to the present invention further includes reference unit price storage means (16) for storing a reference unit price of fuel and a reference unit price of charging power by the external charging means (200), and a supplied fuel unit price at the time of fuel supply. Alternatively, when the charging power unit price at the time of charging the battery (30) by the external charging unit (200) is unknown, the fuel cost calculation unit (12) or the power cost calculation unit (13) is stored in the reference unit price storage unit (16). The unit distance fuel cost or the unit distance power cost may be calculated using the stored fuel reference unit price or charging power reference unit price.

  In the vehicle control device of the present invention, when the unit price of replenished fuel at the time of refueling or the unit price of charging power at the time of charging the battery (30) by the external charging unit (200) is unknown, the fuel cost calculating unit (12) or The power cost calculation means (13) may acquire unit price information of fuel or charging power by the navigation system (60).

  In the vehicle control apparatus of the present invention, the navigation system (60) includes an input means (61) that enables data input from a user of the vehicle (1), and the unit price of replenished fuel or the external charging means at the time of fuel replenishment. When the unit price of charging power at the time of charging the battery (30) by (200) is unknown, the fuel cost calculating means (12) or the power cost calculating means (13) uses the input means (61) of the navigation system (60). The user may be prompted to input the unit price of replenishment fuel or the unit price of charging power. Instead, unit price information of fuel or charging power is obtained from an external device (which may be installed in a dealer or a gasoline station, or may be connected to the Internet) via the Internet, a wireless LAN, Bluetooth, or the like. It may be acquired automatically. Moreover, the unit price information of fuel or charging power may be input by the person in charge of the vehicle dealer via the input means.

  In the vehicle control apparatus of the present invention, the unit distance fuel cost of the fuel calculated by the fuel cost calculation means (12) and the unit distance power cost of the power calculated by the power cost calculation means (13) are displayed to the user. The display means (62) to perform may be further provided. Thereby, the control result of the vehicle control device of the present invention can be presented to the driver (user) of the vehicle.

  In the vehicle control apparatus of the present invention, the display means (62) is composed of a touch panel display, and the engine (2) and motor generator (3) for the required driving force controlled by the drive ratio control means (14). ) And a setting display area for changing and setting the drive ratio, and the user of the vehicle (1) may be able to change the drive ratio by touching the display.

  The reference numerals in the parentheses described above exemplify corresponding constituent elements in the embodiments described later for reference.

  According to the present invention, since the drive ratio of the engine and the motor generator can be variably controlled based on the unit distance fuel cost and the unit distance power cost, it is possible to reduce the total cost during vehicle operation. A control device can be provided.

1 is a schematic connection configuration diagram of a vehicle in an embodiment of the present invention. FIG. 2 is a skeleton diagram of the transmission shown in FIG. 1. It is a conceptual diagram which shows the engagement relationship of each shaft of the transmission shown in FIG. It is a conceptual diagram which shows the specific example of a plug-in hybrid system. It is a block diagram which shows the structure of the electronic control unit and navigation system in this embodiment. It is a graph which shows the relationship of the drive ratio of an engine and a motor generator with respect to the travel distance and vehicle speed from the time of a vehicle start. It is the graph which expanded the 2nd area | region of the graph of FIG. It is a flowchart which shows the unit distance fuel cost calculation process performed by the electronic control unit of FIG. It is a flowchart which shows the unit distance electric power cost calculation process performed by the electronic control unit of FIG. It is a flowchart which shows the drive ratio control process performed by the electronic control unit of FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a vehicle control apparatus of the present invention will be described in detail with reference to the accompanying drawings. The vehicle control device of the present invention is applied to a vehicle driven by battery power and fuel, such as a hybrid vehicle. For example, an electronic control unit (ECU: Electronic Control Unit) mounted on the vehicle to control the entire vehicle. Unit). In the following embodiments, the electronic control unit will be described as controlling an engine and controlling a transmission, a battery, and an electric motor.

  First, the configuration of the vehicle in the present embodiment will be described. FIG. 1 is a schematic connection configuration diagram of a vehicle according to an embodiment of the present invention. The vehicle 1 of the present embodiment is a so-called hybrid vehicle, and as shown in FIG. 1, an engine 2, a motor generator (MG) 3, motor generator control means 20 for controlling the motor generator 3, and a battery 30. A transmission 4, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels 7R and 7L. The rotational driving force of the engine 2 and the motor generator 3 is transmitted to the left and right drive wheels 7R, 7L via the transmission 4, the differential mechanism 5, and the drive shafts 6R, 6L.

  The vehicle 1 includes an engine 2, a motor generator 3, a transmission 4, a differential mechanism 5, a motor generator control means 20, and an electromagnetic control unit (ECU) 10 for controlling the battery 30. The control device of the present invention is mainly constituted by the electronic control unit 10. As will be described later, the electronic control unit 10 performs the required drive so as to increase the drive ratio of the engine 2 and the motor generator 3 that has the greater economic effect according to the calculated unit distance fuel cost and unit distance power cost. The drive ratio of the engine 2 and the motor generator 3 with respect to force is controlled.

  The electronic control unit 10 is not only configured as a single unit, but includes, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor generator 3 and the motor generator control means 20, and a battery. The ECU may be composed of a plurality of ECUs such as a battery ECU for controlling 30 and an ATECU for controlling the transmission 4.

  The engine 2 generates driving force for running the vehicle 1 by mixing the fuel accumulated in the fuel tank 50 with air and burning it. As will be described later, the electronic control unit 10 performs control so that the engine 2 is stopped and EV travel is performed only by the motor generator 3 from the start of the vehicle 1 to a predetermined travel distance (first travel distance L1). After this predetermined travel distance, both the engine 2 and the motor generator 3 are driven and controlled so as to perform their cooperative travel.

  The motor generator 3 generates a driving force for running the vehicle 1 using the electric energy of the battery 30 when the engine 2 and the motor generator 3 cooperate with each other or when the motor generator 3 alone performs EV running. In addition to functioning as a motor, the vehicle 1 functions as a generator that generates electric power by regeneration of the motor generator 3 when the vehicle 1 is decelerated. During regeneration of the motor generator 3, the battery 30 is charged with electric power (regenerative energy) generated by the motor generator 3. Further, the battery 30 is charged from the external charging means 200 via the charger 40 as described later (see FIG. 5).

  The fuel tank 50 stores fuel supplied from a fuel supply port (not shown) and supplies the stored fuel to the engine 2. The remaining amount of fuel in the fuel tank 50 is detected by a liquid amount detection sensor 103 as shown in FIG. 5, and the detected value is output to the ECU 10.

  In the present embodiment, the engine 2, the motor generator 3 and the like are only required to have a known configuration and are not a characteristic part of the present invention, and thus detailed description thereof will be omitted.

  Next, the configuration of the transmission 4 according to the present embodiment will be described. FIG. 2 is a skeleton diagram of the transmission 4 shown in FIG. FIG. 3 is a conceptual diagram showing the engagement relationship of the shafts of the transmission 4 shown in FIG. The transmission 4 shown in FIG. 1 is a parallel four-shaft transmission with five forward speeds and one reverse speed, and is a dry twin clutch transmission (DCT: dual clutch transmission).

  The transmission 4 includes an inner main shaft IMS connected to the motor generator 3 via a crankshaft of the engine 2 and a sun gear 71 of the planetary gear mechanism 70 (not shown), and an outer main shaft OMS that forms an outer cylinder of the inner main shaft IMS. And a secondary shaft SS and a secondary idle shaft SIS that are parallel to the inner main shaft IMS, and a counter shaft CS that is parallel to these shafts and forms an output shaft.

  As shown in FIGS. 2 and 3, these four shafts are such that the outer main shaft OMS is engaged with the secondary idle shaft SIS and the counter shaft CS, and the secondary shaft SS is engaged with the secondary idle shaft SIS and the counter shaft CS. The counter shaft CS is further arranged to engage with a differential mechanism 5 (not shown in FIG. 2).

  Further, the transmission 4 includes a first clutch C1 for odd-numbered stages and a second clutch C2 for even-numbered stages. The first and second clutches C1 and C2 are dry clutches. The first clutch C1 is connected to the inner main shaft IMS. The second clutch C2 is connected to the outer main shaft OMS, and is connected to the secondary idle shaft SIS via the reverse drive gear 49 and the reverse idle gear 48.

  On the outer main shaft OMS, a carrier 73 of a planetary gear mechanism 70, which is a first speed drive gear, a third speed drive gear 43, a fifth speed drive gear 45, and a reverse drive gear 49 are fixed in order from the left side in FIG. Arranged. A 3-5 speed synchromesh mechanism (selector mechanism) 82 is slidable in the axial direction between the 3rd speed drive gear 43 and the 5th speed drive gear 45 of the inner main shaft IMS.

  A reverse idle gear 48 is fixedly arranged on the secondary idle shaft SIS, and a reverse driven gear 46 is rotatably arranged. Further, a reverse synchromesh mechanism 81 is provided in the vicinity of the reverse driven gear 46 of the secondary idle shaft SIS so as to be slidable in the axial direction.

  On the secondary shaft SS, a second-speed driven gear 42 and a fourth-speed driven gear 44 are rotatably arranged in order from the left side in FIG. 2, and a reverse driven gear 52 is fixedly arranged. A 2-4 speed synchromesh mechanism 83 is provided between the 2nd speed driven gear 42 and the 4th speed driven gear 44 of the secondary shaft SS so as to be slidable in the axial direction.

  On the countershaft CS, a 2-3 speed driven gear 47, a 4-5 speed driven gear 51, and a final drive gear 53 are fixedly arranged in order from the left side in FIG. The final drive gear 53 meshes with a differential ring gear (not shown) of the differential mechanism 5 as shown in FIG.

  A one-way clutch 41 is provided so as to engage with the ring gear 75 and the planetary gear 72 of the planetary gear mechanism 70.

  When the synchromesh of the 2-4 speed synchromesh mechanism 83 is slid leftward, the 2nd speed driven gear 42 is coupled to the secondary shaft SS, and when slid rightward, the 4th speed driven gear 44 is coupled to the secondary shaft SS. . At this time, the transmission 4 is set to the second speed or the fourth speed by engaging the second clutch C2.

  When the synchromesh of the 3-5 speed synchromesh mechanism 82 is slid leftward, the 3rd speed drive gear 43 is coupled to the inner main shaft IMS, and when slid rightward, the 5th speed drive gear 45 is coupled to the inner main shaft IMS. Is done. At this time, the transmission 4 is set to the third speed or the fifth speed by engaging the first clutch.

  When the synchromesh of the reverse synchromesh mechanism 81 is slid to the left, the reverse driven gear 46 is coupled to the secondary idle shaft SIS. At this time, the transmission 4 is set to reverse (reverse) by engaging the second clutch C2.

  Here, a configuration of a plug-in hybrid vehicle to which the vehicle control device of the present invention is applied will be described. FIG. 4 is a conceptual diagram showing a specific example of the plug-in hybrid system. The vehicle 1 of this embodiment is a foot shaft type plug-in hybrid system including an engine 2 and a motor generator 3 as shown in FIG. However, the present invention is not limited to such a foot shaft type plug-in hybrid vehicle, and a motor Mot and a generator Gen are used instead of the motor generator 3 as shown in FIGS. They may be provided separately and connected to the engine 2 in series (series system) or in parallel (parallel system).

  As shown in FIG. 4B, the vehicle control apparatus of the present invention includes an engine, a transmission TM, a planetary gear mechanism PG, and a motor generator MG. The motor generator MG transmits the transmission via the planetary gear PG. It can also be applied to a power synthesis / split-type plug-in hybrid system connected to TM.

  In addition to the one-motor type hybrid system as shown in FIGS. 4 (a) and 4 (b), the vehicle control apparatus of the present invention is as shown in FIGS. 4 (c) to 4 (f). It can also be applied to a two-motor type hybrid system. The hybrid system shown in FIG. 4C is a series-type hybrid system that includes an engine, a generator Gen, a transmission TM, and a motor Mot, which are connected in series. The hybrid system shown in FIG. 4D further includes a planetary gear mechanism PG in addition to the configuration shown in FIG. 4C, and the motor Mot and the generator Gen are connected via the planetary gear mechanism PG. It is a hybrid system.

  The hybrid system shown in FIG. 4 (e) is a THS type hybrid system in which the transmission TM is removed from the configuration shown in FIG. 4 (d), and the hybrid system shown in FIG. 4 (f) is shown in FIG. In this configuration, the transmission TM is not arranged between the planetary gear mechanism PG and the engine, but the transmission TM is arranged between the planetary gear mechanism PG and the motor Mot.

  The two-motor type hybrid system can generally increase the ratio of the driving force from the motor or enable EV running for a long time compared to the one-motor type hybrid system. On the other hand, since the one-motor type hybrid system has only one motor, in order to efficiently obtain the effects of the present invention, the driving ratio of the engine and the motor generator MG is achieved during the cooperative running of the engine and the motor generator MG. Need to be actively controlled.

  In the one-motor type hybrid system shown in FIG. 4 (a) or FIG. 4 (b), the fuel supply to the engine is cut (fuel cut) when the motor generator MG is regenerated. There is no. In the vehicle control apparatus of the present embodiment, in this case, the MG control unit 20 may perform control so as to reduce the amount of electric path supplied from the battery 30 to the motor generator 3.

  Next, the configuration of the electronic control unit 10 and the navigation system 60 of this embodiment will be described. FIG. 5 is a block diagram showing the configuration of the electronic control unit 10 and the navigation system 60 in the present embodiment.

  The vehicle 1 of this embodiment includes a navigation system 60 for navigating the driving of the driver (user) of the vehicle 1 in addition to the configuration shown in FIG. The navigation system 60 includes input means 61, display means 62, external power point setting means 63, and travel distance comparison means 64.

  As shown in FIG. 5, the electronic control unit 10 of the present embodiment includes a travel distance calculation means 11, a fuel cost calculation means 12, a power cost calculation means 13, a drive ratio control means 14, and a storage means 15. A standard unit price storage unit 16, an SOC detection unit 17, and a determination unit 18.

  Further, the vehicle 1 includes a charging current / voltage sensor 101, a driving current / voltage sensor 102, a liquid amount detection sensor 103, and a vehicle speed sensor 104.

  The charging current / voltage sensor 101 is provided between the charger 40 and the battery 30 and detects a current I and a voltage V when the battery 30 is charged from the external charging unit 200 via the charger 40. The drive current / voltage sensor 102 is provided between the battery 30 and the motor generator control means 20. When electric power is supplied from the battery 30 to the motor generator 3 and when the motor generator 3 is regenerated, the battery from the motor generator 3 is supplied. Current I and voltage V when power is supplied to 30 are detected. The liquid amount detection sensor 103 detects the remaining amount of fuel (liquid amount) accumulated in the fuel tank 50. The vehicle speed sensor 104 detects the vehicle speed Nv of the vehicle 1.

  Note that the rotation speed of the main shaft (not shown) of the engine 2 or the output shaft of the motor generator 3 or the rotation of the counter shaft (not shown) in the transmission 4 is not provided without providing the vehicle speed sensor 104 for detecting the vehicle speed Nv exclusively. The vehicle speed Nv may be calculated from the number No. For example, the vehicle speed Nv can be detected (calculated) based on a relational expression such as “Nv = Ni × speed ratio × tire circumference” or “Nv = No × tire circumference”.

  The current value I and the voltage value V detected by the charging current / voltage sensor 101 are output to the power cost calculation means 13 and the determination means 18 of the electronic control unit 10. The current value I and voltage value V detected by the drive current / voltage sensor 102 are output to the SOC detection means 17 and the determination means 18 of the electronic control unit 10. The remaining amount of fuel detected by the liquid amount detection sensor 103 is output to the fuel cost calculation means 12 of the electronic control unit 10.

  The travel distance calculation means 11 calculates the travel distance of the vehicle 1 every time fuel is supplied to the fuel tank 50 via a fuel supply port (not shown). Further, the travel distance calculating means 11 calculates the travel distance of the vehicle 1 every time the battery 30 is charged with electric power from the external charging means 200. Note that the travel distance calculation means 11 is a travel distance during EV travel (travel of only the motor generator 3) from the start of the vehicle 1 to the first travel distance L1, or cooperative travel between the engine 2 and the motor generator 3. The mileage inside is also calculated. The travel distance of the vehicle 1 for each refueling is output to the fuel cost calculation means 12, and the travel distance of the vehicle 1 for each battery charge is output to the power cost calculation means 13.

  The fuel cost calculation means 12 includes a fuel replenishment amount and a replenishment fuel unit price at the time of fuel replenishment to the fuel tank 50, a fuel accumulation amount and a stored fuel unit price accumulated in the fuel tank 50 at the time of fuel replenishment, and fuel replenishment. The unit price per unit distance of the fuel accumulated in the vehicle 1 after refueling based on the travel distance of the vehicle 1 and the contribution of driving of the engine 2 for each refueling calculated by the travel distance calculating means 11 sometimes. Calculate unit distance fuel cost. The calculated unit distance fuel cost is output to the storage means 15 and temporarily stored.

  It should be noted that the fuel replenishment amount and the replenishment fuel unit price at the time of refueling may be input (stored) to the storage unit 15 or the reference unit price storage unit 16 by the driver via the input unit 61 of the navigation system 60. You may acquire from the transmission means of a gasoline station via wireless LAN, Bluetooth, etc. The fuel unit price may be input as a reference unit price by the person in charge of the vehicle dealer via the input unit 61 and stored in the reference unit price storage unit 16 of the electronic control unit 10.

  The contribution of driving of the engine 2 for each refueling is, for example, a driving force output from the engine 2 and a driving force output from the motor generator 3 from the previous fuel replenishment to the current fuel replenishment. Based on this, the ratio of traveling (distance) by only driving the engine 2 is shown. This contribution may be calculated by the fuel cost calculation means 12, for example.

  Accumulated fuel unit price is calculated based on the unit price of fuel accumulated before the last fuel replenishment, the remaining amount of fuel, the amount of fuel replenished last time, and the unit price of fuel at the time of replenishment. The value is calculated by the means 12 and stored in the storage means 15. When calculating the unit distance fuel cost, the fuel cost calculation means 12 reads out this accumulated fuel unit price from the storage means 15 and uses it for this calculation.

  The power cost calculation unit 13 includes a charge amount and a charge power unit price when the battery 30 is charged by the external charging unit 200, a storage amount and a stored power unit price of the power stored in the battery 30 during the power charge, The unit price per unit distance of the electric power stored in the battery 30 after the electric power is charged based on the driving distance of the vehicle 1 and the contribution of driving the motor generator 3 for each electric power charge calculated by the mileage calculating means 11 at the time of charging. The unit distance power cost is calculated. The calculated unit distance power cost is output to the storage means 15 and temporarily stored.

  Note that the amount of charge and the unit price of charging power when the battery 30 is charged may be input (stored) into the storage unit 15 or the reference unit price storage unit 16 by the driver via the input unit 61 of the navigation system 60. It may be obtained from an electric power company or the like by connecting to a network such as the Internet.

  The contribution of driving the motor generator 3 for each power charge to the battery 30 is, for example, the driving force output from the engine 2 and the output from the motor generator 3 from the previous charging time of the battery 30 to the current charging time. Based on the generated driving force, the ratio of traveling (distance) only by driving the motor generator 3 is shown. This contribution may be calculated by the power cost calculation means 13, for example.

  The unit price of stored power is the unit price of power stored in the battery 30 before charging the battery 30 by the previous external charging means 200, the remaining amount (SOC) of the battery 30, the amount of charge at the previous charge, This value is calculated by the power cost calculation means 13 based on the unit charge electric power price (electricity charge) at the time of charging and stored in the storage means 15. At the time of calculating the unit distance power cost, the power cost calculation means 13 reads out this stored power unit price from the storage means 15 and uses it for this calculation. Note that the power cost calculation means 13 also generates electric power generated by the motor generator 3 and charged into the battery 30 in response to fuel consumption by the engine 2 for charging the battery 30 during regeneration of the motor generator 3. The stored power unit price may be corrected in consideration of the unit price.

  The unit distance fuel cost and the unit distance power cost are values expressed in the same unit system (dimension), and in this embodiment, a fee required to travel a distance of 1 km, that is, yen / km. Expressed in units. For comparison by the drive ratio control means 14, the same unit system is required, but in the calculation stage, the unit of unit distance fuel cost is L / km, the unit of unit distance power cost is AV / km, etc. It is good. In the present embodiment, the output unit system of the engine 2 or the motor generator 3 may be set to the same unit system with kW / km.

  The drive ratio control means 14 is an economic effect of the engine 2 and the motor generator 3 according to the unit distance fuel cost calculated by the fuel cost calculation means 12 and the unit distance power cost calculated by the power cost calculation means 13. The drive ratio of the engine 2 and the motor generator 3 with respect to the required drive force is controlled so as to increase the drive ratio with the larger.

  For example, when the unit distance fuel cost calculated by the fuel cost calculation unit 12 is higher than the unit distance power cost calculated by the power cost calculation unit 13, the drive ratio control unit 14 determines whether the engine 2 and the motor generator 3 During cooperative traveling, control may be performed so as to increase the specific gravity of the driving force from the motor generator 3. Further, when the unit distance fuel cost calculated by the fuel cost calculation unit 12 is lower than the unit distance power cost calculated by the power cost calculation unit 13, the drive ratio control unit 14 determines whether the engine 2 and the motor generator 3 During cooperative traveling, control may be performed so as to increase the specific gravity of the driving force from the engine 2.

  Here, the relationship between the driving ratio of the engine 2 and the motor generator 3 with respect to the travel distance and vehicle speed from the start of the vehicle 1 (for example, when the ignition is ON) will be described. FIG. 6 is a graph showing the relationship of the drive ratio between the engine 2 and the motor generator 3 with respect to the travel distance L and the vehicle speed Nv from the start of the vehicle 1. FIG. 7 is a graph of a modification in which the portion of the second region of the graph of FIG. 6 is enlarged.

  As shown in FIG. 6, corresponding to the control of the drive ratio of the engine 2 and motor generator 3 of the drive ratio control means 14, the travel distance of the vehicle 1 is from the start of the vehicle 1 to the first travel distance L1. It is divided into a first region R1, a second region R2 from the first travel distance L1 to the second travel distance L2, and a third region R3 after the second travel distance L2. For example, 10 miles (≈16 km) may be used as the first travel distance L1, and 60 miles (≈96 km) may be used as the second travel distance L2.

  The drive ratio control means 14 controls the vehicle 1 to travel only with the driving force of the motor generator 3 in the first region R1 (that is, EV traveling alone), and the driving force of the motor generator 3 in the second region R2. In the third region R3, the engine 2 is driven in such a way that the vehicle 1 is controlled to compensate for the insufficient region with the driving force of the engine 2 (ie, the cooperative traveling or the blended traveling in which the ratio of the motor generator 3 is high). A region where power is insufficient is compensated with the driving force of the motor generator 3 so that the vehicle 1 travels (that is, cooperative traveling or blended traveling in which the ratio of the engine 2 is high). The drive ratio control means 14 has such a running pattern as a reference.

  Here, when the unit distance fuel cost calculated by the fuel cost calculation unit 12 is higher than the unit distance power cost calculated by the power cost calculation unit 13, the drive ratio control unit 14 determines the first in the travel pattern of FIG. It may be controlled to increase the first travel distance L1 and extend the first region R1. On the other hand, when the unit distance fuel cost is lower than the unit distance power cost, the drive ratio control means 14 shortens the first region R1 by reducing the first travel distance L1 in the travel pattern of FIG. Control is sufficient. In this way, by increasing or decreasing the EV travel section based only on the driving force of the motor generator 3 performed from the start of the vehicle 1 based on the unit distance fuel cost and the unit distance power cost, Total cost can be reduced.

The drive ratio control means 14, as shown in FIG. 7, in the second region R2 of the travel pattern, together restarting the engine 2 when the vehicle speed Nv of the vehicle 1 exceeds a predetermined vehicle speed V ₀ You may control to perform working traveling. Fast this case, the drive ratio control means 14, when the unit distance fuel cost calculated by the fuel cost calculation means 12 is higher than the unit distance power costs calculated by the power cost calculation means 13, a predetermined vehicle speed V ₀ So that the predetermined vehicle speed V ₀ is increased, and when the unit distance fuel cost is lower than the unit distance power cost, the predetermined vehicle speed V ₀ is moved to the low speed side. Control is sufficient.

  Furthermore, when the unit distance fuel cost calculated by the fuel cost calculation unit 12 is higher than the unit distance power cost calculated by the power cost calculation unit 13, the drive ratio control unit 14 determines the second in the travel pattern of FIG. It may be controlled to increase the travel distance L2 and extend the second region R2. On the other hand, when the unit distance fuel cost is lower than the unit distance power cost, the drive ratio control unit 14 reduces the second travel distance L2 in the travel pattern of FIG. 6 to shorten the second region R2. Control is sufficient.

  As described above, in the cooperative traveling of the engine 2 and the motor generator 3, the section in which the driving force of the motor generator 3 is main, that is, the second region R2 is increased or decreased, or the engine 2 and the motor generator 3 according to the vehicle speed Nv. The total cost during driving of the vehicle 1 can also be reduced by changing the drive ratio.

  Further, the drive ratio control means 14 may perform control so as to positively increase the drive ratio of the motor generator 3 when the remaining amount of fuel detected by the liquid amount detection sensor 103 becomes a predetermined value or less. . Thus, stalling of the engine 2 due to fuel shortage (so-called gas shortage) of the vehicle 1 is prevented, and the limp home mode only for EV travel is actively performed, so that the vehicle 1 can travel to the gas station. .

  The storage unit 15 stores the unit distance fuel cost calculated by the fuel cost calculation unit 12 and the unit distance power cost calculated by the power cost calculation unit 13 as described above.

  In addition, the storage unit 15 charges the battery 30 from the external charging unit 200 via the charger 40 and the charge amount and the charging unit price for the generated power generated by the motor generator 3 using the power of the engine 2 or the regenerative brake. The amount of charge and the unit price for external power are stored. The electric power stored in the battery 30 may be supplied by power generation during regeneration of the motor generator 3 or may be charged from the external charging means 200 (commercial power source) via the charger 40. By distinguishing these electric powers and controlling the drive ratio of the engine 2 and the motor generator 3, the total cost during operation of the vehicle 1 can be further reduced.

  Further, the storage means 15 may store the travel distance for each fuel supply calculated by the travel distance calculation means 11 and the travel distance for each battery charge, which are calculated by the fuel cost calculation means 12 and the power cost calculation means 13. Further, the contribution of driving of the engine 2 and the motor generator 3 may be stored.

  The reference unit price storage unit 16 stores a reference unit price of fuel and a reference unit price of electric power charged by the external charging unit 200. The reference unit price storage means 16 is the unit price of fuel input by the driver in advance via the input means 61 of the navigation system 60, the unit price of fuel supplied when refueling, the unit price information of fuel obtained from a network such as the Internet, etc. May be stored as the reference unit price of fuel. The reference unit price storage means 16 is a unit price of power consumption input in advance by the driver via the input means 61 of the navigation system 60, a unit price of charging power obtained when the battery 30 is charged, and a consumption obtained from a network such as the Internet. What is necessary is just to memorize | store the unit price of electric power etc. as a reference unit price of charging electric power.

  Here, when the fuel supply unit price at the time of fuel supply is unknown, the fuel cost calculation means 12 uses the fuel reference unit price stored in the reference unit price storage means 16 or by the navigation system 60 or the Internet. Unit unit fuel cost may be calculated by obtaining unit price information of fuel. Further, when the unit price information of the fuel cannot be acquired from the reference unit price storage unit 16, the navigation system 60, the Internet, or the like, the fuel cost calculation unit 12 sets the supplementary fuel unit price via the input unit 61 of the navigation system 60. You may ask the user for input.

  When the charging power unit price at the time of charging the battery 30 by the external charging unit 200 is unknown, the power cost calculation unit 13 uses the charging power reference unit price stored in the reference unit price storage unit 16 or navigation. The unit distance power cost may be calculated by acquiring unit price information of charging power from the system 60 or the Internet. Further, when the unit price information of the charging power cannot be acquired from the reference unit price storage unit 16, the navigation system 60, the Internet, or the like, the power cost calculation unit 13 uses the input unit 61 of the navigation system 60 to charge the charging power unit price. May be requested from the user.

  The SOC detection means 17 detects the SOC of the battery 30 based on the current I (current integrated amount) and the voltage V of the battery 30 detected by the drive current / voltage sensor 102. Here, when the SOC value of the battery 30 detected by the SOC detection means 17 is equal to or greater than a predetermined value, the drive ratio control means 14 is controlled to increase the drive ratio of the motor generator 3 more actively. That's fine. Since the SOC value of the battery 30 is desirably within a predetermined region (about 50 to 70%), the SOC value immediately after the battery 30 is charged by the external charging means 200 is larger than the predetermined region. By actively increasing the drive ratio of the motor generator 3, the performance of the battery 30 can be maintained, and the life of the battery 30 can be prevented from being shortened.

  Based on the current I and voltage V to the battery 30 detected by the charging current / voltage sensor 101 and the current I and voltage V of the battery 30 detected by the drive current / voltage sensor 102, the determining means 18 It is determined whether or not the charging unit price by the power generation of the motor generator 3 is higher than the charging unit price by the external power.

  Then, when the determination unit 18 determines that the unit price of charging by power generation is higher than the unit price of charging by external power, the drive ratio control unit 14 passes the motor generator control unit 20 to the battery 30 by the motor generator 3. The motor generator 3 is controlled so as to suppress the charge amount. Thereby, when the charging unit price by external charging means 200 is low, the total cost during driving of vehicle 1 can be further reduced by suppressing charging of battery 30 due to regeneration of motor generator 3.

  The input means 61 of the navigation system 60 enables data input from the driver (user) of the vehicle 1. In the present embodiment, data is input to each part of the electronic control unit 10 via the input means 61, but dedicated input means may be provided in each part of the electronic control unit 10.

  The display means 62 displays a map centered on the current position of the vehicle 1 according to the operation of the navigation system 60, and when a route search is performed, highlights the searched route on the map. indicate.

  The display unit 62 displays the unit distance fuel cost of the fuel calculated by the fuel cost calculation unit 12 and the unit distance power cost of the power calculated by the power cost calculation unit 13 to the user. As a result, the control result of the control device (electronic control unit 10) of the vehicle 1 of the present embodiment can be presented to the driver of the vehicle 1, so that the driver can replenish fuel and charge the battery 30 as necessary. Can be encouraged.

  Here, in the present embodiment, the display unit 62 is configured by a touch panel display, although not shown. The display area of the display means 62 is provided with a setting display area for changing and setting the drive ratio of the engine 2 and the motor generator 3 to the required driving force controlled by the drive ratio control means 14. The user of the vehicle 1 can change the drive ratio of the engine 2 and the motor generator 3 by touching the setting display area on the display of the display means 62.

  In the present embodiment, the control status of the electronic control unit 10 is displayed via the display means 62 and presented to the user of the vehicle 1. However, the vehicle control device (electronic control unit) of the present invention is not limited to this. A dedicated display means may be separately provided in 10).

  The external power supply point setting means 63 is for setting an external power supply point including the external charging means 200 having a low charge power unit price in the navigation system 60 via the input means 61.

  In the case where an external power supply point including the external charging means 200 having a low charge power unit price is set by the external power supply point setting means 63, the vehicle 1 is changed to an external power supply point including the external charge means 200 having a low charge power unit price. When traveling toward the vehicle, the drive ratio control means 14 may perform control so as to positively increase the drive ratio of the motor generator 3. As a result, the SOC of the battery 30 can be lowered, and the battery 30 can be efficiently charged at such an external power supply point with a low charge power unit price.

  When the destination is set in the navigation system 60 by the user via the input means 61, the low charging power set by the external power point setting means 63 as described above is on the way to the destination where the vehicle 1 is set. When there is an external power supply point provided with the unit price external charging means 200, the travel distance comparison means 64 is determined by the travel distance of the detour route when stopping at this external power supply point on the way to the destination and the route search. Compare the mileage of the optimal route. The comparison result by the travel distance comparison unit 64 is output to the drive ratio control unit 14 of the electronic control unit 10.

  In this case, the drive ratio control means 14 compares the result of the travel distance comparison means 64, the unit distance fuel cost of the fuel calculated by the fuel cost calculation means 12, and the unit distance power cost of the power calculated by the power cost calculation means 13. If it is determined that it is economically advantageous to charge the battery 30 by the external charging means 200 at the external power point, the vehicle 1 is connected to the battery 30 when the vehicle 1 arrives at the external power point. What is necessary is just to control so that the drive ratio of the motor generator 3 may be positively raised so that the amount of charge may become the maximum.

When the drive ratio control unit 14 performs control to increase the drive ratio of the motor generator 3, for example, the motor generator control unit 20 suppresses charging of the battery 30 due to the regenerative brake of the motor generator 3, or the drive ratio control unit 14. it is or to shrink the first and second running distance L1, L2 shown in FIG. 6 may be controlled or to lower the predetermined speed V ₀ shown in FIG.

  Next, the operation of the vehicle control apparatus of this embodiment will be described. FIG. 8 is a flowchart showing a unit distance fuel cost calculation process executed by the electronic control unit 10 shown in FIG. FIG. 9 is a flowchart showing a unit distance power cost calculation process executed by the electronic control unit 10 shown in FIG. FIG. 10 is a flowchart showing a drive ratio control process executed by the electronic control unit 10 shown in FIG.

  First, the unit distance fuel cost calculation process executed by the electronic control unit 10 will be described. The electronic control unit 10 determines whether or not fuel supply to the vehicle 1 has started based on the opening / closing information of the fuel supply port door and the input from the driver via the input means 61 (step S101). If it is determined that refueling has not started, the electronic control unit 10 ends the unit distance fuel cost calculation process as it is.

  When it is determined that refueling has started, the travel distance calculating means 11 calculates the travel distance from the previous fuel replenishment to the current fuel replenishment, and the fuel cost calculating means 12 calculates the calculated travel distance. Obtain (step S102). Further, the fuel cost calculation means 12 calculates the contribution of driving the engine 2 based on the ratio of the distance traveled by driving the engine 2 with respect to the acquired travel distance (step S103).

  The fuel cost calculation unit 12 acquires the amount of fuel accumulated (remaining amount) in the fuel tank 50 at the start of fuel supply detected by the liquid amount detection sensor 103 (step S104). The remaining amount of fuel may be used as a value obtained by subtracting the current fuel supply amount from the fuel accumulation amount in the fuel tank 50 after the fuel supply.

  Further, the fuel cost calculation unit 12 acquires the unit price of the fuel accumulated in the fuel tank 50 from the storage unit 15 (step S105). The accumulated fuel unit price is data calculated by the fuel cost calculation unit 12 at the time of the previous fuel replenishment and stored in the storage unit 15 as described above.

  When the various data of steps S102 to S105 are acquired and the preparation for calculating the unit distance fuel cost is completed, the electronic control unit 10 determines whether or not the fuel supply has been completed (step S106). Then, the process flow waits in this step S106 until it is determined that the fuel supply has been completed. Note that the processing in steps S102 to S105 may be executed after the end of fuel supply.

  If it is determined that the fuel supply has been completed, the fuel cost calculation means 12 acquires the amount of fuel supplied by the current fuel supply and the unit price of fuel (step S107). Here, the fuel cost calculation means 12 may instruct the driver to input the fuel replenishment amount and the fuel unit price via the input means 61 of the navigation system 60. Moreover, the fuel cost calculation means 12 may acquire such information via a wireless LAN, Bluetooth, etc. from the transmission means of a gasoline station, for example.

  If the accumulated fuel unit price in step S105 and the supplementary fuel unit price in step S107 are not stored or not known in the storage unit 15, the fuel cost calculation unit 12 stores the fuel stored in the reference unit price storage unit 16. May be obtained and used to calculate the unit distance fuel cost.

  Next, the fuel cost calculation means 12 calculates a unit distance fuel cost that is a unit price per unit distance of fuel accumulated in the vehicle 1 after refueling based on various data acquired or calculated in steps S102 to S105 and S107. (Step S108), the calculated unit distance fuel cost is stored in the storage means 15 (Step S109), and the unit distance fuel cost calculation process is terminated.

  Next, a unit distance power cost calculation process executed by the electronic control unit 10 will be described. The electronic control unit 10 determines whether or not charging of the battery 30 from the external charging means 200 is started based on the current I and voltage V for charging the battery 30 detected by the charging current / voltage sensor 101. Judgment is made (step S201). If it is determined that charging of the battery 30 has not been started, the electronic control unit 10 ends the unit distance power cost calculation process as it is.

  When it is determined that charging of the battery 30 has started, the travel distance calculation means 11 calculates the travel distance from the previous charging time of the battery 30 to the current charging time of the battery 30, and the power cost calculation means 13. Acquires the calculated travel distance (step S202). The power cost calculation means 13 calculates the contribution of driving the motor generator 3 based on the ratio of the distance traveled by driving the motor generator 3 with respect to the acquired travel distance (step S203).

  The power cost calculation means 13 is based on the current I and voltage V to the battery 30 detected by the charging current / voltage sensor 101 and the current I and voltage V of the battery 30 detected by the drive current / voltage sensor 102. Then, the storage amount (remaining capacity) of the battery 30 at the start of charging of the battery 30 is acquired (step S204). Note that the remaining capacity of the battery 30 may be used as a value obtained by subtracting the current charge amount from the stored amount of the battery 30 after the battery 30 is charged by the external charging unit 200.

  In addition, the power cost calculation unit 13 acquires the stored power unit price stored in the battery 30 from the storage unit 15 (step S205). The stored power unit price is data calculated by the power cost calculation unit 13 when the battery 30 was charged last time and stored in the storage unit 15 as described above. Note that the power cost calculation means 13 may calculate the stored power unit price in consideration of the power unit price for charging the battery 30 during regeneration of the motor generator 3.

  When the various data of Steps S202 to S205 are acquired and the preparation for calculating the unit distance power cost is completed, the electronic control unit 10 determines whether or not the charging of the battery 30 is completed (Step S206). Then, the process flow waits in this step S206 until it is determined that the charging of the battery 30 has been completed. Note that the processes of steps S202 to S205 may be executed after the charging of the battery 30 is completed.

  When it is determined that the charging of the battery 30 by the external charging unit 200 has been completed, the power cost calculating unit 13 acquires the amount of charging due to the current charging of the battery 30 and the charging power unit price (electricity charge) at that time (step S207). ). Here, the power cost calculation means 13 may instruct the driver to input the electricity bill at this time via the input means 61 of the navigation system 60. In addition, the power cost calculation unit 13 may acquire an electricity bill for charging the battery 30 from an electric power company or the like by connecting to a network such as the Internet.

  If the stored power unit price in step S205 and the charging power unit price in step S207 are not stored or not known in the storage unit 15, the power cost calculation unit 13 stores the charging unit stored in the reference unit price storage unit 16. A reference unit price of power may be acquired and used for calculation of unit distance power cost.

  Next, the power cost calculation means 13 is a unit price per unit distance of the power stored in the battery 30 after the battery 30 is charged by the external charging means 200 based on the various data acquired or calculated in steps S202 to S205 and S207. A certain unit distance power cost is calculated (step S208), the calculated unit distance power cost is stored in the storage means 15 (step S209), and this unit distance power cost calculation process is terminated.

  Next, the drive ratio control process executed by the electronic control unit 10 will be described. The electronic control unit 10 executes drive ratio control processing at a predetermined timing. This drive ratio control process is executed, for example, every 10 milliseconds, and controls the drive ratios of the engine 2 and the motor generator 3 as necessary.

  The drive ratio control unit 14 first acquires the unit distance fuel cost calculated by the fuel cost calculation unit 12 (step S301), and also acquires the unit distance power cost calculated by the power cost calculation unit 13 (step S302). ).

  Then, the drive ratio control unit 14 determines whether or not the unit distance fuel cost is higher than the unit distance power cost (step S303). When it is determined that the unit distance fuel cost is higher than the unit distance power cost, the process flow proceeds to step S304, and when it is determined that the unit distance fuel cost is lower than the unit distance power cost, the process flow is The process proceeds to step S308.

  When it is determined that the unit distance fuel cost is higher than the unit distance power cost, the drive ratio control unit 14 determines that the travel distance from the start of the vehicle 1 calculated by the travel distance calculation unit 11 is the first travel distance. It is determined whether it is shorter than L1 (step S304). When it is determined that the travel distance is shorter than the first travel distance L1, the drive ratio control unit 14 increases the first travel distance so as to increase the first region R1 according to the cost difference. L1 is extended (step S305), and this drive ratio control process is terminated. As a result, by increasing the EV travel region that travels only by the motor generator 3, the driving of the engine 2 that consumes higher-cost fuel can be suppressed, and the total cost of the vehicle 1 can be reduced.

  On the other hand, when it is determined that the travel distance is equal to or greater than the first travel distance L1, the drive ratio control means 14 subsequently determines whether the travel distance is shorter than the second travel distance L2. (Step S306). When it is determined that the travel distance is equal to or greater than the second travel distance L2, the drive ratio control means 14 does not change the drive ratios of the engine 2 and the motor generator 3 and changes these drive ratios by normal control. Is set, and this drive ratio control process is terminated. In this case, the unit distance fuel cost is high. However, as shown in FIG. 6, the vehicle 1 is mainly driven by the engine 2 after the second travel distance L2, and thus the total cost of the vehicle 1 is further reduced. It is difficult to let For this reason, when the vehicle 1 has traveled more than the second travel distance L2 from the start, no processing is required in this drive ratio control process.

Further, when it is determined that the travel distance is shorter than the second travel distance L2, the drive ratio control means 14 determines the engine in the second region R2 according to the cost difference as shown in FIG. to reduce the second driving region, or to control the vehicle speed V ₀ as the threshold value to move the high-speed side, or, as shown in FIG. 6, to increase the second region R2, the second The travel distance L2 is extended (step S307), and this drive ratio control process is terminated.

  Even when it is determined that the unit distance fuel cost is equal to or less than the unit distance power cost, the drive ratio control unit 14 determines that the travel distance from the start of the vehicle 1 calculated by the travel distance calculation unit 11 is the first travel distance. It is determined whether it is shorter than L1 (step S308). When it is determined that the travel distance is shorter than the first travel distance L1, the drive ratio control means 14 causes the first travel distance to reduce the first region R1 according to the cost difference. L1 is shortened (step S309), and this drive ratio control process is terminated. Thereby, by increasing the cooperative traveling area of the engine 2 and the motor generator 3, the driving of the engine 2 that consumes fuel with lower cost can be actively used to reduce the total cost of the vehicle 1. it can.

  On the other hand, when it is determined that the travel distance is equal to or greater than the first travel distance L1, the drive ratio control means 14 subsequently determines whether the travel distance is shorter than the second travel distance L2. (Step S310). When it is determined that the travel distance is equal to or greater than the second travel distance L2, the drive ratio control means 14 changes the drive ratio of the engine 2 and the motor generator 3 so that the vehicle 1 is an engine travel of only the engine 2. (Step S312), and this drive ratio control process is terminated.

Further, when it is determined that the travel distance is shorter than the second travel distance L2, the drive ratio control means 14 determines the engine 2 in the second region R2 according to the cost difference as shown in FIG. Is controlled so as to move the vehicle speed V ₀ as the threshold value to the low speed side so as to expand the driving area of the vehicle, or, as shown in FIG. 6, the second traveling so as to reduce the second area R2. The distance L2 is reduced (reduced) (step S311), and this drive ratio control process is terminated.

  If the SOC value detected by the SOC detection means 17 becomes equal to or greater than a predetermined value, the drive ratio control means 14 performs control so as to positively increase the drive ratio of the motor generator 3 as an interrupt process of the drive ratio control process. do it. Thereby, it is possible to control the SOC value within a predetermined range and suppress the load on the battery 30.

  In addition, when the remaining amount of fuel in the fuel tank 50 detected by the liquid amount detection sensor 103 becomes equal to or less than a predetermined value, the drive ratio control means 14 positively performs an interrupt process of the drive ratio control process. What is necessary is just to control so that the drive ratio of the motor generator 3 may be raised. Thus, stalling of the engine 2 due to fuel shortage (so-called gas shortage) of the vehicle 1 is prevented, and the limp home mode only for EV travel is actively performed, so that the vehicle 1 can travel to the gas station. .

  Furthermore, when the vehicle 1 is traveling toward the external power supply point including the external charging means 200 having the cheap charging power unit price set by the external power supply point setting means 63, the drive ratio control means 14 actively What is necessary is just to control so that the drive ratio of the motor generator 3 may be raised. Alternatively, when the destination is set in the navigation system 60 by the user via the input means 61, the cheaply set by the external power point setting means 63 as described above while the vehicle 1 is heading for the set destination. In the case where there is an external power point provided with the external charging means 200 for the unit price of charging power, the comparison result of the travel distance comparing means 64, the unit distance fuel cost of the fuel calculated by the fuel cost calculating means 12, and the power cost calculating means 13 Based on the calculated unit distance power cost of power, it is determined that it is more economical to charge the battery 30 at an external power supply point including the external charging means 200 with a cheap unit price of charging power on the way to the destination. In this case, the drive ratio control means 14 charges the battery 30 with power at the external power point. There so that the maximum may be controlled so as positively enhance the driving ratio of the motor generator 3.

  As described above, the vehicle control apparatus according to the present invention includes the engine 2 that generates power using fuel, the fuel tank 50 that accumulates fuel, and the battery 30 that can be charged by the external charging means 200 via the charger 40. And an electronic control unit 10 that controls the operation of the engine 2 and the motor generator 3 in the vehicle 1 including the motor generator 3 that generates power by the power supplied from the battery 30 and charges the battery 30 during regeneration. The travel distance calculating means 11 for calculating the travel distance of the vehicle 1 for each fuel replenishment to the fuel tank 50 and the travel distance of the vehicle 1 for each charging of power to the battery 30, and the fuel to the fuel tank 50 The amount of fuel replenished at the time of replenishment and the unit price of replenished fuel, and the amount of fuel accumulated in the fuel tank 50 at the time of fuel replenishment And the fuel accumulated in the vehicle 1 after refueling based on the accumulated fuel unit price, the travel distance of the vehicle 1 for each refueling calculated by the travel distance calculating means 11 at the time of refueling, and the contribution of driving of the engine 2 The fuel cost calculation means 12 for calculating the unit distance fuel cost that is a unit price per unit distance, the charge amount and the charge power unit price when the battery 30 is charged by the external charging means 200, and the power by the external charging means 200 The amount of electric power stored in the battery 30 during charging and the accumulated power unit price, the travel distance of the vehicle 1 for each charge of the battery 30 calculated by the travel distance calculation means 11 during power charging, and the contribution of driving the motor generator 3 Unit distance power cost, which is a unit price per unit distance of the power stored in the battery 30 after the power charging. The power cost calculating means 13 for calculating the engine 2 and the engine 2 with respect to the required driving force so as to increase the driving ratio of the engine 2 and the motor generator 3 that has the greater economic effect according to the unit distance fuel cost and the unit distance power cost. And drive ratio control means 14 for controlling the drive ratio of the motor generator 3. Therefore, the drive ratio control means 14 can variably control the drive ratio of the engine 2 and the motor generator 3 based on the unit distance fuel cost and the unit distance power cost. Cost can be reduced. In particular, since the unit price of fuel at the time of refueling and the electricity charge at the time of battery charging vary greatly, comparing the unit distance fuel cost and the unit distance power cost at a predetermined timing, the economic effect can be obtained when the vehicle 1 is traveling The larger one can be used preferentially.

  As mentioned above, although embodiment of the control apparatus of the vehicle of this invention was described in detail based on the accompanying drawing, this invention is not limited to these structures, and is described in a claim, specification, and drawing. Various modifications are possible within the scope of the technical idea. In addition, even if it has a shape, structure, or function that is not directly described in the specification and drawings, it is within the scope of the technical idea of the present invention as long as it has the effects and advantages of the present invention. That is, each part of the electronic control unit 10, the transmission 4, and the navigation system 60 constituting the vehicle control device can be replaced with any configuration that can exhibit the same function. Moreover, arbitrary components may be added.

  In the above-described embodiment, a five-speed dry dual clutch transmission (DCT) has been described as the transmission 4 of the vehicle 1 to which the vehicle control device of the present invention is applied. It is not limited to a machine (transmission). The transmission 4 of the present invention may be, for example, an automatic transmission (AT) or a manual transmission (MT).

  Further, in the above-described embodiment, the fuel cost calculation unit 12 calculates the unit distance fuel cost every time fuel is replenished, and the power cost calculation unit 13 calculates the short distance power cost every time the battery 30 is charged. However, the present invention is not limited to the case where each cost is calculated every time the fuel is replenished or the battery 30 is charged. For example, the fuel cost calculation means 12 and the power cost calculation means 13 predict and calculate each cost based on the fuel and power accumulated at an arbitrary time, and drive ratio control is performed based on each calculated cost. The means 14 may control the drive ratio between the engine 2 and the motor generator 3.

  For example, when the vehicle fuel price suddenly changes by a predetermined threshold value (for example, 2 yen / liter) or more, the navigation system 60 may obtain VICS information including fuel price information while the vehicle is traveling, or the Internet. The fuel price information may be acquired by connecting to a network such as an electric power company, a gasoline station, or a vehicle dealer service system via a communication means such as a wireless LAN or Bluetooth. At this time, the fuel cost calculation means 12 and the power cost calculation means 13 calculate each cost, and the drive ratio control means 14 controls the drive ratio between the engine 2 and the motor generator 3 based on each calculated cost. do it.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Motor generator 4 Transmission 5 Differential mechanism 10 Electronic control unit 11 Travel distance calculation means 12 Fuel cost calculation means 13 Electric power cost calculation means 14 Drive ratio control means 15 Storage means 16 Reference unit price storage means 17 SOC detection means 18 Determination means 20 Motor generator control means 30 Battery 40 Charger 101 Charging current / voltage sensor 102 Driving current / voltage sensor 103 Liquid amount detection sensor 104 Vehicle speed sensor

Claims (15)

An engine that generates power using fuel, a fuel storage unit that stores the fuel, a battery that can be charged by an external charging unit, and a power that is supplied from the battery generate power, and the battery is charged during regeneration. In a vehicle comprising a motor generator, a vehicle control device for controlling the operation of the engine and the motor generator,
A travel distance calculating means for calculating a travel distance of the vehicle for each fuel replenishment to the fuel storage means and a travel distance of the vehicle for each charge of power to the battery;
The fuel replenishment amount and the replenishment fuel unit price at the time of refueling the fuel accumulation means, the fuel accumulation amount and the accumulated fuel unit price accumulated in the fuel accumulation means at the time of fuel replenishment, and the fuel replenishment time Based on the travel distance of the vehicle for each fuel supply calculated by the travel distance calculation means and the contribution of driving the engine, the unit price per unit distance of the fuel accumulated in the vehicle after the fuel supply Fuel cost calculating means for calculating a unit distance fuel cost;
Charge amount and charge power unit price when charging the battery by the external charging means, storage amount and stored power unit price of the power stored in the battery at the time of power charge, and the running at the time of power charge The unit price per unit distance of the electric power stored in the battery after the electric power charging based on the travel distance of the vehicle for each electric power charge calculated by the distance calculating means and the contribution of driving the motor generator. A power cost calculating means for calculating a unit distance power cost;
According to the unit distance fuel cost and the unit distance power cost, the drive ratio of the engine and the motor generator with respect to the required drive force is increased so as to increase the drive ratio of the engine and the motor generator that has the greater economic effect. And a drive ratio control means for controlling the vehicle. In the vehicle, the first region from the start to the first travel distance is set as the EV independent travel using only the motor generator, and the second region from the first travel distance to the second travel distance is defined as the engine and the A traveling pattern in which the motor generator and the motor generator have a high specific gravity, and the third region after the second traveling distance is a cooperative traveling in which the engine and the motor generator have a high specific gravity of the engine. Have
The drive ratio control means includes
When the unit distance fuel cost calculated by the fuel cost calculation means is higher than the unit distance power cost calculated by the power cost calculation means, the first travel distance is increased to increase the first area. Control to extend,
2. The control according to claim 1, wherein when the unit distance fuel cost is lower than the unit distance power cost, the first mileage is reduced and the first region is shortened. Vehicle control device. In the vehicle, the first region from the start to the first travel distance is set as the EV independent travel using only the motor generator, and the second region from the first travel distance to the second travel distance is defined as the engine and the A traveling pattern in which the motor generator and the motor generator have a high specific gravity, and the third region after the second traveling distance is a cooperative traveling in which the engine and the motor generator have a high specific gravity of the engine. Have
In the second region, when the vehicle speed of the vehicle is equal to or higher than a predetermined vehicle speed, the engine is started to perform the cooperative traveling,
The drive ratio control means includes
When the unit distance fuel cost calculated by the fuel cost calculation means is higher than the unit distance power cost calculated by the power cost calculation means, the predetermined vehicle speed is controlled to move to the high speed side,
2. The vehicle control device according to claim 1, wherein when the unit distance fuel cost is lower than the unit distance power cost, control is performed to move the predetermined vehicle speed to a low speed side. In the vehicle, the first region from the start to the first travel distance is set as the EV independent travel using only the motor generator, and the second region from the first travel distance to the second travel distance is defined as the engine and the A traveling pattern in which the motor generator and the motor generator have a high specific gravity, and the third region after the second traveling distance is a cooperative traveling in which the engine and the motor generator have a high specific gravity of the engine. Have
The drive ratio control means includes
When the unit distance fuel cost calculated by the fuel cost calculation unit is higher than the unit distance power cost calculated by the power cost calculation unit, the second travel distance is increased to increase the second region. Control to extend,
2. The control according to claim 1, wherein when the unit distance fuel cost is lower than the unit distance power cost, the second mileage is reduced and the second region is shortened. Vehicle control device. The battery is charged with generated power generated using the power of the engine or regenerative brake, and is charged with external power supplied from the external charging means,
The said control apparatus is further equipped with the memory | storage means to memorize | store the charge amount and charge unit price with respect to the said generated electric power, and the charge amount and charge unit price with respect to the said external power, The one in any one of Claim 1 thru | or 4 characterized by the above-mentioned. Vehicle control device. Determining means for determining whether or not the unit price of charging by the power generation of the motor generator is higher than the unit price of charging by the external power;
Motor generator control for controlling the motor generator so as to suppress the amount of charge of the battery by the motor generator when the determination unit determines that the unit price of charging by the power generation is higher than the unit price of charging by the external power The vehicle control device according to claim 5, further comprising: means. SOC detection means for detecting the SOC of the battery,
7. The drive ratio control means further positively increases the drive ratio of the motor generator when the SOC value detected by the SOC detection means is a predetermined value or more. The vehicle control device according to any one of the above. Further comprising fuel remaining amount detecting means for detecting the remaining amount of fuel accumulated by the fuel accumulating means,
The drive ratio control means positively increases the drive ratio of the motor generator when the remaining amount of fuel detected by the remaining fuel quantity detection means falls below a predetermined value. Item 8. The vehicle control device according to any one of Items 1 to 7. A navigation system for navigating the driving of the driver of the vehicle;
An external power point setting means for setting an external power point with the external charging means at a low charge power unit price in the navigation system, and
When the vehicle is traveling toward an external power supply point including the external charging means having a low charging power unit price set by the external power supply point setting means, the drive ratio control means is positively 9. The vehicle control device according to claim 1, wherein a drive ratio of the generator is increased. When a destination is set in the navigation system, if there is an external power point with the external charging means with a low unit price of charging power on the way to the destination, the navigation system is connected to the external power point. Mileage comparison means for comparing the mileage of the detour route and the optimum route mileage,
The drive ratio control means includes a comparison result of the travel distance comparison means, a unit distance fuel cost of the fuel calculated by the fuel cost calculation means, and a unit distance power cost of the power calculated by the power cost calculation means. Based on the above, when it is determined that it is economically advantageous to charge the battery at the external power point, the charge amount of the power at the external power point is actively increased so as to maximize the charge amount. The vehicle control device according to claim 9, wherein a drive ratio of the motor generator is increased. A reference unit price storage means for storing a reference unit price of the fuel and a reference unit price of electric power charged by the external charging means;
When the replenished fuel unit price at the time of refueling or the charging power unit price at the time of charging the battery by the external charging unit is unknown, the fuel cost calculating unit or the power cost calculating unit is configured to store the reference unit price storage unit. 11. The vehicle according to claim 1, wherein the unit distance fuel cost or the unit distance power cost is calculated using the fuel reference unit price or the charging power reference unit price stored in the vehicle. Control device.   When the replenished fuel unit price at the time of refueling or the charging power unit price at the time of charging the battery by the external charging unit is unknown, the fuel cost calculating unit or the power cost calculating unit is The vehicle control device according to claim 9 or 10, wherein unit price information of fuel or the charging power is acquired. The navigation system includes input means for enabling data input from a user of the vehicle,
When the unit price of the replenished fuel at the time of refueling or the unit price of the charging power at the time of charging the battery by the external charging unit is unknown, the fuel cost calculating unit or the power cost calculating unit is input to the navigation system. The vehicle control device according to claim 9 or 10, wherein the user is requested to input the unit price of the replenishing fuel or the unit price of charging power via a means.   The apparatus further comprises display means for displaying to the user the unit distance fuel cost of the fuel calculated by the fuel cost calculation means and the unit distance power cost of the power calculated by the power cost calculation means. The vehicle control device according to claim 1. The display means includes a touch panel type display, and a setting display area for changing and setting the drive ratio of the engine and the motor generator with respect to the required driving force controlled by the drive ratio control means Including
The vehicle control device according to claim 14, wherein a user of the vehicle can change the drive ratio by touching the display.

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