JP2013159139A - Charging control apparatus and charging control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control charging in accordance with a travel schedule of a vehicle.SOLUTION: A charging control apparatus 2 acquires from a navigation system 1, navigation information about a traveling route from a current location of a vehicle 100 to a destination or a via-point. On the basis of the acquired navigation information, a required distance-to-empty of the vehicle 100 until charging a battery 4 with power supplied from the outside is then calculated, and remaining power of the battery 4 is acquired. On the basis of the required distance-to-empty and the remaining power, generation start power or a generation start distance is set as a threshold value for determining whether to start power generation by a generator 3. Thereafter, on the basis of the remaining power of the battery 4 and the set generation start power or generation start distance, power generated by a generator 3 is controlled.

Description

  The present invention relates to a charge control device that is used by being mounted on a rechargeable vehicle, and a charge control method using the charge control device.

  Conventionally, in a vehicle that travels with the driving force of a motor using electric power charged in a battery, in addition to electric power supplied from a charging facility installed in a place such as a home or a commercial facility, it is mounted on the vehicle. It is known that a battery can be charged by using electric power obtained by driving a generator. Such a vehicle is called a range extended EV or a series hybrid vehicle.

  In the range extended EV as described above, there is a technology for detecting the vehicle speed, steering wheel angle, accelerator opening, etc. of the vehicle and adjusting the amount of power generated by the generator according to the type of traveling road determined based on the detection result. It is known (see Patent Document 1).

JP-A-9-98511

  In general, in a range extended EV vehicle, in order to ensure smooth running of the vehicle, it is necessary to start charging by driving a generator when the remaining power amount of the battery becomes less than a predetermined amount. However, if the vehicle is scheduled to stop at the charging facility and the battery has sufficient remaining power to reach the charging facility, the generator should not be driven even if it is less than the predetermined amount. Is preferred. On the other hand, when the vehicle is scheduled to travel for a long distance, even if the remaining power amount of the battery is equal to or greater than a predetermined amount, the generator is driven early to start charging, thereby reducing the remaining power amount of the battery. It is preferable to provide a margin. However, with the technique described in Patent Document 1, it is not possible to perform charge control in accordance with the traveling schedule of such a vehicle.

A charging control device according to the present invention includes a generator and a battery that can be charged by externally supplied power or supplied power from a generator, and is mounted on a vehicle that travels by driving an electric motor with the battery. The required cruising distance calculation means for calculating the required cruising distance of the vehicle until the battery is charged by the power supplied from the vehicle, the remaining power amount acquisition means for acquiring the remaining power amount of the battery, the required cruising distance and the remaining power amount And threshold value setting means for setting a threshold value for determining whether to start power generation by the generator, and power generation for controlling power generation by the generator based on the remaining power amount and the threshold value Control means.
A charge control method according to the present invention includes a generator, a battery that can be charged by externally supplied power or supplied power from a generator, and a charge control device. A charge control method that calculates the required cruising distance of a vehicle until the battery is charged by externally supplied power by a charge control device, obtains the remaining battery power, and acquires the required cruising distance and remaining power Based on the above, a threshold value for determining whether or not to start power generation by the generator is set, and the power generation by the generator is controlled based on the remaining power amount and the threshold value.

  According to the present invention, it is possible to perform charging control in accordance with the traveling schedule of the vehicle.

It is a block diagram which shows the structural example of the vehicle-mounted system containing the charge control apparatus by this invention. It is a block diagram which shows the structure of the navigation apparatus and charging control apparatus by 1st Embodiment. It is a process flowchart of the charge control performed by the charge control apparatus of 1st Embodiment. It is a block diagram which shows the structure of the navigation apparatus and charging control apparatus by 2nd Embodiment. It is a flowchart of the process performed by the charge control apparatus of 2nd Embodiment.

-First embodiment-
A charging control apparatus according to an embodiment of the present invention will be described below. FIG. 1 is a block diagram showing a configuration example of an in-vehicle system including a charge control device according to the present invention. In FIG. 1, a vehicle 100 is a vehicle called a range extended EV. The vehicle 100 is equipped with a navigation device 1, a charging control device 2, a generator 3, a battery 4 and an electric motor 5.

  The battery 4 is a chargeable / dischargeable secondary battery and supplies electric power for driving the electric motor 5. The vehicle 100 travels when the electric motor 5 is driven using the electric power supplied from the battery 4. Further, when the vehicle 100 is decelerated, the electric motor 5 acts as a generator, and electric power is generated by regenerative power generation. The electric power obtained by this regenerative power generation is stored in the battery 4. For the battery 4, for example, a lithium ion battery or a nickel metal hydride battery is used.

  The charging of the battery 4 can also be performed using electric power obtained by power generation by the generator 3 in addition to the electric power obtained by the regenerative power generation. Furthermore, the battery 4 can be charged using electric power supplied from the outside of the vehicle 100. For example, the battery 4 can be charged by power supplied from a general household power source or power supplied from a charging facility installed in a public facility or the like.

  The charging control device 2 monitors the traveling state of the vehicle 100, the state of the battery 4, the state of the electric motor 5, and the like, and performs charging control based on the monitoring result. By the charge control of the charge control device 2, the generator 3 is driven as necessary, and the battery 4 is charged. The charging control performed by the charging control device 2 at this time will be described in detail later.

  The generator 3 is a device that generates power by burning fuel such as gasoline and driving an internal combustion engine. When the remaining power amount of the battery 4 becomes a predetermined amount or less, the generator 3 is driven by the control of the charging control device 2 and power generation is started. The electric power obtained by this power generation is stored in the battery 4 so that the battery 4 is charged. Thus, the cruising distance of the vehicle 100 is extended with respect to the remaining power amount of the battery 4.

  The navigation device 1 displays a map based on the map data and searches for a recommended route from the departure point to the set destination. Then, the vehicle 100 can be guided to its destination according to the searched recommended route. Of the recommended route, information relating to a portion from the current position of the vehicle 100 to the destination or waypoint is output from the navigation device 1 to the charging control device 2 as navigation information. And it utilizes in the charge control which the charge control apparatus 2 performs.

  FIG. 2 is a block diagram showing the configuration of the navigation device 1 and the charging control device 2. The navigation device 1 includes a control unit 10, a GPS (Global Positioning System) receiving unit 11, a vibration gyro 12, a vehicle speed sensor 13, a hard disk drive (HDD) 14, a traffic information receiving unit 15, a display monitor 16, a speaker 17, and an input device 18. It has.

  The control unit 10 includes a microprocessor, various peripheral circuits, a RAM, a ROM, and the like, and executes various processes based on a control program and map data recorded in the HDD 14. For example, point search processing when setting a destination or waypoint of the vehicle 100, search processing for a recommended route to the set destination, detection processing of the current position of the vehicle 100, various image display processing, audio output processing Etc. are executed by the control unit 10. The control unit 10 is connected to the charge control device 2, and the navigation information described above is output from the control unit 10 to the charge control device 2.

  The GPS receiver 11 receives a GPS signal transmitted from a GPS satellite and outputs it to the controller 10. The GPS signal includes information on the position and transmission time of the GPS satellite that transmitted the GPS signal as information for obtaining the current position of the vehicle 100. Therefore, by receiving GPS signals from a predetermined number of GPS satellites or more, the current position of the vehicle 100 can be calculated by the control unit 10 based on these pieces of information.

  The vibration gyro 12 is a sensor for detecting the angular velocity of the vehicle 100. The vehicle speed sensor 13 is a sensor for detecting the traveling speed of the vehicle 100. Based on the calculation result of the moving direction and the moving amount of the vehicle 100 based on the detection results of these sensors and the calculation result of the current position of the vehicle 100 based on the GPS signal described above, the control unit 10 detects the position at predetermined intervals. The process is executed and the current position of the vehicle 100 is detected.

  The HDD 14 is a non-volatile recording medium, in which a control program, map data, and the like for executing the above processing in the control unit 10 are recorded. Data recorded in the HDD 14 is read out under the control of the control unit 10 as necessary, and is used for various processes and controls executed by the control unit 10.

  The map data recorded on the HDD 14 includes route calculation data, road data, and background data. The route calculation data is data used when searching for a recommended route to the destination. The road data is data representing the shape and type of the road. In the road data, each road is constituted by connecting a plurality of points called nodes and shape interpolation points as will be described later. The background data is data representing the background of the map. Note that the background of the map is various components other than roads existing on the map. For example, rivers, railways, green zones, various structures, etc. are represented by background data.

  In map data, the minimum unit of each road is called a link. That is, each road is composed of a plurality of links respectively corresponding to a predetermined road section, and route calculation data and road data are expressed in units of links. In the road data, points called nodes each having coordinate information set are provided at both ends of each link. A point called a shape interpolation point is provided in the middle of each link as necessary. Coordinate information is set for each shape interpolation point in the same manner as the node. By connecting these points in order, the shape of the road is represented in the road data.

  In the route calculation data, for each link corresponding to each road section, a link cost corresponding to the time required for passing when the vehicle 100 travels the road section is set. Based on this link cost, a search for a recommended route is performed in the navigation device 1 by obtaining a combination of links according to a preset route search condition. For example, if route search conditions are set so that route search is performed with the shortest travel time as the top priority, the link combination that minimizes the time required to pass from the departure point to the destination is determined as the recommended route. It is done.

  In the above description, the map data is recorded on the HDD 14 in the navigation device 1. However, these may be recorded on a recording medium other than the HDD. For example, map data recorded on a CD-ROM, DVD-ROM, memory card, or the like can be used. That is, the navigation device according to the present embodiment may store these data using any recording medium.

  The traffic information receiving unit 15 receives VICS information transmitted from a VICS (registered trademark) center (not shown) to the navigation device 1 and traffic information transmitted from a predetermined server or the like to the navigation device 1 via a public wireless line. Receive. When the traffic information receiving unit 15 receives these pieces of information, the navigation device 1 acquires various road traffic information including traffic jam information. The VICS information and traffic information received by the traffic information receiving unit 15 are output to the control unit 10 and used for displaying traffic jam information, searching for a recommended route, and the like.

  The transmission of VICS information from the VICS center to the navigation device 1 is performed mainly by radio wave beacons installed on highways, optical beacons installed mainly on general roads, or FM multiplex broadcasting. . The radio wave beacon and the optical beacon transmit VICS information locally to the vehicle passing near the installation point by radio waves or light (infrared rays). In contrast, FM multiplex broadcasting can transmit VICS information to a relatively wide area.

  The display monitor 16 is a device for displaying various screens in the navigation device 1 and is configured using a liquid crystal display or the like. The display monitor 16 displays a map screen, a recommended route guidance display, and the like. The contents of the screen displayed on the display monitor 16 are determined by screen display control performed by the control unit 10. The display monitor 16 is installed at a position where the user can easily see, for example, on the dashboard of the vehicle 100 or in the instrument panel.

  The speaker 17 outputs various audio information under the control of the control unit 10. For example, route guidance voice for guiding the vehicle 100 to the destination according to the recommended route, various warning sounds, and the like are output from the speaker 17.

  The input device 18 is a device for a user to perform various input operations for operating the navigation device 1 and includes various input switches. The user operates the input device 18 to input, for example, the name of a facility or point desired to be set as a destination, set a search condition for a recommended route, or set a destination from registered locations registered in advance. You can select the ground and scroll the map in any direction. The input device 18 can be realized by an operation panel, a remote controller, or the like. Alternatively, the input device 18 may be a touch panel integrated with the display monitor 16.

  When the user operates the input device 18 to set a destination or a waypoint, the navigation device 1 uses the current position of the vehicle 100 detected as described above as a departure point, and then determines based on the above route calculation data. The route search process is performed by the calculation of the algorithm. With this process, a recommended route from the departure point to the destination via the waypoints in the specified order (when the waypoints are set) is searched.

  The navigation device 1 displays the searched recommended route in a form that can be distinguished from other roads on the map displayed on the display monitor 16 by, for example, changing the color. Then, the vehicle 100 is guided to the destination by outputting predetermined image information and audio information from the display monitor 16 and the speaker 17 according to the recommended route.

  The charging control device 2 functionally includes a navigation information acquisition unit 21, a required cruising distance calculation unit 22, a predicted power consumption calculation unit 23, a remaining power acquisition unit 24, a power generation start power amount setting unit 25, and a power generation control unit 26. Have. These are each realized as a part of the process executed by the microcomputer provided in the charge control device 2 during the charge control.

  FIG. 3 is a flowchart of the charging control process executed by the charging control device 2 of the present embodiment. When the vehicle 100 is traveling, the charging control device 2 repeatedly executes the processing shown in the flowchart of FIG. 3 every predetermined processing cycle.

  In step S <b> 10, the charging control device 2 acquires navigation information output from the control unit 10 of the navigation device 1 by the navigation information acquisition unit 21. Here, of the recommended routes set in the navigation device 1, the portion ahead of the current position is used as the travel route of the vehicle 100, and navigation information related to the travel route is acquired from the navigation device 1. That is, information on a travel route from the current position of the vehicle 100 to the destination is acquired as navigation information. If one or more waypoints are set in the middle of the travel route, navigation information is acquired for each section of the travel route divided by the waypoints.

  The navigation information acquired in step S10 includes various information used for charging control on the travel route. For example, information indicating whether or not the destination or waypoint is a rechargeable place (chargeability information), information about the distance of the travel route (distance information), and the possibility of charging the battery 4 at the destination or waypoint Information (chargeability information), information on travelability of travel route (travelability information), and the like can be included in the navigation device.

  In addition, when the destination is not set in the navigation apparatus 1 and the recommended route to the destination is not set, it is not possible to determine the travel route as described above. Therefore, in such a case, the charging control device 2 may not acquire navigation information in step S10. Or you may acquire navigation information about the driving | running route estimated in the navigation apparatus 1. FIG. For example, by classifying the travel history of the vehicle 100 by day of the week or time period and recording it in the navigation device 1, the commute route that is usually used when commuting from home to work based on the travel history Or the like can be predicted in the navigation device 1. Alternatively, the travel route may be predicted on the assumption that the vehicle 100 continues to travel along the road from the current position.

  In step S <b> 20, the charging control device 2 determines whether or not there is a travel route setting for the vehicle 100 by the navigation information acquisition unit 21. Here, the presence / absence of a travel route setting is determined based on the navigation information acquisition result obtained in step S10. That is, when navigation information can be acquired in step S10, it is determined that a travel route is set, and the process proceeds to step S30. On the other hand, if the navigation information cannot be acquired, it is determined that there is no travel route setting, and the process proceeds to step S40.

  In step S30, the charging control device 2 determines whether or not the battery 4 can be charged at the destination or waypoint on the travel route based on the navigation information acquired in step S10 by the cruising required distance calculation unit 22. judge. This determination can be made based on the chargeability information indicating whether the destination or the waypoint is a rechargeable place among the above-mentioned pieces of information included in the navigation information. That is, when executing the process of step S30, the charging control device 2 refers to the contents of the chargeability information in the navigation information acquired in step S10, so that the destination or waypoint corresponds to a place where charging is possible. Determine whether or not. As a result, when at least one of the destination and the waypoint is a place where charging is possible, an affirmative determination is made in step S30 and the process proceeds to step S50. On the other hand, if neither the destination nor the waypoint is a rechargeable place, a negative determination is made in step S30 and the process proceeds to step S110.

  In the determination in step S30, various destinations such as a home or a facility where a vehicle-specific charging facility is installed can be included in the places where charging is possible. On the other hand, the transit point is preferably a place where charging is possible only when a charging facility capable of rapid charging is installed. The reason is that the stop time of the vehicle 100 is assumed to be short at the transit point, so even if the battery 4 is charged by a charging facility other than the quick charging facility, a sufficient amount of charge cannot be obtained within the stop time. Because.

  In step S <b> 40, the charging control device 2 determines whether the scheduled travel distance is set by the cruising required distance calculation unit 22. The user can set the scheduled travel distance by inputting in advance the distance that the vehicle 100 is scheduled to travel to the charging control device 2 in advance. In this way, when the scheduled travel distance is already set in the charging control device 2, the process proceeds to step S50, and when it is not set, the process proceeds to step S110.

  In step S50, the charging control device 2 causes the required cruising distance calculation unit 22 to charge the battery 4 with externally supplied power based on the navigation information acquired in step S10 or the set scheduled travel distance. The required cruising distance of the vehicle 100 is calculated. Here, according to the determination result of step S20, it is first determined whether to calculate the required cruising distance based on the navigation information or the planned travel distance. That is, if it is determined in step S20 that the travel route is set, the required cruising distance is calculated based on the navigation information. If it is determined that the travel route is not set, the required cruising distance is calculated based on the planned travel distance. I decided to.

When calculating the required cruising distance based on the navigation information, the charging control device 2 calculates the required cruising distance Dcr using the following equation (1) in step S50.
Dcr = Kc × Kd × Dr (1)

  In equation (1), Dr represents the distance of the travel route. The value of the travel route distance Dr is determined based on the distance information regarding the distance of the travel route among the above-described information included in the navigation information. Here, when a transit point is set on the travel route and the transit point is a place where charging is possible, the travel route distance Dr in the section from the current position of the vehicle 100 to the transit point is obtained. And However, when a plurality of waypoints are rechargeable places, the distance of the travel route in the section from the current position of the vehicle 100 to the nearest waypoint is set as the travel route distance Dr. On the other hand, when no waypoint is set on the travel route, or when none of the waypoints can be charged, the travel route distance Dr is the distance of the travel route from the current position of the vehicle 100 to the destination. .

  In Equation (1), Kc represents a chargeability coefficient. This takes any value of 1 or more depending on the possibility of charging the battery 4 at a destination or waypoint where the vehicle 100 can be charged. The value of the chargeability coefficient Kc is determined based on the chargeability information related to the possibility of charging the battery 4 at the destination or waypoint among the above-described information included in the navigation information.

  The navigation information can include, for example, the following information (a) to (d) as chargeability information.

(A) Presence / absence of charging reservation The user performs a predetermined operation on the navigation device 1 to make a charging reservation for a facility where the charging facility is installed via a public wireless line or the like. And can be set to the destination. It is also possible to read information on a charge reservation made using the Internet or the like into the navigation device 1 via a public wireless line or the like, and set the facility as a waypoint or destination. When such a charge reservation is made, the navigation apparatus 1 outputs the chargeability information indicating that the waypoint or the destination is reserved for charge to the charge control apparatus 2 as a part of the navigation information.

(B) Presence or absence of charge registration When charging is planned at a facility where a charging facility is installed, the user can perform a predetermined operation on the navigation device 1 without making a charge reservation as described above. By doing so, charging registration can be performed, and the facility can be set as a transit point or destination. When such charge registration is performed, the navigation apparatus 1 outputs the charge possibility information indicating that the route point and the destination are present as charge registration to the charge control apparatus 2 as a part of the navigation information.

(C) Presence / absence of charging history The HDD 14 of the navigation device 1 records information on a place where charging has been performed in the past as a charging history. When the location recorded in the charging history is set as a transit point or destination, the navigation device 1 uses the charging possibility information indicating that the transit point or destination as having a charging history as part of the navigation information. Output to the charge control device 2.

(D) Charging Base In the navigation device 1, a place where charging is performed on a daily basis, such as a home or work place, is predetermined as a charging base. When such a charging base is set as a transit point or destination, the navigation apparatus 1 performs charge control using charging possibility information indicating that the transit point or destination is a charging base as part of the navigation information. Output to device 2.

  In step S50, the possibility of charging the battery 4 at the destination or waypoint is determined based on at least one of the above-described information (a) to (d), and charging is performed according to the possibility. The value of the possibility factor Kc can be determined. That is, for the destination (or waypoint) for which the travel route distance Dr is calculated by Equation (1), the chargeability information indicates that there is a charge reservation, charge registration, or charge history, or a charge base. If it is indicated that the charging is likely to be performed at that location, the charging possibility coefficient Kc is set to a value close to 1, for example, 1.1. On the other hand, when it does not correspond to these, it is judged that the possibility that charging is performed at the place is low, and the charging possibility coefficient Kc is set to a larger value, for example, 1.5. Note that the value of the chargeability coefficient Kc described here is merely an example, and any other value can be set. In addition, the possibility of charging the battery 4 at the destination or waypoint is determined in three or more stages based on the chargeability information, and one of the three or more types of chargeability coefficients Kc is selected according to the determination result May be.

  In the formula (1), Kd represents a travelability coefficient. This takes any value of 1 or more depending on the travelability of the travel route. The value of the travelability coefficient Kd is determined based on the travelability information regarding the travelability of the travel route among the above-described information included in the navigation information.

  The navigation information can include, for example, information such as road type, gradient, and traffic information of each road included in the travel route as the travelability information. That is, in the navigation device 1, the road type and gradient of each link on the travel route is acquired from the map data recorded in the HDD 14, and the traffic information of each link on the travel route is obtained by the traffic information receiving unit 15. By receiving the information, the travelability information can be output to the charging control device 2 as a part of the navigation information.

  In step S50, the travelability of the travel route can be determined based on at least one of the travelability information described above, and the value of the travelability coefficient Kd can be determined according to the travelability. In other words, when the road type of each link represented by the travelability information is relatively easy to travel, such as a highway or a national road, or when the gradient at each link is small, the traffic information indicates a traffic jam. Is relatively small, it is determined that the travelability of the travel route is high, and the travelability coefficient Kd is set to a value close to 1, for example 1.1. On the other hand, if the road type of each link represented by the travelability information is relatively difficult to travel, such as a narrow street, or if the gradient at each link is large, the traffic information will be compared with the part showing traffic congestion. If the target route is too high, it is determined that the travelability of the travel route is low, and the travelability coefficient Kd is set to a larger value, for example, 1.5. Note that the value of the travelability coefficient Kd described here is merely an example, and any other value can be set. Further, the travelability of the travel route may be determined in three or more stages based on the travelability information, and any one of the three or more travelability coefficients Kd may be selected according to the determination result.

On the other hand, when calculating the required cruising distance based on the planned travel distance, in step S50, the charging control device 2 calculates the required cruising distance Dcr using the following equation (2).
Dcr = Ke × De (2)

  In the formula (2), De represents the planned travel distance. The value of the estimated travel distance De is previously input by the user as described above. Ke represents a margin coefficient. The value of the margin coefficient Ke is set to 1 or more in advance, and can be 1.1, for example.

  In step S50, the charging control device 2 calculates the required cruising distance by the method described above.

  In step S <b> 60, the charging control device 2 calculates the predicted power consumption amount of the vehicle 100 until the battery 4 is charged by the power supplied from the outside, by the predicted power consumption calculation unit 23. Here, based on the required cruising distance calculated in step S50, the amount of power corresponding to the required cruising distance is calculated as the predicted power consumption. For example, the predicted power consumption can be calculated by presetting the power consumption of the vehicle 100 per unit distance in the charge control device 2 and multiplying this by the cruising required distance. At this time, based on the above-described travelability information included in the navigation information, the travelability of each link on the travel route is determined, and the power consumption per unit distance varies for each link according to the determination result. You may let them. In that case, it is preferable to keep the running coefficient Kd constant in the equation (1).

  In step S <b> 70, the charge control device 2 acquires the remaining power amount of the battery 4 from the battery 4 by the remaining power amount acquisition unit 24.

  In step S80, the charge control device 2 compares the predicted power consumption calculated in step S60 with the remaining power acquired in step S70 by the power generation start power amount setting unit 25. As a result, when the predicted power consumption is less than the remaining power, the process proceeds to step S90, and when the predicted power consumption is equal to or greater than the remaining power, the process proceeds to step S100.

  In step S90, the charging control device 2 sets the power generation start power amount (there is a charge plan) as the power generation start power amount when the power generation start power amount setting unit 25 plans to charge at the destination or the waypoint. .

  In step S <b> 100, the charging control device 2 sets the power generation start power amount (no planned charging) as the power generation start power amount when the power generation start power amount setting unit 25 does not plan to charge at the destination or waypoint. .

  In step S110, the charge control device 2 acquires the remaining power amount of the battery 4 from the battery 4 in the same manner as in step S70 by the remaining power amount acquisition unit 24.

  In step S <b> 120, the charge control device 2 sets a normal power generation start power amount by the power generation start power amount setting unit 25.

  In step S130, the charging control device 2 causes the power generation control unit 26 to compare the remaining power amount of the battery 4 acquired in step S70 or S110 with the power generation start power amount set in step S90, S100, or S120. As a result, if the remaining power amount is less than the power generation start power amount, the process proceeds to step S140. On the other hand, when the remaining power amount is equal to or greater than the power generation start power amount, the process illustrated in the flowchart of FIG.

  In step S <b> 140, the charging control device 2 controls the generator 3 by the power generation control unit 26 to drive the generator 3. Thereby, the electric power generation by the generator 3 is started and the battery 4 is charged. If step S140 is performed, the charge control apparatus 2 will complete | finish the process shown to the flowchart of FIG.

  Here, each of the power generation start power amounts set in steps S90, S100, and S120 is a threshold value for determining whether or not the power generation by the generator 3 is started while the vehicle 100 is traveling. . That is, when the remaining power amount of the battery 4 falls below the power generation start power amount set from these, the charge control device 2 operates the generator 3 to start power generation.

  In addition, when comparing the magnitude relationship between the respective power generation start power amounts, the power generation start power amount set in step S90 (there is a charging schedule) is the smallest, and the normal power generation start amount set in step S120 is the next largest, The power generation start power amount (no charging schedule) set in step S100 is the largest. For example, it is possible to set 0.2 kWh as the power generation start power amount (with planned charging), 1 kWh as the normal power generation start amount, and 5 kWh as the power generation start power amount (without scheduled charging).

  By setting the power generation start power amount as described above, the charge control device 2 can perform charge control in accordance with the travel schedule of the vehicle 100. For example, consider a case where the vehicle 100 is scheduled to stop at a charging facility 3 km ahead and the remaining power amount of the battery 4 is 0.5 kWh when the predicted power consumption amount to the charging facility is 0.3 kWh. . In such a case, in the charging control performed by the charging control device 2, it is determined in step S80 that the predicted power consumption amount of 0.3 kWh is less than the remaining power amount of 0.5 kWh, and step S90 is executed. As a result, a threshold value of 0.2 kWh is set as the power generation start power amount (there is a charging schedule). Therefore, the remaining power amount of the battery 4 is 0.5 kWh, which is not less than 1 kWh, which is the normal power generation start power amount, and is not less than the set threshold value of 0.2 kWh. The generator 3 is not driven. Thereby, it is possible to suppress fuel consumption by preventing the generator 3 from being driven as much as possible.

  On the other hand, when the vehicle 100 is scheduled to travel continuously at 50 km and the predicted power consumption during that time is 5 kWh, consider the case where the remaining power of the battery 4 is 2 kWh. In such a case, in the charge control performed by the charge control device 2, it is determined in step S80 that the predicted power consumption amount of 5 kWh is equal to or greater than the remaining power amount of 2 kWh, and step S100 is executed. As a result, a threshold value of 5 kWh is set as the power generation start power amount (no scheduled charging). Therefore, the remaining power amount of the battery 4 is 2 kWh, which is less than the set threshold value of 5 kWh even though it exceeds the normal power generation start power amount of 1 kWh. Driven. Thereby, the generator 3 can be driven early and charging of the battery 4 can be started, and the remaining power amount of the battery 4 can be given a margin.

  According to the 1st Embodiment of this invention demonstrated above, there can exist an effect like following (1)-(11).

(1) The charging control device 2 calculates the required cruising distance of the vehicle 100 until the battery 4 is charged by externally supplied power by the cruising required distance calculation unit 22 (step S50), and a remaining power amount acquisition unit 24, the remaining power amount of the battery 4 is acquired (step S70). Based on the required cruising distance and the remaining power amount, the power generation start power amount setting unit 25 sets a power generation start power amount that is a threshold for determining whether or not to start power generation by the generator 3 ( Steps S80 to S100). And based on the acquired remaining electric energy and the set electric power generation start electric energy, the electric power generation by the generator 3 is controlled in the electric power generation control part 26 (step S130, S140). Since it did in this way, the charging control according to the driving schedule of the vehicle 100 can be performed by the charging control apparatus 2.

(2) The charging control device 2 uses the navigation information acquisition unit 21 to acquire navigation information related to a travel route from the current position of the vehicle 100 to the destination or waypoint (step S10). Based on this navigation information, the required cruising distance calculation unit 22 calculates the required cruising distance in step S50. Therefore, the required cruising distance can be accurately calculated according to the travel route of the vehicle 100.

(3) The navigation information acquired by the navigation information acquisition unit 21 includes chargeability information indicating whether the destination or the waypoint is a chargeable place. Based on this chargeability information, the required cruising distance calculation unit 22 determines whether or not the battery 4 can be charged at the destination or waypoint (step S30). The required cruising distance was calculated in S50. Therefore, when it is not possible to charge at the destination or waypoint, it is possible to erroneously calculate the required cruising distance, thereby preventing inappropriate charge control from being performed.

(4) The navigation information acquired by the navigation information acquisition unit 21 includes distance information related to the distance of the travel route of the vehicle 100 and chargeability information related to the possibility of charging the battery 4 at the destination or waypoint. In step S50, the required cruising distance calculation unit 22 determines the possibility of charging the battery 4 at the destination or waypoint based on the chargeability information, and based on the possibility and the distance of the travel route. The cruising required distance was calculated. Therefore, the required cruising distance for the travel route can be accurately calculated according to the possibility of charging the battery 4 at the destination or the waypoint.

(5) The above chargeability information includes the presence or absence of a charge reservation for the destination or waypoint, the presence or absence of charge registration for the destination or waypoint, the presence or absence of charge history for the destination or waypoint, the destination or Information regarding at least one of whether the waypoint is a predetermined charging place or not can be included. Therefore, the cruising required distance calculation unit 22 can appropriately determine the possibility of charging the battery 4 at the destination or the waypoint based on the chargeability information.

(6) The navigation information acquired by the navigation information acquisition unit 21 includes distance information related to the distance of the travel route of the vehicle 100 and travelability information related to the travelability of the travel route. In step S50, the required cruising distance calculation unit 22 determines the travelability of the travel route based on the travelability information, that is, the ease of travel, and calculates the required travel distance based on the travelability and the distance of the travel route. I tried to do it. Therefore, the required cruising distance for the travel route can be accurately calculated according to the ease of travel of the travel route.

(7) The travelability information may include information on at least one of the type, slope, and traffic information of each road in the travel route. Therefore, the cruising required distance calculation unit 22 can appropriately determine the travelability of the travel route based on the travelability information.

(8) If the travel route is not set, the required cruising distance calculation unit 22 determines whether or not the planned travel distance is set (step S40). If it is determined that the travel route is set, the travel distance is calculated based on the preset planned travel distance. The required cruising distance is calculated in step S50. Therefore, the required cruising distance can be calculated even when the travel route is not set.

(9) The charging control apparatus 2 calculates the predicted power consumption based on the required cruising distance by the predicted power consumption calculation unit 23 (step S60). The power generation start power amount setting unit 25 compares the predicted power consumption amount with the remaining power amount of the battery 4 in step S80, and based on the comparison result, the power generation start power amount for starting power generation by the generator 3 Is set in step S90 or S100. The power generation control unit 26 controls the generator 3 to start power generation when the remaining power amount of the battery 4 is less than the power generation start power amount. Since it did in this way, according to the traveling schedule of the vehicle 100, the generator 3 can be made to start electric power generation at an appropriate timing.

(10) If the predicted power consumption is less than the remaining power amount in the comparison result in step S80, the power generation start power amount setting unit 25 generates a power generation start power amount smaller than the preset normal power generation start power amount in step S90. Set (Charge scheduled). Thereby, it is possible to suppress fuel consumption by preventing the generator 3 from being driven as much as possible.

(11) When the predicted power consumption is equal to or greater than the remaining power amount in the comparison result of step S80, the power generation start power amount setting unit 25 starts power generation larger than the preset normal power generation start power amount in step S100. Set the amount of power (no scheduled charging). Thereby, the generator 3 can be driven early and charging can be started, and the remaining power amount of the battery 4 can be given a margin.

-Second Embodiment-
Next, a second embodiment of the present invention will be described. In the first embodiment described above, the vehicle 100 travels by comparing the predicted power consumption based on the required cruising distance with the remaining power amount of the battery 4 and setting the power generation start power amount according to the comparison result. The example which sets the threshold value for judging whether the electric power generation by the generator 3 is started inside was demonstrated. On the other hand, in the second embodiment, the vehicle 100 is compared by comparing the required cruising distance with the cruising distance based on the remaining power amount of the battery 4 and setting the power generation start distance according to the comparison result. An example of setting a threshold value for determining whether or not to start power generation by the generator 3 during traveling will be described.

  The configuration of the in-vehicle system including the charge control device according to the present embodiment is the same as the configuration of the in-vehicle system according to the first embodiment shown in FIG. Therefore, the description of the configuration of the in-vehicle system is omitted.

  FIG. 4 is a block diagram showing the configuration of the navigation device 1 and the charging control device 2 according to the present embodiment. In FIG. 4, the configuration of the navigation device 1 is the same as that shown in FIG. On the other hand, the charging control device 2 functionally includes a cruising range calculation unit 27 and a power generation start distance setting unit 28 instead of the predicted power consumption calculation unit 23 and the power generation start power amount setting unit 25 of FIG. Is different.

  FIG. 5 is a flowchart of a charge control process executed by the charge control device 2 of the present embodiment. When the vehicle 100 is traveling, the charging control device 2 repeatedly executes the process shown in the flowchart of FIG. 5 for each predetermined processing cycle. In the flowchart of FIG. 5, the same step numbers as in FIG. 3 are assigned to the processing steps having the same contents as in FIG. In the following description, the description of the same processing steps as those in FIG. 3 is omitted unless particularly required.

  In step S <b> 71, the charging control device 2 calculates a cruising distance of the vehicle 100 according to the remaining power amount of the battery 4 by the cruising distance calculation unit 27. Here, based on the remaining power amount acquired in step S70, a distance corresponding to the remaining power amount is calculated as a cruising distance. For example, the cruising range can be calculated by presetting the power consumption amount of the vehicle 100 per unit distance in the charge control device 2 and dividing the remaining power amount by this. At this time, as described in the first embodiment, the travelability of each link on the travel route is determined based on the travelability information included in the navigation information, and the determination result is Accordingly, the power consumption per unit distance may be changed for each link.

  In step S81, the charging control device 2 uses the power generation start distance setting unit 28 to compare the required cruising distance calculated in step S50 with the cruising possible distance calculated in step S71. As a result, if the required cruising distance is less than the cruising distance, the process proceeds to step S91, and if the cruising required distance is greater than the cruising distance, the process proceeds to step S101.

  In step S <b> 91, the charging control device 2 sets the power generation start distance (there is a charging schedule) as the power generation start distance when the power generation start distance setting unit 28 plans to charge at the destination or the waypoint.

  In step S <b> 101, the charging control device 2 sets the power generation start distance (no charging schedule) as the power generation start distance when the power generation start distance setting unit 28 does not plan to charge at the destination or waypoint.

  In step S111, the charging control apparatus 2 calculates the cruising distance of the vehicle 100 by the cruising distance calculation unit 27 in the same manner as in step S71.

  In step S <b> 121, the charging control device 2 sets a normal power generation start distance by the power generation start distance setting unit 28.

  In step S131, the charging control device 2 uses the power generation control unit 26 to compare the cruising distance of the vehicle 100 calculated in step S71 or S111 with the power generation start distance set in step S91, S101, or S121. As a result, when the cruising distance is less than the power generation start distance, the process proceeds to step S140, and power generation by the generator 3 is started. On the other hand, if the cruising range is equal to or greater than the power generation start distance, the process shown in the flowchart of FIG.

  Here, each of the power generation start distances set in steps S91, S101, and S121 is a threshold value for determining whether or not the power generation by the generator 3 is started while the vehicle 100 is traveling. That is, when the cruising distance of the vehicle 100 falls below the power generation start distance set from these, the charging control device 2 operates the generator 3 to start power generation.

  The magnitude relationship between the power generation start distances is the same as the magnitude relationship between the power generation start power amounts in the first embodiment. That is, the power generation start distance (with charging scheduled) set in step S91 is the smallest, the normal power generation starting distance set in step S121 is next largest, and the power generation starting distance set in step S100 (no charging scheduled). Is the largest. For example, 2 km can be set as the power generation start distance (with planned charging), 10 km as the normal power generation start distance, and 50 km as the power generation start distance (without planned charging).

  By setting the power generation start distance as described above, the charge control device 2 can perform charge control in accordance with the travel schedule of the vehicle 100, as in the first embodiment. For example, when the vehicle 100 is scheduled to stop at a charging facility 3 km ahead, the remaining power amount of the battery 4 is 0.5 kWh, and the corresponding cruising distance of the vehicle 100 corresponding to this is 5 km. In such a case, in the charging control performed by the charging control device 2, it is determined in step S81 that the required cruising distance of 3 km is less than the cruising possible distance of 5 km, and step S91 is executed. As a result, a threshold of 2 km is set as the power generation start distance (there is a charging schedule). Therefore, since the cruising range of the vehicle 100 is 5 km, which is less than the normal power generation start distance of 10 km, the set threshold value is 2 km or more, the generator 3 is driven. Not. Thereby, it is possible to suppress fuel consumption by preventing the generator 3 from being driven as much as possible.

  On the other hand, when the vehicle 100 is scheduled to continuously travel 50 km, the remaining power amount of the battery 4 is 2 kWh, and the corresponding cruising distance of the vehicle 100 corresponding to this is 20 km. In such a case, in the charging control performed by the charging control device 2, it is determined in step S81 that the cruising required distance of 50 km is equal to or longer than the cruising range of 20 km, and step S101 is executed. As a result, a threshold value of 50 km is set as the power generation start distance (no charging schedule). Therefore, since the cruising range of the vehicle 100 is 20 km, which exceeds the normal power generation start distance of 10 km, it is less than the set threshold value of 50 km, so the generator 3 is driven. Is done. Thereby, the generator 3 can be driven early and charging of the battery 4 can be started, and the remaining power amount of the battery 4 can be given a margin.

  According to the second embodiment of the present invention described above, in addition to the functions and effects (2) to (8) described in the first embodiment, the following (12) to (15) It is possible to achieve various effects.

(12) The charging control device 2 calculates the required cruising distance of the vehicle 100 until the battery 4 is charged by the supplied electric power from the outside using the cruising required distance calculation unit 22 (step S50), and the remaining power amount acquisition unit 24, the remaining power amount of the battery 4 is acquired (step S70). Based on the required cruising distance and the remaining power amount, the power generation start distance setting unit 28 sets a power generation start distance which is a threshold value for determining whether or not to start power generation by the generator 3 (step S81). ~ S101). Then, based on the acquired remaining power amount and the set power generation start distance, the power generation control unit 26 controls power generation by the power generator 3 (steps S131 and S140). Since it did in this way, the charging control according to the driving | running | working schedule of the vehicle 100 can be performed by the charging control apparatus 2 similarly to 1st Embodiment.

(13) The charge control device 2 calculates the cruising distance of the vehicle 100 based on the remaining power amount of the battery 4 by the cruising distance calculation unit 27 (step S71). The power generation start distance setting unit 28 compares the required cruising distance with the calculated cruising range in step S81, and based on the comparison result, determines the power generation start distance for starting power generation by the generator 3 in steps S91 or S101. Set in. The power generation control unit 26 controls the generator 3 to start power generation when the cruising range is less than the power generation start distance. Since it did in this way, the generator 3 can be made to start electric power generation with a suitable timing according to the driving schedule of the vehicle 100 similarly to 1st Embodiment.

(14) If the required cruising distance is less than the cruising distance based on the comparison result in step S81, the power generation start distance setting unit 28 determines in step S91 a power generation start distance (scheduled to be charged) that is smaller than the preset normal power generation start distance. Yes). As a result, as in the first embodiment, it is possible to suppress fuel consumption by preventing the generator 3 from being driven as much as possible.

(15) If the required cruising distance is equal to or greater than the cruising distance based on the comparison result in step S81, the power generation start distance setting unit 28 determines in step S101 that the power generation start distance greater than the preset normal power generation start distance ( Set No Charge). As a result, similarly to the first embodiment, the generator 3 can be driven early to start charging, and the remaining power amount of the battery 4 can be given a margin.

  In each of the above embodiments, when one or more waypoints are set in the middle of the travel route, navigation information about each section of the travel route divided by the waypoint is output from the navigation device 1. And the example which acquires this in the charge control apparatus 2 was demonstrated. However, instead of doing this, navigation information about the travel route from the current position of the vehicle 100 to a chargeable destination or waypoint is output from the navigation device 1 and is acquired by the charging control device 2. May be. In this case, the navigation device 1 determines which place can be charged for each of the destination and the waypoint. And it is preferable to output navigation information from the navigation apparatus 1 for the nearest destination from the current position of the vehicle 100 among destinations or waypoints determined to be chargeable.

  In each of the above embodiments, the example in which the vehicle 100 is the range extended EV has been described. However, the present invention may be applied to other vehicles. For example, the present invention can be applied to a fuel cell as the generator 3 or a plug-in hybrid vehicle that can be charged from the outside. In the case of a plug-in hybrid vehicle, the engine may be controlled instead of the generator 3.

  Each embodiment and various modifications described above are merely examples, and the present invention is not limited to these contents as long as the features of the invention are not impaired.

DESCRIPTION OF SYMBOLS 1 Navigation apparatus 2 Charging control apparatus 3 Generator 4 Battery 5 Electric motor 10 Control part 11 GPS receiving part 12 Vibration gyroscope 13 Vehicle speed sensor 14 HDD
DESCRIPTION OF SYMBOLS 15 Traffic information receiving part 16 Display monitor 17 Speaker 18 Input device 21 Navigation information acquisition part 22 Necessary cruising distance calculation part 23 Predicted power consumption calculation part 24 Remaining electric energy acquisition part 25 Power generation start electric energy setting part 26 Power generation control part 27 Possible distance calculation unit 28 Power generation start distance setting unit 100 Vehicle

Claims (15)

It has a generator and a battery that can be charged by externally supplied power or supplied power from the generator, and is mounted on a vehicle that runs by driving an electric motor with the battery,
Cruising required distance calculating means for calculating the cruising required distance of the vehicle until the battery is charged by the externally supplied power;
A remaining power acquisition means for acquiring the remaining power of the battery;
Threshold setting means for setting a threshold for determining whether to start power generation by the generator based on the cruising required distance and the remaining power amount;
A charge control device comprising: power generation control means for controlling power generation by the generator based on the remaining power amount and the threshold value. The charge control device according to claim 1,
Navigation information acquisition means for acquiring navigation information relating to a travel route from the current position of the vehicle to a destination or waypoint,
The required cruising distance calculating means calculates the required cruising distance based on the navigation information. The charge control device according to claim 2,
The navigation information includes chargeability information indicating whether the destination or the waypoint is a chargeable place,
The cruising required distance calculating means determines whether the battery can be charged at the destination or the waypoint based on the chargeability information, and when determining that the battery can be charged, the cruising required distance The charge control apparatus characterized by calculating. In the charge control device according to claim 2 or 3,
The navigation information includes distance information relating to the distance of the travel route, and chargeability information relating to the possibility of charging the battery at the destination or the waypoint,
The cruising required distance calculating means determines the possibility of charging the battery at the destination or the waypoint based on the chargeability information, and based on the possibility and the distance of the travel route, A charge control device that calculates the cruising required distance. The charge control device according to claim 4,
The chargeability information includes the presence or absence of a charge reservation for the destination or the waypoint, the presence or absence of charge registration for the destination or the waypoint, the presence or absence of a charge history for the destination or the waypoint, and the A charging control device comprising information on at least one of whether a destination or the waypoint is a predetermined charging location. In the charge control device according to any one of claims 2 to 5,
The navigation information includes distance information regarding the distance of the travel route, and travelability information regarding the travelability of the travel route,
The required cruising distance calculating means determines the travelability of the travel route based on the travelability information, and calculates the required travel distance based on the travelability and the distance of the travel route. Charging control device. The charging control device according to claim 6,
The charge control device, wherein the travelability information includes information on at least one of a type, a gradient, and traffic information of each road in the travel route. The charge control device according to claim 1,
The cruising required distance calculating means calculates the cruising required distance based on a preset scheduled travel distance. In the charge control device according to any one of claims 1 to 8,
A predicted power consumption calculating means for calculating a predicted power consumption based on the cruising required distance;
The threshold value setting means compares the predicted power consumption amount with the remaining power amount, and based on the comparison result, uses the power generation start power amount for starting power generation by the generator as the threshold value. Set,
The power generation control unit controls the power generator to start power generation when the remaining power amount is less than the power generation start power amount. The charging control device according to claim 9,
The threshold value setting means sets, as the threshold value, a first power generation start power amount that is smaller than a preset normal power generation start power amount when the predicted power consumption amount is less than the remaining power amount. The charge control apparatus characterized by the above-mentioned. In the charging control device according to claim 9 or 10,
The threshold value setting means sets, as the threshold value, a second power generation start power amount that is larger than a preset normal power generation start power amount when the predicted power consumption amount is equal to or greater than the remaining power amount. The charge control apparatus characterized by the above-mentioned. In the charge control device according to any one of claims 1 to 8,
A cruising range calculation means for calculating a cruising range of the vehicle based on the remaining power amount;
The threshold value setting means compares the required cruising distance and the cruising distance, and sets a power generation start distance for starting power generation by the generator as the threshold value based on the comparison result. ,
The power generation control unit controls the power generator to start power generation when the cruising distance is less than the power generation start distance. The charge control device according to claim 12,
The threshold setting means sets a first power generation start distance smaller than a preset normal power generation start distance as the threshold when the required cruising distance is less than the cruising distance. Charge control device. In the charge control device according to claim 12 or 13,
The threshold setting means sets a second power generation start distance larger than a preset normal power generation start distance as the threshold when the required cruising distance is equal to or greater than the cruising distance. Charge control device. A charging control method for a vehicle that includes a generator, a battery that can be charged by externally supplied power or supplied power from the generator, and a charging control device, and that drives by driving an electric motor by the battery. ,
By the charge control device,
Calculate the cruising required distance of the vehicle until the battery is charged with the externally supplied power,
Obtaining the remaining power of the battery;
Based on the cruising required distance and the remaining power amount, setting a threshold value for determining whether to start power generation by the generator,
A charge control method, wherein power generation by the generator is controlled based on the remaining power amount and the threshold value.

Images