JP2013184519A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle which can enhance a freedom of engine drive at electric power generation when suppressing a rise of a battery temperature, and can improve sound vibration performance and energy efficiency.SOLUTION: A control device of a hybrid vehicle comprises: a system controller which performs processing indicated in a flow chart of Fig.2 as a distribution control part for controlling a distribution of electric power from a battery and engine-generated electric power being electric power generated by driving an engine, as electric power for driving a drive motor; battery temperature rise suppression control parts S7 to S10 which are included in the system controller, and suppress a rise of a battery temperature Tb by performing distribution change processing for increasing the distribution of the engine-generated electric power before the battery temperature Tb reaches a critical temperature as an upper limit temperature which is set for protecting the battery.

Description

  The present invention relates to a control device for a hybrid vehicle.

  Conventionally, a hybrid vehicle including a generator, an engine that drives the generator, a battery that stores electric power generated by the generator, and a traveling motor that is driven by the power of the battery and the generator is well known. ing.

In such a hybrid vehicle, normally, in a state where the battery charge amount (hereinafter referred to as a battery SOC; SOC is an abbreviation for State of Charge) is high, the electric motor for traveling is driven only by electric power from the battery without driving the engine. Let it run.
In this case, when a high output operation such as a continuous uphill road is performed, battery output is continuously performed, the battery temperature rises, and the battery may be in an overdischarged state.

  Therefore, as a technology to suppress this rise in battery temperature, there is a control that preferentially turns the output from the engine to drive by suppressing the use of battery power when the battery temperature reaches the upper limit temperature for overdischarge prevention according to the battery temperature. It has been proposed (for example, Patent Document 1).

JP 2003-206777 A

However, in the above-described conventional technology, once the battery temperature reaches the upper limit temperature, the use of the battery is suppressed and the engine output is turned to power generation, so the degree of freedom in engine power generation is reduced.
As a result, when the engine is driven, there is a risk of being restricted by an operation that suppresses the generation of noise / vibration and an operation that is excellent in energy efficiency, and there is a concern that sound vibration and fuel consumption when the engine is driven deteriorate.

  The present invention has been made paying attention to the above problem, and controls a hybrid vehicle capable of increasing the degree of freedom of engine driving during power generation and improving sound vibration performance and energy efficiency when suppressing a rise in battery temperature. An object is to provide an apparatus.

In order to achieve the above object, a control device for a hybrid vehicle of the present invention includes:
A distribution control unit that controls distribution of power from the battery and engine generated power that is generated by driving the engine in the power that drives the electric motor for traveling;
Included in this distribution control unit, before the battery temperature reaches the upper limit temperature set for battery protection, the battery temperature increase suppression is performed by performing distribution change processing for increasing the distribution of engine generated power to suppress the battery temperature increase. A control unit;
A control apparatus for a hybrid vehicle characterized by comprising:

In the present invention, before the battery temperature reaches the upper limit temperature for protecting the battery, the distribution change process is performed to increase the distribution of the engine generated power in the electric power for driving the electric motor for traveling.
Therefore, compared with the case where the battery temperature reaches the upper limit temperature, the burden on the battery can be reduced to suppress the rise in the battery temperature, and the degree of freedom in engine power generation is increased, resulting in energy efficiency and sound. It is possible to drive the engine while ensuring vibration performance.

FIG. 1 is an overall system configuration diagram showing a series-type hybrid vehicle to which the hybrid vehicle control device of Embodiment 1 is applied. FIG. 2 is a flowchart showing a flow of processing of the battery temperature rise suppression control unit of the hybrid vehicle control device of the first embodiment. FIG. 3 is a battery temperature increase characteristic diagram showing a battery temperature increase characteristic over time due to a difference in distribution between battery power and engine generated power in the hybrid vehicle control apparatus of the first embodiment. FIG. 4 is a distribution characteristic diagram showing distribution of battery power and engine generated power for each distribution pattern in the hybrid vehicle control apparatus of the first embodiment. FIG. 5 is an engine start-stop characteristic diagram showing the quietness-oriented distribution pattern normally used in the HEV travel mode in the hybrid vehicle control apparatus of the first embodiment, and the engine start threshold and the engine stop threshold in the battery temperature-oriented distribution pattern. is there. FIG. 6 is an engine start-stop characteristic diagram showing the quietness-oriented distribution pattern normally used in the HEV travel mode in the hybrid vehicle control apparatus of the first embodiment, and the engine start threshold and the engine stop threshold in the EV feeling-oriented distribution pattern. It is. FIG. 7 shows a notification screen when the distribution change process is executed in the hybrid vehicle control apparatus according to the first embodiment. FIG. 7A prompts the driver to determine whether or not to perform the distribution change process. (B) shows a screen for prompting selection by displaying a selectable distribution pattern when the driver selects execution of the distribution change process. FIG. 8 shows a screen urging driving that reduces battery power consumption in the hybrid vehicle control apparatus of the first embodiment. FIG. 9 is an explanatory diagram of an engine temperature rise suppression effect in the hybrid vehicle control apparatus of the first embodiment. FIG. 10 is an explanatory diagram of the quietness effect in the hybrid vehicle control apparatus of the first embodiment. FIG. 11 is a flowchart showing a main part of the processing flow of the battery temperature rise suppression control unit of the hybrid vehicle control apparatus of the second embodiment. FIG. 12 is a flowchart showing the main part of the processing flow of the battery temperature rise suppression control unit of the hybrid vehicle control apparatus of the third embodiment.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a hybrid vehicle control device of the present invention will be described below based on the embodiments shown in the drawings.

(Embodiment 1)
First, the configuration of the hybrid vehicle control device of the first embodiment will be described.
FIG. 1 is a system configuration diagram showing an overall system of a hybrid vehicle A to which the hybrid vehicle control device of the first embodiment is applied.

  As shown in FIG. 1, the hybrid vehicle A includes a system controller (distribution control unit: battery temperature rise suppression control unit) 1, an engine controller 2, an engine 3, a generator controller 4, a generator 5, Machine inverter 6, battery controller 7, battery 8, drive motor controller 9, drive inverter 10, drive motor (traveling motor) 11, speed reducer 12, and drive wheels 13 and 13. Yes.

  The hybrid vehicle A is a series type (series type) hybrid vehicle in which the engine 3 is used only for power generation and the drive motor 11 is used only for driving and regeneration of the drive wheels 13 and 13. Simply put, it is an electric vehicle equipped with a power generation system. Therefore, as the travel mode, there is no travel mode that uses the driving force of the engine 3 and only the electric vehicle travel mode (= EV travel mode), but this is a case where the engine 3 is driven to travel while generating power. In the specification, it is referred to as HEV traveling mode. The hybrid vehicle A employs a so-called plug-in system, and can charge the battery 8 from an external charging facility 40 such as a household power source or a dedicated power source via the power feeding port 8a.

The engine 3 transmits a driving force for power generation to the generator 5.
The generator 5 is rotated by the driving force of the engine 3 to generate power. That is, a power generation device is mainly composed of the engine 3 and the generator 5. Further, the generator 5 also has a function as a motor, and can consume electric power by cranking at the time of starting the engine or by rotating the engine 3 by using the driving force of the generator 5. it can.

The generator inverter 6 is connected to the generator 5, the battery 8, and the drive inverter 10, and converts AC power generated by the generator 5 into DC or reverse conversion.
The battery 8 charges the regenerative power of the generator 5 and the drive motor 11 and discharges the drive power.
The drive inverter 10 converts the DC power supplied from the battery 8 and the generator inverter 6 into the AC current of the drive motor 11 or performs reverse conversion.

  The drive motor 11 generates a driving force and transmits the driving force to the driving wheels 13 and 13 through the speed reducer 12. Then, when the vehicle is traveling, when it is rotated by the drive wheels 13 and 13, energy is regenerated by generating a regenerative driving force.

  The engine controller 2 sets the throttle opening, ignition timing, and fuel injection amount of the engine 3 in accordance with signals such as the rotational speed and temperature of the engine 3 in order to realize the engine torque command value commanded from the system controller 1. adjust.

  The generator controller 4 performs switching control of the generator inverter 6 in accordance with the state of the generator such as the rotational speed and voltage in order to realize the generator torque command value commanded from the system controller 1.

  The battery controller 7 measures the amount of battery charge (hereinafter referred to as battery SOC: SOC is an abbreviation of “State Of Charge”) based on the current and voltage charged / discharged to the battery 8, and outputs it to the system controller 1. Further, the temperature of the battery 8, the charging efficiency of the battery 8, the input power according to the battery SOC, and the output power according to the battery SOC are calculated and output to the system controller 1.

  The drive motor controller 9 performs switching control on the drive inverter 10 in accordance with the state of the drive motor 11 such as the rotational speed and voltage in order to realize the drive torque commanded from the system controller 1.

The system controller 1 includes a driver's accelerator opening APO, vehicle speed Vs, (road surface) gradient and other vehicle conditions obtained from the sensor group 20, battery SOC from the battery controller 7, input power, output power, and generator 5. A drive torque is commanded to the drive motor 11 in accordance with the generated power. Further, the system controller 1 calculates a generated power command value for charging the battery 8 and supplying it to the drive motor 11.
The sensor group 20 includes a battery temperature sensor (battery temperature detection unit) 21 that detects the battery temperature Tb, an outside air temperature sensor 22 that detects the outside air temperature To, a vehicle speed sensor 23 that detects the vehicle speed Vs, and an accelerator opening APO. An accelerator opening sensor 24 to be detected is included.

  Further, a navigation system 30 as a position information acquisition unit is connected to the system controller 1 and position information such as a current location and a destination is input. The navigation system 30 includes a display device 30a, and the system controller 1 notifies the user of various information and control states by image display, audio output, and the like using the display device 30a. The display device 30a has a touch panel function, and is configured to be able to input a driver's operation.

  The system controller 1 controls the distribution of power from the battery 8 (hereinafter referred to as battery power) and engine generated power that is generated by driving the engine 3 as power for driving the drive motor 11 during traveling. The distribution control unit 1b is provided.

  Usually, in a hybrid vehicle, charge amount control is performed so that the battery SOC becomes a central battery SOC having a predetermined charge amount. In this charge amount control, when the battery SOC is lower than the central battery SOC, the HEV traveling mode is established in which the engine 3 is driven to generate power, and when the central battery SOC is exceeded, the drive motor 11 is driven only by battery power. Let it be an EV traveling mode in which the vehicle travels.

  Therefore, in the EV traveling mode, the battery power is 100% in the distribution. Further, in the HEV travel mode, the distribution control unit 1b variably controls the distribution of the battery power and the engine generated power according to the required driving force Pt.

  Further, the system controller 1 uses up the battery SOC to the lower limit value when the destination point PIt arrives at the destination point PIt when the destination point PIt is a planned charging point such as home by the lower limit charge amount control unit 1a (see FIG. 1). The lower limit charge amount control is executed. In this lower limit charge amount control, the position information is acquired from the navigation system 30, and when the remaining travel distance to the destination point PIt becomes the set distance, the charge amount control for the central battery SOC is ended. Then, traveling that actively consumes the battery SOC is performed in the EV traveling mode (a normal distribution pattern described later), and the battery SOC is consumed up to a preset lower limit value when arriving at the destination point PIt. By executing such lower limit charge amount control, the battery SOC can be consumed without waste and fuel consumption by the engine 3 can be suppressed.

Furthermore, the system controller 1 includes a battery temperature rise suppression control unit 1c.
The battery temperature rise suppression control unit 1c performs a distribution change process for increasing the distribution of engine generated power before the battery temperature Tb reaches a limit temperature (upper limit temperature) TI set for protection of the battery 8 to thereby increase the battery temperature. The rise of Tb is suppressed.

  Below, the flow of the battery temperature rise suppression process in the battery temperature rise suppression control part 1c of the system controller 1 is demonstrated based on the flowchart shown in FIG.

  First, in step S1, signal information necessary for estimating the estimated battery temperature Tf calculated in step S3 described later is acquired, and then the process proceeds to step S2.

  The estimated battery reaching temperature Tf is an estimated value of the battery temperature when the target point PIt is reached when the required driving force Pt is achieved and the vehicle travels according to a normal distribution pattern described later from the current traveling point (current point PIn). It is.

  Further, as information necessary for estimating the estimated battery reaching temperature Tf, the current battery temperature Tb, battery SOC, battery temperature characteristics, position information, travel route, altitude He, driving history, outside air temperature To, vehicle speed Vs, accelerator The opening APO, auxiliary machine power consumption, battery output, engine output, and the like are included. The battery temperature Tb, the outside air temperature To, the vehicle speed Vs, and the accelerator opening APO obtain signals from the sensor group 20, and for other information, signals are transmitted through in-vehicle communication between the controllers 4 and 7 and the system controller 1. get. Information about vehicle specifications such as auxiliary machine power consumption and battery temperature characteristics is stored in the system controller 1 in advance. Information about the destination point PIt, travel route, altitude He, and driving history is stored in the system controller 1 in advance after being input from the navigation system 30.

In step S2, a required driving force Pt that is a driving force required for traveling is calculated, and the process proceeds to step S3.
This required driving force Pt is first calculated as a driving force necessary to realize a vehicle speed profile (change in vehicle speed) from the current point PIn to the destination point PIt.
In order to estimate the vehicle speed profile, at least one piece of information on the travel route to the destination point PIt, altitude, vehicle speed, acceleration, driver's driving history, and driving method (driving habit) obtained from the navigation system 30 is obtained. Is used. In addition to detecting the current location PIn by the GPS function of the navigation system 30, information obtained from a beacon arranged on the road can also be used.

In step S3, the battery estimated temperature Tf is calculated, and then the process proceeds to step S4.
The estimated battery reaching temperature Tf is the temperature (predicted value) of the battery 8 when the required driving force Pt is achieved and the target point PIt is reached, the required output amount and output duration time for the battery 8 and the engine 3, It is calculated from the battery temperature characteristic, the battery SOC, and the outside air temperature To.

  The battery temperature characteristic is, for example, a battery temperature change based on the battery output and the output continuation time. The correspondence relation is experimentally obtained in advance in association with each piece of information and stored in the system controller 1 in advance.

  The battery temperature characteristic (battery estimated reaching temperature Tf) in the first embodiment is shown in FIG. FIG. 3 shows the first temperature characteristic BT1, the second temperature characteristic BT2, the third temperature characteristic BT3, and the fourth temperature characteristic BT4 in four typical distribution patterns in the first embodiment.

  The temperature characteristics BT1 to BT4 are different from each other in the distribution of the engine generated power and the battery power in the power used when the drive motor 11 is driven.

  The first temperature characteristic BT1 is a characteristic when the distribution between the battery power and the engine generated power is a battery temperature emphasis distribution pattern that gives priority to suppression of battery temperature rise. As shown in FIG. 4, the distribution in the battery temperature emphasis distribution pattern is such that the ratio of engine generated power is about 2/3 and the ratio of battery power is about 1/3.

   The second temperature characteristic BT2 shown in FIG. 3 is a characteristic when the engine 3 is driven at a high-efficiency operating point. At this time, as shown in FIG. The battery power ratio is about 1/2.

  The third temperature characteristic BT3 shown in FIG. 3 is a characteristic when a quietness-oriented distribution pattern in which the engine output is suppressed so as to satisfy the background noise level and the distribution of the engine generated power is suppressed to be low. In this quietness-oriented distribution pattern, as shown in FIG. 4, the distribution has a ratio of engine generated power of about 1/3 and a ratio of battery power of about 2/3.

The fourth temperature characteristic BT4 shown in FIG. 3 is the most basic characteristic, and the distribution is a normal distribution pattern in which the EV running mode is set as much as possible (the engine power generation ratio is 0 and the battery power ratio is 100%). This is the characteristic when
In calculating the estimated battery temperature Tf, the battery SOC, the battery temperature Tb, and the outside air temperature may be considered in addition to the battery temperature characteristics.

Here, each distribution pattern in FIG. 4 will be described.
FIG. 4 shows the output ratio of engine generated power and battery power to the required driving force Pt in each distribution pattern.
For example, the engine output Pt_eng compares the engine maximum possible output Peng_max determined from the engine water temperature and the like with the engine output value Pt_engx preset in the system controller 1 for each travel pattern, and the smaller value is output to the engine output Pt_eng. Let Pt_eng.

  The battery output Pt_bat is a difference between the required driving force Pt and the engine output Pt_eng. By changing the ratio of the battery output Pt_bat to the required driving force Pt, the temperature rise of the battery 8 can be controlled as shown in FIG.

Further, the engine start timing is also changed in accordance with the change in the battery output Pt_bat.
That is, in the HEV traveling mode using engine generated power, the engine 3 is driven according to the required driving force Pt. Along with this, the engine 3 is started and stopped. In this case, a threshold value is set, and as shown in FIG. 5, when the required driving force Pt exceeds each set ON threshold value Pt_engon1,3, the engine 3 is started, and each OFF value where the required driving force Pt is set. When the threshold value Pt_engoff1, 3 or less, the engine 3 is stopped. In the illustrated example, a hysteresis difference is set between each ON threshold value Pt_engon1,3 and each OFF threshold value Pt_engoff1,3.

  The engine start / stop timing can be changed by changing each of the threshold values Pt_engon1,3 and Pt_engoff1,3. As a result, the driving time of the engine 3 with respect to the required driving force Pt can be changed. become.

  FIG. 5 shows each threshold in the quietness-oriented distribution pattern and the battery temperature-oriented distribution pattern that are normally used in the HEV traveling mode. That is, the ON threshold value Pt_engon1 and the OFF threshold value Pt_engoff1 are set lower in the battery temperature priority distribution pattern than the ON threshold value Pt_engon3 and the OFF threshold value Pt_engoff3 in the quietness importance distribution pattern. Thereby, in the battery temperature emphasis distribution pattern, the engine drive range is expanded compared to the silence emphasis distribution pattern, and accordingly, the use of the battery power can be suppressed as much as possible, and the engine generated power can be used preferentially. .

  FIG. 6 shows the quietness-oriented distribution pattern normally used in the HEV traveling mode, and the threshold values in the EV feeling-oriented distribution pattern and the normal distribution pattern. As shown in FIG. 6, the ON threshold value Pt_engon3 and the OFF threshold value Pt_engoff4 are set higher in the normal distribution pattern (EV feeling-oriented distribution pattern) than the ON threshold value Pt_engon3 and the OFF threshold value Pt_engoff3 in the quietness-oriented distribution pattern. .

  Therefore, in the normal distribution pattern and the EV feeling emphasis distribution pattern, the engine 3 is less likely to start than in the quietness emphasis distribution pattern, and the vehicle can run for a long time only with battery power. That is, it is estimated that the required driving force Pt, such as when the vehicle starts, when traveling at a low speed, and when slowly accelerating, is smaller than the respective threshold values Pt_engon4 and Pt_engoff4, and that no output limitation is imposed due to the temperature rise of the battery 8 even in the EV traveling mode. In this case, the battery power is positively driven and the engine 3 is not driven.

Returning to the description of FIG. 2, in step S4, it is determined whether or not the estimated battery reaching temperature Tf is equal to or higher than a limit temperature TI that will be output limited due to a rise in battery temperature in the future. If Tf <TI, the process proceeds to step S5.
The limit temperature TI is an upper limit temperature set to protect the battery 8. This limit temperature TI may be variable according to the outside air temperature.

In step S5, driving in the normal control mode is continued, one processing loop is terminated, and the processing from step S1 is repeated at the next processing timing.
Note that the drive in the normal control mode refers to a control mode in which the battery temperature rise suppression control is not executed. During traveling in this normal control mode, as described above, when the battery SOC is sufficiently larger than the preset threshold SOC_th corresponding to the previously set central battery SOC, the normal distribution pattern (in the fourth temperature characteristic BT4) In the EV driving mode. When battery SOC falls below threshold value SOC_th, the engine 3 is driven to enter HEV running mode while generating power, and the power distribution at this time is a quietness-oriented distribution pattern (pattern at the time of the third temperature characteristic BT3). ).

  Further, in the normal control mode, when the lower limit charge amount control unit 1a described above performs the lower limit charge amount control, even if the battery SOC falls below the threshold value SOC_th, the EV drive mode main body travels according to the normal distribution pattern, and the battery The SOC is consumed up to the lower limit value.

  Note that the normal control mode in step S5 is maintained in the case of NO determination (Tf <TI) in step S4 or NO determination in step S9 described later (the driver selects battery temperature increase suppression control using the display device 30a). If not).

  In step S6 which proceeds when it is determined in step S4 that the estimated battery reaching temperature Tf is equal to or higher than the limit temperature TI, it is determined whether or not the battery temperature increase suppression control is being performed. Otherwise, go to step S7. In the battery temperature increase suppression control, when it is determined in step S4 that the estimated battery reaching temperature Tf is equal to or higher than a limit temperature TI that is subject to output restriction due to a battery temperature increase in the future, the battery temperature Tb increases. This control is executed to suppress this.

In step S7, the battery temperature rise suppression control is started, and the output value (distribution) between the battery power and the engine generated power described above is calculated.
That is, the estimated battery reaching temperature Tf when the drive motor 11 is driven by each distribution pattern is obtained, and a distribution pattern in which the estimated battery reaching temperature Tf does not exceed the limit temperature TI when the destination point PIt is reached is obtained.

  For example, in the example shown in FIG. 3, in the fourth temperature characteristic BT4 according to the normal distribution pattern, the temperature reaches the limit temperature TI at the time t2 before the scheduled time t3 to reach the destination point PIt. On the other hand, the estimated battery reaching temperature Tf does not reach the limit temperature TI in any of the above distribution patterns of the battery temperature emphasis distribution pattern, the fuel efficiency emphasis distribution pattern, and the silence emphasis distribution pattern.

  Here, in the present embodiment, an EV feeling emphasis distribution pattern is set in addition to the distribution patterns shown in FIG. 4 corresponding to the first to fourth temperature characteristics BT1 to BT4 described above as the distribution pattern. This EV feeling emphasis distribution pattern is a distribution pattern obtained by combining a normal distribution pattern and another distribution pattern.

That is, in the EV feeling emphasis distribution pattern, the normal distribution pattern (EV travel mode) is set as much as possible, and the distribution change is made beyond the possible range to set the HEV travel mode. In Embodiment 1, the battery temperature emphasis distribution pattern is used in the HEV travel mode.
Specifically, as shown in FIG. 3, in the EV feeling emphasis distribution pattern, the vehicle travels in the normal distribution pattern up to the limit (time point t1) so as to reach the limit temperature TI upon arrival at the destination point PIt. Then, after the limit (time t1), the vehicle travels with the battery temperature emphasis distribution pattern (first temperature characteristic BT1). Therefore, in this EV feeling emphasis distribution pattern, the limit (time point t1) is calculated by back-calculating the battery temperature emphasis distribution pattern (first temperature characteristic BT1) from the point where the limit temperature TI is reached upon arrival at the destination point PIt. Then, drive to the limit with the normal distribution pattern.

In step S8, after notifying the driver to switch the control mode from the normal control mode to the battery temperature rise suppression control mode using the display device 30a, the process proceeds to step S9.
That is, a message is displayed on the screen of the display device 30a to prompt the driver to determine whether or not the output may be limited in advance due to the battery temperature rise, and to determine whether or not to execute the battery temperature rise suppression control. FIG. 7A shows a display example.

  Further, when the driver selects the change of the control mode by the touch panel function of the display device 30a by the display shown in FIG. 7A, the battery temperature Tb does not reach the limit temperature TI as shown in FIG. 7B. A traveling pattern (distribution pattern) is also displayed. The driver who desires the battery temperature rise suppression control can select which travel pattern (distribution pattern) to travel by the touch panel function. Note that FIG. 7B illustrates a case where battery temperature emphasis (distribution pattern) is selected.

In step S9, it is determined whether or not the driver has selected execution of battery temperature rise suppression control. If selected, the process proceeds to step S10, and if not selected, the process proceeds to step S5.
In step S10, the vehicle travels while controlling the driving of the engine 3 and the distribution of power supply to the drive motor 11 by the distribution control unit 1b according to the driving pattern (distribution pattern) selected by the driver.

  In step S11, which is performed when the battery temperature rise suppression control is being executed in step S6, a driving change notification for encouraging the driver to reduce battery power consumption is given, and then the process returns to step S1.

  FIG. 8 shows an example of the driving change notification, which is an example in which the traveling speed is urged to be suppressed. In addition, it may be urged to refrain from sudden accelerator operation and to refrain from using auxiliary equipment such as an air conditioner and audio equipment. At least one of these may be notified, but it is preferable to perform appropriate notification according to the manner of driving by the driver and the usage status of the auxiliary equipment.

(Operation of Embodiment 1)
Next, the operation of the first embodiment will be described based on the operation example.
(Comparative example)
In describing the operation of the first embodiment, first, a problem to be solved by the first embodiment will be described by describing a comparative example.
In FIG. 3, the fourth temperature characteristic BT4 indicates the temperature characteristic when the battery power and the engine generated power are distributed according to the normal distribution pattern mainly including the EV traveling pattern as described above.
In particular, when the destination point PIt is a scheduled charging point, when the battery arrives at the destination point PIt, charging is performed after the battery SOC is used up to the lower limit value, so that the battery SOC can be used without waste. Can be suppressed. For this reason, in many cases, the vehicle travels toward the destination point PIt according to the normal distribution pattern mainly composed of the EV travel mode.

  In the example of FIG. 3, the estimated value of the battery temperature Tb obtained at the current point PIn, but in the description of the comparative example, the vehicle was actually run according to the normal distribution pattern, and the battery temperature Tb changed with such temperature characteristics. Shall.

  In this case, conventionally, at time t2 when the battery temperature Tb reaches the limit temperature TI, the battery output is limited to increase the distribution of engine generated power. As a result, the distribution control for limiting the battery output is executed so as not to greatly exceed the limit temperature TI from the time indicated as “after restriction” in FIG. 9.

However, if the battery output restriction is applied at that time, the battery SOC cannot be sufficiently used for driving the drive motor 11, and a large amount of engine generated power is used, and a part of the power may be used for charging the battery. is there.
Therefore, the required driving force Pt intended by the driver cannot be obtained, and the driver may feel uncomfortable or the driving performance may be deteriorated.
In addition, if sufficient engine generated power is obtained, noise and vibration due to an increase in engine output may be caused, and fuel consumption may be deteriorated.

  Therefore, in the first embodiment, while preventing the battery temperature Tb from increasing and protecting the battery 8, the driver feels uncomfortable, the performance of the motor is deteriorated, the noise / vibration performance is deteriorated. The purpose is to make it possible to suppress the deterioration of fuel consumption.

(Battery temperature rise suppression control according to Embodiment 1)
As in the comparative example described above, when the system controller 1 arrives at the destination point PIt, which is a planned charging point, the vehicle SOC actively consumes the battery SOC according to the normal distribution pattern so that the battery SOC is used up to the lower limit value. The case of performing will be described. Further, the battery SOC and traveling conditions at this time are also assumed to be the same as in the above-described comparative example.

  In such a traveling situation, in the first embodiment, information necessary for estimating the estimated battery reaching temperature Tf is acquired at the current point PIn (step S1), and the necessary driving force Pt is calculated (step S2). ), The estimated battery reaching temperature Tf is calculated (step S3).

The calculation of the estimated battery temperature Tf at this time is performed assuming that the vehicle has traveled according to the normal distribution pattern, that is, the fourth temperature characteristic BT4 shown in FIG. 3 corresponds to the calculation result.
The estimated battery reaching temperature Tf exceeds the limit temperature TI at the time t2 before reaching the destination point PIt.
As described above, when it is estimated that the estimated battery reaching temperature Tf exceeds the limit temperature TI at the time t2 before reaching the destination point PIt, the battery temperature increase suppression process is started (steps S4 → S6 → S7).
In this battery temperature rise suppression process, first, command values for the battery 8 and the engine 3 according to each distribution pattern other than the normal distribution pattern are calculated, and the estimated battery reaching temperature Tf according to each distribution pattern is calculated based on the calculation result. . The calculation results are the first to third temperature characteristics BT1 to BT3 and the EV feeling emphasis distribution pattern in FIG.

In the example shown in FIG. 3, the temperature characteristics of the temperature characteristics BT1 to BT3 other than the fourth temperature characteristic BT4 and the EV feeling emphasizing distribution pattern indicate that the estimated battery reaching temperature Tf is the limit temperature TI until the arrival at the destination point PIt. Is not exceeded.
Therefore, in the first embodiment, first, as shown in FIG. 7 (a), it is notified that the battery temperature Tb tends to increase, and the control mode is changed to the battery temperature increase suppression mode (battery temperature increase suppression). A display prompting selection of whether or not to switch to (control) is performed (step S8).

When the driver selects YES in FIG. 7A, each temperature characteristic that the estimated battery reaching temperature Tf does not exceed the limit temperature TI is obtained as shown in FIG. 7B. The distribution pattern is displayed and the driver is prompted to make a selection.
In the present embodiment, it is assumed that a battery temperature emphasis distribution pattern is initially set as a distribution pattern during battery temperature rise suppression control. Further, as described above, the EV feeling emphasis distribution pattern travels in the normal distribution pattern (EV travel mode) as much as possible within the range where the estimated battery temperature Tf does not exceed the limit temperature TI, and the normal distribution pattern is continued. In this pattern, the HEV travel mode is set at the limit point.

  Thereafter, when any of the four distribution patterns including the initial setting of battery temperature emphasis (distribution pattern) shown in FIG. 7B is selected, the battery power and the engine generated power are distributed according to the selected distribution pattern. Based on this, the drive of the battery 8 and the engine 3 is controlled.

Therefore, when the above selection is performed at the current point PIn, the battery temperature Tb is based on any of the characteristics of the first to third temperature characteristics BT1 to BT3 and the EV feeling emphasis distribution pattern based on the selected distribution pattern. The battery temperature Tb is suppressed from exceeding the limit temperature TI.
That is, as shown in FIG. 9, the increase in the battery temperature Tb is suppressed more than the normal distribution pattern indicated by the dotted line by the increase in the distribution of the engine generated power.

In this case, since the drive motor 11 is driven (running) according to the distribution pattern corresponding to the pattern selected by the driver, it is difficult for the driver to feel uncomfortable.
Moreover, at this time, since the battery temperature Tb has not reached the limit temperature TI, the power performance can be ensured, the degree of freedom of driving the engine 3 is high, and the quietness-oriented distribution pattern according to the driver's request. Etc. are selectable. That is, as shown in FIG. 10, the sound pressure level can be suppressed by selecting a rotational speed excellent in quietness as the engine rotational speed.

By the way, although the battery temperature rise suppression is performed as described above, the battery temperature Tb becomes higher than the estimated battery reaching temperature Tf, and the battery temperature Tb exceeds the limit temperature TI before reaching the destination point PIt. there is a possibility.
This may be the case, for example, when an unscheduled traffic jam is encountered, the vehicle load is greater than the expected value, the traveling speed is high, or the driving vehicle repeats rapid acceleration / deceleration. In such a case, the display device 30a performs a display as shown in FIG. 8 urging the driver to change the driving method (step S11).

As described above, as an example of the change in the driving method, FIG. 8 shows an example in which the driving speed is urged. However, in addition to this, it is necessary to refrain from an abrupt accelerator operation, an air conditioner or an audio device. Depending on the situation, it may be urged to refrain from using auxiliary equipment such as.
Thereby, the rise in battery temperature Tb can be suppressed.

  Further, although depending on the estimation accuracy of the estimated battery reaching temperature Tf, it is considered that the battery temperature Tb exceeds the limit temperature TI near the destination point PIt while executing the battery temperature rise suppression process. It is thought that it is possible to cope with changes in driving methods.

Alternatively, if there is a more effective distribution pattern of temperature characteristics at this time, the change to the corresponding distribution pattern may be notified or may be automatically switched.
For example, when the battery temperature Tb exceeds the limit temperature TI when running with the quietness-oriented distribution pattern, it is also effective to notify or switch the battery temperature-oriented distribution pattern. .

(Effect of Embodiment 1)
The effects of the first embodiment are listed below.
1) The hybrid vehicle control device of the embodiment includes:
Generator 5;
An engine 3 for driving the generator 5;
A battery 8 charged by a generator 5;
A drive motor 11 as a running motor driven by the power of the battery and the generator;
A battery temperature sensor 21 as a battery temperature detection unit for detecting the temperature of the battery 8;
A system controller 1 having a distribution control unit 1b for controlling distribution of power from the battery 8 and engine generated power that is generated by driving the engine 3 as power for driving the drive motor 11,
Before the battery temperature Tb reaches the limit temperature TI, which is included in the distribution control unit 1b and is set as the upper limit temperature set for battery protection, a distribution change process for increasing the distribution of the engine generated power is performed. A battery temperature rise suppression control unit 1c for suppressing the rise;
It is characterized by having.
Therefore, the ratio of the engine generated power in the power supplied to the drive motor 11 before the battery temperature Tb reaches the limit temperature TI can be increased, the burden on the battery 8 can be reduced, and the battery temperature rise can be suppressed. Thus, after the battery temperature Tb reaches the limit temperature TI, the degree of freedom of engine power generation is higher than that in which the battery output is limited, and the engine power generation can be performed while considering the problems of fuel consumption and sound vibration. Can be done.

2) The control device for the hybrid vehicle of the first embodiment is
A navigation system 30 is provided as a position information acquisition unit that acquires information related to the travel point of the vehicle,
A battery temperature estimating unit (step S3) for estimating a battery temperature change from the current point PIn to the destination point PIt based on information from the navigation system 30;
Based on the estimation result of the battery temperature estimation unit, the battery temperature rise suppression control unit 1c performs distribution change processing when the estimated battery arrival temperature Tf reaches the limit temperature TI before reaching the destination point PIt. It is characterized by that.
Therefore, only when it is estimated that the battery temperature Tb reaches the limit temperature TI when the destination point PIt is reached, the battery temperature increase suppression control unit increases the rate of engine power generation. For this reason, battery power can be used as much as possible, fuel consumption can be suppressed, and generation of sound vibration due to engine driving can be suppressed.

3) The control device for the hybrid vehicle in the first embodiment
The distribution control unit 1b suppresses the engine output so as to satisfy the background noise level as a distribution pattern between the battery power and the engine generated power, and distributes the engine generated power more than the battery temperature priority distribution pattern and the fuel priority distribution pattern. With a low-silence distribution pattern that emphasizes quietness,
The battery temperature rise suppression control unit (S7 to S10) is characterized in that a quietness-oriented distribution pattern can be used during the distribution change process.
Therefore, while avoiding the output limitation when the battery temperature Tb reaches the limit temperature TI, the quietness is ensured while increasing the ratio of engine power generation by using the quietness-oriented distribution pattern during the distribution change process. it can.

4) The control device for the hybrid vehicle in the first embodiment
The distribution control unit 1b gives priority to the suppression of battery temperature rise as a distribution pattern between battery power and engine power generation, and relatively distributes the engine generated power distribution over the normal distribution pattern, quietness importance distribution pattern, and fuel importance distribution pattern. Equipped with a larger battery temperature distribution pattern,
The battery temperature rise suppression control unit 1c can use a battery temperature emphasis distribution pattern during distribution change processing.
Therefore, while avoiding the output limitation when the battery temperature Tb reaches the limit temperature TI, the battery temperature Tb is increased by using the battery temperature-oriented distribution pattern in which the distribution of the engine generated power is relatively increased. It can be suppressed as much as possible.
As a result, it is possible to prevent the driver from feeling uneasy or uncomfortable due to an output limitation caused by the battery temperature Tb reaching the limit temperature TI.

5) The control device for the hybrid vehicle in the first embodiment
The distribution control unit 1b includes, as a distribution pattern between battery power and engine power generation, a fuel consumption-oriented distribution pattern that performs distribution by driving the engine at a highly efficient operating point,
The battery temperature rise suppression control unit 1c is characterized in that a fuel consumption-oriented distribution pattern can be used during the distribution change process.
Therefore, it is possible to achieve a better running of the fuel consumption by using the fuel consumption-oriented distribution pattern while avoiding the output limitation when the battery temperature Tb reaches the limit temperature TI.

6) The control device for the hybrid vehicle of Embodiment 1
The distribution control unit 1b controls the battery power and the engine power generation as a distribution pattern between the battery power and the engine power generation to a normal distribution pattern as an EV distribution pattern giving the highest priority to the battery power as much as possible. Equipped with EV feeling emphasis distribution pattern to perform change processing,
The battery temperature rise suppression control unit 1c is characterized in that an EV feeling emphasis distribution pattern can be used during distribution change processing.
Therefore, while avoiding the output limitation when the battery temperature Tb reaches the limit temperature TI, the vehicle is controlled in the normal distribution pattern as much as possible and travels in the EV travel mode, so that the engine 3 is not driven and has a high quiet state. Can be continued as long as possible. Further, fuel consumption can be improved by consuming the battery SOC as much as possible toward the destination point PIt.
Moreover, in the EV feeling emphasis distribution pattern, the battery temperature emphasis distribution pattern is used at the time of distribution change processing. For this reason, the duration of the normal distribution pattern (EV traveling mode) can be ensured as compared with the case where other quietness-oriented distribution patterns or fuel efficiency-oriented distribution patterns are used during the distribution change process.

7) The control device for the hybrid vehicle in the first embodiment
The system controller 1 includes a lower limit charge amount control unit 1a that performs lower limit charge amount control that uses up the battery SOC to a preset lower limit value at the destination point PIt,
The battery temperature rise suppression control unit 1c is characterized in that the distribution change process (step S10) can be executed when the charge amount control is performed.
Therefore, it is possible to improve the fuel consumption by using up the battery SOC to a preset lower limit value while avoiding the output limitation when the battery temperature Tb reaches the limit temperature TI. Further, in this case, the opportunity to travel in the EV travel mode increases, and it is possible to continue a highly quiet state in which the engine 3 is not driven.

8) The control device for the hybrid vehicle in the first embodiment
When the distribution change process by the battery temperature rise suppression control unit 1c is necessary, a notification control unit (step S8) for notifying the driver using the display device 30a as a notification unit is provided.
Therefore, the driver can know in advance that there is a possibility that the battery temperature Tb will rise and the change in the running state due to the distribution pattern. Therefore, by changing the distribution pattern without performing such notification, it is possible to prevent the driver from feeling uncomfortable due to, for example, the generation of sound / vibration caused by starting the engine 3.

9) The control device for the hybrid vehicle in the first embodiment
The notification control unit (step S8) performs a process of displaying a distribution pattern that can be changed by the distribution change process and prompting the selection of the distribution pattern, as shown in FIG. Features.
As described above, the driver himself / herself selects the distribution pattern at the time of executing the distribution change process, so that the driving performance desired by the driver can be obtained. Further, even if the distribution pattern changes due to the distribution change process and the driving performance changes, it is possible to prevent the driver from feeling uncomfortable.

10) The control device for the hybrid vehicle of the first embodiment is:
As shown in FIG. 7A, the notification control unit (step S8) performs a display prompting the driver to determine whether or not to perform the distribution change process by the battery temperature rise suppression control unit 1c. Features.
Therefore, the driver can be alerted to avoid the possibility that the driving force will be insufficient due to the output limitation due to the battery temperature rise. In addition, it is possible to alleviate a sense of incongruity and anxiety that the output is suddenly restricted during traveling and the driving state of the engine 3 changes.

11) A control device for a hybrid vehicle according to the first embodiment
If the estimated battery temperature at the arrival of the destination point PIt by the battery temperature estimation unit (step S3) exceeds the limit temperature TI during execution of the distribution change process by the battery temperature rise suppression control unit 1c, the display device 30a serving as notification means As shown in FIG. 8, an operation change notification unit (step S11) is provided that performs an operation change notification that promotes an operation that suppresses an increase in battery temperature Tb.
Therefore, even when the battery temperature Tb rises more than expected, the driver's attention can be urged so that the battery temperature Tb does not rise.
In addition, the driver knows how to accurately drive the battery temperature Tb to suppress the increase, so that the possibility of suppressing the increase in the battery temperature Tb is increased, and the temperature increase suppression effect by the distribution change process is sufficiently obtained. Even when there is not, the rise in battery temperature Tb can be suppressed.

12) A control device for a hybrid vehicle according to the first embodiment
The driving change notification unit (step S11) notifies the driving change notification of at least any one of lowering the traveling speed, refraining from a sudden accelerator operation, and refraining from using auxiliary equipment. To do.
Therefore, the driver can know a specific driving method for suppressing the increase in the battery temperature Tb.

(Other embodiments)
Other embodiments will be described below. In the description of the other embodiments, only differences from the first embodiment will be described.
(Embodiment 2)
The hybrid vehicle control device of the second embodiment is different from the first embodiment in part of the processing by the battery temperature rise suppression control unit 1c.
Only this difference will be described with reference to the flowchart of FIG.
That is, in step S209 that proceeds after executing step S8 that informs the driver, an optimum distribution pattern that does not reach the limit temperature TI obtained in step S7 is selected according to the driving history or driving method of the driver. After selecting automatically, the process proceeds to step S10.
As an example of selection in step S209, for example, when the driver slowly depresses and releases the accelerator pedal (not shown), the required driving force Pt tends to be low. Select a quietness-oriented distribution pattern.
Conversely, when the driver depresses and releases the accelerator pedal (not shown) suddenly, the required driving force Pt tends to be high, so the engine generated power is increased to select the battery temperature-oriented distribution pattern. .
In the second embodiment, the other steps are the same as those in the first embodiment.

13) A control device for a hybrid vehicle according to the second embodiment
The distribution pattern to be changed by the distribution change process after the notification by the notification control unit (step S8) is automatically selected according to the driving history or driving method of the driver (step S209).
In this way, the distribution pattern to be changed by the distribution change process is a distribution pattern according to the driving method of the driver, so that even if the distribution pattern changes by the distribution change process and the driving performance changes, the driver It is possible to prevent the user from feeling uncomfortable.

(Embodiment 3)
The hybrid vehicle control device of the third embodiment is different from the first embodiment in part of the processing by the battery temperature rise suppression control unit 1c.
Only this difference will be described with reference to the flowchart of FIG.
That is, if it is determined in step S6 that the battery temperature increase suppression control is not being performed (NO), the process proceeds to step S8 to notify the driver that the battery temperature Tb is increased. Then, in step S309, which proceeds after the notification in step S8 is executed, a distribution pattern selected in advance by the driver is read as a distribution pattern used in the battery temperature rise suppression control.

  That is, in the third embodiment, any one of the battery temperature emphasis distribution pattern, the fuel emphasis distribution pattern, the silence emphasis distribution pattern, and the EV feeling emphasis distribution pattern is used as the distribution pattern used in the battery temperature rise suppression control. Selected in advance by a person.

14) A control device for a hybrid vehicle in a third embodiment
The distribution pattern to be changed by the distribution change process after notification by the notification control unit (step S8) is preselected by the driver.
As described above, the distribution pattern to be changed by the distribution change process is preset by the driver, so that even if the distribution pattern is changed by the distribution change process and the driving performance changes, the driver does not feel uncomfortable. Can be.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on embodiment, about a specific structure, it is not restricted to this embodiment, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  For example, in the embodiments, the example in which the hybrid vehicle control device of the present invention is applied to a series-type hybrid vehicle including a generator motor and a drive motor (two motors) has been shown. However, as a hybrid vehicle to which the control device of the present invention is applied, a parallel type plug-in hybrid vehicle provided with two motors, a parallel type hybrid vehicle provided with a motor generator (one motor) combined with power generation / drive, and the like. It can also be applied to.

Further, in the embodiment, the navigation system as a position information acquisition unit that acquires information related to the travel point of the vehicle is shown, but the present invention is not limited to this, and a GPS device dedicated to this device can be mounted. In addition, the position can be specified using information from VICS (registered trademark: Abbreviation of Vehicle Information and Communication System).
In the embodiment, an example in which a display device of a navigation system is used as the notification unit has been described. However, the present invention is not limited to this, and for example, an audio / image output function by an audio device can be used.

Further, in the hybrid vehicle control device of the third embodiment, the distribution pattern at the time of the battery temperature rise suppression control has been shown to be selected by the driver in advance. It may be set.
In the embodiment, the ratio between the battery power and the engine generated power in each distribution pattern is an example, and this distribution can be arbitrarily set.

A Hybrid vehicle 1 System controller 1b Distribution control unit 1c Battery temperature rise suppression control unit 3 Engine 5 Generator 8 Battery 11 Drive motor (motor for traveling)
21 Battery temperature sensor (battery temperature detector)
30 Navigation system (location information acquisition unit)
30a Display device (notification means)

Claims (14)

A generator,
An engine that drives the generator,
A battery charged by the generator;
A traveling motor driven by the power of the battery and the generator;
A battery temperature detector for detecting the temperature of the battery;
A distribution control unit that controls distribution of power from the battery and engine generated power that is generated by driving the engine as power for driving the motor for traveling;
Included in this distribution control unit, before the battery temperature reaches the upper limit temperature set for protecting the battery, a distribution change process for increasing the distribution of the engine generated power is performed to suppress the increase in the battery temperature A battery temperature rise suppression control unit;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
A position information acquisition unit for acquiring information on a travel point of the vehicle;
Based on information from the position information acquisition unit, a battery temperature estimation unit that estimates a battery temperature change from the current location to the destination location,
The battery temperature rise suppression control unit performs the distribution change process when the estimated battery temperature reaches the upper limit temperature before reaching the destination point based on the estimation result of the battery temperature estimation unit. A hybrid vehicle control device. In the hybrid vehicle control device according to claim 1 or 2,
The distribution control unit, as a distribution pattern of the battery power and the engine power generation, includes a quietness-oriented distribution pattern that suppresses the distribution of the engine power generation for the purpose of reducing the noise level,
The control apparatus for a hybrid vehicle, wherein the battery temperature rise suppression control unit can use the quietness-oriented distribution pattern during the distribution change process. In the control apparatus of the hybrid vehicle of any one of Claims 1-3,
The distribution control unit, as a distribution pattern of the battery power and the engine power generation, includes a battery temperature emphasis distribution pattern that prioritizes suppression of battery temperature rise and relatively increases the distribution of engine power generation,
The control apparatus for a hybrid vehicle, wherein the battery temperature rise suppression control unit can use the battery temperature emphasis distribution pattern during the distribution change process. In the control apparatus of the hybrid vehicle of any one of Claims 1-4,
The distribution control unit includes a fuel consumption-oriented distribution pattern for performing distribution by driving the engine at a highly efficient operating point as a distribution pattern between the battery power and the engine power generation,
The control apparatus for a hybrid vehicle, wherein the battery temperature rise suppression control unit can use the fuel consumption-oriented distribution pattern during the distribution change process. In the control apparatus of the hybrid vehicle of any one of Claims 1-5,
The distribution control unit controls the battery power to an EV distribution pattern having the highest priority as much as possible as a distribution pattern of the battery power and the engine generated power, and the distribution is performed when the EV distribution pattern exceeds a possible range. It is equipped with an EV feeling emphasis distribution pattern designed to perform change processing,
The control apparatus for a hybrid vehicle, wherein the battery temperature rise suppression control unit can use an EV feeling emphasis distribution pattern during distribution change processing. In the control apparatus of the hybrid vehicle of any one of Claims 1-6,
A lower limit charge amount control unit for performing lower limit charge amount control to use up the battery charge amount to a preset lower limit value at the destination point;
The control apparatus for a hybrid vehicle, wherein the battery temperature rise suppression control unit is capable of executing the distribution change process when the lower limit charge amount control is performed. In the control apparatus of the hybrid vehicle of any one of Claims 1-7,
A control apparatus for a hybrid vehicle, comprising: a notification control unit that notifies a driver using a notification unit when the distribution change process by the battery temperature rise suppression control unit is necessary. In the hybrid vehicle control device according to claim 8,
The control device for a hybrid vehicle, wherein the notification control unit performs the notification, displays the distribution pattern that can be changed by the distribution change processing, and performs a process of prompting selection of the distribution pattern. In the hybrid vehicle control device according to claim 8,
The control apparatus for a hybrid vehicle, wherein the distribution pattern changed by the distribution change process after notification by the notification control unit is automatically selected according to a driving history or a driving method of a driver. In the hybrid vehicle control device according to claim 8,
The control apparatus for a hybrid vehicle, wherein the distribution pattern to be changed by the distribution change process after notification by the notification control unit is selected in advance by a driver. In the hybrid vehicle control device according to claim 8,
The control device for a hybrid vehicle, wherein at the time of the notification, the notification control unit displays a message prompting a driver to determine whether or not to perform the distribution change process by the battery temperature rise suppression control unit. The control device for a hybrid vehicle according to any one of claims 2 to 12,
During the execution of the distribution change process by the battery temperature rise suppression control unit, when the estimated battery temperature at the arrival of the destination point by the battery temperature estimation unit exceeds the upper limit temperature, the battery temperature is increased by a notification unit. A control apparatus for a hybrid vehicle, comprising: a driving change notification unit that performs a driving change notification that prompts driving to be suppressed. The hybrid vehicle control device according to claim 13,
The driving change notification unit notifies the driving change notification of at least one of reducing a traveling speed, refraining from an abrupt accelerator operation, and refraining from using auxiliary equipment. Vehicle control device.