JP2014092375A - Vehicle control device and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device and a vehicle control method that can reduce a fuel consumption for a change route in the case of deviation from a route.SOLUTION: A vehicle control device includes: change route acquiring means of re-searing for a change route from a deviation point to a destination when it is determined that a vehicle position deviates from a route; coincident section acquiring means of acquiring a coincident section between the route and change route; and coincident section slope acquiring means of acquiring a coincident section average slope in the route in the coincident section and a vehicle position slope of the vehicle position; and travel control means of determining a driving state of a driving source upon the basis of the coincident section average slope and vehicle position slope so as to perform control.

Description

  The present invention relates to a vehicle control device and a vehicle control method applied to a hybrid vehicle.

Conventionally, various techniques for driving and controlling a hybrid vehicle have been proposed.
For example, the controller calculates the remaining battery level from the output of the battery current / voltage detection sensor. And a controller schedules the target value of the battery remaining amount on a guidance route based on the road information on the guidance route supplied from a navigation processing part, and the information on the present location. Subsequently, there is a hybrid vehicle in which the controller adjusts the output of the motor and the engine so that the remaining battery level when traveling on the guide route approaches the target value (see, for example, Patent Document 1). .)

JP-A-8-126116

  In the hybrid vehicle described in Patent Document 1 described above, when the vehicle deviates from the guide route, the changed route from the departure point that deviates from the guide route to the destination is searched again. Then, scheduling of the target value of the battery remaining amount on the changed route that has been re-searched is performed again.

  However, when the distance to the destination is long (for example, the distance is 100 km, etc.), it takes time to read traffic information, gradient data, etc. on the changed route, and the remaining battery level on the changed route There is a problem that scheduling of target values takes time. For this reason, if the motor and engine output adjustment immediately after the start of traveling on the changed route is not in time, and the vehicle control is performed according to the state at that time, the vehicle control may increase the fuel consumption.

  Accordingly, the present invention has been made to solve the above-described problems, and provides a vehicle control device and a vehicle control method capable of reducing fuel consumption in a changed route when the route deviates. provide.

  In order to achieve the object, the vehicle control device according to claim 1, when it is determined that the vehicle position has deviated from the route, a changed route acquisition unit that re-searches a changed route from the departure point to the destination; A matching section acquiring means for acquiring a matching section of a route and the changed route, a matching section gradient acquiring means for acquiring a matching section average gradient on the path in the matching section and a vehicle position gradient of the vehicle position, and the matching section Travel control means for determining and controlling the drive state of the drive source based on the average gradient and the vehicle position gradient is provided.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the travel control means stops the engine by hybrid travel control using at least an engine as a drive source as the drive state. In addition, any one of the travel control with the motor travel control using the motor as a drive source is executed.

  Further, the vehicle control device according to claim 3 is the vehicle control device according to claim 2, wherein the coincidence of acquiring the coincidence rate between the changed route and the pre-change route from the departure point to the destination on the route. A rate acquisition unit; a match rate determination unit that determines whether the match rate is greater than a predetermined reference value; a route gradient acquisition unit that acquires a route average gradient on the route; A matching section slope determining means for determining whether or not it is larger than the route average slope, wherein the travel control means is determined that the matching ratio is greater than a predetermined reference value, and the matching section average slope is When it is determined that it is larger than the route average gradient, one of the hybrid travel control and the motor travel control is executed based on the coincidence zone average gradient and the vehicle position gradient. And wherein the door.

  According to a fourth aspect of the present invention, there is provided the vehicle control device according to the third aspect, further comprising a vehicle position gradient determining unit that determines whether or not the vehicle position gradient is larger than the coincidence zone average gradient. The travel control means executes the hybrid travel control when it is determined via the vehicle position gradient determination means that the vehicle position gradient is greater than the coincidence zone average gradient.

  Further, the vehicle control device according to claim 5 is the vehicle control device according to claim 4, wherein the travel control means is configured such that the vehicle position gradient is less than or equal to the coincidence zone average gradient via the vehicle position gradient determination means. If it is determined that there is, the motor travel control is executed.

  A vehicle control device according to a sixth aspect is the vehicle control device according to any one of the second to fifth aspects, wherein the battery is connected to the motor and can exchange power with the motor. Power determination means for determining whether or not the remaining capacity of the battery at the destination is less than or equal to a predetermined value when all sections are traveled by motor travel control, and the travel control means When it is determined that the remaining capacity of the battery at the destination is equal to or less than a predetermined value when all of the vehicle travels by motor travel control, the hybrid travel control is executed.

  The vehicle control device according to claim 7 is the vehicle control device according to claim 6, wherein the hybrid vehicle is a plug-in hybrid vehicle capable of charging the battery with electric power from a power source outside the vehicle. Features.

  Further, the vehicle control method according to claim 8 includes a change route acquisition step of re-searching a change route from the departure point to the destination when it is determined that the vehicle position has deviated from the route, and the route and the change. A matching section acquisition step of acquiring a matching section of a route, a matching section gradient acquisition step of acquiring a matching section average gradient on the path in the matching section acquired in the matching section acquisition step, and a vehicle position gradient of the vehicle position; And a travel control step of determining and controlling the drive state of the drive source based on the coincidence interval average gradient acquired in the coincidence interval gradient acquisition step and the vehicle position gradient.

  In the vehicle control device and the vehicle control method having the above-described configuration, when the vehicle deviates from the route, the drive state of the drive source from the re-search for the changed route to the completion of the creation of the travel plan for the changed route is determined. It can be determined based on the coincidence interval average gradient of the coincidence interval and the vehicle position gradient of the vehicle position. Thereby, the drive state of the drive source immediately after the start of traveling on the changed route can be determined based on the matched zone average gradient of the matched zone that greatly affects the travel plan of the changed route and the vehicle position gradient of the vehicle position. This makes it possible to reduce the fuel consumption in the changed route.

It is a block diagram which shows an example of the structure regarding this invention in a plug-in hybrid vehicle. It is a main flowchart which shows the "travel control process" performed in a plug-in hybrid vehicle. It is a main flowchart which shows the "travel control process" performed in a plug-in hybrid vehicle. FIG. 3 is a sub-flowchart showing a sub-process of “prefetch information acquisition process” in FIG. 2. FIG. FIG. 4 is a sub-flowchart showing a sub-process of “reroute time control determination process” of FIG. 3. FIG. It is explanatory drawing explaining an example of the vehicle control performed when it deviates from a guidance route.

  Hereinafter, a vehicle control device and a vehicle control method according to the present invention will be described in detail with reference to the drawings based on an embodiment in which a plug-in hybrid vehicle is embodied.

[Schematic configuration of plug-in hybrid vehicle]
A schematic configuration of a plug-in hybrid vehicle 1 (hereinafter simply referred to as “hybrid vehicle 1”) according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the hybrid vehicle 1 according to the present embodiment includes a navigation device 2 installed with respect to the hybrid vehicle 1, an engine 3 and a motor generator (MG) 4 that are drive sources, a battery 6, A vehicle control ECU (Electronic Control Unit) 7, an engine control unit 8, and a motor generator control unit (MG control unit) 9 are basically configured.

  Here, the navigation device 2 is provided on the center console or panel surface in the interior of the hybrid vehicle 1, and a liquid crystal display (LCD) 15 that displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the hybrid vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, the route to the destination is searched, and guidance according to the set guide route is displayed on the liquid crystal display 15 and the speaker 16. To do. The detailed configuration of the navigation device 2 will be described later.

  The engine 3 is an internal combustion engine that is driven by fuel such as gasoline, light oil, and ethanol, and is used as a first drive source of the hybrid vehicle 1. The engine torque that is the driving force of the engine 3 is transmitted to a planetary gear unit (not shown), and the driving wheels are rotated via a reduction gear, a differential gear, etc., and the hybrid vehicle 1 is driven.

  Further, the motor generator 4 converts the DC power of the battery 6 into AC power via the inverter 5, and when the AC power is supplied, it functions as a motor to generate power and is used as a second drive source. Rotate the drive wheels. On the other hand, when the motor generator 4 is rotated by the rotation of the wheels or the engine 3 being transmitted, it functions as a generator and generates AC power. The AC power generated by the motor generator 4 functioning as a generator is converted into DC power via the inverter 5, and the DC power is charged in the battery 6.

  The charge amount monitoring unit 61 detects an input / output current with respect to the battery 6 by a current sensor (not shown) and sequentially monitors the voltage of the battery 6, and based on these, the remaining capacity of the battery 6 (hereinafter referred to as “SOC”). Are calculated sequentially. And the signal showing SOC is transmitted to vehicle control ECU7 and the navigation apparatus 2. FIG. Further, the charge amount monitoring unit 61 sequentially calculates the maximum power amount that can be charged by the battery 6 and the maximum power amount that can be discharged from the SOC and the rated capacity of the battery 6. The maximum chargeable power amount and the maximum dischargeable power amount are also transmitted to the vehicle control ECU 7.

  The vehicle control ECU 7 is an electronic control unit that performs overall control of the hybrid vehicle 1. The vehicle control ECU 7 is connected to an engine control unit 8 for controlling the engine 3 and a motor generator control unit 9 for controlling the motor generator 4, and the navigation control described later provided in the navigation device 2. The unit 13 is connected. The vehicle control ECU 7 is connected to a charge amount monitoring unit 61, a charger control unit 71, a vehicle speed sensor 51 that detects a vehicle speed, and an accelerator sensor 52 that detects an accelerator opening.

  The vehicle control ECU 7 includes a CPU 81 as an arithmetic device and a control device, an internal storage device such as a RAM 82 used as a working memory when the CPU 81 performs various arithmetic processes, and a ROM 83 in which a control program and the like are recorded. Yes. Then, the CPU 81 creates a travel plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like as described later.

  This travel plan is a setting of a travel (use of battery 6) mode to be performed from now on by dividing the guide route into an EV section and an HV section. In this EV section, the engine 3 is basically stopped and the vehicle travels only with the motor generator 4 (hereinafter referred to as “EV travel”). When the vehicle exceeds a predetermined speed (for example, 80 km / h), the engine 3 operates. This is the section that travels. The HV section is a section in which the engine 3 and the motor generator 4 are used alone or both as drive sources to travel as a hybrid vehicle (hereinafter referred to as “HV travel”). The travel plan is set so that the SOC of the battery 6 is as low as possible when the hybrid vehicle 1 arrives at the destination, that is, is fully discharged.

  The battery 6 is a secondary battery that can be repeatedly charged and discharged, and a lead storage battery, a nickel cadmium battery, a nickel metal hydride battery, a lithium ion battery, a sodium sulfur battery, or the like is used. The charger 72 connected to the battery 6 is connected to a charging connector 74 via a charging cable 73.

  In a state where the charging connector 74 is connected to a power supply port in a home or a charging station, the charger 72 acquires power from a power supply facility installed in the home or the charging station and charges the battery 6. . Further, the charger control unit 71 controls the amount of charge of the charger 72 until the battery 6 reaches a predetermined voltage or charges the battery 6 with a predetermined amount of current.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation apparatus 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the host vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates with a speaker 16 that outputs voice guidance related to, etc., a road traffic information center (not shown), a map information distribution center (not shown), and the like via a mobile phone network, and the liquid crystal display 15 It is comprised from the touchscreen 18 with which the surface was mounted | worn.

  A vehicle speed sensor 51 and an accelerator sensor 52 are connected to the navigation control unit 13. The navigation control unit 13 is electrically connected to a vehicle control ECU 7 that creates a travel plan for a guide route and a charge amount monitoring unit 61 so that the SOC can be acquired.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and is the current position of the hybrid vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  The communication device 17 is configured to be able to receive the latest road information distributed from a road traffic information center (not shown) at predetermined time intervals (for example, every 5 minutes). The “traffic information” is, for example, detailed information regarding traffic information such as road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, construction work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc.

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25, a traffic information database (traffic information DB) 27 stored in the hard disk, and And a driver (not shown) for reading a predetermined program and the like and writing predetermined data to the hard disk.

  The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2. In addition, the traffic information DB 27 collects traffic information received from the road traffic information center, creates the actual length of the traffic jam, the required time, the cause of the traffic jam, the time when the traffic jam is expected to be resolved, and the like. Current traffic information, which is information related to road congestion, is stored in association with the link ID of the navigation map information 26 corresponding to each traffic information.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like.

  In addition, as node data, actual road junctions (including intersections, T-junctions, etc.), node coordinates (positions) set for each road according to the radius of curvature, etc. Elevation, node attribute indicating whether the node is a node corresponding to an intersection, etc., a connection link number list that is a list of link IDs that are identification numbers of links connected to the node, and a node of a node adjacent to the node via a link Data related to an adjacent node number list that is a list of numbers is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Data indicating presence / absence of median, link gradient, road width to which the link belongs, railroad crossing, etc. for corners, data on radius of curvature, intersections, T-junctions, corner entrances and exits, etc. In addition to general roads such as national roads, prefectural roads, narrow streets, etc., data representing toll roads such as national highways, urban highways, general toll roads, and toll bridges are recorded.

In addition, facility data includes POIs such as hotels, amusement parks, palaces, hospitals, gas stations, parking lots, stations, airports, ferry landings, interchanges (IC), junctions (JCT), parking areas (PA), etc. Names, addresses, phone numbers, coordinate positions on the map (for example, the latitude and longitude of the center position, entrance, exit, etc.), and data such as facility icons and landmarks that display the location of the facility on the map It is stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes.

The ROM 43 also stores a program such as “re-route control determination process” (see FIG. 4) that sets the control execution flag to ON or OFF and outputs it to the vehicle control ECU 7 when it deviates from a guide route described later. Has been.
Further, the navigation control unit 13 is electrically connected to peripheral devices (actuators) of the operation unit 14, the liquid crystal display 15, the speaker 16, the communication device 17, and the touch panel 18.

  This operation unit 14 is operated when correcting the current position at the start of traveling, inputting a departure point as a guidance start point and a destination as a guidance end point, or searching for information about facilities, etc. Key and a plurality of operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided includes, for example, “200m ahead, turn right at XX intersection”.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal system that directly presses the screen of the liquid crystal display 15.

[Running control processing]
Next, in the hybrid vehicle 1 configured as described above, the processing is executed by the CPU 41 of the navigation device 2 and the CPU 81 of the vehicle control ECU 7, and when the vehicle deviates from the guide route during traveling, EV traveling and HV A “travel control process” for selecting and controlling one of the travels will be described with reference to FIGS. 2 to 6. Note that the program shown in the flowcharts in FIGS. 2 and 3 is a process executed when a destination is set by the user via the navigation device 2.

[Processing of the navigation device 2]
As shown in FIG. 2, first, in step (hereinafter abbreviated as “S”) 11, the CPU 41 of the navigation device 2 acquires destination information regarding the set destination. Specifically, the CPU 41 uses the navigation map information 26 stored in the map information DB 25 based on the coordinate position (for example, latitude and longitude), address, telephone number, and the like of the destination input via the operation unit 14. The location of the destination on the map is specified and stored in the RAM 42.

  Then, based on the navigation map information 26, current traffic information, etc., the CPU 41 searches for a guide route from the vehicle position to the destination by the Dijkstra method, for example, and stores the route data of the guide route in the RAM 42. . This route data is composed of the link ID of each link on the guide route, the coordinates of both end points (nodes) (for example, latitude and longitude), the gradient of each link, the link length, and the like.

Subsequently, in S <b> 12, the CPU 41 executes a sub-process (see FIG. 4) of “prefetch information acquisition process”.
Here, the sub-process of the “prefetch information acquisition process” executed by the CPU 41 in S12 will be described with reference to FIG. As shown in FIG. 4, the CPU 41 reads the current traffic information from the vehicle position on the guidance route to the destination from the traffic information DB 27 and stores it in the RAM 42 in S111.

  In S112, the CPU 41 reads the link ID of each link from the vehicle position to the destination on the guidance route, the coordinates of both end points (nodes), the link length, the gradient of each link, and the like from the navigation map information 26. And stored in the RAM 42. Thereafter, the CPU 41 calculates travel energy for traveling each link from the vehicle position to the destination on the guide route, and stores it in the RAM 42.

  Specifically, the travel energy E per unit travel distance (for example, a travel distance traveled for 1 second) is rolling frictional resistance force F1, air resistance force F2, potential energy term F3, acceleration / deceleration energy applied to the vehicle. Using the term F4, E = V × T × (F1 + F2 + F3 + F4) is calculated (see “Development of New Energy Vehicle”, pages 123 to 124, November 2006, published by CMC). Here, V is the vehicle speed. T is the length of the sample period (for example, 1 second).

  Further, the rolling frictional resistance F1 is calculated by the formula F1 = μ × g × m. Here, μ is a rolling friction coefficient of the vehicle (for example, 0.025), m is the weight of the host vehicle, and g is a gravitational acceleration. Further, the air resistance force F2 is calculated by an equation of F2 = 0.5 × ρ × Cd × A × V2. Here, ρ is a predetermined air density (for example, 1.2 kilogram / cubic meter), Cd is a predetermined air resistance coefficient of the own vehicle (for example, 0.35), and A is a front projected area of the own vehicle. It is.

  Further, the potential energy term F3 is calculated by the equation F3 = m × g × sin θ. Here, θ is the gradient of the link where the host vehicle is located. The gradient θ takes a range of −90 ° to 90 °, and has a positive value in the case of an uphill, and a negative value in the case of a downhill. Therefore, the potential energy term F3 is a term resulting from the force generated in the vehicle by gravity. Further, the acceleration / deceleration energy term F4 is calculated by the equation F4 = m × dV / dt. Here, dV / dt is a time derivative of the vehicle speed V.

  Therefore, the CPU 41 reads out the link ID, link length, and gradient θ of each link on the guide route from the vehicle position to the destination from the RAM 42, and from the RAM 42 to the destination on the guide route from the vehicle position to the destination. Current traffic information is read, and the average vehicle speed V1 and travel time T1 at each link are acquired. In addition, the CPU 41 reads the weight m of the host vehicle, the gravitational acceleration g, the air density ρ, the air resistance coefficient Cd of the host vehicle, and the front projected area A of the host vehicle from the ROM 43. The weight m of the host vehicle, gravity acceleration g, air density ρ, air resistance coefficient Cd of the host vehicle, and front projection area A of the host vehicle are stored in the ROM 43 in advance.

  Then, the CPU 41 calculates the travel energy E per unit travel distance with the average vehicle speed V1 of the link as the vehicle speed V for each link on the guide route from the vehicle position to the destination. Then, for each link, the CPU 41 multiplies the travel energy E per unit travel distance by the travel time T1, calculates the travel energy of each link, and stores it in the RAM 42.

  Subsequently, the CPU 41 determines the route data of the guide route, the link ID of each link from the vehicle position to the destination on the guide route, the coordinates of both end points (nodes), the link length, the gradient of each link, After transmitting the link travel energy and the like to the vehicle control ECU 7, the sub-process is terminated and the process returns to the main flowchart.

[Processing of vehicle control ECU 7]
Next, as shown in FIG. 2, in S13, the CPU 81 of the vehicle control ECU 7 receives the route data of the guide route received from the navigation device 2 and the link ID of each link from the vehicle position to the destination on the guide route. Based on the coordinates of both end points (nodes), link length, gradient of each link, travel energy of each link, etc., the guide route from the vehicle position to the destination is divided into EV sections and HV sections. A plan is created and stored in the RAM 82. Further, the CPU 81 transmits the created travel plan to the navigation device 2.

[Processing of the navigation device 2]
As shown in FIG. 2, when the CPU 41 of the navigation device 2 receives the travel plan from the vehicle control ECU 7 in S <b> 14, the travel plan is stored in the RAM 42 and displayed on the map image of the liquid crystal display 15. To notify. Further, the CPU 41 acquires the vehicle speed from the output of the vehicle speed sensor 51 and stores it in the RAM 42. In addition, the CPU 41 acquires the azimuth (horizontal direction) and elevation angle of the traveling direction detected by the gyro sensor or the like from the current position detection processing unit 11 and stores them in the RAM 42.

Subsequently, in S <b> 15, the CPU 41 detects the vehicle position based on the detection result of the current location detection processing unit 11 and stores it in the RAM 42.
Thereafter, in S16, the CPU 41 determines whether or not the vehicle position has deviated from the guide route, that is, the vehicle position does not exist on the link of the guide route, and then is a predetermined distance (for example, about 200 m). ) A determination process for determining whether or not the vehicle has traveled is executed.

  If it is determined that the vehicle position is on the link of the guide route or is not on the link of the guide route and the vehicle 41 has not traveled a predetermined distance (S16: NO), the CPU 41 It is determined that the position has not deviated from the guidance route, and the process proceeds to S17. In S17, the CPU 41, in S12, present traffic information from the vehicle position to the destination, the link ID of each link from the vehicle position to the destination on the guide route, the coordinates of both end points (nodes), the link After transmitting the length, the gradient of each link, etc. to the vehicle control ECU 7, a determination process is performed to determine whether or not a predetermined time (for example, about 5 minutes) has elapsed.

  And the current traffic information from the vehicle position to the destination, the link ID of each link from the vehicle position to the destination on the guidance route, the coordinates of both end points (nodes), the link length, the gradient of each link, etc. Is transmitted to the vehicle control ECU 7, and when it is determined that a predetermined time has elapsed (S17: YES), the CPU 41 executes the processes after S12 again.

  On the other hand, current traffic information from the vehicle position to the destination, link ID of each link from the vehicle position to the destination on the guidance route, coordinates of both end points (nodes), link length, gradient of each link, etc. When it is determined that the predetermined time has not elapsed (S17: NO), the CPU 41 obtains the vehicle speed, the heading in the traveling direction (horizontal direction), and the elevation angle acquired in S14. And the own vehicle position acquired by said S15 is read from RAM42, and is transmitted to vehicle control ECU7.

[Processing of vehicle control ECU 7]
Next, as shown in FIG. 2, in S <b> 18, the CPU 81 of the vehicle control ECU 7 stores the own vehicle position, the vehicle speed, the direction of travel (horizontal direction), and the elevation angle received from the navigation device 2 in the RAM 82. . Then, CPU81 performs the determination process which determines whether the own vehicle position is located on the link of an HV area.

  If it is determined that the vehicle position is not located on the link in the HV section, that is, located on the link in the EV section (S18: NO), the CPU 81 determines the travel plan for the guide route. The following traveling control, that is, traveling control of EV traveling is performed. In addition, the CPU 81 transmits a vehicle state acquisition instruction that instructs the navigation apparatus 2 to execute the processes after S14 again. On the other hand, when the CPU 41 of the navigation device 2 receives a vehicle state acquisition instruction from the vehicle control ECU 7, the CPU 41 executes the processes after S14 again.

  On the other hand, when it is determined that the vehicle position is located on the link of the HV section (S18: YES), the CPU 81 proceeds to the process of S19. In S <b> 19, the CPU 81 sets the section ahead from the vehicle position as the HV section for HV traveling, and controls to start HV traveling via the engine control unit 8 and the motor generator control unit 9.

  Subsequently, in S20, the CPU 81 performs a determination process for determining whether or not to end the HV traveling control of the HV section, that is, whether or not the vehicle has traveled from the vehicle speed and the traveling time to the exit end point of the link of the HV section. Run. And when it determines with not complete | finishing HV driving control of the said HV area (S20: NO), CPU81 performs the process after S19 again. Note that the end of the HV traveling control may be determined by determining whether or not the vehicle position is located on the link of the HV section.

  On the other hand, when it is determined that the HV traveling control of the HV section is to be ended (S20: YES), the CPU 81 proceeds to the process of S21. In S <b> 21, the CPU 81 determines whether or not the destination has been reached, that is, determines whether or not a signal indicating that the vehicle position has reached the destination has been received from the navigation device 2. . If it is determined that the destination has not been reached (S21: NO), the CPU 81 issues a prefetch information acquisition instruction that instructs the navigation device 2 to execute the subprocess (S12) of the prefetch information acquisition process. Send.

Moreover, CPU41 of the navigation apparatus 2 performs the process after S12 again, when the prefetch information acquisition instruction | indication is received from vehicle control ECU7.
On the other hand, if it is determined that the destination has been reached (S21: YES), the CPU 81 ends the process.

[Processing of the navigation device 2]
On the other hand, as shown in FIG. 2, when the CPU 41 of the navigation device 2 determines that the vehicle position does not exist on the link of the guide route in S16, the vehicle travels a predetermined distance (S16: YES). It determines with the own vehicle position deviating from a guidance route, and transfers to the process of S22.

  In S22, the CPU 41 re-searches (reroutes) the changed route from the vehicle position to the destination by, for example, the Dijkstra method based on the navigation map information 26, the current traffic information, etc., and the route data of the changed route. Is stored in the RAM 42 and transmitted to the vehicle control ECU 7. This route data includes the link ID of each link on the changed route, the coordinates of both end points (nodes) (for example, latitude and longitude), the gradient of each link, the link length, and the like.

Subsequently, as shown in FIG. 3, in S <b> 23, the CPU 41 executes a sub-process (see FIG. 5) of the “reroute control determination process”.
Here, the sub-process of the “rerouting control determination process” executed by the CPU 41 in S23 will be described with reference to FIGS.

  As shown in FIG. 5, in S211, the CPU 41 reads out the gradient of each link constituting the route data of the guide route searched in S11 (hereinafter referred to as “original route”) from the RAM 42, and calculates these gradients. An averaged average gradient value is calculated and stored in the RAM 42 as the average gradient K1 on the original route.

  In S212, the CPU 41 reads the link ID of each link on the changed route re-searched in S22 and the link ID of each link on the original route from the respective route data stored in the RAM. Thereafter, the CPU 41 extracts a link ID that matches the link ID of each link on the original route from the link IDs of each link on the changed route, and configures a matching section that matches the original route on the changed route. It is stored in the RAM 42 as a link ID.

  For example, as shown in FIG. 6, when the hybrid vehicle 1 deviates from the original route 101 at the point 102 of the original route 101, the CPU 41 re-searches the changed route 103 from the own vehicle position to the destination. And stored in the RAM 42. Then, the CPU 41 stores the link ID of each link in the bold line portion on the change route 103 shown on the right side of FIG. 6 in the RAM 42 as the link ID constituting the matching section 103A that matches the original route 101 on the change route 103. To do.

  Subsequently, in S <b> 213, the CPU 41 reads from the RAM 42 the link ID constituting the matching section that matches the original route on the changed route. Then, the CPU 41 calculates the ratio of the link ID constituting the matching section with respect to the link ID of each link on the changed route, and stores it in the RAM 42 as the matching rate RL between the original route and the changed route. For example, as shown on the right side of FIG. 6, the CPU 41 calculates the ratio of the link IDs constituting the matching section 103 </ b> A to the link ID of each link on the changed route 103, and the matching rate between the original route 101 and the changed route 103. It is stored in the RAM 42 as RL.

  In S <b> 214, the CPU 41 reads from the RAM 42 the link ID constituting the matching section that matches the original route on the changed route. Thereafter, the CPU 41 reads out the gradient of each link corresponding to each link ID constituting this coincidence section from the navigation map information 26, calculates an average gradient value obtained by averaging these gradients, and obtains an average gradient K2 of the coincidence section. Is stored in the RAM 42.

  For example, as shown on the right side of FIG. 6, the CPU 41 reads the gradient of each link corresponding to each link ID constituting the coincidence section 103A from the navigation map information 26 and calculates an average gradient value obtained by averaging these gradients. And it memorize | stores in RAM42 as the average gradient K2 of the said coincidence area 103A.

  Subsequently, in S215, the CPU 41 reads from the navigation map information 26 the gradient of the link where the vehicle position obtained in S15 is located, and stores the gradient of the link in the RAM 42 as the vehicle position gradient K3. The elevation angle of the host vehicle acquired in S14 may be read from the RAM 42, and the value of the tangent function of this elevation angle may be stored in the RAM 42 as the host vehicle position gradient K3.

  Thereafter, in S216, the CPU 41 reads the matching rate RL between the original route and the changed route from the RAM 42, and determines whether or not this matching rate RL is larger than a reference value (for example, the reference value is 80%). The determination process to be executed is executed. The reference value is stored in the ROM 43 in advance. The larger the reference value is, the shorter the travel distance of the part of the changed route that is off the original route.

  If it is determined that the coincidence rate RL is equal to or less than the reference value (S216: NO), the CPU 41 determines that the travel distance of the part off the original route of the changed route is long, and the process of S217 is performed. Transition. In S217, the CPU 41 reads the control execution flag from the RAM 42, sets the control execution flag to OFF, and stores it in the RAM 42. Subsequently, after transmitting the control execution flag set to OFF to the vehicle control ECU 7, the CPU 41 ends the sub-process, and proceeds to a process of S24 described later. When the navigation device 2 is activated, the control execution flag is set to OFF and stored in the RAM 42.

  On the other hand, when it is determined that the coincidence rate RL is larger than the reference value (S216: YES), the CPU 41 proceeds to the process of S218. In S218, the CPU 41 reads the average gradient K1 on the original route and the average gradient K2 of the coincidence section from the RAM 42, and determines whether or not the average gradient K2 of the coincidence section is larger than the average gradient K1 on the original route. Execute the process.

  If it is determined that the average slope K2 of the matching section is equal to or less than the average slope K1 on the original route (S218: NO), the CPU 41 determines that the average slope K2 of the matching section is small, that is, EV It is determined that the power consumption of the battery 6 due to traveling does not increase much more than when traveling on the original route, and the process proceeds to S217.

  On the other hand, when it is determined that the average gradient K2 of the matching section is larger than the average gradient K1 on the original route (S218: YES), the CPU 41 proceeds to the process of S219. In S219, the CPU 41 reads the average gradient K2 and the vehicle position gradient K3 of the coincidence section from the RAM 42, and executes a determination process for determining whether or not the vehicle position gradient K3 is larger than the average gradient K2 of the coincidence section. . And when it determines with the own vehicle position gradient K3 being below the average gradient K2 of a coincidence area (S219: NO), CPU41 determines with the electric power consumption of the battery 6 by EV driving | running not increasing significantly. Then, the process proceeds to S217.

  On the other hand, if it is determined that the vehicle position gradient K3 is larger than the average gradient K2 of the coincidence section (S219: YES), the CPU 41 proceeds to the process of S220. In S220, the CPU 41 reads the control execution flag from the RAM 42, sets the control execution flag to ON, and stores it in the RAM 42. Subsequently, the CPU 41 transmits the control execution flag set to ON to the vehicle control ECU 7. Further, the CPU 41 executes the process of S24 in parallel with the sub-process of the “reroute time control determination process” of S23.

  In S24, the CPU 41 executes again the sub-process (see FIG. 4) of the “prefetch information acquisition process” executed in S12. Specifically, as shown in FIG. 4, in S <b> 111, the CPU 41 reads current traffic information from the vehicle position on the changed route to the destination from the traffic information DB 27 and stores it in the RAM 42.

  In S112, the CPU 41 reads out the link ID of each link from the vehicle position to the destination on the changed route, the coordinates of both end points (nodes), the link length, the gradient of each link, and the like from the navigation map information 26. And stored in the RAM 42. Thereafter, the CPU 41 calculates travel energy for traveling each link from the vehicle position to the destination on the changed route, and stores it in the RAM 42.

  Subsequently, the CPU 41 determines the route data of the changed route, the link ID of each link from the vehicle position to the destination on the changed route, the coordinates of both end points (nodes), the link length, the gradient of each link, After transmitting the link travel energy and the like to the vehicle control ECU 7, the sub-process is terminated and the process returns to the main flowchart.

[Processing of vehicle control ECU 7]
Next, as shown in FIG. 3, in S25, the CPU 81 of the vehicle control ECU 7 receives the route data of the changed route received from the navigation device 2 and the link ID of each link from the vehicle position to the destination on the changed route. Based on the coordinates of both end points (nodes), link length, the gradient of each link, the travel energy of each link, etc., the travel route from the vehicle position to the destination is divided into EV sections and HV sections. Start creating a plan. Further, when the control execution flag is received from the navigation device 2, the received control execution flag is stored in the RAM 82.

  Subsequently, in S26, the CPU 81 reads the control execution flag received from the RAM 82, and executes a determination process for determining whether or not the received control execution flag is set to ON. And when it determines with the received control execution flag being set to ON (S26: YES), CPU81 transfers to the process of S27.

  That is, if the vehicle position gradient K3 is larger than the average gradient K2 of the coincidence section, even if a travel plan for the changed route is created, the vehicle position immediately after the start of the changed route is the HV section in which the HV travels. Since it is estimated that the point is set, the CPU 81 proceeds to the process of S27.

  In S <b> 27, the CPU 81 sets the link where the host vehicle position is located in the HV section in which HV traveling is performed, and controls to start HV traveling via the engine control unit 8 and the motor generator control unit 9.

  For example, as shown on the right side of FIG. 6, the matching rate RL in the matching section 103A of the changed path 103 is larger than a reference value (for example, the reference value is 80%), and the average gradient K2 of the matching section 103A is the original. If the average gradient K1 of the route 101 is larger and the own vehicle position gradient K3 is larger than the average gradient K2 of the coincidence section 103A, the CPU 81 travels HV on the link where the own vehicle position of the hybrid vehicle 1 is located. Control is set to the HV section to start HV traveling.

Subsequently, in S28, the CPU 81 performs a determination process for determining whether or not to end the HV traveling control in the HV section, that is, whether or not the vehicle has traveled from the vehicle speed and the traveling time to the exit end point of the link in the HV section. Run. And when it determines with not complete | finishing the HV driving control of the said HV area (S28: NO), CPU81 performs the process after S27 again.
On the other hand, when it is determined that the HV traveling control of the HV section is to be ended (S28: YES), the CPU 81 proceeds to a process of S31 described later.

  On the other hand, if it is determined in S26 that the received control execution flag is set to OFF (S26: NO), the CPU 81 proceeds to the process of S29. In S29, the CPU 81 performs normal vehicle control. That is, during normal times when there is no control plan, the plug-in hybrid vehicle 1 travels EV when the remaining battery level (SOC) remains, and when the remaining battery level (SOC) falls below a predetermined value, Since the vehicle 81 is set to travel by HV, the CPU 81 sets the link where the host vehicle position is located in the EV section where the vehicle travels by EV, and starts EV travel via the engine control unit 8 and the motor generator control unit 9. To control.

Subsequently, in S30, the CPU 81 performs a determination process for determining whether or not to end the EV traveling control of the EV section, that is, whether or not the vehicle travels from the vehicle speed and the traveling time to the exit end point of the link of the EV section. Run. And when it determines with not complete | finishing EV driving control of the said EV area (S30: NO), CPU81 performs the process after S29 again.
On the other hand, when it is determined that the EV traveling control for the EV section is to be terminated (S30: YES), the CPU 81 proceeds to the process of S31.

  In S31, the CPU 81 executes a determination process for determining whether or not the travel plan for the changed route has been created and stored in the RAM 82, that is, whether or not the creation of the travel plan for the changed route has been completed. If it is determined that the travel plan for the changed route has not been completed, that is, it is determined that the travel plan for the changed route is being created (S31: NO), the CPU 81 executes the processes subsequent to S26 again. .

  On the other hand, when it is determined that the creation of the travel plan for the changed route has ended (S31: YES), the CPU 81 proceeds to the process of S32. In S32, the CPU 81 transmits a flag OFF setting instruction for instructing the navigation apparatus 2 to set the control execution flag to OFF. When the CPU 41 of the navigation device 2 receives a flag OFF setting instruction from the vehicle control ECU 7, the CPU 41 reads the control execution flag from the RAM 42, sets the control execution flag to OFF, and stores the control execution flag in the RAM 42 again.

  Then, the CPU 81 starts travel control according to the travel plan for the changed route. For example, as shown on the right side of FIG. 6, when the travel plan for the changed route 103 can be created when entering the matched section 103A of the changed route 103, the CPU 81 determines each of the matched sections 103A according to the travel plan. Travel control is started so that HV travels in the HV section and EV travels in each EV section.

  In addition, the CPU 81 transmits a vehicle state acquisition instruction that instructs the navigation apparatus 2 to execute the processes after S14 again. On the other hand, when the CPU 41 of the navigation device 2 receives a vehicle state acquisition instruction from the vehicle control ECU 7, the CPU 41 executes the processes after S14 again.

  As described above in detail, in the hybrid vehicle 1 according to the present embodiment, when the CPU 81 of the vehicle control ECU 7 receives the control execution flag set to ON, the CPU 81 itself until the travel plan for the changed route can be created. The link where the vehicle position is located is set as an HV section for HV traveling, and control is performed to start HV traveling via the engine control unit 8 and the motor generator control unit 9. Then, when the travel plan for the changed route can be created, the CPU 81 starts travel control according to the travel plan for the changed route.

  Accordingly, when the own vehicle position gradient K3 immediately after the start of traveling on the changed route is larger than the average gradient K2 of the coincidence section that matches the original route on the changed route, the CPU 81 determines the link where the own vehicle position is located as the HV. The travel control can be performed so as to perform the HV traveling by setting the traveling HV section. Thus, when the CPU 81 enters the changed route and the gradient of the link (road) is larger than the average gradient K2 of the coincidence section, the CPU 81 performs the HV traveling until the travel plan for the changed route can be created. Since travel control can be performed, it is possible to avoid a sudden decrease in the SOC of the battery 6 and to increase the travel distance by EV travel, thereby reducing fuel consumption.

  When the CPU 81 of the vehicle control ECU 7 receives the control execution flag set to OFF, the CPU 81 sets the link where the vehicle position is located in the EV section where EV travels until the travel plan for the changed route can be created. Then, control is performed so that EV traveling is started via the engine control unit 8 and the motor generator control unit 9. Then, when the travel plan for the changed route can be created, the CPU 81 starts travel control according to the travel plan for the changed route.

  Therefore, when the control execution flag set to OFF is received, the CPU 81 sets the link where the host vehicle position is located in the EV section where EV travel is performed immediately after the start of travel on the changed route, and performs EV travel. The traveling control can be performed as described above. As a result, when the CPU 81 enters the changed route, if the gradient of the link (road) is equal to or less than the average gradient K2 of the coincidence section, the CPU 81 makes the EV drive until the changed route travel plan can be created. Since travel control can be performed, the travel distance by HV travel can be shortened and fuel consumption can be reduced.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention.

  For example, in S217, the CPU 41 of the navigation device 2 may transmit to the vehicle control ECU 7 the control execution flag set to OFF and the link ID that configures the matching section that matches the original route on the changed route. Good.

  In S26, if the CPU 81 of the vehicle control ECU 7 determines that the received control execution flag is set to OFF (S26: NO), it further matches the original route on the received changed route. Whether or not the SOC of the battery 6 reaches the lower limit when arriving at the destination when EV travel is performed on all links corresponding to the link IDs constituting the coincidence section, that is, when all the coincidence sections are EV traveled. It is also possible to execute a determination process for determining the above.

  Then, when EV travel is performed on all the matching sections that coincide with the original route on the changed route, when it is determined that the SOC of the battery 6 is equal to or lower than the lower limit value at the time of arrival at the destination, the CPU 81 performs the above-described S27. You may make it transfer to the process of HV driving | running until the travel plan of a change route can be created.

  On the other hand, when all the coincidence sections that coincide with the original route on the changed route are EV traveled, when it is determined that the SOC of the battery 6 is larger than the lower limit value when the destination is reached, the CPU 81 You may make it transfer to EV processing until it transfers to the process of S29 and the travel plan of a change route can be created.

  As a result, if the CPU 81 of the vehicle control ECU 7 determines that the SOC of the battery 6 is equal to or less than the lower limit value when the EV travels in all the coincidence sections and arrives at the destination, the travel plan for the changed route is set. Since the travel control is performed so that the vehicle travels in the HV until it can be created, the travel distance by the EV travel can be increased, and the fuel consumption can be further reduced.

  In addition, when the EV travels in all the coincidence sections and the CPU 81 determines that the SOC of the battery 6 is larger than the lower limit value when it arrives at the destination, it can create a travel plan for the changed route. Since travel control can be performed so that EV travel is performed, the travel distance by EV travel can be increased, and fuel consumption can be further reduced.

DESCRIPTION OF SYMBOLS 1 Plug-in hybrid vehicle 2 Navigation apparatus 3 Engine 4 Motor generator 6 Battery 7 Vehicle control ECU
11 current location detection processing unit 12 data recording unit 25 map information DB
41, 81 CPU
42, 82 RAM
43, 83 ROM
101 Original route (guide route)
102 points 103 change route 103A coincidence section

Claims (8)

A change route acquisition means for re-searching a change route from the departure point to the destination when it is determined that the vehicle position has deviated from the route;
A matching section acquisition means for acquiring a matching section of the route and the changed route;
A matching section gradient acquisition means for acquiring a matching section average gradient on the route in the matching section and a vehicle position gradient of the vehicle position;
Travel control means for determining and controlling the drive state of the drive source based on the coincidence zone average gradient and the vehicle position gradient;
A vehicle control device comprising:   The travel control means executes either travel control of hybrid travel control using at least an engine as a drive source and motor travel control using the motor as a drive source while stopping the engine as the drive state. The vehicle control device according to claim 1. A matching rate acquisition means for acquiring a matching rate between the changed route and the route before the change from the departure point on the route to the destination;
Match rate determination means for determining whether the match rate is greater than a predetermined reference value;
Route gradient acquisition means for acquiring a route average gradient on the route;
A matching section gradient determining means for determining whether or not the matching section average gradient is larger than the route average gradient;
With
When the coincidence rate is determined to be greater than a predetermined reference value and the coincidence segment average gradient is determined to be greater than the route average gradient, the travel control unit determines that the coincidence segment average gradient and the vehicle The vehicle control device according to claim 2, wherein one of the hybrid travel control and the motor travel control is executed based on a position gradient. Vehicle position gradient determining means for determining whether or not the vehicle position gradient is greater than the coincidence zone average gradient;
The said travel control means performs the said hybrid travel control, when it determines with the said vehicle position gradient being larger than the said coincidence area average gradient via the said vehicle position gradient determination means. 4. The vehicle control device according to 3.   The said travel control means performs the said motor travel control, when it determines with the said vehicle position gradient being below the said coincidence area average gradient via the said vehicle position gradient determination means. 5. The vehicle control device according to 4. A battery connected to the motor and capable of transferring power to and from the motor;
A power determination means for determining whether or not the remaining capacity of the battery at the destination is equal to or less than a predetermined value when all the coincidence sections have been traveled by motor travel control;
With
The travel control means executes the hybrid travel control when it is determined that the remaining capacity of the battery at the destination is less than or equal to a predetermined value when traveling in the coincidence section with the motor travel control. The vehicle control device according to any one of claims 2 to 5, characterized in that:   The vehicle control apparatus according to claim 6, wherein the hybrid vehicle is a plug-in hybrid vehicle capable of charging the battery with electric power from a power source outside the vehicle. A change route acquisition step of re-searching a change route from the departure point to the destination when it is determined that the vehicle position has deviated from the route;
A matching section acquisition step of acquiring a matching section of the route and the change route;
A matching section gradient acquisition step of acquiring a matching section average gradient on the route in the matching section acquired in the matching section acquisition step and a vehicle position gradient of the vehicle position;
A travel control step for determining and controlling the drive state of the drive source based on the coincidence interval average gradient acquired in the coincidence interval gradient acquisition step and the vehicle position gradient;
A vehicle control method comprising:

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