JP2014151760A - Travel control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel control unit enabling further reduction in a running cost of an entire hybrid vehicle.SOLUTION: A travel control unit selects a travel mode of a hybrid vehicle including a battery 8 that is chargeable, an MG6 that generates a travel driving force with the power of the battery 8, and an engine 5 that generates the travel driving force. The travel control unit includes a travel route designation block 52 that designates a travel route according to a destination of the hybrid vehicle. The travel control unit includes a drive switching block 57 that selects either an EV mode or HV mode for each of plural zones on the travel route except one or more zones immediately preceding the destination.

Description

  The present invention relates to a travel control device.

  Conventionally, a travel control device that is mounted on a vehicle and controls the travel of the vehicle is known. For example, in Patent Document 1, in a hybrid vehicle including a motor and an engine as a power source of a vehicle, depending on operating conditions, the vehicle travels only by the driving driving force of the motor, or at least by the driving driving force of the engine, A travel control device for a hybrid vehicle that selects is described.

  The travel control device for a hybrid vehicle that has been conventionally used as disclosed in Patent Document 1 and the like described above has a state of charge (State-Of-Charge :) of a battery that supplies power to a motor (so-called secondary battery). (Hereinafter referred to as “SOC”) is less than a predetermined value determined in advance, and whether it corresponds to one of a high-load state that requires a relatively large driving torque such as high-speed traveling or uphill traveling. judge. When the traveling control device determines that the SOC falls below one of a predetermined value and a high load state that requires a relatively large driving torque such as high-speed traveling or uphill traveling, The vehicle is selected to travel at least by the driving force of the engine. In addition, the traveling control device does not correspond to any of a state where the SOC is lower than a predetermined value and a high load state where a relatively large driving torque such as high speed traveling or uphill traveling is required. If it determines, it will choose to drive only with the driving force of a motor.

JP 2010-274687 A

  The travel control device described in Patent Document 1 described above is required to further reduce the running cost of the entire hybrid vehicle by bringing the SOC as close to zero as possible when the destination is reached.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a travel control device that can further reduce the running cost of the entire hybrid vehicle.

  In order to achieve the above object, a travel control device of the present invention includes a battery that can be charged, a motor that generates a travel driving force by the electric power of the battery, and an engine that generates the travel drive force. A travel control device that selects an EV mode that travels only by the travel driving force of the motor of the hybrid vehicle provided, and an HV mode that travels by at least the travel drive force of the engine, according to the destination of the hybrid vehicle Calculate the energy consumption of each of the plurality of sections of the set travel route, and for each of the remaining sections excluding one or more sections before the destination of the plurality of sections, based on the calculated energy consumption, for each section And selecting one of the EV mode and the HV mode.

  Moreover, it is preferable that the travel control device sets the energy consumption in one or more sections before the destination to zero.

  In the travel control device, it is preferable that the one or more sections before the destination are configured only by a section in which the EV mode is selected.

  Further, it is preferable that the travel control device calculates the calculation accuracy of the energy consumption for each section of the travel route, and sets one or more sections before the destination based on the calculation accuracy of the energy consumption.

  Further, it is preferable that the traveling control device sets one or more sections before the destination less when the calculation accuracy of the consumed energy is high than when the calculation accuracy of the consumed energy is low.

  The travel control device according to the present invention has an effect that the SOC can be made as close to zero as possible when the destination is reached, and the running cost of the entire hybrid vehicle can be further reduced.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle including a travel control device according to the first embodiment. FIG. 2 is a diagram illustrating a selection example of a travel mode of the travel control apparatus according to the first embodiment. FIG. 3 is a schematic configuration diagram of the ECU and the navigation device of the travel control device according to the first embodiment. FIG. 4 is a flowchart for selecting the HV mode and the EV mode of the ECU of the travel control apparatus according to the first embodiment. FIG. 5 is a flowchart for selecting the HV mode and the EV mode of the ECU of the travel control apparatus according to the second embodiment. FIG. 6 is a flowchart for setting a predetermined value of the ECU of the travel control apparatus according to the modification.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
A travel control device 1 according to Embodiment 1 of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a hybrid vehicle including the travel control device according to the first embodiment, FIG. 2 is a diagram illustrating a selection example of a travel mode of the travel control device according to the first embodiment, and FIG. FIG. 2 is a schematic configuration diagram of an ECU and a navigation device of the travel control device according to the first embodiment. As shown in FIG. 1, the travel control device 1 according to the first embodiment is a so-called hybrid vehicle 2 that combines an engine 5 and an MG 6 as a motor to serve as a travel power source for driving the drive wheels to rotate. Installed. The travel control device 1 includes an ECU (Electronic Control Unit) 50. The travel control device 1 selects the travel mode of the hybrid vehicle 2 by the ECU 50 controlling the engine 5, the MG 6 and a transmission 7 described later according to the situation.

  As illustrated in FIG. 2, the travel control device 1 according to the first embodiment includes one or more sections in front of the destination among a plurality of sections S1, S2,... Si of the travel route RC to the set destination. For the remaining section Sr excluding So (corresponding to), the HV mode and the EV mode are appropriately selected for each of the sections S1, S2,. As shown in FIG. 2, the travel control device 1 HV for each of the sections S1, S2,... So that the state of charge (hereinafter referred to as SOC) is as close to zero as possible when the destination is reached. A mode and an EV mode are appropriately selected. Thereby, the traveling control device 1 is configured to allow further reduction in running cost of the hybrid vehicle 2 as a whole.

  2A shows changes in the SOC (indicated by the dotted line in the figure) and the energy consumption (indicated by the solid line in the figure) from the starting point to the destination, and FIG. 2B shows the change in FIG. ) In each section S1, S2... Si. In the first embodiment, one or more sections So before the destination include a final section Si including the destination. In the present invention, the SOC means a value that is displayed as a percentage by multiplying a value obtained by dividing the remaining capacity of the battery 8 by the full charge capacity of the battery 8 by 100. That is, SOC = ((remaining capacity of the battery 8) / (full charge capacity of the battery 8)) × 100.

  In the present invention, the EV mode refers to a travel mode in which the hybrid vehicle 2 travels only by the travel driving force of the MG 6, and the HV mode refers to a travel mode in which the hybrid vehicle 2 travels by at least the travel drive force of the engine 5. Say. In the HV mode, the ECU 50 operates the engine 5 in the most efficient state as much as possible, while making the MG 6 that is the rotating electrical machine compensate for excess or deficiency of the driving force or engine braking force, and further reduce the energy during deceleration. By improving the fuel efficiency, the fuel efficiency will be improved.

  Specifically, as shown in FIG. 1, the hybrid vehicle 2 includes an engine 5 as an internal combustion engine, a motor generator (hereinafter referred to as “MG”) 6, a transmission 7, a battery 8, a brake actuator 19, and an accelerator actuator 20. Etc. The hybrid vehicle 2 includes a GPS communication unit 9, an in-vehicle camera 10, a millimeter wave radar 11, an acceleration sensor 12, a vehicle speed sensor 13, a display device 14, a hybrid ECU 15, a battery actuator 16, a database 17, a car navigation 18, a traffic information communication. Part 21 and the like.

  The engine 5 applies traveling driving force to the wheels of the hybrid vehicle 2 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation. The engine 5 consumes fuel and generates an engine torque as an engine torque as a driving force to be applied to the driving wheels of the hybrid vehicle 2. In short, the engine 5 is a heat engine that outputs thermal energy generated by burning fuel in the form of mechanical energy such as torque, and examples thereof include a gasoline engine, a diesel engine, and an LPG engine. The engine 5 includes, for example, a fuel injection device, an ignition device, a throttle valve device, and the like (not shown), and these devices are electrically connected to the hybrid ECU 15 and controlled by the hybrid ECU 15. The output torque of the engine 5 is controlled by the hybrid ECU 15. The driving force generated by the engine 5 may be used for power generation in the MG 6. Further, the engine 5 outputs information (for example, throttle valve opening, engine speed, etc.) indicating the generated traveling driving force to the ECU 50.

  The MG 6 applies a traveling driving force to the wheels of the hybrid vehicle 2 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation. The MG 6 converts electric energy into mechanical power and generates motor torque as travel driving force that acts on the drive wheels of the hybrid vehicle 2. MG6 is what is called a rotary electric machine provided with the stator which is a stator, and the rotor which is a rotor. The MG 6 is an electric motor that converts electric energy into mechanical power and outputs it, and also a generator that converts mechanical power into electric energy and recovers it. In other words, the MG 6 is driven by supplying electric power, functions as an electric motor that converts electric energy into mechanical energy and outputs it (power running function), and functions as a generator that converts mechanical energy into electric energy (regenerative function). Have both. The MG 6 is electrically connected to and controlled by the hybrid ECU 15 via an inverter or the like that converts direct current and alternating current. The output torque and power generation amount of MG 6 are controlled by hybrid ECU 15 via an inverter.

  The transmission 7 is a power transmission device that shifts the rotational driving force of the engine 5 and the MG 6 and transmits it to the drive wheel side of the hybrid vehicle 2. The transmission 7 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multimode manual transmission (MMT), a sequential manual transmission (SMT). ), A so-called automatic transmission such as a dual clutch transmission (DCT). Here, the description will be made assuming that the transmission 7 is a continuously variable transmission using a planetary gear mechanism, for example. The transmission 7 is controlled by the hybrid ECU 15 with a transmission actuator or the like electrically connected to the hybrid ECU 15. Further, the transmission 7 outputs information indicating the transmission state of the travel driving force to the ECU 50.

  The battery 8 is a power storage device capable of storing electric power (electric storage) and discharging the stored electric power. The battery 8 is electrically connected to the ECU 50 and outputs signals related to various information to the ECU 50. The battery 8 according to the first embodiment detects the SOC and outputs the detected result to the ECU 50.

  The battery 8 is connected to the MG 6 through an inverter (not shown). Further, the battery 8 is connected to a connector 22 connected to an external power source 23 such as a household power source via an inverter. The battery 8 is supplied with power from an external power source 23 such as a household power source via a connector 22 and an inverter. For this reason, the battery 8 can be charged with electric power from the external power source 23 by connecting the external power source 23 to the connector 22. The external power source 23 in the present invention refers to a power source that can charge the battery 8 via the connector 22 or the like.

  When the MG 6 functions as an electric motor, the electric power stored in the battery 8 is supplied via an inverter, and the supplied electric power is converted into a driving force for driving the hybrid vehicle 2 and output. Moreover, when MG6 functions as a generator, it generates electric power with the input driving force, and charges the battery 8 with the generated electric power via an inverter. At this time, the MG 6 can brake the rotation of the rotor (regenerative braking) by the rotational resistance generated in the rotor. As a result, during regenerative braking, the MG 6 can generate a motor regenerative torque, which is a negative motor torque, in the rotor by regenerating electric power. As a result, the MG 6 can apply a braking force to the drive wheels of the hybrid vehicle 2. it can. That is, in the hybrid vehicle 2, mechanical power is input from the drive wheels to the MG 6, and the MG 6 generates electric power by regeneration, whereby the kinetic energy of the hybrid vehicle 2 can be recovered as electric energy. And the hybrid vehicle 2 can perform regenerative braking by MG6 by transmitting the mechanical power (negative motor torque) which arises in the rotor of MG6 in connection with this to a driving wheel. In this case, in the hybrid vehicle 2, when the regeneration amount (power generation amount) by the MG 6 is relatively small, the generated braking force is relatively small, and the deceleration acting on the hybrid vehicle 2 is relatively small. Become. On the other hand, in the hybrid vehicle 2, when the regeneration amount (power generation amount) by the MG 6 is relatively increased, the generated braking force is relatively increased, and the deceleration acting on the hybrid vehicle 2 is relatively increased. . Further, the MG 6 outputs information indicating the generated traveling driving force and motor regeneration torque to the ECU 50.

  The brake actuator 19 controls driving of a brake device mounted on the hybrid vehicle 2. The brake actuator 19 controls, for example, the hydraulic pressure of a wheel cylinder provided in the brake device. The brake actuator 19 is electrically connected to the ECU 50, and the operation is controlled by the ECU 50. The ECU 50 operates the brake actuator 19 according to the brake control signal to adjust the brake hydraulic pressure of the wheel cylinder. In other words, the brake actuator 19 is a device for automatically controlling the braking force by the brake, and drives a solenoid or a motor of a mechanism that receives a brake control signal output from the ECU 50 and supplies hydraulic oil to the wheel cylinder. As a result, the brake hydraulic pressure is controlled to generate a desired braking force. In this way, the brake actuator 19 adjusts the deceleration by controlling the braking force acting on the hybrid vehicle 2.

  The accelerator actuator 20 controls the output of the power source of the hybrid vehicle 2 such as the engine 5 and the MG 6. The accelerator actuator 20 can control, for example, the intake amount to the engine 5, the intake timing and the ignition timing, the voltage value supplied by the MG 6, the frequency, and the like. The accelerator actuator 20 is electrically connected to the ECU 50, and the operation is controlled by the ECU 50. The ECU 50 operates the accelerator actuator 20 in accordance with the accelerator control signal, and adjusts the intake amount to the engine 5, the intake timing and the ignition timing, the voltage value and the frequency supplied by the MG 6. In other words, the accelerator actuator 20 is a device for automatically controlling the driving force by the power source, receives the accelerator control signal output from the ECU 50, and drives each part to control the driving conditions and drive as desired. Generate power. Thus, the accelerator actuator 20 adjusts the acceleration by controlling the driving force acting on the hybrid vehicle 2.

  The GPS communication unit 9 receives GPS signals output from a plurality of GPS (Global Positioning System) satellites. The GPS communication unit 9 sends the received GPS signal to the ECU 50. The ECU 50 detects the current position of the host vehicle by analyzing the received GPS signals.

  The in-vehicle camera 10 is a photographing device arranged in front of the hybrid vehicle 2 and acquires an image in front of the hybrid vehicle 2 (front side in the traveling direction). The in-vehicle camera 10 sends the acquired front image of the hybrid vehicle 2 to the ECU 50. The ECU 50 analyzes the image acquired by the in-vehicle camera 10 to obtain information such as the state in front of the hybrid vehicle 2, that is, whether there is another hybrid vehicle 2 ahead, whether the traffic light is near, or the intersection is close. can do.

  The millimeter wave radar 11 is a sensor that measures an inter-vehicle distance between the host vehicle and a front vehicle (a vehicle in front of the hybrid vehicle 2). The millimeter wave radar 11 emits a millimeter-wave band radio wave to the front of the hybrid vehicle 2 and receives the radio wave reflected from the object (front vehicle) and returned to the own aircraft among the emitted radio waves. The millimeter wave radar 11 calculates the distance from the preceding vehicle by comparing the output condition of the emitted radio wave with the detection result of the received radio wave. Further, the millimeter wave radar 11 may detect a distance from an obstacle ahead of the host vehicle. The millimeter wave radar 11 transmits information on the calculated distance to the front vehicle to the ECU 50. In the present embodiment, the millimeter wave radar 11 is used as a sensor for measuring the inter-vehicle distance between the host vehicle and the preceding vehicle (the vehicle in front of the hybrid vehicle 2), but the distance from the object in front of the hybrid vehicle 2 Various sensors that can measure the value can be used. For example, the hybrid vehicle 2 may use a laser radar sensor instead of the millimeter wave radar 11.

  The acceleration sensor 12 detects the acceleration of the vehicle of the hybrid vehicle 2. The vehicle speed sensor 13 detects the vehicle speed of the hybrid vehicle 2 (hereinafter sometimes referred to as “vehicle speed”). The display device 14 is a display device that displays various types of information notified to the driver, and is, for example, an instrument panel arranged on the dashboard of the hybrid vehicle 2. The display device 14 may be a liquid crystal display device or a display device in which various instruments are arranged. The display device 14 displays information such as the vehicle speed, the remaining amount of fuel, the output of the power source (engine speed, etc.), the door opening / closing state, and the seat belt wearing state.

  The hybrid ECU 15 controls the power source controlled by the accelerator actuator 20 in accordance with the travel mode of the power source. Here, the hybrid ECU 15 has at least an EV mode and an HV mode as travel modes.

  The hybrid ECU 15 switches the driving mode based on the driving request of the driver, the state of charge of the battery 8, information on the vehicle driving state, and the like. Further, the hybrid ECU 15 determines a travel mode that can be switched by itself based on a travel plan and the like set by a travel route setting unit 52 (to be described later) of the ECU 50 and control of the drive switching unit 57.

  When the hybrid ECU 15 selects the EV mode, the hybrid ECU 15 sends a control command to the accelerator actuator 20 so that the required driving force according to the driving request of the driver is generated only by the motor torque of the MG 6 in principle. In addition, when the HV mode is selected, the hybrid ECU 15 generates the required driving force according to the driving request of the driver by the engine torque of the engine 5 and the output of the motor or generator of the MG 6 in principle. Send a control command to.

  The battery actuator 16 controls the battery 8 mounted on the hybrid vehicle 2. The battery actuator 16 controls the amount of charge and the amount of discharge of the battery 8 based on a preset charge / discharge map.

  The database 17 stores various information. The database 17 includes map information including road information, in particular, a plurality of nodes as arbitrary points specified by the map information, links connecting the nodes specified by the map information, and actual traveling of the hybrid vehicle 2. Various information and learning information obtained are stored. For example, the road information includes road gradient information, road surface state information, road shape information, restricted vehicle speed information, road curvature (curve) information, temporary stop information, stop line position information, and the like. Information stored in the database 17 is appropriately referred to by the ECU 50, and necessary information is read out. The database 17 is illustrated here as being mounted on the hybrid vehicle 2, but is not limited thereto, and is provided in an information center or the like outside the hybrid vehicle 2 via wireless communication or the like (not shown). A configuration may be employed in which necessary information is read by appropriately referring to the ECU 50.

  The car navigation 18 is a device that guides the hybrid vehicle 2 to the destination. The car navigation 18 is capable of bidirectional communication with the ECU 50. The car navigation 18 includes a display unit, and displays surrounding map information on the display unit based on information stored in the database 17 and information on the current position acquired by the GPS communication unit 9. Further, the car navigation 18 displays information stored in the database 17 and information on the current position acquired by the GPS communication unit 9 on the display unit. In addition, the car navigation 18 may include a database and a GPS communication unit in its own device separately from the database 17 and the GPS communication unit 9 to notify the current position information.

  The traffic information communication unit 21 communicates with a roadside device wirelessly. The traffic information communication unit 21 acquires the road traffic information transmitted from the roadside machine, and transmits the acquired road traffic information to the ECU 50. The traffic information communication unit 21 may always communicate with a communicable roadside device to obtain road traffic information, or may communicate with the roadside device at regular time intervals to obtain road traffic information.

  Next, the ECU 50 will be described. The ECU 50 detects the current position based on information stored in the database 17 and information on the current position acquired by the GPS communication unit 9 and obtains the position of the hybrid vehicle 2 in the database map information stored in advance. A travel route RC to the destination is calculated.

  As shown in FIG. 3, the ECU 50 includes a destination setting unit 51, a travel route setting unit 52, an input device 58, and the like. The destination setting unit 51 receives information indicating the position of the destination of the hybrid vehicle 2 from an occupant or the like via the input device 58. The information indicating the position of the destination input to the destination setting unit 51 is, for example, information from the GPS communication unit 9 when a predetermined time has elapsed since the input of the information indicating the position of the destination from the input device 58. Is deleted when the destination input from the input device 58 is reached.

  The travel route setting unit 52 includes a GPS signal (X coordinate; X, Y coordinate; Y) that is information on the current position of the hybrid vehicle 2 measured and calculated by the GPS communication unit 9, map information stored in the database 17, and the like. Based on the above, the travel route RC to the destination is calculated and stored. The ECU 50 appropriately displays the travel route RC to the destination on the display unit of the car navigation 18.

  The ECU 50 is a control unit that performs overall control of the hybrid vehicle 2 and is configured as an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface, for example. The ECU 50 includes information indicating traveling driving force and motor regeneration torque from the engine 5 and MG 6, information indicating transmission state of traveling driving force from the transmission 7, information indicating SOC from the battery 8, a vehicle speed sensor 13, an accelerator sensor, Detection results detected by the brake sensor, the yaw rate sensor, and the acceleration sensor 12, GPS signals acquired by the GPS communication unit 9, various information stored in the database 17, drive signals of each unit, electrical signals corresponding to control commands, etc. Is entered. The ECU 50 controls the engine 5, the MG 6, the transmission 7, the battery 8, and the like according to these inputted electric signals. The ECU 50 executes, for example, drive control of the engine 5, drive control of the MG 6 and shift control of the transmission 7 based on the accelerator opening, the vehicle speed, and the like. Further, the ECU 50 realizes the EV mode, the HV mode, or the like by using the engine 5 and the MG 6 together or selectively depending on the driving state.

  Further, for example, the ECU 50 can detect ON / OFF of an accelerator operation, which is an acceleration request operation for the hybrid vehicle 2 by the driver, and an accelerator opening based on a detection result by an accelerator sensor. Similarly, the ECU 50 can detect ON / OFF of a brake operation, which is a brake request operation for the hybrid vehicle 2 by the driver, based on a detection result by a brake sensor, for example. The state where the accelerator operation by the driver is OFF is a state where the driver cancels the acceleration request operation for the hybrid vehicle 2, and the state where the accelerator operation by the driver is ON is the state where the driver is the hybrid vehicle. This is a state in which an acceleration requesting operation for 2 is being performed. Similarly, the state where the brake operation by the driver is OFF is a state where the driver releases the braking request operation for the hybrid vehicle 2, and the state where the brake operation by the driver is ON is the state where the driver is hybrid. This is a state in which a braking request operation for the vehicle 2 is being performed. Further, the ECU 50 detects the driver request power based on the accelerator opening.

  In the first embodiment, the travel control device 1 is configured by the ECU 50 described above. In the present invention, the travel control device 1 may include, in addition to the ECU 50, a car navigation 18, various sensors that detect the vehicle state, and various information acquisition units that supply surrounding information. The traveling control device 1 can further reduce the running cost of the hybrid vehicle 2 as a whole by selecting the EV mode and the HV mode according to the situation.

  Schematically, when a destination is set in the destination setting unit 51, the ECU 50 sets a travel route RC (hereinafter simply referred to as a travel route) set according to the destination calculated by the travel route setting unit 52. A plurality of sections S1, S2,... Si are extracted. Then, the ECU 50 calculates the energy consumption of each of the sections S1, S2,... Si (for example, energy consumption such as the curvature of the traveling road and the gradient of the traveling road). The ECU 50 determines, for each of the sections S1, S2,..., The remaining sections Sr excluding one or more sections So before the destination among the plurality of sections S1, S2,. Either EV mode or HV mode is selected.

  Hereinafter, an example of the configuration of the ECU 50 will be described with reference to FIG. As illustrated in FIG. 3, the ECU 50 includes a storage unit 53, a collection unit 54, a calculation unit 55, a determination unit 56, and drive switching in addition to the destination setting unit 51, the travel route setting unit 52, and the like. Part 57.

  The storage unit 53 refers to the information of the car navigation 18 and links each node read from the map information stored in the database 17 (hereinafter referred to as a section) and each section S1, S2,. The energy consumption as a default value of the hybrid vehicle 2 is stored. That is, the sections S1, S2,... Si are links that connect nodes as arbitrary points specified by the map information stored in the database 17 of the car navigation 18 or the like.

  Moreover, the memory | storage part 53 classify | categorizes the energy consumption which the collection part 54 collected when the hybrid vehicle 2 actually drive | worked each area S1, S2 ... Si for every area S1, S2 ... Si. Remember. The storage unit 53 appropriately accumulates and stores one or more consumed energy for each section S1, S2,... Si of the road information stored in the database 17. Specifically, the storage unit 53 consumes the pre-stored default value in the section SA between the position where the X coordinate is xa1 and the Y coordinate is ya1 and the position where the X coordinate is xb1 and the Y coordinate is yb1. The energy A0 and the energy consumption A1, A2... An collected by the collecting unit 54 in the past, the position where the X coordinate is xa2, the Y coordinate is ya2, and the position where the X coordinate is xb2 and the Y coordinate is yb2. In the interval SB, when the consumption energy B0 as the default value stored in advance and the consumption energy B1, B2,... Bn collected by the collection unit 54 in the past are the interval SA and the consumption energy A0, A1, A2,. An is stored in association with each other, and the section SB and energy consumption B0, B1, B2,... Bn are stored in association with each other.

  The collecting unit 54 sequentially collects and stores the consumed energy (referred to as the curvature of the traveling path or the gradient of the traveling path) for each of the sections S1, S2,... Si stored in the storage unit 53 when the hybrid vehicle 2 is traveling. Write to part 53. Specifically, when collecting the curvature as the consumed energy, the collecting unit 54 sequentially calculates the curvature (Ry / V) based on the yaw rate (Ry) and the vehicle speed (V) detected sequentially, The measured values of the curvature (Ry / V) are written into the storage unit 53 by classifying into sections. Further, when collecting the gradient as the consumed energy, the collecting unit 54 transmits the information indicating the driving power and the motor regeneration torque from the engine 5 and the MG 6 that are sequentially detected and the driving power from the transmission 7. Driving from the engine 5 and the MG 6 based on the relationship (reference acceleration map) obtained in advance and stored between the information indicating the state, the vehicle speed (V), and the reference acceleration (Gk) to be generated when traveling on a flat road The reference acceleration (Gk) is sequentially calculated based on the information indicating the driving force and the motor regeneration torque, the information indicating the transmission state of the traveling driving force from the transmission 7, and the vehicle speed (V). Then, the collection unit 54 calculates an acceleration difference (Gk−G) between the reference acceleration (Gk) and the longitudinal acceleration (G) of the hybrid vehicle 2 sequentially detected, and the absolute value of the acceleration difference (Gk−G) is calculated. Based on the acceleration difference (Gk−G), the gradient of the traveling road is sequentially calculated based on the acceleration relationship (Gk−G) from the predetermined and stored relationship (road surface gradient map) that the absolute value of the gradient increases as the value increases. ... Classified for each Si and the measured value of the gradient is written in the storage unit 53.

  The calculation part 55 calculates the energy consumption of each section S1, S2 ... Si memorize | stored in the memory | storage part 53 of the travel route RC set to the travel route setting part 52. FIG. Specifically, the calculation unit 55 calculates an average value of one or more energy consumptions corresponding to each of the sections S1, S2,... Si stored in the storage unit 53, and each of the sections S1, S2,. The energy consumption of Si is calculated. For example, when the energy consumption in the section SA is A0, A1, A2... An, the calculation unit 55 calculates the energy consumption in the section SA as ((A0 + A1 + A2 +... An) / (n + 1)). When the energy consumption in the section SB is B0, B1, B2,... Bn, the energy consumption in the section SB is calculated as ((B0 + B1 + B2 +... Bn) / (n + 1)).

  Further, the calculation unit 55 adds the consumed energy of the sections Si-1, Si-2,... Closer to the starting point to the consumed energy of the last section Si until the predetermined value α is exceeded. That is, the calculation unit 55 adds the consumed energy of the sections Si, Si-1, Si-2,... From the destination to the departure point in order until the predetermined value α is exceeded. When the calculation unit 55 exceeds the predetermined value α, the calculation unit 55 sets the energy consumption of the sections Si, Si-1, Si-2,... Constituting the sum of the energy consumption exceeding the predetermined value α to zero. That is, when the value obtained by adding the energy consumption of the sections Si, Si-1, and Si-2 exceeds the predetermined value α, the energy consumption of the sections Si, Si-1, and Si-2 is set to zero. The predetermined value α is desirably a small value such as 2% of the SOC of the battery 8.

  And the calculation part 55 adds together the consumption energy of all the area S1, S2 ... Si-2, Si-1, and Si. In this case, of course, the energy consumption of the sections Si, Si-1, Si-2,... Constituting the sum of energy consumption exceeding the predetermined value α is zero.

  The determination unit 56 determines whether or not the sum of the energy consumption of all the sections S1, S2,... Si-2, Si-1, Si calculated by the calculation unit 55 exceeds the SOC of the current battery. Determine.

  When the drive switching unit 57 determines that the value obtained by adding the energy consumption of all the sections S1, S2,..., Si-2, Si-1, Si exceeds the SOC of the current battery 8, the determination unit 56 determines. For the remaining section Sr excluding the section So, one of the EV mode and the HV mode is selected for each of the sections S1, S2,... So that the SOC when reaching the destination becomes zero. For example, the drive switching unit 57 excludes the sections Si, Si-1, and Si-2 when the value obtained by adding the energy consumption of the sections Si, Si-1, and Si-2 exceeds a predetermined value α. For the remaining sections S1, S2,..., Si-3, select either EV mode or HV mode for each section S1, S2... Si-3 so that the SOC when reaching the destination is zero. To do. Moreover, the drive switching part 57 is in any one of the state in which SOC is less than the 1st predetermined value in the area So, and the high load state in which the energy consumption which the collection part 54 is collecting sequentially exceeds the 2nd predetermined value. HV mode is selected if In addition, the drive switching unit 57 selects the EV mode when the SOC does not correspond to either the state below the first predetermined value or the high load state in the section So. Then, the drive switching unit 57 of the ECU 50 of the travel control device 1 causes the hybrid vehicle 2 to travel in the selected travel mode.

  Next, an example of processing of the ECU 50 of the travel control device 1 according to the first embodiment will be described with reference to FIG. FIG. 4 is a flowchart for selecting the HV mode and the EV mode of the ECU of the travel control apparatus according to the first embodiment.

  The determination unit 56 of the ECU 50 of the travel control device 1 determines whether or not information indicating the destination position is input to the destination setting unit 51 in step ST1 of FIG. That is, the determination unit 56 of the ECU 50 of the travel control device 1 determines whether or not the destination is set. If it is determined that the destination is set (Yes in step ST1), the process proceeds to step ST2, and the destination is determined. If it is determined that it is not set (No in step ST1), the process proceeds to step ST20.

  In step ST <b> 2, the ECU 50 of the travel control device 1 reads the travel route RC to the destination calculated by the travel route setting unit 52, and each section of the travel route RC read by the calculation unit 55 from the travel route setting unit 52. Information on S1, S2... Si is extracted from the storage unit 53. And the calculation part 55 of ECU50 calculates the consumption energy of each area S1, S2 ... Si memorize | stored in the memory | storage part 53 of the travel route RC set to the travel route setting part 52, and progresses to step ST3. .

  In step ST3, the calculation unit 55 sets the number of the last section Si including the destination among the plurality of sections S1, S2... Si as i, sets the consumed energy in the last section Si as Ei, and consumes energy E = As 0, the process proceeds to step ST4. In step ST4, the calculation unit 55 sets Esum = E + Ei and proceeds to step ST5. In step ST5, the calculation unit 55 determines whether or not the Esum calculated in step ST4 exceeds the predetermined value α (step ST5). If ST5 is affirmative, the process proceeds to step ST8, and if not exceeded (No in step ST5), the process proceeds to step ST6.

  In step ST6, the calculation unit 55 stores Ei = 0 and proceeds to step ST7. In step ST7, i = i−1 and returns to step ST4. In this way, the calculation unit 55 repeats Step ST4 to Step ST7 until Esum exceeds the predetermined value α. In step ST8, the calculation unit 55 stores Ei = 0 and proceeds to step ST10. As described above, the calculation unit 55 repeats steps ST4 to ST7 until Esum exceeds the predetermined value α. When Esum exceeds the predetermined value α, the calculation unit 55 proceeds to step ST10, and thereby consumes energy until it exceeds the predetermined value α. Are added in order from the last section Si. Moreover, the calculation part 55 sets the consumption energy of the area Si, Si-1, Si-2 ... which comprises the sum of the consumption energy exceeding predetermined value (alpha) to zero.

  In step ST10, the calculation unit 55 sets all the sections S1, S2 to zero while the consumption energy of the sections Si, Si-1, Si-2,... Constituting the sum of the energy consumption exceeding the predetermined value α is zero. ... Add energy consumption of Si-2, Si-1, and Si and proceed to step ST11.

  In step ST11, whether the value obtained by adding the energy consumptions of all the sections S1, S2,... Si-2, Si-1, Si calculated by the calculation unit 55 exceeds the SOC of the current battery, that is, the remaining amount. Determine whether or not. If it is determined that the current battery SOC is exceeded (Yes in step ST11), the process proceeds to step ST12. If it is determined that the current battery SOC is not exceeded (No in step ST11), all the sections S1, S2,. .. Select EV mode in Si-2, Si-1, and Si, and proceed to step ST13.

  In step ST12, the drive switching unit 57 has exceeded a predetermined value α of all the sections S1, S2... Si-2, Si-1, Si so that the SOC when reaching the destination becomes zero. For the remaining section Sr excluding the section So that constitutes the sum of energy consumption, either the EV mode or the HV mode is selected for each section S1, S2,. In step ST12, the drive switching unit 57 selects the EV mode in a section where the average vehicle speed is less than the maximum vehicle speed of the hybrid vehicle 2 in the EV mode and the travel power is less than the travel power of the hybrid vehicle 2 in the EV mode. Is desirable. In the section corresponding to at least one of the case where the average vehicle speed is equal to or higher than the maximum vehicle speed of the hybrid vehicle 2 in the EV mode and the case where the traveling power is equal to or higher than the traveling power of the hybrid vehicle 2 in the EV mode, the drive switching unit 57 It is desirable to select a mode. Then, the process proceeds to step ST13.

  In step ST13, the determination unit 56 determines whether or not the support end condition is satisfied. If the support end condition is satisfied (ST13 affirmative), the flowchart ends and is not satisfied (NO in ST13). Then, the process returns to step ST2. For example, the determination unit 56 determines whether or not the support end condition is satisfied based on whether or not the SOC corresponding to the distance to the destination is below the predetermined value α. In this case, when the SOC corresponding to the distance to the destination falls below the predetermined value α, the determination unit 56 determines that the support end condition is satisfied, and the SOC corresponding to the distance to the destination is If it is not less than the predetermined value α, it is determined that the support end condition is not satisfied.

  Further, in step ST20, the drive switching unit 57 of the ECU 50 of the travel control device 1 is in a high load state where the SOC is below the first predetermined value and the energy consumed by the collecting unit 54 is successively collected exceeds the second predetermined value. And HV mode is selected if any of the above is true. Further, the drive switching unit 57 of the ECU 50 of the traveling control device 1 selects the EV mode when the SOC does not correspond to either the state below the first predetermined value or the high load state. Then, the drive switching unit 57 of the ECU 50 of the travel control device 1 causes the hybrid vehicle 2 to travel in the selected travel mode.

  The travel control device 1 according to the first embodiment selects one of the EV mode and the HV mode, except for one or more sections So before the destination. Therefore, as shown in FIG. 2A, the EV mode and the HV mode can be selected so that the SOC becomes zero when one or more sections So before the destination are reached. In the example shown in FIG. 2A, since the SOC becomes zero when one or more sections So before the destination are reached, the travel control device 1 selects the HV mode in the section So. Yes. In the HV mode, the SOC hardly changes. Therefore, by reducing the predetermined value α and shortening one or more sections So before the destination as much as possible, the SOC when reaching the destination can be made as close to zero as possible, and the running cost of the hybrid vehicle 2 as a whole can be reduced. Further reduction can be possible.

  Moreover, since the traveling control device 1 sets the energy consumption of one or more sections So before the destination to zero, the consumption energy when actually traveling the value of the energy consumption used for selecting between the EV mode and the HV mode. It can be lower than the energy value. For this reason, the traveling control device 1 selects the EV mode and the HV mode so that the SOC when reaching the destination becomes zero based on the energy consumption lower than the actual energy consumption. Therefore, the traveling control device 1 can reliably bring the SOC closer to zero when the destination is reached, and can further reduce the running cost of the hybrid vehicle 2 as a whole.

[Embodiment 2]
A travel control device 1 according to Embodiment 2 of the present invention will be described.

  The storage unit 53 of the ECU 50 of the travel control device 1 according to the second embodiment refers to the information of the car navigation 18 and links between the nodes read from the map information stored in the database 17 (hereinafter referred to as sections). In addition to the energy consumption as the default value of the hybrid vehicle 2 for each section S1, S2... Si, the average vehicle speed and the traveling power are stored. In addition, the storage unit 53 stores the average vehicle energy consumption and traveling power collected by the collecting unit 54 when the hybrid vehicle 2 actually travels in each section S1, S2,. The data is classified and stored for each Si. The storage unit 53 appropriately stores and stores one or more average vehicle speeds and travel powers for each section S1, S2,... Si of the road information stored in the database 17.

  The collection unit 54 of the ECU 50 of the travel control apparatus 1 according to the second embodiment includes the average vehicle speed and the travel power in addition to the energy consumption for each of the sections S1, S2,... Si stored in the storage unit 53 when the hybrid vehicle 2 travels. Are sequentially collected and written to the storage unit 53.

  Next, an example of processing of the ECU 50 of the travel control device 1 according to the second embodiment will be described with reference to FIG. FIG. 5 is a flowchart for selecting the HV mode and the EV mode of the ECU of the travel control apparatus according to the second embodiment. In FIG. 5, the same parts as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted. In the first embodiment, the HV mode is selected in one or more sections So before the destination, whereas the ECU 50 of the travel control device 1 of the second embodiment suppresses the HV mode in one or more sections So before the destination. Thus, the running cost of the hybrid vehicle 2 is further reduced.

  In step ST2A, the ECU 50 of the travel control device 1 according to the second embodiment reads the travel route RC to the destination calculated by the travel route setting unit 52, and the calculation unit 55 calculates the travel route. Information relating to each section S1, S2,... Si of the travel route RC read from the setting unit 52 is extracted from the storage unit 53. And the calculation part 55 of ECU50 is average vehicle speed and driving | running | working power in addition to the energy consumption of each area S1, S2 ... Si memorize | stored in the memory | storage part 53 of the driving | running route RC set to the driving | running route setting part 52. And the process proceeds to step ST3.

  In step ST3, the calculation unit 55 sets i as the number of the last section Si including the destination among the plurality of sections S1, S2,... Set E = 0 and proceed to step ST3A. In step ST3A, the determination unit 56 determines whether or not the average vehicle speed Vi in the final section Si calculated by the calculation unit 55 is less than a predetermined vehicle speed, and the travel power Pi calculated in the final section Si calculated by the calculation unit 55 is a predetermined travel. Determine if it is less than power. The determination unit 56 proceeds to step ST4 when either the state where the average vehicle speed Vi is less than the predetermined vehicle speed or the state where the travel power Pi is less than the predetermined travel power (Yes in step ST3A). If the average vehicle speed Vi does not correspond to either the state where the average vehicle speed Vi is less than the predetermined vehicle speed or the state where the travel power Pi is less than the predetermined travel power (No in step ST3A), the determination unit 56 proceeds to step ST7. The predetermined vehicle speed is the maximum vehicle speed of the hybrid vehicle 2 in the EV mode, and the predetermined traveling power is the maximum traveling power of the hybrid vehicle 2 in the EV mode. For this reason, by proceeding to step ST7 if the determination in step ST3A is negative, the ECU 50 is configured so that one or more sections So before the destination storing energy consumption as zero are configured only by sections in which the EV mode is selected. I have to. That is, in the second embodiment, one or more sections So before the destination are configured only by sections in which the EV mode is selected.

  In the traveling control device 1 according to the second embodiment, since one or more sections So before the destination are configured only by a section in which the EV mode is selected, one or more before the destination where the energy consumption is set to zero is set. The selection of the HV mode in the section So can be suppressed. Therefore, the traveling control device 1 can reliably bring the SOC when reaching the destination closer to zero as much as possible, and can further reduce the running cost of the hybrid vehicle 2 as a whole.

[Modification]
An example of the process of the modification of the traveling control apparatus 1 according to the first and second embodiments of the present invention will be described with reference to FIG. FIG. 6 is a flowchart for setting a predetermined value of the ECU of the travel control apparatus according to the modification.

  The ECU 50 of the travel control device 1 according to the modification includes one or more sections So before the destination storing the predetermined value α used in step ST5 of the first embodiment and the second embodiment, that is, energy consumption as zero. It is set based on the calculation accuracy (corresponding to accuracy) of the energy consumption of each section S1, S2,.

  If ECU50 of the travel control apparatus 1 which concerns on a modification determines with the destination being set in step ST1, the calculation part 55 of ECU50 will be the consumption collected by the collection part 54 and memorize | stored in the memory | storage part 53 in step ST31. The number of energy writes, that is, the number of learnings is calculated, and the process proceeds to step ST32. In step ST32, the calculation unit 55 of the ECU 50 extracts the number j of the section Sj closer to the predetermined value γ starting point from the destination, and proceeds to step ST33.

  In step ST33, the calculation unit 55 of the ECU 50 collects the sections Sj... Si-1, Si from the section Sj with the number j to the last section Si and collects the consumptions stored in the storage unit 53. The number of energy writes, that is, the number of learnings is calculated, and the process proceeds to step ST34. In step ST34, the calculation unit 55 of the ECU 50 calculates the number N0 of sections in which the number of learning is zero and the number Nm of sections in which the number of learning is equal to or greater than the predetermined value m, and proceeds to step ST35.

  In step ST35, the determination unit 56 of the ECU 50 has a value obtained by dividing the number Nm of sections in which the number of learning is equal to or greater than the predetermined value m by the number of sections Sj... Si-1, Si exceeds the predetermined value K1. It is determined whether or not. If the determination unit 56 of the ECU 50 does not exceed the predetermined value K1 (No in step ST35), the process proceeds to step ST36.

  If the determination unit 56 of the ECU 50 exceeds the predetermined value K1 (Yes in step ST35), the determination unit 56 proceeds to step ST37, assuming that the calculation accuracy of the energy consumption of each of the sections S1, S2,. In step ST37, the calculation unit 55 of the ECU 50 sets α0 (default value) −k (k is a constant) as the aforementioned predetermined value α in step ST40.

  In step ST36, the determination unit 56 of the ECU 50 determines whether or not the value obtained by dividing the number N0 of sections where the number of learnings is zero by the number of sections Sj... Si-1, Si exceeds a predetermined value K2. Determine whether.

  If the determination unit 56 of the ECU 50 exceeds the predetermined value K2 (Yes in step ST36), it proceeds to step ST38, assuming that the calculation accuracy of the energy consumption of each section S1, S2,. In step ST38, the calculation unit 55 of the ECU 50 sets α0 (default value) + k (k is a constant) as the above-described predetermined value α in step ST40. If the predetermined value K2 is not exceeded (No in step ST36), the process proceeds to step ST39. In step ST39, the calculation unit 55 of the ECU 50 sets α0 (default value) as the above-described predetermined value α in step ST40.

  Thus, in the modified example, the ECU 50 determines that the predetermined value α when the calculation accuracy of the energy consumption of each of the sections S1, S2,. Is set to be small and one or more sections So before the destination are set to be small.

  The travel control device 1 of the modified example sets one or more sections So before the destination based on the calculation accuracy of the energy consumption of each section S1, S2... Si of the travel route RC. The travel control device 1 according to the modified example reduces the predetermined value α to one or more sections before the destination when the calculation accuracy of the energy consumption of each section S1, S2,. Shorten So. For this reason, the SOC can be made zero when reaching one or more sections So before the destination, and the SOC when reaching the destination can be made as close to zero as possible. As a result, the running cost can be further reduced. Further, the travel control device 1 of the modified example increases the predetermined value α when the calculation accuracy of the energy consumption of each of the sections S1, S2,. The section So is lengthened, that is, increased. For this reason, when the calculation accuracy of the energy consumption is low, the travel control device 1 according to the modification has a value of the energy consumption used for selecting between the EV mode and the HV mode and the energy consumption when actually traveling. The difference from the value can be increased. Therefore, even when the travel control device 1 of the modified example has low calculation accuracy of energy consumption, the SOC can be brought closer to zero more reliably when the destination is reached, and the running cost of the hybrid vehicle 2 as a whole can be further reduced. Can be possible.

  The travel control device 1 according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the present invention.

  Moreover, in embodiment mentioned above, although MG6 which has a power running function and a regeneration function was used as a motor, this invention is not limited to this, For example, a motor provided with a power running function and a regeneration function are provided. And a generator.

1 travel control device 2 hybrid vehicle 5 engine (internal combustion engine)
6 MG (motor)
8 Battery RC Traveling route S1, S2... Si-2, Si-1, Si section So One or more sections Sr before the destination The remaining sections

Claims (5)

An EV that travels only by the travel driving force of the motor of a hybrid vehicle including a battery that can be charged, a motor that generates a travel driving force by electric power of the battery, and an engine that generates the travel driving force. A travel control device that selects a mode and an HV mode that travels by at least the travel driving force of the engine,
Calculate the energy consumption of each of a plurality of sections of the travel route set according to the destination of the hybrid vehicle, and for the remaining sections excluding one or more sections before the destination of the plurality of sections, A travel control device that selects either the EV mode or the HV mode for each section based on the calculated energy consumption.   The travel control device according to claim 1, wherein energy consumption in one or more sections before the destination is set to zero.   The travel control device according to claim 1, wherein the one or more sections before the destination are configured only by a section in which the EV mode is selected.   The travel control device according to claim 1, wherein the calculation accuracy of energy consumption of each section of the travel route is calculated, and one or more sections before the destination are set based on the calculation accuracy of the energy consumption. .   The travel control device according to claim 4, wherein when the calculation accuracy of the consumed energy is high, one or more sections before the destination are set to be smaller than when the calculation accuracy of the consumed energy is low. .

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