JP2016196256A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle capable of traveling according to a planed traveling mode.SOLUTION: A control device of a vehicle has a plurality of traveling modes combining traveling by an engine and a motor. The control device includes: a navigation system for preparing traveling route information on the basis of a traveling route of the vehicle and geographical information on the traveling route; a battery sensor for acquiring charging residual quantity of a battery; a position sensor for acquiring positional information on the vehicle; a traveling mode planning device for planning which of the plurality of traveling modes is used for traveling; and a traveling mode selection device for controlling the engine, the motor and the battery on the basis of the plan of the traveling mode prepared by the traveling mode planning device. The traveling mode planning device sets an allowable error of vehicle speed and prepares the plan of the traveling mode using only the traveling mode satisfying a selectable condition if traveling is in the range of the allowable error of the vehicle speed of the plurality of traveling modes.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle control device, and more particularly to a hybrid vehicle control device.

  A hybrid vehicle including an engine and a motor as a power source travels while switching a power transmission path from the power source to the wheels using a clutch mechanism provided in the vehicle. Note that traveling along each transmission route is referred to as a traveling mode. In the driving mode, there may be selectable conditions depending on the vehicle speed, the gradient, the remaining battery charge (SOC: State Of Charge), or the like, or a combination thereof.

  Here, the hybrid vehicle is designed by calculating the travel route from the departure point to the destination and the vehicle speed from the departure point to the destination, and planning a travel mode that reduces the fuel consumption based on the calculated vehicle speed. A technique for reducing the running cost as a whole is disclosed in, for example, Patent Document 1.

JP 2014-151760 A

  In actual vehicles, the vehicle speed changes from time to time due to road traffic events such as preceding vehicles, temporary stops at intersections, and traffic jams, so long distances (for example, from several kilometers to several tens or hundreds of kilometers) It is unlikely that the vehicle can travel at the speed predicted by the distance.

  For this reason, in the prior art, even if a long-distance driving mode plan is created, the vehicle selects the driving mode as planned due to the above-described road traffic event, that is, at the planned position, as planned. In some cases, the travel mode cannot be selected, and the fuel consumption required for travel may increase, contrary to the initial plan.

  The present invention has been made to solve the above-described problems, and even when the vehicle cannot travel according to the vehicle speed calculated at the time of planning the travel mode, the vehicle that can travel according to the planned travel mode as much as possible. An object is to provide a control device.

  A vehicle control apparatus according to the present invention includes an engine and a motor as drive sources, and a battery that supplies electric power to the motor, and controls a vehicle having a plurality of travel modes in which traveling by the engine and the motor is combined. The control device is a navigation system that creates travel route information based on the travel route of the vehicle and geographic information of the travel route, a battery sensor that acquires a remaining charge of the battery, and the vehicle Based on a position sensor that acquires position information, a travel mode planning device that plans which of the plurality of travel modes to use, and a travel mode plan created by the travel mode planning device, A travel mode selection device that controls the engine, the motor, and the battery, and the travel mode planning device includes: Set the tolerance of the vehicle speed, the plurality of traveling modes, using only the selectable satisfy the running mode if traveling within the allowable error of the vehicle speed, to create a plan for running mode.

  Even if the vehicle cannot travel at the vehicle speed calculated at the time of planning the travel mode, the vehicle can travel according to the planned travel mode if the actual vehicle speed is within the allowable error range.

1 is a block diagram showing an overall configuration of a hybrid vehicle according to the present invention. It is a block diagram which shows the structure of the control apparatus of Embodiment 1 which concerns on this invention. It is a figure which shows an example of the plan of the driving mode of Embodiment 1 which concerns on this invention. It is a functional block diagram of the travel mode planning apparatus in Embodiment 1 which concerns on this invention. It is a figure which shows the allowable error upper limit and allowable error lower limit in Embodiment 1 which concern on this invention. It is a figure which shows the driving mode which can be selected in Embodiment 1 which concerns on this invention. It is a functional block diagram of the plan preparation part in Embodiment 1 which concerns on this invention. It is a flowchart explaining operation | movement of the driving mode planning apparatus in Embodiment 1 which concerns on this invention. It is a flowchart explaining operation | movement of the plan preparation part in Embodiment 1 which concerns on this invention. It is a functional block diagram of the travel mode planning apparatus in Embodiment 2 which concerns on this invention. It is a functional block diagram of the plan preparation part in Embodiment 2 which concerns on this invention. It is a flowchart explaining operation | movement of the plan preparation part in Embodiment 2 which concerns on this invention. It is a block diagram which shows the structure of the control apparatus of Embodiment 3 which concerns on this invention. It is a functional block diagram of the travel mode planning apparatus in Embodiment 3 which concerns on this invention. It is a flowchart explaining operation | movement of the control apparatus in Embodiment 3 which concerns on this invention. It is a flowchart explaining operation | movement of the travel mode planning apparatus in Embodiment 3 which concerns on this invention. It is a block diagram which shows the structure of the control apparatus of Embodiment 4 which concerns on this invention. It is a functional block diagram of the travel mode planning apparatus in Embodiment 4 which concerns on this invention. It is a flowchart explaining operation | movement of the driving mode planning apparatus in Embodiment 4 which concerns on this invention. It is a block diagram which shows the structure of the control apparatus of Embodiment 5 which concerns on this invention. It is a functional block diagram of the travel mode planning apparatus in Embodiment 5 which concerns on this invention. It is a functional block diagram of the plan preparation part in Embodiment 5 which concerns on this invention. It is a flowchart explaining operation | movement of the driving mode planning apparatus in Embodiment 5 which concerns on this invention. It is a flowchart explaining operation | movement of the plan preparation part in Embodiment 5 which concerns on this invention.

  Embodiments for carrying out the present invention will be described below with reference to FIGS. In the drawings, the same or corresponding components are denoted by the same reference numerals, and overlapping descriptions are simplified or omitted as appropriate. Moreover, the structure demonstrated by this specification is an illustration, and this invention is not limited to these structures.

<Embodiment 1>
FIG. 1 is a block diagram showing the overall configuration of a hybrid vehicle 100 according to the present invention. As shown in FIG. 1, the hybrid vehicle 100 travels by transmitting the driving force (rotational force) of at least one of the engine 1 and the motor 2 to the wheels 4 via the speed reducer 3 and rotating the wheels 4. .

  The speed reducer 3 has a built-in clutch mechanism, and realizes three travel modes: EV mode, series mode, and parallel mode.

  In the EV mode, the clutch between the engine 1 and the wheel 4 and the clutch between the engine 1 and the generator 5 are disconnected, and only the driving force of the motor 2 is obtained using the power supplied from the battery 6 via the inverter 7. Drive on. At the time of deceleration, the battery 6 is charged with the electric power regenerated by the motor 2 via the inverter 7.

  In the series mode, the clutch between the engine 1 and the generator 5 is engaged, the driving force of the engine 1 is transmitted to the generator 5 to drive the generator 5, and the electric power generated by the generator 5 via the inverter 7 , The motor 2 is rotated and the battery 6 is also charged.

  In the parallel mode, the clutch between the engine 1 and the wheels 4 is connected, and the vehicle travels only with the driving force of the engine 1. When the necessary driving force is larger than the output of the engine 1, the motor 2 is driven by the electric power of the battery 6, and the vehicle travels using the driving force of both the engine 1 and the motor 2.

  Moreover, the hybrid vehicle 100 includes a control device 10, and uses the control device 10 to plan a travel mode from the departure point to the destination, and in accordance with the planned travel mode, the engine 1, the motor 2, and the speed reducer. 3. Control the operation of the generator 5 and the battery 6.

  FIG. 2 is a block diagram showing a configuration of control device 10 of hybrid vehicle 100 according to the first embodiment of the present invention.

  As shown in FIG. 2, the control device 10 includes a navigation system 11, a battery sensor 12, a position sensor 13, a travel mode planning device 14, and a travel mode selection device 15.

  The navigation system 11 receives an input of a departure point and a destination from the user, and calculates a travel route from the departure point to the destination. The navigation system 11 includes a database storing geographic information, and acquires geographic information of a travel route from the departure place to the destination. The geographic information includes, for example, speed limit, gradient, traffic lights and intersection positions, information on locations where traffic congestion has occurred at present and in the past, and the like.

  Further, the navigation system 11 creates travel route information based on the travel route and the geographical information of the travel route, and gives the travel route information to the travel mode planning device 14 and the travel mode selection device 15. The travel route information is expressed as a series of a plurality of sections, where the start point of the first section is the departure point and the end point of the last section is the destination.

  The battery sensor 12 acquires the current remaining charge amount of the battery 6 (FIG. 1) and gives it to the travel mode planning device 14.

  The position sensor 13 acquires the current position of the vehicle. The method for acquiring the position is based on a method using a satellite positioning system such as GPS (Global Positioning System), a method using map information, a method using measurement information obtained by a gyro sensor, an acceleration sensor, a vehicle speed sensor, and a combination thereof. A method is mentioned.

  The travel mode planning device 14 uses the travel route information input from the navigation system 11 and the current remaining charge of the battery 6 obtained by the battery sensor 12 to plan the travel mode from the departure point to the destination. create. A specific creation method will be described later.

  The travel mode selection device 15 calculates the distance from the departure location based on the location of the departure location included in the travel route information input from the navigation system 11 and the current location information of the vehicle input from the position sensor 13. To do. Then, the travel mode is selected based on the travel mode plan input from the travel mode planning device 14 with reference to the distance from the departure place, and the engine 1, the motor 2, the speed reducer 3 are selected according to the selected travel mode. The operation of the generator 5 and the battery 6 is controlled.

  FIG. 3 is a diagram illustrating an example of a travel mode plan according to the first embodiment. The traveling mode planning device 14 creates a traveling mode plan represented by a set of a position represented by a distance from the departure place and a traveling mode selected when passing through each position.

  According to FIG. 3, the travel mode selection device 15 selects the EV mode at the departure point and starts traveling, selects the parallel mode when passing a point 1,000 m away from the departure point, and selects 2 from the departure point. The series mode is selected when passing a point that is 3,000 m away, and the parallel mode is selected when passing a point that is 3,000 m away from the departure point.

  Here, the travel mode selection means that the control device 10 controls the engine 1, the motor 2, the generator 5 and the battery 6 according to the travel mode selected by the travel mode selection device 15 to cause the hybrid vehicle 100 to travel. For example, when the EV mode is selected, the electric power of the battery 6 is supplied to the motor 2 and the hybrid vehicle 100 is caused to travel only by the driving force of the motor 2.

  FIG. 4 is a functional block diagram of travel mode planning device 14 in control device 10 of the first embodiment. As shown in FIG. 4, the travel mode planning device 14 includes a condition setting unit 20, a vehicle speed calculation unit 21, a vehicle speed error calculation unit 22, a vehicle model database (DB) storage unit 23, a travel mode selection unit 24, and a plan creation unit 25. I have. The travel mode planning device 14 can be realized by a computer system, and the condition setting unit 20, the vehicle speed calculation unit 21, the vehicle speed error calculation unit 22, and the travel mode selection unit 24 are realized by a calculation device such as a CPU (central processing unit). The vehicle model DB storage unit 23 is realized by a storage device such as a RAM (Random Access Memory). The plan creation unit 25 is realized by an arithmetic device such as a CPU and a storage device such as a RAM.

  The condition setting unit 20, the vehicle speed calculation unit 21, and the vehicle speed error calculation unit 22 are connected to the navigation system 11, and the condition setting unit 20 is also connected to the battery sensor 12. The plan creation unit 25 is connected to the travel mode selection device 15 (FIG. 2).

  The navigation system 11 outputs travel route information to the condition setting unit 20, and when the travel route information is input from the navigation system 11, the condition setting unit 20 starts each section included in the travel route information. The vehicle state at (hereinafter referred to as the start state) and the vehicle state at the end point of the section (hereinafter referred to as the end state) are set. The start state has information on the vehicle speed and the remaining charge of the battery 6 (FIG. 1), and the end state has information on the vehicle speed.

  The vehicle speed in the start state and the vehicle speed in the end state of each section are set to zero. Further, the remaining charge of the battery 6 in the start state of the first section is set as the remaining charge of the battery input from the battery sensor 12.

  The vehicle speed calculation unit 21 uses the travel route information input from the navigation system 11 and the setting information indicating the start state and end state input from the condition setting unit 20, for each position from the start point to the end point in each section. Calculate the vehicle speed (meters per second). For example, after accelerating from the starting point to the speed limit, the vehicle speed travels at the speed limit and reaches the end point. In addition, for example, in the travel route information, the vehicle speed that travels at a low speed is calculated in the section where the traffic jam has occurred in the past and the current traffic jam location (hereinafter referred to as the traffic jam location). You may do it. Further, for example, in a place where traffic lights or intersections are set too densely, the vehicle speed traveling at a low speed may be calculated.

  The vehicle speed error calculation unit 22 is based on the travel route information input from the navigation system 11 and the vehicle speed input from the vehicle speed calculation unit 21, and the upper limit and the lower limit of the allowable error of the vehicle speed from the start point to the end point in each section. Is calculated. For example, a predetermined value α is added to or subtracted from the vehicle speed at places other than a traffic jam location, and a value β larger than the predetermined value α is added to or subtracted at a traffic jam location to set an allowable error upper limit or an allowable error lower limit, respectively. Further, for example, in a place where a traffic signal or an intersection is set too densely, the allowable error lower limit is set including the case where the traffic speed or the intersection stops and the vehicle speed becomes zero.

  FIG. 5 is a diagram showing an allowable error upper limit and an allowable error lower limit in the first embodiment. In FIG. 5, a predetermined value α is added to the vehicle speed VV represented by a solid line except for a traffic jam location, and the vehicle speed obtained by adding the predetermined value β is used as an allowable error upper limit UL at the traffic jam location. In addition, a predetermined value α is subtracted from the vehicle speed VV represented by the solid line except for a traffic congestion point, and the vehicle speed obtained by subtracting the predetermined value β at the traffic congestion point and the vehicle speed stopped at the position of the traffic light are used as an allowable error lower limit DL. Yes.

  The vehicle model DB storage unit 23 calculates the remaining amount of charge of the battery 6 at each position from the start point to the end point when the vehicle travels according to a plan of a certain driving mode, and calculates the fuel consumption at the end point. The vehicle parameters necessary for this are stored. Vehicle parameters include, for example, engine, generator, motor, inverter efficiency, air resistance and rolling resistance parameters, vehicle weight, engine maximum efficiency torque, engine and motor maximum torque, fuel consumption rate, battery Includes maximum charge.

  The vehicle model DB storage unit 23 also stores selectable conditions for the EV mode, the series mode, and the parallel mode.

  The travel mode selection unit 24 further divides each of the plurality of sections constituting the travel route information into several small sections. Then, using the upper limit and the lower limit of the allowable error of the vehicle speed from the start point to the end point in each section input from the vehicle speed error calculation unit 22, and the selectable conditions for each mode read from the vehicle model DB storage unit 23, The driving modes that can be selected in each small section are calculated.

  For example, for each of the allowable error upper limit and the allowable error lower limit calculated by the vehicle speed error calculation unit 22, it is determined for each small section whether the EV mode, the series mode, and the parallel mode can be selected, and the allowable error upper limit and the allowable error are determined. When both can be selected at the lower limit, selection is possible, and when neither of them can be selected, selection is impossible.

  FIG. 6 is a diagram showing an example of selectable travel modes in the first embodiment. In FIG. 6, ◯ indicates that selection is possible, and x indicates that selection is not possible.

  FIG. 6 shows that the travel modes that can be selected in a small section up to 100 m from the departure point are the EV mode and the series mode. Similarly, the driving modes that can be selected in the small section from 100 m to 200 m from the departure point are EV mode, series mode, and parallel mode, and can be selected in the small section from 200 m to 300 m from the starting point. Only the parallel mode is the only travel mode, and the travel modes that can be selected in a small section having a distance from the departure point of 300 m to 400 m are the EV mode and the parallel mode.

  The plan creation unit 25 includes setting information indicating the start state and end state of each section input from the condition setting unit 20, the vehicle speed from the start point to the end point of each section input from the vehicle speed calculation unit 21, and the vehicle model DB. Using the vehicle parameters read from the storage unit 23 and the selectable travel modes of the small sections input from the travel mode selection section 24, a travel mode plan from the start point to the end point in each section is created. Then, a travel mode plan is output to the travel mode selection device 15.

  FIG. 7 is a functional block diagram of the plan creation unit 25 in the travel mode planning device 14 in the control device 10 of the first embodiment.

  As shown in FIG. 7, the plan creating unit 25 includes a creation determining unit 26, a plan creating unit 27, a plan evaluating unit 28, a condition determining unit 29, a plan selecting unit 30, and a plan storage unit 31. Note that the plan creation unit 25 other than the plan storage unit 31 is realized by an arithmetic device such as a CPU, and the plan storage unit 31 is realized by a storage device such as a RAM.

  The plan creation unit 27 is connected to the travel mode selection unit 24. The plan evaluation unit 28 is connected to the condition setting unit 20, the vehicle speed calculation unit 21, and the vehicle model DB storage unit 23. The plan storage unit 31 is connected to the travel mode selection device 15.

  The creation determination unit 26 determines whether to create a new travel mode plan. For example, the number of times that the plan has been created is stored, and if the number is less than a predetermined number of times, information indicating a new travel mode plan creation instruction is output to the plan creation unit 27. If there are more times than the specified number of times, a plan for a new driving mode is not created.

  The plan creation unit 27 creates a new travel mode plan when information indicating an instruction to create a new travel mode plan is input from the creation determination unit 26. At this time, if a plan for the travel mode is stored in the plan storage unit 31, a part of the plan for the travel mode is changed to be a new plan for the travel mode. A method of changing a part of the plan of the driving mode is, for example, a method of selecting a part at random and changing to a different driving mode.

  In addition, when the plan of the driving mode is not stored in the plan storage unit 31, a new driving mode plan is created using the driving mode that can be selected in each small section input from the driving mode selection unit 24. . For example, there is a method of randomly selecting one travel mode from travel modes that can be selected in each small section. In addition, for example, a priority order may be set in the order of the parallel mode, the series mode, and the EV mode, and a method of selecting the driving modes in order from the highest priority order may be adopted.

  The plan evaluation unit 28 uses the setting information indicating the start state and end state input from the condition setting unit 20, the vehicle speed input from the vehicle speed calculation unit 21, and the vehicle parameters read from the vehicle model DB storage unit 23. When the vehicle travels in accordance with the new travel mode plan calculated by the plan creation unit 27, the remaining charge of the battery 6 (FIG. 1) at each position from the start point to the end point for each section and from the start point to the end point The fuel consumption is calculated and output together with the new driving mode plan. The remaining charge of the battery 6 in the start state in the section after the first section is the remaining charge of the battery 6 in the end state in the previous section.

  The condition determination unit 29 uses the remaining charge of the battery 6 at each position from the start point to the end point and the fuel consumption amount from the start point to the end point in each section input from the plan evaluation unit 28 for a new travel. Determine whether the mode plan meets the conditions. For example, when the remaining charge of the battery 6 at each position from the start point to the end point of each section calculated by the plan evaluation unit 28 is 0 or more and less than the maximum charge amount of the battery 6, the condition is satisfied. It is determined that If it is determined that the condition is satisfied, information indicating an instruction to select a new travel mode plan is output to the plan selection unit 30. If it is determined that the condition is not satisfied, the new driving mode plan is discarded.

  When the information indicating the instruction for selecting a new travel mode is input from the condition determination unit 29, the plan selection unit 30 determines the fuel consumption amount in all sections in the travel mode plan input from the plan storage unit 31. The total and the total fuel consumption in all sections in the new travel mode plan input from the plan evaluation unit 28 are compared, and the one with the smaller fuel consumption is selected. When the selected driving mode plan is a new driving mode plan, the new driving mode plan and the total fuel consumption in all sections are output to the plan storage unit 31.

  The plan storage unit 31 stores the new travel mode plan input from the plan selection unit 30 as a travel mode plan. In addition, the total fuel consumption in all sections input from the plan selection unit 30 is stored.

  Next, the overall operation of travel mode plan creation in the travel mode planning device 14 (FIG. 4) will be described using the flowchart shown in FIG. 8 with reference to FIG.

  When the driver inputs a departure point and a destination to the navigation system 11 of the control device 10, travel route information is created and output to the travel mode planning device 14 to start travel mode planning. The First, in step S101, the condition setting unit 20 starts and ends the target section in which the travel mode is planned based on the travel route information and the remaining charge of the battery 6 (FIG. 1) input from the battery sensor 12. And the setting information is output to the vehicle speed calculation unit 21.

  Next, the vehicle speed calculation unit 21 calculates the vehicle speed from the start point to the end point of each section based on the travel route information and the setting information indicating the start state and end state input from the condition setting unit 20, and the calculation result is calculated as the vehicle speed. The error is output to the error calculator 22 (step S102).

  Next, the vehicle speed error calculation unit 22 calculates the upper limit and the lower limit of the allowable error of the vehicle speed from the start point to the end point in each section based on the travel route information and the vehicle speed input from the vehicle speed calculation unit 21. The result is output to the travel mode selection unit 24 (step S103).

  Next, the travel mode selection unit 24 further divides each of the plurality of sections constituting the travel route information into several subsections, from the start point to the end point in each section input from the vehicle speed error calculation unit 22. Using the calculation results of the upper limit and the lower limit of the allowable error of the vehicle speed and the selectable conditions for each mode read from the vehicle model DB storage unit 23, the driving modes selectable in each small section are calculated, and the calculation results are planned. It outputs to the preparation part 25 (step S104).

  Finally, the plan creation unit 25 includes setting information indicating the start state and end state of each section input from the condition setting unit 20, the vehicle speed from the start point to the end point of each section input from the vehicle speed calculation unit 21, Using the vehicle parameters read from the vehicle model DB storage unit 23 and the selectable travel modes in each small section input from the travel mode selection unit 24, the travel mode plan from the start point to the end point of each section is planned. Create (step S105).

  Next, a travel mode plan creation operation in the plan creation unit 25 of the travel mode planning device 14 will be described with reference to FIG. 7 and a flowchart shown in FIG.

  When the plan creation unit 25 starts the plan creation operation in the travel mode, first, the creation determination unit 26 determines whether or not the number of plan creations is equal to or less than a predetermined number of times (step S201). Proceeds to step S202, and if the specified number of times is exceeded, the creation of the plan is terminated.

  In step S <b> 202, the plan creation unit 27 refers to the plan storage unit 31 and determines whether the plan storage unit 31 stores a travel mode plan. If the travel mode plan is not stored, the process proceeds to step S203, and if stored, the process proceeds to step S206.

  In step S203, the plan creation unit 27 refers to the travel modes that can be selected in each small section, and creates a plan for a new travel mode from the start point to the end point of each section.

  Next, the plan evaluation unit 28 evaluates the new travel mode plan prepared in step S203, and the remaining charge amount of the battery 6 (FIG. 1) at each position from the start point to the end point of each section, and the start point. The fuel consumption from the end point to the end point is calculated (step S204).

  Next, the condition determination unit 29 determines whether the new driving mode plan satisfies the condition from the remaining charge of the battery 6 at each position from the start point to the end point of each section calculated in step S204. (Step S205) If the condition is satisfied, the process proceeds to S210. If not satisfied, the new travel mode plan is discarded, and the process returns to Step S201.

  If the plan storage unit 31 stores a travel mode plan, the plan creation unit 27 changes a part of the travel mode plan stored in the plan storage unit 31 to create a new travel mode plan. Is created (step S206).

  Next, the plan evaluation unit 28 evaluates the plan for the new travel mode created in step S206, the remaining charge of the battery 6 at each position from the start point to the end point of each section, and from the start point to the end point. Is calculated (step S207).

  Next, the condition determination unit 29 determines whether the new travel mode plan satisfies the condition based on the remaining charge of the battery 6 at each position from the start point to the end point of each section calculated in step S207. If the condition is satisfied, the process proceeds to S209. If the condition is not satisfied, the plan for the new travel mode is discarded and the process returns to step S201.

  In step S209, the plan selection unit 30 uses the travel mode plan stored in the plan storage unit 31 to create a new travel mode plan created in step S206. It is determined whether the total is small. If it is determined that the value is small, the process proceeds to step S210. If it is determined that the value is not small, the plan for the new travel mode is discarded, and the process returns to step S201.

  In step S210, the plan storage unit 31 stores a new travel mode plan as a travel mode plan. In addition, the total fuel consumption in all sections is stored.

  As described above, in the hybrid vehicle control device 10 according to the first embodiment, only the mode that can be selected within the range of the vehicle speed error is used in consideration of the allowable error of the vehicle speed from the departure point to the destination. Plan the driving mode. For this reason, if the actual vehicle speed is within the allowable error range, the possibility of traveling according to the planned traveling mode increases, and the fuel consumption required for traveling can be reduced.

  2 shows a configuration in which the navigation system 11 is incorporated in the control device 10, the navigation system 11 is not limited to the in-vehicle navigation system attached to the vehicle, and is held by the driver or the passenger. You may use the navigation function (application) incorporated in the portable terminal or PDA or smart phone. In this case, communication with the travel mode planning device 14 can be performed by short-range wireless communication such as WiFi (registered trademark) or Bluetooth (registered trademark).

  Moreover, you may comprise a navigation system by the combination of any one of the portable terminal, PDA, and smart phone which a driver | operator or a passenger holds, and a navigation server. In this case, for example, the driver inputs a starting point and a destination with a portable terminal, transmits input information to the navigation server through wireless communication, creates travel route information based on the input information at the navigation server, and performs wireless communication. Thus, it is possible to adopt a configuration in which travel route information is transmitted from the navigation server to the travel mode planning device 14.

  The configuration of hybrid vehicle 100 is not limited to the configuration shown in FIG. For example, the hybrid vehicle includes an engine 1, a motor 2, a battery 6, and an inverter 7, an EV mode in which the motor is driven by electric power supplied from the battery 6 via the inverter 7, and the engine 1 or the engine 1. The vehicle may be provided with two modes of HEV mode that travel using the motor 2 as travel modes. Further, the battery 6 may be configured to be charged by an external power source.

  In the travel mode plan creation by the travel mode planning device 14, in addition to the method described above, a plan such as a dynamic programming method, a genetic algorithm, or a fuzzy control may be used.

<Embodiment 2>
In the first embodiment described above, an example in which a travel mode plan is created using fuel consumption as an index has been described. However, in the second embodiment, a travel mode plan is also considered in consideration of the number of times the travel mode is switched. A configuration to be created will be described.

  FIG. 10 is a functional block diagram of travel mode planning device 14A in control device 10A of the second embodiment. As shown in FIG. 10, the travel mode planning device 14A includes a condition setting unit 20, a vehicle speed calculation unit 21, a vehicle speed error calculation unit 22, a vehicle model DB storage unit 23, a travel mode selection unit 24, and a plan creation unit 25A. .

  The configuration of the travel mode planning device 14A in the second embodiment is basically the same as the configuration of the travel mode planning device 14 shown as the functional block diagram in FIG. 4, and the same components are denoted by the same reference numerals. A duplicate description will be omitted.

  FIG. 11 is a functional block diagram of the plan creation unit 25A. As shown in FIG. 11, the plan creation unit 25A includes a creation determination unit 26, a plan creation unit 27, a plan evaluation unit 28, a condition determination unit 29, a plan selection unit 30A, and a plan storage unit 31A. In FIG. 11, the same components as those of the plan creation unit 25 shown as the functional block diagram in FIG. 7 are denoted by the same reference numerals, and redundant description is omitted.

  The plan creation unit 27 is connected to the travel mode selection unit 24. The plan evaluation unit 28 is connected to the condition setting unit 20, the vehicle speed calculation unit 21, and the vehicle model DB storage unit 23. The plan storage unit 31 </ b> A is connected to the travel mode selection device 15.

  When the plan selection unit 30A receives an instruction to select a new travel mode from the condition determination unit 29, the plan plan selection unit 30A calculates an evaluation function defined by the following expression (1) for each section for the plan of the new travel mode. .

Evaluation function = fuel consumption from start point to end point + w × number of times of switching of driving mode from start point to end point (1)
In the above formula, w is the weight of the evaluation function, and the larger the value of w, the smaller the evaluation function value may be selected for the driving mode plan with a smaller number of driving mode switching times. Get higher.

  Then, the plan selection unit 30A selects the one with the smaller sum of the evaluation functions in all the sections among the travel mode plan stored in the plan storage unit 31A and the new travel mode plan.

  When a plan for a new travel mode is selected, the plan selection unit 30A outputs the plan for the new travel mode and the sum of evaluation functions in all sections to the plan storage unit 31A.

  The plan storage unit 31A stores the new travel mode plan output by the plan selection unit 30A as a travel mode plan. In addition, the sum of evaluation functions in all sections output by the plan selection unit 30A is stored.

  Next, the travel mode plan creation operation in the plan creation unit 25A of the travel mode planning device 14A will be described with reference to FIG. 11 and the flowchart shown in FIG. In FIG. 12, Steps S301 to S308 are the same as Steps S201 to S208 showing the travel mode plan creation operation in the plan creation unit 25 described with reference to FIG. Step S309 and subsequent steps will be described.

  In step S309, the plan selection unit 30A calculates the value of the evaluation function of the plan for the new travel mode, and the plan for the new travel mode is more than the plan for the travel mode stored in the plan storage unit 31A. Then, it is determined whether or not the sum of the evaluation functions in all sections is small. If it is determined that the travel time is smaller, the process proceeds to step S310. If it is determined that the travel time is not smaller, the new travel mode plan is discarded and the process returns to step S301.

  In step S310, the plan storage unit 31A stores a new travel mode plan as a travel mode plan. In addition, the sum of evaluation functions in all sections is stored.

  As described above, in hybrid vehicle control apparatus 10A of the second embodiment, the evaluation function (the fuel consumption obtained by performing weighting based on the number of times of switching of the driving mode) in consideration of the number of times of switching of the driving mode is used. Use to create a travel mode plan. For this reason, the plan of the driving mode with the smaller number of switching of the driving mode is selected, the number of switching of the driving mode is reduced, and the engine 1, the motor 2, the speed reducer 3, the generator 5 and the hybrid vehicle 100 are reduced. Deterioration of a device such as the battery 6 is suppressed, and the device life is extended.

  In addition, since the number of times of switching the driving mode is reduced, the ride comfort for the driver and passengers is also improved.

  In addition to considering the total number of times from the start state to the end state, the number of switching of the driving mode is limited to a part of the section from the start point to the end point of each section, such as a place where the vehicle speed changes greatly, A configuration that reduces the number of times of switching of the running mode may be adopted.

<Embodiment 3>
In hybrid vehicle control devices 10 and 10A according to the first and second embodiments, only the driving mode that can be selected within the range of the vehicle speed error is used in consideration of the allowable error of the vehicle speed from the starting point to the destination. Thus, a configuration for creating a plan for the running mode was shown.

  However, if the actual vehicle speed falls outside the allowable error range, the planned driving mode may not be selected. Therefore, in Embodiment 3, it is monitored whether or not the actual vehicle speed is within the range of the vehicle speed error calculated by the travel mode planning device, and when the vehicle speed is out of the range, the travel mode plan is recreated. Take.

  FIG. 13 is a block diagram showing a configuration of a hybrid vehicle control device 10B in the third embodiment. As shown in FIG. 13, the control device 10B includes a navigation system 11, a battery sensor 12, a position sensor 13, a travel mode planning device 14B, a travel mode selection device 15, a vehicle speed sensor 40, and a travel mode replanning determination device 41. . Note that the same components as those of the control device 10 shown in FIG. 2 are denoted by the same reference numerals, and redundant description is omitted.

  The vehicle speed sensor 40 acquires the current vehicle speed of the vehicle and outputs information to the travel mode planning device 14B and the travel mode replanning determination device 41. The vehicle speed acquisition method includes, for example, a method of measuring the number of rotations of the axle. However, a sensor that measures a speed displayed on a speedometer provided in the vehicle may be used instead.

  The travel mode replanning determination device 41 determines that the vehicle speed input from the vehicle speed sensor 40 is less than or equal to the allowable error upper limit of the vehicle speed input from the travel mode planning device 14B and equal to or greater than the allowable error lower limit until the vehicle reaches the destination. Determine if it exists. When the vehicle speed is larger than the allowable error upper limit or smaller than the allowable error lower limit, information indicating that the plan is recreated is output to the travel mode planning device 14B. Note that the current position information of the vehicle is also input from the position sensor 13 to the travel mode replanning determination device 41.

  The travel mode planning device 14B is input from the navigation system 11 when the navigation system 11 outputs travel route information or when information indicating a plan re-creation instruction is output from the travel mode replan determination device 41. Using the travel route information and the remaining charge of the battery 6 (FIG. 1) input from the battery sensor 12, a travel mode plan from the departure point to the destination is created. Note that the current position information of the vehicle is also input from the position sensor 13 to the travel mode planning device 14B.

  FIG. 14 is a functional block diagram of travel mode planning device 14B in control device 10B of the third embodiment. As shown in FIG. 14, the travel mode planning device 14B includes a condition setting unit 20B, a vehicle speed calculation unit 21, a vehicle speed error calculation unit 22, a vehicle model DB storage unit 23, a travel mode selection unit 24, and a plan creation unit 25. .

  The configuration of the travel mode planning device 14B in the third embodiment is basically the same as the configuration of the travel mode planning device 14 shown as a functional block diagram in FIG. 4, but the condition setting unit 20 in FIG. The condition setting unit 20B is replaced.

  The condition setting unit 20B, the vehicle speed calculation unit 21, and the vehicle speed error calculation unit 22 are connected to the navigation system 11, and the condition setting unit 20B is connected to the position sensor 13, the battery sensor 12, and the vehicle speed sensor 40. The condition setting unit 20B and the vehicle speed error calculation unit 22 are connected to the travel mode replanning determination device 41, and the plan creation unit 25 is connected to the travel mode selection device 15.

  The navigation system 11 outputs the travel route information to the condition setting unit 20B. When the travel route information is input from the navigation system 11, the condition setting unit 20B determines a section for creating a travel mode plan. The start state and end state of each section are set.

  When the travel route information is input from the navigation system 11, the condition setting unit 20 </ b> B sets the sections in which the travel mode plan is created as all sections included in the travel route information. And the vehicle speed in the start state and end state of each section is set to zero. Further, the remaining charge amount of the battery 6 (FIG. 1) in the first section is set as the current remaining charge amount input by the battery sensor 12.

  In addition, when an instruction to recreate a plan is input from the travel mode replan determination apparatus 41, the condition setting unit 20B first selects a section including the current position input from the position sensor 13 from the navigation system 11. Select from the sections included in the input travel route information. Then, the current position input from the position sensor 13 is set as a new start point of the section, the section is set as the first section, and a travel mode plan is created up to the last section included in the travel route information. Interval. The vehicle speed in the start state of the first section is set to the vehicle speed input from the vehicle speed sensor 40, the vehicle speed in the start state of the other sections is set to 0, and the vehicle speed in the end state of each section is set to 0. To do. Further, the remaining charge amount of the battery 6 in the start state of the first section is the remaining charge amount of the battery 6 input from the battery sensor 12.

  Next, the overall operation of the travel mode planning device 14B will be described using the flowchart shown in FIG. 15 with reference to FIG.

  The travel mode planning device 14B starts to create a travel mode plan when travel route information is input from the navigation system 11 or when information indicating a plan re-creation instruction is output from the travel mode replan determination device 41. In step S401, a travel mode plan is created.

  The travel mode replanning determination apparatus 41 receives the current position information of the vehicle from the position sensor 13, and the travel mode replanning determination apparatus 41 refers to the position input from the position sensor 13 and the vehicle It is determined whether or not the vehicle has arrived at the ground (step S402). If the vehicle has arrived at the destination, the re-planning determination of the travel mode is terminated. If the vehicle has not yet arrived at the destination, the process proceeds to step S403.

  In step S403, whether or not the current vehicle speed input from the vehicle speed sensor 40 is less than or equal to the upper limit of the allowable error of the vehicle speed input from the drive mode planning device 14B and greater than or equal to the lower limit of allowable error. (Whether the current vehicle speed is within an allowable error range) is determined. When it is larger than the allowable error upper limit or smaller than the allowable error lower limit, information indicating an instruction to recreate the travel mode plan is output, and the process returns to step S401. Otherwise, the process returns to step S402.

  Next, the overall operation of creating the travel mode plan in step S401 shown in FIG. 15 will be described using the flowchart shown in FIG. 16 with reference to FIG.

  In step S501 shown in FIG. 16, the condition setting unit 20B receives the travel route information from the navigation system 11 and the plan re-creation instruction from the travel mode replan determination device 41, respectively. Then, the section in which the travel mode plan is created is determined, the start state and end state of each section are set, and the setting information is output to the vehicle speed calculation unit 21.

  Hereinafter, the travel mode plan is created through the processing from step S502 to step S505, but the processing from step S502 to step S505 is the same as the processing from step S102 to step S105 described with reference to FIG. Omitted.

  The travel mode plan creation operation (step S505) in the plan creation unit 25 of the travel mode planning device 14B is the same as the operation described with reference to FIG.

  As described above, in hybrid vehicle control apparatus 10B of the third embodiment, the travel mode plan is recreated when the actual vehicle speed is out of the allowable error range. Thereby, even when the actual vehicle speed is out of the allowable error range, the possibility that the planned travel mode cannot be selected is reduced.

  Further, when the actual vehicle speed is out of the allowable error range, there is a high possibility that the fuel consumption required for traveling up to that time has increased from the time of planning. For this reason, by recreating the plan when the actual vehicle speed is out of the allowable error range, the fuel consumption can be reduced as compared with the case where the recreation is not performed.

  Further, the travel mode planning device 14B creates a travel mode plan using an allowable error estimated based on current and past traffic jam information and the position of a traffic light, and also determines the re-creation of the travel mode plan as described above. Use tolerances. For this reason, even when the actual vehicle speed is significantly different from the predicted vehicle speed, the chance of re-creating the travel mode plan is reduced compared to the method of creating the travel mode plan without considering the tolerance In addition, the calculation load can be reduced.

  When re-creating the travel mode plan according to an instruction from the travel mode re-plan determination device 41, the position sensor 13 determines the position of the start state in consideration of the movement of the vehicle even during re-creation of the plan. It is good also as a position of a fixed distance away in the advancing direction from the acquired present position.

<Embodiment 4>
In the first to third embodiments described above, the vehicle speed is calculated without considering the characteristics of the driving operation of the driver in the calculation of the vehicle speed in the travel mode plan.

  However, in actual driving, a driving operation such as an accelerator operation or a braking operation has characteristics (癖) of the driving operation of the driver such as an operation amount and an operation timing. Therefore, the fourth embodiment adopts a configuration in which a travel mode plan is created in consideration of the characteristics of the driving operation of the driver.

  FIG. 17 is a block diagram illustrating a configuration of a control apparatus 10C for a hybrid vehicle in the fourth embodiment. As shown in FIG. 17, the control device 10C includes a navigation system 11, a battery sensor 12, a position sensor 13, a travel mode planning device 14C, a travel mode selection device 15, a vehicle speed sensor 40, a driver estimation device 50, and a driver model DB storage. A unit 51 and a model update device 52 are provided. Note that the same components as those of the control device 10 shown in FIG. 2 are denoted by the same reference numerals, and redundant description is omitted.

  The driver estimation device 50 estimates the driver who is driving the current vehicle. As an estimation method of the driver, for example, a method of estimating using a face authentication from a camera image installed in a driver's seat can be given. Moreover, the method of estimating using the position or inclination of a seat of a driver's seat, etc. is mentioned. In addition, when the driver cannot be estimated such as a person driving the vehicle for the first time, it is estimated as a new driver.

  The driver model DB storage unit 51 stores the characteristics of each driver's driving operation. The characteristics of the driving operation are defined by, for example, an average value, a maximum value, and a minimum value of acceleration during acceleration and deceleration of the vehicle. Further, the characteristics of the driving operation are defined by an average value, a maximum value, and a minimum value of an increase rate of the vehicle speed with respect to the speed limit when the vehicle travels at a constant speed.

  The driver information estimated by the driver estimation device 50 is input to the model update device 52, and the driving operation of the driver stored in the driver model DB storage unit 51 is based on the driver information. Update the features. In addition, when the applicable driver is not memorize | stored in the driver model DB memory | storage part 51 (in the case of a new driver), the characteristic of driving operation is newly memorize | stored as a new driver.

  The driving operation is characterized in that, in the model update device 52, for example, the vehicle is based on the vehicle position information input from the position sensor 13, the vehicle speed input from the vehicle speed sensor 40, and the travel route information input from the navigation system 11. The acceleration at the time of acceleration is calculated, and the average value, the maximum value, and the minimum value of the acceleration at the time of acceleration are calculated to be quantified and defined.

  In addition, the characteristics of the driving operation are quantified and defined by calculating the acceleration at the time of deceleration of the vehicle and calculating the average value, the maximum value, and the minimum value of the acceleration at the time of deceleration in the model update device 52.

  The driving operation is characterized in that the model update device 52 calculates the rate of increase of the vehicle speed relative to the speed limit when the vehicle is traveling at a constant speed, and calculates the average value, maximum value, and minimum value of the rate of increase of the vehicle speed. Quantified and defined.

  The model update device 52 calculates the characteristics of the driving operation defined as described above as needed, and updates the characteristics of the driving operation of the driver stored in the driver model DB storage unit 51.

  The driving mode planning device 14 </ b> C includes the driving route information input from the navigation system 11, the remaining charge of the battery 6 (FIG. 1) input from the battery sensor 12, and the driver information input from the driver estimating device 50. Then, using the characteristics of the driving operation of the driver read from the driver model DB storage unit 51, a plan of the driving mode from the start point to the end point of each section included in the driving route information is created.

  FIG. 18 is a functional block diagram of travel mode planning device 14C in control device 10C of the fourth embodiment. As shown in FIG. 18, the travel mode planning device 14C includes a condition setting unit 20, a vehicle speed calculation unit 21C, a vehicle speed error calculation unit 22C, a vehicle model DB storage unit 23, a travel mode selection unit 24, a plan creation unit 25, and driver characteristics. An acquisition unit 60 is provided.

  The condition setting unit 20, the vehicle speed calculation unit 21C, and the vehicle speed error calculation unit 22C are connected to the navigation system 11. The condition setting unit 20 is connected to the battery sensor 12.

  The driver feature acquisition unit 60 is connected to the driver estimation device 50 and the driver model DB storage unit 51, and the plan creation unit 25 is connected to the travel mode selection device 15.

  The driver feature acquisition unit 60 acquires the feature of the driver's driving operation stored in the driver model DB storage unit 51 based on the driver information input from the driver estimation device 50, and the driving operation Are output to the vehicle speed calculation unit 21C and the vehicle speed error calculation unit 22C.

  The vehicle speed calculation unit 21 </ b> C calculates the vehicle speed from the start point to the end point of each section based on the travel route information input from the navigation system 11 and the driving operation characteristics input from the driver feature acquisition unit 60.

  For example, when calculating the vehicle speed that accelerates from the start point to a constant speed, calculates the vehicle speed that travels at a constant speed, and stops at the end point, when accelerating from the start point, And a method of calculating using an average value of acceleration at the time of acceleration included in the feature of the driving operation.

  Further, when stopping at the end point, there is a method of calculating using an average value of acceleration during deceleration included in the feature of the driving operation.

  When traveling at a constant speed, a speed obtained by adding the average value of the rate of increase of the vehicle speed with respect to the speed limit at constant speed included in the characteristics of the driving operation to the speed limit included in the travel route information. A method for obtaining a speed during constant speed driving is mentioned.

  The vehicle speed error calculation unit 22C is based on the travel route information input from the navigation system 11, the characteristics of the driving operation input from the driver feature acquisition unit 60, and the vehicle speed input from the vehicle speed calculation unit 21C. Estimate the upper and lower tolerance limits.

  As an estimation method of the allowable error upper limit and the allowable error lower limit using the driving operation characteristics of the driver, for example, when accelerating from the start point, the maximum acceleration value included in the driving operation characteristics is used. There is a method of calculating the allowable error upper limit and calculating the allowable error lower limit using the minimum value of acceleration.

  Also, when stopping at the end point, there is a method of calculating the allowable error upper limit using the maximum value of acceleration during deceleration included in the characteristics of the driving operation and calculating the allowable error lower limit using the minimum value of acceleration. Can be mentioned.

  In addition, when traveling at a constant speed, a speed obtained by integrating the maximum value of the rate of increase of the vehicle speed with respect to the speed limit at constant speed included in the characteristics of the driving operation is added to the speed limit included in the travel route information. There is a method in which the allowable error upper limit is set, and the speed obtained by integrating the minimum value of the vehicle speed increase rate with the speed limit included in the travel route information is set as the allowable error lower limit.

  Next, the overall operation of travel mode plan creation will be described with reference to FIG. 18 and a flowchart shown in FIG.

  The travel route information output from the navigation system 11 is output to the travel mode planning device 14C, so that the travel mode planning is started. First, the condition setting unit 20 starts the start state of the target section for planning the travel mode, and An end state is set (step S601).

  Next, the driver feature acquisition unit 60 refers to the driver information input from the driver estimation device 50, and acquires the feature of the driver's driving operation stored in the driver model DB storage unit 51. The vehicle speed calculation unit 21C and the vehicle speed error calculation unit 22C are output (step S602).

  Next, the vehicle speed calculation unit 21 </ b> C has characteristics of the driving route information, the setting information indicating the start state and the end state input from the condition setting unit 20, and the driving operation feature of the driver input from the driver feature acquisition unit 60. Based on the above, the vehicle speed from the start point to the end point of each section is calculated, and the calculation result is output to the vehicle speed error calculation unit 22C (step S603).

  Next, the vehicle speed error calculation unit 22C determines the vehicle speed based on the travel route information, the vehicle speed input from the vehicle speed calculation unit 21C, and the characteristics of the driver's driving operation input from the driver characteristic acquisition unit 60. The allowable error upper limit and the allowable error lower limit are calculated, and the calculation result is output to the travel mode selection unit 24 (step S604).

  Hereinafter, the travel mode plan is created through the processing of step S605 and step S606, but the processing of step S605 and step S606 is the same as the processing of step S104 and step S105 described with reference to FIG. Omitted.

  The travel mode plan creation operation (step S605) in the plan creation unit 25 of the travel mode planning device 14C is the same as the operation described with reference to FIG.

  As described above, in the hybrid vehicle control device 10C according to the fourth embodiment, the travel mode planning device 14C calculates the vehicle speed of the travel mode plan in consideration of the characteristics of the driver's driving operation. For this reason, the vehicle speed close to the actual vehicle speed can be set, and the possibility that the vehicle can travel according to the planned traveling mode is increased, so that the fuel consumption required for traveling can be further reduced.

  In traveling mode planning device 14C, the allowable error upper limit and the allowable error lower limit are calculated in consideration of the characteristics of the driving operation of the driver. For this reason, the possibility that the actual vehicle speed falls outside the allowable error range is reduced, and the possibility that the planned travel mode cannot be selected is also reduced.

  Note that the driver estimation method in the driver estimation device 50 may be a method in which the driver inputs information that can identify the individual driver such as a name in the navigation system 11.

<Embodiment 5>
In Embodiments 1 to 4 described above, when planning the travel mode, no condition is set for the remaining charge of battery 6 (FIG. 1) at the destination, so battery 6 is used as much as possible. As a result, there is a high possibility that a plan for reducing the fuel consumption, that is, a plan in which the remaining charge amount of the battery 6 at the destination is zero is created. However, in a vehicle that can use a vehicle battery as an emergency power source, it is conceivable to use the battery as an emergency power source for outdoor use such as camping after arrival at the destination. In such a case, it is desirable that the remaining charge of the battery at the time of arrival at the destination is greater than zero. Therefore, in the fifth embodiment, the lower limit value of the remaining charge amount of the battery 6 at the time of arrival at the destination is estimated, and the travel mode is set so as not to fall below the lower limit value of the remaining charge amount of the battery 6 at the time of arrival at the destination. Take a configuration to create a plan.

  FIG. 20 is a block diagram showing a configuration of a hybrid vehicle control device 10D according to the fourth embodiment. As shown in FIG. 20, the control device 10D includes a navigation system 11, a battery sensor 12, a position sensor 13, a travel mode planning device 14D, a travel mode selection device 15, and a remaining charge lower limit estimating device 70. Note that the same components as those of the control device 10 shown in FIG. 2 are denoted by the same reference numerals, and redundant description is omitted.

  The remaining charge lower limit estimating device 70 estimates the lower limit of the remaining charge of the battery when it arrives at the destination. As a method of estimating the lower limit value of the remaining charge of the battery, for example, if the destination input from the navigation system 11 is a place where the battery can be charged by an external power source such as a home, 0 is set. A method of increasing the value is mentioned.

  Moreover, the method of determining according to the distance of the station which can charge a battery, and the destination is mentioned.

  Further, in the navigation system 11, an input of the usage of the battery at the destination is received from the driver. And the method of setting the power consumption linked | related with the use use memorize | stored in the charge remaining charge lower limit estimation apparatus 70 as a lower limit of the charge remaining charge of a battery is mentioned.

  When the travel route information is input from the navigation system 11, the travel mode planning device 14 </ b> D is input from the travel route information, the remaining battery charge input from the battery sensor 12, and the remaining charge lower limit estimating device 70. The travel mode plan from the start point to the end point of each section included in the travel route information is created using the lower limit value of the remaining battery charge at the time of arrival at the destination.

  FIG. 21 is a functional block diagram of a travel mode planning device 14D in the control device 10D of the fifth embodiment. As shown in FIG. 21, the travel mode planning device 14D includes a condition setting unit 20D, a vehicle speed calculation unit 21, a vehicle speed error calculation unit 22, a vehicle model DB storage unit 23, a travel mode selection unit 24, and a plan creation unit 25D. .

  The condition setting unit 20D, the vehicle speed calculation unit 21, and the vehicle speed error calculation unit 22 are connected to the navigation system 11. Moreover, the condition setting unit 20D is connected to the battery sensor 12 and the remaining charge lower limit estimating device 70.

  When the travel route information is input from the navigation system 11, the condition setting unit 20 </ b> D sets the start state and end state of each section. In the start state, the condition setting unit 20 </ b> D includes the vehicle speed and the remaining charge of the battery 6 (FIG. 1). In addition, the end state includes information on the vehicle speed and the lower limit value of the remaining charge of the battery 6. The vehicle speed in the start state and the vehicle speed in the end state of each section are set to 0. Further, the remaining charge of the battery in the start state of the first section sets the remaining charge of the battery 6 input from the battery sensor 12, and the lower limit value of the remaining charge of the battery 6 in the end state of the last section is The lower limit value of the remaining charge level of the battery 6 input from the remaining charge level estimation device 70 is set.

  When the plan creation unit 25D travels according to the planned travel mode using the vehicle parameters read from the vehicle model DB storage unit 23 and the selectable travel mode of the small section input from the travel mode selection unit 24. In addition, a travel mode plan is created in which the remaining charge of the battery 6 in the end state of the last section exceeds the lower limit value of the remaining charge of the battery 6 in the end state input by the condition setting unit 20D.

  FIG. 22 is a functional block diagram of the plan creation unit 25D. As illustrated in FIG. 22, the plan creation unit 25D includes a creation determination unit 26, a plan creation unit 27, a plan evaluation unit 28, a condition determination unit 29D, a plan selection unit 30, and a plan storage unit 31. In FIG. 22, the same components as those of the plan creating unit 25 shown as the functional block diagram in FIG. 7 are denoted by the same reference numerals, and redundant description is omitted.

  The plan creation unit 27 is connected to the travel mode selection unit 24. The plan evaluation unit 28 is connected to the condition setting unit 20D, the vehicle speed calculation unit 21, and the vehicle model DB storage unit 23. The condition determination unit 29D is connected to the condition setting unit 20D. The plan storage unit 31 is connected to the travel mode selection device 15.

  The condition determination unit 29D uses the setting information indicating the remaining charge of the battery at each position from the start point to the end point of each section input from the plan evaluation unit 28 and the start state and end state input from the condition setting unit 20D. Based on this, it is determined whether the plan of the new driving mode satisfies the condition.

  For example, when the remaining battery charge at each position from the start point to the end point of each section input from the plan evaluation unit 28 is not less than 0, the new travel mode plan satisfies the condition. Is determined. Furthermore, if the remaining charge of the battery at the last train in the last section is equal to or greater than the lower limit of the remaining charge of the battery in the final state input from the condition determination unit 29D, a new travel mode plan is prepared. It is determined that the condition is satisfied. When it is determined that the condition is satisfied, information indicating an instruction to select a plan for a new travel mode is output to the plan selection unit 30.

  Next, the overall operation of travel mode planning will be described with reference to FIG. 22 and a flowchart shown in FIG.

  The travel route information output from the navigation system 11 is output to the travel mode planning device 14D, so that the travel mode planning is started. First, the condition setting unit 20D starts the start state of the target section where the travel mode is planned and An end state is set (step S701).

  Hereinafter, by performing the processing from step S702 to step S704, the vehicle speed from the start point to the end point of each section, the allowable error upper limit and the allowable error lower limit of the vehicle speed from the start point to the end point in each section, and selectable in each small section Find the driving mode. Note that the processing from step S702 to step S704 is the same as the processing from step S102 to step S104 described with reference to FIG.

  In step S705, the plan creation unit 25D receives the setting information indicating the start state and end state of each section input from the condition setting unit 20D, and the vehicle speed from the start point to the end point of each section input from the vehicle speed calculation unit 21. Using the vehicle parameters read from the vehicle model DB storage unit 23 and the selectable travel mode in each small section input from the travel mode selection unit 24, the remaining charge level lower limit value estimation device 70 is input. A travel mode plan is created that exceeds the lower limit of the remaining charge of the battery in the finished state.

  Next, the plan creation operation of the travel mode in the plan creation unit 25D of the travel mode planning device 14D will be described using the flowchart shown in FIG. 24 with reference to FIG. In FIG. 24, steps S801 to S807, steps S809 and S810 are the same as steps S201 to S207, steps S209 and S210 described with reference to FIG.

  In step S807, after the plan evaluation unit 28 calculates the remaining charge of the battery 6 at each position from the start point to the end point of each section and the fuel consumption from the start point to the end point, the condition determination unit 29D Based on the remaining charge of the battery 6 at each position from the start point to the end point of each section calculated in step S807, it is determined whether or not the new travel mode plan satisfies the conditions (step S808). If YES in step S809, the process proceeds to step S809. If the condition is not satisfied, the new travel mode plan is discarded and the process returns to step S801.

  Then, by performing the processing of step S809 and step S810, the plan storage unit 31 stores the new travel mode plan as the travel mode plan. In addition, the total fuel consumption in all sections is stored.

  As described above, in hybrid vehicle control apparatus 10D of the fifth embodiment, a travel mode plan is created in consideration of the lower limit value of the remaining charge of battery 6 (FIG. 1) when arriving at the destination. To do. For this reason, when the battery 6 arrives at the destination, the battery 6 has an appropriate remaining charge, which improves user convenience.

<Modification>
In Embodiments 1 to 5 described above, the configuration in which the navigation system 11 creates a travel route from the departure point to the destination after the destination and the departure point are given is described. Even when the vehicle travels without setting the destination, the travel mode planning device uses the section or sections where the navigation system 11 is located in front of the vehicle as planned travel route information on which the vehicle will travel from now on. It is good also as a structure which inputs into 14-14D.

  In the travel mode planning devices 14 to 14D, the planned travel route information is handled in the same manner as the travel route information, so that the travel mode selection device 15 selects the travel mode even when travel is not set in the navigation system 11. The fuel consumption can be reduced even when traveling without setting a destination.

  It should be noted that the present invention can be freely combined with each other within the scope of the invention, and each embodiment can be appropriately modified or omitted.

  1 Engine, 2 Motor, 5 Generator, 6 Battery, 10, 10A, 10B, 10C, 10D Control Device, 11 Navigation System, 12 Battery Sensor, 13 Position Sensor, 14, 14A, 14B, 14C, 14D Travel Mode Planning Device , 15 Travel mode selection device, 20, 20A, 20B, 20D Condition setting unit, 21, 21C Vehicle speed calculation unit, 22, 22C Vehicle speed error calculation unit, 23 Vehicle model DB storage unit, 24 Travel mode selection unit, 25, 25A, 25D plan creation unit, 26 creation determination unit, 27 plan creation unit, 28 plan evaluation unit, 29, 29D condition determination unit, 30, 30A plan selection unit, 31, 31A plan storage unit, 40 vehicle speed sensor, 41 Travel mode redetermination planning device, 50 driver estimation device, 51 driver model DB storage unit, 52 Model update device, 60 driver feature acquisition unit, 70 remaining charge lower limit estimation device, 100 hybrid vehicle.

Claims (11)

A control device that controls driving of a vehicle having a plurality of driving modes that combine driving by the engine and the motor, and includes an engine and a motor as driving sources, and a battery that supplies electric power to the motor.
The controller is
A navigation system for creating travel route information based on the travel route of the vehicle and geographic information of the travel route;
A battery sensor for acquiring the remaining charge of the battery;
A position sensor for acquiring position information of the vehicle;
A travel mode planning device that plans which of the plurality of travel modes to use, and
A driving mode selection device that controls the engine, the motor, and the battery based on a driving mode plan created by the driving mode planning device;
The travel mode planning device is
A vehicle speed tolerance is set, and the travel mode plan is created using only the travel modes satisfying the selectable conditions if the vehicle is traveling within the vehicle speed tolerance within the plurality of travel modes. Vehicle control device. The travel route information is composed of a series of sections,
The travel mode planning device is
A condition setting unit for setting the vehicle start state at the start point of each section included in the travel route information and the vehicle end state at the end point and outputting the set information as setting information;
A vehicle speed calculation unit that calculates a vehicle speed from the start point to the end point in each section using the travel route information and the setting information;
Based on the travel route information and the vehicle speed calculated by the vehicle speed calculation unit, an allowable error upper limit and an allowable error lower limit of the vehicle speed from the start point to the end point in each section are calculated, and the allowable error of the vehicle speed is calculated. A vehicle speed error calculation unit to be set as
A storage unit for storing the selectable conditions for each of the plurality of travel modes;
A travel mode selection unit that selects a travel mode in each of the sections from the plurality of travel modes based on the vehicle speed, the allowable error of the vehicle speed, and the selectable conditions of each of the plurality of travel modes;
The vehicle control device according to claim 1, further comprising: a plan creation unit that creates a plan of the travel mode using the travel mode in each section selected by the travel mode selection unit. The plan creation unit
When creating a plan for a new driving mode,
A plan evaluation unit that calculates and outputs the remaining charge and fuel consumption of the battery from the start point to the end point in each section when traveling according to the plan of the new travel mode;
A condition determination unit that determines whether to adopt or discard the plan for the new travel mode using the remaining charge amount of the battery and the fuel consumption amount from the start point to the end point in each section;
Fuel consumption in all sections of the travel route obtained based on the fuel consumption of the new travel mode plan, and fuel consumption in all sections of the travel route in the previously created travel mode plan The vehicle control device according to claim 2, further comprising: a plan selection unit that compares the quantity and selects a smaller value. The plan creation unit
When creating a plan for a new driving mode,
A plan evaluation unit that calculates and outputs the remaining charge and fuel consumption of the battery from the start point to the end point in each section when traveling according to the plan of the new travel mode;
A condition determination unit that determines whether to adopt or discard the plan for the new travel mode using the remaining charge amount of the battery and the fuel consumption amount from the start point to the end point in each section;
About the new travel mode plan, the fuel consumption in all sections of the travel route obtained by weighting based on the number of times of travel mode switching, and the travel mode plan previously created, the travel mode The vehicle according to claim 2, further comprising: a plan selection unit that compares fuel consumption in all sections of the travel route obtained by performing weighting based on the number of times of switching, and selects a smaller value. Control device. A vehicle speed sensor to obtain the current vehicle speed;
2. A travel mode replanning determination device that determines whether or not the travel mode plan needs to be recreated based on the vehicle speed tolerance and the current vehicle speed acquired by the vehicle speed sensor. The vehicle control device described. The travel mode replanning determination device is
It is determined whether or not the current vehicle speed is within the allowable error range of the vehicle speed, and when the vehicle speed is not within the allowable error range of the vehicle speed, the travel mode planning device is instructed to recreate the travel mode plan. The vehicle control device according to claim 5. A vehicle speed sensor to obtain the current vehicle speed;
A model updating device that calculates the characteristics of the driving operation of the driver based on the position information of the vehicle acquired by the position sensor, the current vehicle speed acquired by the vehicle speed sensor, and the travel route information;
The travel mode planning device is
The vehicle control device according to claim 2, wherein the driving mode plan is created in consideration of characteristics of the driving operation of the driver. The vehicle speed calculation unit
Using the travel route information, the setting information, and the characteristics of the driving operation of the driver of the vehicle, the vehicle speed from the start point to the end point in each section is calculated,
The vehicle speed error calculator is
The vehicle control device according to claim 7, wherein an allowable error of the vehicle speed is calculated based on the travel route information, the vehicle speed calculated by the vehicle speed calculation unit, and the characteristics of the driving operation. The characteristics of the driving operation are as follows:
Calculated based on the position information of the vehicle, the current vehicle speed and the travel route information, an average value, a maximum value, a minimum value of acceleration during acceleration of the vehicle, and during deceleration of the vehicle during acceleration It is defined based on at least one of an average value, a maximum value, a minimum value of acceleration, and an average value, a maximum value, and a minimum value of an increase rate of the vehicle speed with respect to the speed limit when the vehicle is running at a constant speed. The vehicle control device according to claim 7. A charge remaining amount lower limit estimating device that estimates a lower limit value of the remaining charge of the battery when the vehicle arrives at a destination;
The travel mode planning device is
Creating the travel mode plan so that the remaining charge of the battery when arriving at the destination is equal to or greater than the lower limit of the remaining charge of the battery estimated by the remaining charge lower limit estimating device; The vehicle control device according to claim 1. The vehicle further includes a generator that provides power to the motor,
The plurality of driving modes are:
A first traveling mode for traveling only with the driving force of the motor;
A second driving mode in which the driving force of the engine is transmitted to the generator to drive the generator, and the motor is rotated by using the electric power generated by the generator to drive with the driving force of the motor; ,
The vehicle control device according to claim 1, further comprising a third traveling mode in which the vehicle travels with the driving force of the engine and the driving force of the motor.

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