JP2017112796A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a vehicle so as to perform regeneration efficiently even in the case of the vehicle decelerating by regeneration, under a condition different from a limited condition where a vehicle comes to an uphill after completing a downhill.SOLUTION: A vehicle control apparatus 1, for use in controlling a vehicle 1 that has a rotary electric machine 10 capable of generating regenerative brake force due to regeneration, includes a vehicle control device 40 that has: obtainment means 41 for obtaining a vehicular speed; and control means 43 for controlling the rotary electric machine so as to optimize a regeneration efficiency by increasing regenerative brake force proportionately as the obtained speed increases, in the case of applying regenerative brake force to the vehicle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle including a rotating electrical machine capable of generating a regenerative braking force caused by regeneration, for example.

  As a vehicle control device that controls a vehicle including a rotating electric machine, a vehicle control device that controls the vehicle so as to perform regeneration efficiently has been proposed. For example, Patent Document 1 describes a vehicle control device that controls a vehicle so that regeneration is efficiently performed when the vehicle goes uphill after going downhill.

JP 2009-279988

  The vehicle control apparatus described in Patent Document 1 considers only a limited situation in which the vehicle goes uphill after going downhill as a situation for controlling the vehicle to perform regeneration efficiently. ing. Therefore, the vehicle control device described in Patent Document 1 is used when the vehicle is decelerated by regeneration under a situation different from the limited situation where the vehicle goes uphill after going downhill. There is a technical problem that the vehicle may not be controlled so as to perform regeneration efficiently.

  Examples of problems to be solved by the present invention include the above. The present invention enables a vehicle to efficiently regenerate even when the vehicle decelerates due to regeneration under a situation different from the limited situation where the vehicle goes uphill after going downhill. It is an object of the present invention to provide a vehicle control device capable of controlling the vehicle.

  The vehicle control device is a vehicle control device that controls a vehicle including a rotating electrical machine capable of generating a regenerative braking force due to regeneration, the acquisition means for acquiring the speed of the vehicle, and the regenerative braking force to the vehicle. In the case of applying, the control unit is configured to control the rotating electrical machine so that the regeneration efficiency is optimized by increasing the regenerative braking force as the acquired speed increases.

  According to the vehicle control apparatus, even when the vehicle decelerates due to regeneration under a situation different from the limited situation where the vehicle goes uphill after going downhill, regeneration is performed efficiently. So that the vehicle can be controlled.

  In another aspect of the vehicle control device, the control means determines the regenerative braking force determined based on map information that associates the speed and the regenerative braking force such that the regenerative braking force increases as the acquired speed increases. And (i) the vehicle to which the regenerative braking force determined based on the target value of the speed at the desired position and the map information has been reached has reached the desired position. (Ii) When the predicted value is greater than the target value, the regenerative braking force associated with each speed increases and the speed increases. The map information is corrected so as to increase the amount of increase in the regenerative braking force, and (iii) when the predicted value is smaller than the target value, The controller further includes a correction unit that corrects the map information so that the amount of decrease in the regenerative braking force increases as the regenerative braking force decreases and the speed decreases, and the control unit includes the correction unit that corrects the map information. When the correction is made, the rotating electrical machine is controlled so that the regenerative braking force determined based on the corrected map information is applied.

  According to this aspect, the vehicle control device can control the vehicle to efficiently regenerate while satisfying the traveling condition that the vehicle reaches the desired position at a speed according to the target value.

FIG. 1 is a block diagram illustrating a configuration of a vehicle according to the first embodiment. FIG. 2 is a flowchart showing the flow of the regeneration control operation in the first embodiment. FIG. 3 is a graph showing a torque map. FIG. 4 is a timing chart showing a specific example of the optimum regenerative torque To applied until the deceleration of the vehicle 1 is completed. FIG. 5A and FIG. 5B are graphs showing the travel loss of the vehicle 1, respectively. FIGS. 6A and 6B are graphs showing the regeneration loss of the vehicle 1, respectively. FIG. 7 is a graph showing the braking force applied to the vehicle. FIG. 8 is a graph showing the relationship between regenerative torque and regenerative efficiency. FIG. 9 is a block diagram illustrating a configuration of a vehicle according to the second embodiment. FIG. 10 is a flowchart showing the flow of the regeneration control operation in the second embodiment. FIG. 11A to FIG. 11C are graphs showing examples of torque map correction, respectively. FIG. 12 is a block diagram illustrating a configuration of a vehicle according to the third embodiment. FIG. 13 is a flowchart showing the flow of the regeneration control operation in the third embodiment. FIG. 14 is a block diagram illustrating a configuration of a vehicle according to the fourth embodiment. FIG. 15 is a flowchart showing the flow of the regeneration control operation in the fourth embodiment. FIG. 16 is a block diagram illustrating a configuration of a vehicle according to the fifth embodiment. FIG. 17 is a flowchart showing the flow of the regeneration control operation in the fifth embodiment. FIG. 18 is a plan view showing an instruction screen displayed on the display.

  Hereinafter, embodiments of the vehicle control device will be described.

(1) First Embodiment A vehicle 1 according to a first embodiment will be described with reference to FIGS.

(1-1) Configuration of Vehicle 1 The configuration of the vehicle 1 according to the first embodiment will be described with reference to the block diagram of FIG. As shown in FIG. 1, the vehicle 1 includes a motor generator 10, an axle 21, wheels 22, a power supply 31, an inverter 32, an ECU 40 that is a specific example of “vehicle control device”, a vehicle speed sensor 50, and the like. Is provided.

  The motor generator 10 functions as an electric motor that supplies power (that is, power necessary for powering) to the axle 21 by driving using the power output from the power supply 31 when the vehicle 1 is powering. To do. The power transmitted to the axle 21 becomes power for driving the vehicle 1 via the wheels 22.

  The motor generator 10 functions as a generator for charging the power supply 31 when the vehicle 1 is regenerating. Specifically, motor generator 10 performs regeneration to convert kinetic energy of vehicle 1 into electric power energy. The power source 31 is charged with the power energy generated by the regeneration. In addition, when the motor generator 10 is performing regeneration, a brake torque (hereinafter referred to as “regenerative torque”) T resulting from regeneration is applied to the axle 21. As a result, the regenerative braking force substantially generated by the motor generator 10 is applied to the vehicle 1 so as to decelerate the vehicle 1.

  Note that the vehicle 1 may include two or more motor generators 10. Further, the vehicle 1 may include an engine in addition to the motor generator 10.

  The power supply 31 can input power (that is, charge) and output power (that is, discharge). The power source 31 includes, for example, at least one of a battery and a capacitor.

  The inverter 32 converts the power (DC power) output from the power source 31 into AC power when the vehicle 1 is powering. Thereafter, the inverter 32 supplies the electric power converted into AC power to the motor generator 10. When the vehicle 1 is regenerating, the inverter 32 converts electric power (AC power) generated by the motor generator 10 into DC power. Thereafter, the inverter 32 supplies the power converted to DC power to the power supply 31.

  The ECU 40 is an electronic control unit configured to be able to control the entire operation of the vehicle 1. The ECU 40 includes, for example, a CPU (Central Processing Unit) and a memory. Particularly in the present embodiment, the ECU 40 performs a regeneration control operation for controlling regeneration performed by the motor generator 10.

  In order to perform the regeneration control operation, the ECU 40 includes a vehicle speed acquisition unit 41 that is a specific example of “acquisition unit”, a storage unit 42, and a torque command calculation unit 43 that is a specific example of “control unit”. . The details of the vehicle speed acquisition unit 41, the storage unit 42, and the torque command calculation unit 43 will be described later in detail (see FIG. 2 and the like).

  The vehicle speed sensor 50 detects the vehicle speed V of the vehicle 1. The vehicle speed sensor 50 notifies the ECU 40 of the detected vehicle speed V.

(1-2) Flow of Regeneration Control Operation Next, the flow of the regeneration control operation of the first embodiment will be described with reference to the flowchart of FIG. Note that the regenerative control operation shown in FIG. 2 is repeatedly performed at a predetermined cycle by the ECU 40 while the vehicle 1 is traveling.

  As shown in FIG. 2, the ECU 40 determines whether or not the vehicle 1 has started to decelerate (step S11). For example, the ECU 40 may determine that the vehicle 1 has started to decelerate when a driver who has not stepped on the brake pedal has stepped on the brake pedal. For example, the ECU 40 may determine that the vehicle 1 has started to decelerate when the driver who has stepped on the accelerator pedal removes his / her foot from the accelerator pedal. When the ECU 40 performs automatic driving control of the vehicle 1, the ECU 40 may determine whether or not the vehicle 1 has started deceleration based on the control mode of the automatic driving control.

  When it is determined that the vehicle 1 has not started decelerating (step S11: No), the ECU 40 ends the regeneration control operation. On the other hand, when it is determined that the vehicle 1 has started deceleration (step S11: Yes), the vehicle speed acquisition unit 41 acquires the latest vehicle speed V detected by the vehicle speed sensor 50 (step S12).

  Thereafter, the torque command calculation unit 43 calculates the optimum regenerative torque To based on the vehicle speed V acquired in step S12 (step S13). The optimum regenerative torque To is a target value of the regenerative torque T to be applied to the vehicle 1 and corresponds to the regenerative torque T that can optimize the regenerative efficiency. In the present embodiment, the torque command calculation unit 43 calculates the optimum regenerative torque To using a torque map that indicates the correspondence relationship between the vehicle speed V and the optimum regenerative torque To. The torque map is stored in the storage unit 42 including a memory.

  Here, the torque map will be described with reference to the graph of FIG. As shown in FIG. 3, the torque map is a map (in the example shown in FIG. 3, a graph, a mathematical expression, a function, or the like) that can specify the optimum regenerative torque To corresponding to a certain vehicle speed V. In the present embodiment, the torque map shows a correspondence relationship that the optimum regenerative torque To increases as the vehicle speed V increases. In the torque map, the optimum regenerative torque To when the vehicle speed V is in the first vehicle speed range is in the second vehicle speed range (however, the second vehicle speed range is slower than the first vehicle speed range). In this case, the correspondence relationship is larger than the optimum regenerative torque To.

  As a result, in the present embodiment, the vehicle speed V is preferentially used as a factor that determines the optimum regenerative torque To over the brake pedal depression amount and the like. In other words, even if the amount of depression of the brake pedal is different, the optimum regenerative torque To is basically the same if the vehicle speed V is the same.

  In FIG. 2 again, thereafter, the torque command value calculation unit 43 controls the motor generator 10 (more specifically, the motor generator 10 so that the optimum regenerative torque To calculated in step S13 is applied to the vehicle 1. The inverter 32) is controlled (step 14).

  In the present embodiment, since the optimal regenerative torque To determined according to the vehicle speed V is applied, when only the optimal regenerative torque To is applied to the vehicle 1 as a brake torque, a brake necessary for decelerating the vehicle 1 is required. Torque may be insufficient. In this case, the shortage amount of the brake torque may be compensated with a hydraulic torque such as a hydraulic brake. Alternatively, even when only the optimum regenerative torque To is applied to the vehicle 1 as the brake torque, the optimum regenerative torque To may be excessive with respect to the brake torque. In this case, a regenerative torque T that is less than the optimal regenerative torque To may be applied to the vehicle 1. However, when the vehicle 1 includes at least one of another motor generator and an engine different from the motor generator 10, the excess amount of the brake torque is canceled by the output of at least one of the other motor generator and the engine. May be.

  Thereafter, the ECU 40 repeats the operations from step S12 to step S14 until the deceleration of the vehicle 1 is completed (step S15). The “deceleration completion” here means not only “stop of the vehicle 1” but also “deceleration until the vehicle speed V reaches a desired completion speed”.

  Next, a specific example of the optimum regenerative torque To that is applied until the deceleration of the vehicle 1 is completed will be described with reference to the timing chart of FIG.

  Assume that it is determined that the vehicle 1 has started decelerating at time t31 as shown in the first graph of FIG. In this case, as shown in the first graph of FIG. 4, the vehicle speed V gradually decreases with time due to deceleration. As a result, it is assumed that the vehicle 1 stops (that is, the vehicle speed V becomes the complete speed (= zero)) at time t32. In this case, as shown in the second graph in FIG. 4, the calculation of the optimum regenerative torque To and the application to the vehicle 1 are started at time t31. Furthermore, the optimum regenerative torque To gradually decreases with time as the vehicle speed V decreases. As a result, the application of the optimum regenerative torque To ends at time t32 when the vehicle 1 stops.

  In this case, as shown in the third graph in FIG. 4, the kinetic energy of the vehicle 1 gradually decreases as the vehicle speed V decreases. At this time, at least a part of the kinetic energy is recovered by regeneration. For example, due to regeneration performed from time t31 to time t32, a portion of energy E2 (where E2 <E1) of the kinetic energy of the vehicle 1 that was E1 at time t31 is recovered. In this case, the regeneration efficiency is a value specified by the mathematical expression E2 / E1. In the present embodiment, the optimal regenerative torque To that can optimize the regenerative efficiency specified by the equation E2 / E1 (specifically, maximize the regenerative efficiency) is applied. For this reason, compared with the case where the regenerative torque T different from the optimal regenerative torque To is applied, the ECU 40 can control the vehicle 1 so as to perform the regeneration efficiently. Therefore, the ECU 40 efficiently regenerates even when the vehicle 1 decelerates due to regeneration under a situation different from the limited situation where the vehicle 1 goes uphill after going downhill. Thus, the vehicle 1 can be controlled.

  Here, the reason why the efficiency of regeneration can be optimized by the optimum regeneration torque To calculated using the torque map shown in FIG. 3 will be described with reference to FIGS.

  FIG. 5A and FIG. 5B respectively show a loss (hereinafter referred to as “travel loss”) that occurs in association with the travel of the vehicle 1. The travel loss includes a loss due to air resistance of the vehicle 1, a loss due to rolling resistance of the wheels 22, a loss due to gradient resistance of the travel path on which the vehicle 1 travels, and the like. As shown in FIG. 5A, the travel loss increases as the vehicle speed V increases. Further, the travel loss does not vary depending on the regenerative torque T applied to the vehicle 1. Therefore, as shown in FIG. 5B, when attention is paid to two vehicle speeds V51 and V52 (V52 <V51), the travel loss when the vehicle speed V is V51 is the travel loss when the vehicle speed V is V52. Bigger than. This is because the loss due to air resistance is proportional to the square of the vehicle speed V. As a result, the travel loss increases rapidly as the vehicle speed V increases.

  When the travel loss is relatively large, the kinetic energy of the vehicle 1 is more likely to be reduced than when the travel loss is relatively small. Accordingly, the greater the travel loss, the smaller the amount of energy that can be recovered by regeneration in the kinetic energy of the vehicle 1. That is, the greater the travel loss, the worse the regeneration efficiency. For this reason, in order to perform efficient regeneration, it is preferable to recover more and faster the kinetic energy of the vehicle 1 that decreases due to travel loss due to regeneration. Here, the greater the regenerative torque T, the more and more quickly the kinetic energy of the vehicle 1 can be recovered by regeneration. For this reason, in order to suppress the deterioration of the regeneration efficiency due to the travel loss, it can be said that it is preferable to collect the kinetic energy of the vehicle relatively quickly and largely by increasing the regeneration torque T as much as possible.

  On the other hand, FIG. 6A and FIG. 6B show a loss (hereinafter referred to as “regeneration loss”) that occurs in association with regeneration. The regeneration loss includes motor loss due to power conversion at the motor generator 10, inverter loss due to power conversion at the inverter 32, power supply loss due to power input / output at the power source 31, and the like. As shown in FIG. 6A, the regeneration loss increases as the vehicle speed V increases. Furthermore, the regeneration loss increases as the regeneration torque T applied to the vehicle 1 increases. Therefore, as shown in FIG. 6B, when attention is paid to two vehicle speeds V61 and V62 (V62 <V61), the vehicle speed V is V61 under the situation where the same regenerative torque T is applied. The regenerative loss is larger than the regenerative loss when the vehicle speed V is V62. This is because as the vehicle speed V increases, the regenerative torque T to be applied to the vehicle 1 to decelerate the vehicle 1 increases, and as the regenerative torque T increases, the current flowing through the power source 31, the inverter 32, and the motor generator 10 increases. Therefore, the regenerative loss proportional to the square of the current increases.

  Here, as described above, it is possible to suppress the deterioration of the regeneration efficiency caused by the travel loss by increasing the regeneration torque T as much as possible. However, considering that the regenerative loss increases as the regenerative torque T increases, it is not always preferable that the regenerative torque T is always fixed at a relatively large torque value. Therefore, in this embodiment, the efficiency of regeneration is optimized by considering both the travel loss and the regenerative loss that vary depending on the vehicle speed V in a well-balanced manner. Specifically, when the vehicle speed V is relatively high, the regenerative loss is also relatively large, but the influence of the deterioration of the regenerative efficiency due to the running loss is greater than the influence of the deterioration of the regenerative efficiency due to the regenerative loss. . Therefore, when the vehicle speed V is relatively high, priority is given to the influence of the deterioration of the regeneration efficiency due to the travel loss over the influence of the deterioration of the regeneration efficiency due to the regeneration loss, compared to the case where the vehicle speed V is relatively low. The effect of improving regenerative efficiency is higher when the control is suppressed. For this reason, when the vehicle speed V is relatively high, the regenerative torque T may be increased in order to suppress the influence of the deterioration of the regeneration efficiency due to the travel loss, as compared with the case where the vehicle speed V is relatively low. preferable. On the other hand, when the vehicle speed V is relatively low, the influence of deterioration of the regeneration efficiency due to travel loss is not so great as compared to the case where the vehicle speed V is relatively high. For this reason, when the vehicle speed V is relatively low, compared with the case where the vehicle speed V is relatively high, the effect of the deterioration of the regeneration efficiency due to the regeneration loss is less than the effect of the deterioration of the regeneration efficiency due to the travel loss. The effect of improving the regeneration efficiency is higher when the priority is suppressed. For this reason, when the vehicle speed V is relatively low, the regenerative torque T may be smaller than that when the vehicle speed V is relatively high in order to suppress the influence of the deterioration of the regeneration efficiency due to the regeneration loss. preferable.

  As a result, it can be seen that in order to optimize the regeneration efficiency, it is preferable that the regeneration torque T increases as the vehicle speed V increases (that is, the regeneration torque T decreases as the vehicle speed V decreases). From the above description, it can be seen that the ECU 40 can optimize the regeneration efficiency by the optimum regeneration torque To calculated using the torque map shown in FIG.

The reason why the regeneration efficiency described above can be optimized can be supported from a quantitative viewpoint using a mathematical expression indicating the regeneration efficiency. Specifically, as shown in FIG. 7, the braking force applied to the vehicle 1 is the braking force D (= vehicle speed V × regenerative torque T) applied by an ideal motor generator 10 that applies a certain regenerative torque T. On the other hand, a value obtained by adding a braking force A corresponding to the travel loss (here, for the sake of convenience of explanation, the hydraulic torque or the like is ignored). However, considering that the above-described regenerative loss actually occurs, the brake force C applied by the actual motor generator 10 that applies the regenerative torque T is regenerated from the brake force D applied by the ideal motor generator 10. This is a value obtained by subtracting the braking force B corresponding to the loss (= β × T ² , where β is a predetermined coefficient). That is, the braking force C applied by the actual motor generator 10 can be specified by the mathematical formula C = V × T−β × T ² .

The braking force applied to the vehicle 1 is used to decelerate the vehicle 1 (that is, reduce the kinetic energy of the vehicle 1). The braking force C applied by the actual motor generator 10 decelerates the vehicle 1 and is used for regeneration. Therefore, the regeneration efficiency can be specified from the ratio of the braking force C applied by the actual motor generator 10 to the braking force applied to the vehicle 1. That is, the regeneration efficiency R can be specified by the following equation: R = C / (A + B + C) = (V × T−β × T ² ) / (V × T + A). When this equation is plotted on a graph in which the vertical axis indicates the efficiency R and the horizontal axis indicates the regenerative torque T, as shown in FIG. 8, the equation shows the efficiency R at a certain regenerative torque T (= optimum regenerative torque To). It can be seen that the graph shows the maximum. FIG. 8 shows a graph corresponding to two vehicle speeds V81 and V82 (V82 <V81). Accordingly, when this formula is differentiated with respect to the regenerative torque T and a regenerative torque T (that is, the optimum regenerative torque To) at which the efficiency R is maximized (that is, the differential value becomes zero) is obtained, To = K × (− A / V + ((A ² / V ² ) + A / β) ^1/2 ) is obtained (where K is a predetermined coefficient). The optimum regenerative torque To specified by this solution indicates that the optimum regenerative torque To increases as the vehicle speed V increases. Therefore, also from a quantitative viewpoint, it is understood that the ECU 40 can optimize the regeneration efficiency by the optimum regeneration torque To calculated using the torque map shown in FIG.

  The torque map described above is determined in advance from the viewpoint that the efficiency of regeneration can be improved in consideration of the travel loss, the regeneration loss, and the like shown in FIGS. preferable.

(2) Second Embodiment Subsequently, a vehicle 2 according to a second embodiment will be described with reference to FIGS. 9 to 11. In addition, about the same structure (further operation | movement) as the vehicle 1 of 1st Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. The same applies to the following third and subsequent embodiments.

  As shown in FIG. 9, the vehicle 2 is different from the vehicle 1 in that the ECU 40 a further includes a map correction unit 44 a. The ECU 40a performs a regeneration control operation shown in FIG.

  Specifically, as shown in FIG. 10, also in the second embodiment, as in the first embodiment, the ECU 40a determines whether or not the vehicle 1 has started deceleration, and the latest speed detected by the vehicle speed sensor 50. Is obtained, and the optimum regenerative torque To is calculated (step S11 to step S13).

  Thereafter, the map correction unit 44a acquires a target value of the vehicle speed V (hereinafter referred to as “target vehicle speed”) when the vehicle 1 reaches a desired target position on a route on which the vehicle 1 should travel ahead (hereinafter referred to as “target vehicle speed”). Step S21). The map correction unit 44a may acquire the target vehicle speed based on information that can specify the target vehicle speed. At least one of navigation information for navigating the vehicle 1, ITS information related to ITS (Intelligent Transport Systems), and communication information transmitted and received by communication with other vehicles as information that can specify the target vehicle speed You may acquire based on. The navigation information includes, for example, the route on which the vehicle 1 should travel, the position of the signal, the position that requires a temporary stop, the position that requires a right turn, the position that requires a left turn, the position of a sharp curve, the position of a highway interchange, and the high speed It includes information indicating at least one of the location of the toll booth on the road. The ITS information includes information indicating at least one of the state of a signal existing at a certain position and the timing when the signal becomes a red signal. The communication information includes at least one of information indicating whether or not the preceding vehicle is braking, information indicating a distance from the preceding vehicle, and the like. These pieces of information are all information that suggests that the vehicle 1 may stop or decelerate at a specific position. Therefore, the information that can specify the target vehicle speed may include information that suggests that the vehicle 1 may stop or decelerate at a specific position.

  For example, the ITS information indicates that the navigation information indicates that there is a first signal at the first position on the route of the vehicle 1 and that the first signal turns red when the vehicle 1 reaches the first position. In the case where it is, the vehicle 1 is highly likely to stop at the first position. In this case, the map correction unit 44a may set the target position to the first position and set the target vehicle speed to zero.

  Furthermore, the map correction unit 44a predicts the vehicle speed V when the vehicle 1 to which the optimum regenerative torque To calculated in step S13 is applied reaches the target position (step S22). The predicted vehicle speed V is hereinafter referred to as “predicted vehicle speed”.

  Thereafter, the map correction unit 44a determines whether the predicted vehicle speed is higher than the target vehicle speed (step S23) and whether the predicted vehicle speed is lower than the target vehicle speed (step S24).

  When it is determined that the predicted vehicle speed is higher than the target vehicle speed (step S23: Yes), it is preferable to increase the deceleration of the vehicle 1 in order for the vehicle 1 to reach the target position at the target vehicle speed. is assumed. For this reason, when it is determined that the predicted vehicle speed is higher than the target vehicle speed, the map correction unit 44a performs the optimal regeneration corresponding to each vehicle speed V compared to the case where the predicted vehicle speed is not determined to be higher than the target vehicle speed. The torque map is corrected so that the torque To increases. Further, as described above, since the travel loss increases as the vehicle speed V increases, the optimum regenerative torque To increases as the vehicle speed V increases. Therefore, the increase amount of the optimal regenerative torque To increases as the vehicle speed V increases. If the torque map is corrected so as to increase, it is possible to more efficiently suppress the influence of the deterioration of the regeneration efficiency due to the travel loss. Therefore, the map correction unit 44a corrects the torque map so that the amount of increase in the optimum regenerative torque To increases as the vehicle speed V increases. As a result, the map correction unit 44a, for example, as shown in FIG. 11A, a default torque map indicated by a dotted line (that is, a torque map used when the predicted vehicle speed is not determined to be higher than the target vehicle speed). Is corrected to a corrected torque map indicated by a solid line.

  When it is determined that the predicted vehicle speed is lower than the target vehicle speed (step S23: No and step S24: Yes), in order for the vehicle 1 to reach the target position at the target vehicle speed, the deceleration of the vehicle 1 is made smaller. It is assumed that this is preferable. For this reason, when it is determined that the predicted vehicle speed is lower than the target vehicle speed, the map correction unit 44a performs the optimal regeneration corresponding to each vehicle speed V compared to the case where the predicted vehicle speed is not determined to be lower than the target vehicle speed. The torque map is corrected so that the torque To decreases. Further, as described above, the lower the vehicle speed V, the smaller the influence of the deterioration of the regeneration efficiency due to the travel loss, and the smaller the regeneration torque, the smaller the travel loss and the regeneration loss. If the torque map is corrected so that the amount of decrease in the optimum regenerative torque To increases, the influence of the travel loss and the deterioration of the regeneration efficiency due to the travel loss can be more efficiently suppressed. Therefore, the map correction unit 44a corrects the torque map so that the amount of decrease in the optimum regenerative torque To increases as the vehicle speed V decreases. As a result, the map correction unit 44a, for example, as shown in FIG. 11B, a default torque map indicated by a dotted line (that is, a torque map used when the predicted vehicle speed is not determined to be lower than the target vehicle speed). Is corrected to a corrected torque map indicated by a solid line.

  When it is determined that the predicted vehicle speed is the same as the target vehicle speed (step S23: No and step S24: No), the map correction unit 44a may not correct the torque map.

  Thereafter, the torque command value calculation unit 43 uses the torque map corrected in step S25 or S26 (or the default torque map if the torque map has not been corrected in step S25 or S26), and performs optimal regeneration. Torque To is calculated (step S27). Thereafter, the torque command value calculation unit 43 controls the motor generator 10 so that the optimum regenerative torque To calculated in step S27 is applied to the vehicle 1 (step 14).

  The ECU 40a of the second embodiment can also enjoy the same effects as those that can be enjoyed by the ECU 40 of the first embodiment. Furthermore, the ECU 40a according to the second embodiment can control the vehicle 1 so as to efficiently perform regeneration while satisfying the traveling condition that the vehicle 1 reaches the target position at the target vehicle speed.

  In the above description, when it is determined that the predicted vehicle speed is lower than the target vehicle speed, the optimum regenerative torque To corresponding to each vehicle speed V decreases, and the amount of decrease in the optimal regenerative torque To decreases as the vehicle speed V decreases. The torque map is corrected so as to increase. However, as shown in FIG. 11 (c), the map correction unit 44a does not correct the torque map in the vehicle speed range above a certain vehicle speed V111, but is above a certain vehicle speed V112 (however, V112 <V111) and below a certain vehicle speed V111. The torque map may be corrected so that the optimal regenerative torque To decreases as the vehicle speed V decreases in the vehicle speed range, and the optimal regenerative torque To becomes zero in a vehicle speed range below a certain vehicle speed V112. In this case, when the vehicle speed V is relatively high, the vehicle 1 is decelerated by regeneration, but when the vehicle speed V is relatively low, the vehicle 1 travels by inertia. Therefore, in a situation where acceleration is expected in the near future because the vehicle 1 is decelerating in a situation approaching a red signal, a certain amount of kinetic energy recovered by regeneration is secured to prepare for the next acceleration. Thus, an excessive decrease in the speed V can be suppressed.

  The situation where the predicted vehicle speed is higher than the target vehicle speed is more likely to occur as the travel distance (remaining travel distance) that the vehicle 1 should travel before reaching the target position becomes shorter. This is because the shorter the remaining traveling distance, the shorter the period during which the vehicle 1 decelerates due to regeneration, and as a result, the predicted vehicle speed is likely to increase. Similarly, a situation in which the predicted vehicle speed is lower than the target vehicle speed is more likely to occur as the remaining travel distance becomes longer. This is because the longer the remaining travel distance, the longer the period during which the vehicle 1 decelerates due to regeneration, and as a result, the predicted vehicle speed is likely to decrease. Accordingly, the map correction unit 44a replaces the determination result whether the predicted vehicle speed is higher than the target vehicle speed and whether the predicted vehicle speed is lower than the target vehicle speed with the torque map based on the remaining travel distance. It may be corrected. For example, when the remaining travel distance is shorter than a predetermined threshold, the map correction unit 44a may correct the torque map in the same manner as when the predicted vehicle speed is determined to be higher than the target vehicle speed. For example, when the remaining travel distance is longer than a predetermined threshold, the map correction unit 44a may correct the torque map in the same manner as when the predicted vehicle speed is determined to be lower than the target vehicle speed.

(3) Third Embodiment Next, a vehicle 3 according to a third embodiment will be described with reference to FIGS. As shown in FIG. 12, the vehicle 3 is different from the vehicle 1 in that the ECU 40b includes a travel distance calculation unit 45b and a map selection unit 46b. Furthermore, the vehicle 3 is different from the vehicle 1 in that the storage unit 42 includes a plurality of torque maps. The ECU 40b performs the regeneration control operation shown in FIG.

  Specifically, as shown in FIG. 13, also in the third embodiment, as in the first embodiment, the ECU 40b determines whether or not the vehicle 1 has started deceleration, and the latest speed detected by the vehicle speed sensor 50. Vehicle speed V is acquired (from step S11 to step S12).

  Thereafter, the travel distance calculation unit 45b calculates the travel distance (remaining travel distance) that the vehicle 1 should travel before reaching the target position (step S31). Thereafter, the map selection unit 46b uses one torque to be referred to in order to calculate the optimum regenerative torque To from a plurality of torque maps stored in the storage unit 42 based on the remaining travel distance calculated by the travel distance calculation unit 45b. A map is selected (step S32).

  In the third embodiment, the storage unit 42 includes, as a plurality of torque maps, a first torque map to be referred to in order to calculate the optimum regenerative torque To when the remaining travel distance is less than the A (1) distance. In order to calculate the optimum regenerative torque To when the remaining travel distance is greater than or equal to the A (1) distance and less than the A (2) distance (however, the A (2) distance> the A (1) distance). The second torque map to be referred to as follows: The remaining travel distance is not less than the A (i-1) distance and the A (i) distance (provided that the A (i) distance> the A (i− 1) a distance, and i is an integer of 2 or more), the i-th torque map to be referred to in order to calculate the optimum regenerative torque To, and the remaining travel distance is greater than or equal to the A (i) distance I + 1th torque to be referred to in order to calculate the optimum regenerative torque To Tsu to store and up. Therefore, the map selection unit 46b can select one torque map according to the remaining travel distance calculated by the travel distance calculation unit 45b.

  Each torque map associates with the vehicle speed V an optimum regenerative torque To that can optimize the regenerative efficiency when the vehicle 1 being regenerated travels the remaining travel distance corresponding to each torque map. Show. For example, the plurality of torque maps include the default torque map # 1 (for example, the dotted torque map in FIG. 11A) in the second embodiment and the optimum regenerative torque corresponding to each vehicle speed V. Torque map # 2 (for example, the torque map indicated by the solid line in FIG. 11A) obtained by correcting the To so as to increase, and the optimum regenerative torque To corresponding to each vehicle speed V is reduced. And a torque map # 3 (for example, a solid torque map in FIG. 11B) obtained by performing the correction. In this case, for example, when the remaining travel distance is less than the first threshold, the map selection unit 46b may select the torque map # 2. For example, if the remaining travel distance is greater than or equal to the first threshold and less than the second threshold (where the second threshold> the first threshold), the map selection unit 46b may select the torque map # 1. For example, when the remaining travel distance is equal to or greater than the second threshold, the map selection unit 46b may select the torque map # 3.

  Thereafter, the torque command value calculation unit 43 calculates the optimum regenerative torque To using the torque map selected in step S32 (step S13). Thereafter, the torque command value calculation unit 43 controls the motor generator 10 so that the optimum regenerative torque To calculated in step S13 is applied to the vehicle 1 (step 14).

  The ECU 40b of the third embodiment can also enjoy the same effects as those that can be enjoyed by the ECU 40 of the first embodiment. Furthermore, the ECU 40b of the third embodiment can enjoy the same effects as those that can be enjoyed by the ECU 40a of the second embodiment. This is because the correction of the torque map based on the remaining travel distance in the second embodiment is performed by selecting the torque map based on the remaining travel distance in the third embodiment (for example, as shown in FIGS. 11A and 11B). This is because it is equivalent to selection of one torque map from two torque maps.

(4) Fourth Embodiment Next, a vehicle 4 according to a fourth embodiment will be described with reference to FIGS. 14 to 15. As shown in FIG. 14, the vehicle 4 is different from the vehicle 1 in that the ECU 40c includes a travel distance calculation unit 45b, a profile selection unit 47c, and a speed difference calculation unit 48c. Furthermore, the vehicle 4 is different from the vehicle 1 in that the storage unit 42 includes a plurality of deceleration profiles (a plurality of vehicle speed maps) instead of the torque map. The ECU 40c performs a regeneration control operation shown in FIG.

  Specifically, as shown in FIG. 15, also in the fourth embodiment, as in the third embodiment, the ECU 40c determines whether or not the vehicle 1 has started deceleration, and the vehicle speed sensor 50 detects the latest The vehicle travel speed V (the remaining travel distance) that the vehicle 1 should travel before reaching the target position is calculated (step S11 to step S31).

  Thereafter, the profile selection unit 47c selects one deceleration profile from the plurality of deceleration profiles stored in the storage unit 42 based on the remaining travel distance calculated by the travel distance calculation unit 45b (step S41).

  Each deceleration profile defines a profile (transition) of the vehicle speed V that can decelerate the vehicle 1 during regeneration while optimizing the efficiency of regeneration. Therefore, the vehicle 1 is regenerated while being decelerated at the vehicle speed V defined by the deceleration profile under the control of the ECU 40c. In particular, in the fourth embodiment, the storage unit 42 optimizes regeneration efficiency when the vehicle 1 traveling the remaining travel distance that is less than the B (1) distance is decelerated by regeneration as a plurality of deceleration profiles. And the remaining travel distance that is greater than or equal to the B (1) distance and less than the B (2) distance (where the B (2) distance is greater than the B (1) distance). A second deceleration profile capable of optimizing the efficiency of regeneration when the vehicle 1 traveling on the vehicle decelerates by regeneration, ..., the B (j-1) distance or more and the B (j) distance (Where B (j) distance> B (j-1) distance, j is an integer equal to or greater than 2), and the vehicle 1 traveling the remaining travel distance is decelerated due to regeneration. The jth deceleration profile capable of optimizing the efficiency and the Bth ( ) Vehicle 1 travels the remaining travel distance becomes distance or stores and the (j + 1) deceleration profile which can optimize the regeneration efficiency when decelerated by the regeneration. Therefore, the profile selection unit 47c can select one deceleration profile according to the remaining travel distance calculated by the travel distance calculation unit 45b.

  Thereafter, the speed calculation unit 48c calculates a speed difference between the vehicle speed V detected in step S12 and the vehicle speed V defined by the deceleration profile selected in step S41 (step S42). That is, the speed calculation unit 48c calculates the speed difference between the current actual vehicle speed V and the current ideal vehicle speed V defined by the deceleration profile.

  Thereafter, the torque command value calculation unit 43 calculates the regenerative torque T to be applied to the vehicle 1 as the optimum regenerative torque To so that the speed difference calculated in step S42 becomes zero (step S42). The operation for calculating the regenerative torque T corresponds to feedback control for making the speed difference zero. Therefore, the torque command value calculation unit 43 may calculate the regenerative torque T using PI calculation or the like. Thereafter, the torque command value calculation unit 43 controls the motor generator 10 so that the optimum regenerative torque To calculated in step S42 is applied to the vehicle 1 (step 14). As a result, the vehicle 1 is regenerated while decelerating at the vehicle speed V defined by the deceleration profile selected in step S41.

  The ECU 40c of the fourth embodiment can also enjoy the same effects as those that can be enjoyed by the ECU 40 of the first embodiment. Furthermore, the ECU 40c of the fourth embodiment can enjoy the same effects as those that can be enjoyed by the ECU 40b of the third embodiment. This is because, first, if the optimum regenerative torque To, the current vehicle speed V, and the remaining travel distance are known, the mode of deceleration of the vehicle 1 can be calculated by calculation or the like. For this reason, considering that the torque map can be selected in accordance with the remaining travel distance and indicates the optimum regenerative torque To, the torque map substantially gives the optimum regenerative torque To to the vehicle 1. It can also be said that the mode of deceleration of the vehicle 1 when it is performed (for example, the transition of the vehicle speed V during deceleration) is shown. This is because the selection of the torque map based on the remaining travel distance in the third embodiment is equivalent to the selection of the deceleration profile based on the remaining travel distance in the fourth embodiment.

(5) Fifth Embodiment Next, a vehicle 5 according to a fifth embodiment will be described with reference to FIGS. As shown in FIG. 14, the vehicle 5 is different from the vehicle 1 in that the ECU 40 d includes a display control unit 49 d. Furthermore, the vehicle 5 is different from the vehicle 1 in that it includes a display 60. The ECU 40d performs a regeneration control operation shown in FIG.

  Specifically, as shown in FIG. 17, also in the fifth embodiment, as in the first embodiment, the ECU 40d determines whether or not the vehicle 1 has started deceleration, and the latest detected by the vehicle speed sensor 50. Is obtained, and the optimum regenerative torque To is calculated (step S11 to step S13).

  Thereafter, the display control unit 49d controls the display 60 to display an instruction screen for causing the driver to perform a brake operation or the like that can be applied with the optimum regenerative torque To calculated in Step S13 (Step S51). As a result, the optimum regenerative torque To is applied to the vehicle 1 due to the driver's brake operation or the like. On the other hand, in the fifth embodiment, the torque command calculation unit 43 may not control the motor generator 10 so that the optimum regenerative torque To is applied to the vehicle 1.

  For example, as shown in FIG. 18, the instruction screen displays the current braking force on the brake profile indicating the optimal braking force for each vehicle speed V (that is, the braking force corresponding to the optimal regenerative torque To). Good. The instruction screen may further display a past braking force transition. In the example shown in FIG. 18, the current braking force is insufficient with respect to the optimum braking force. Therefore, the driver refers to the instruction screen shown in FIG. 18 to perform a brake operation or the like that further depresses the brake pedal. As a result, the optimum braking force is applied to the vehicle 1 and the regeneration efficiency is optimized.

  The ECU 40d of the fifth embodiment can also enjoy the same effects as those that can be enjoyed by the ECU 40 of the first embodiment. Further, in the fifth embodiment, an instruction screen for causing the driver to perform a brake operation or the like that can apply the optimum regenerative torque To is displayed. Therefore, the driver can decelerate the vehicle 1 so as to optimize the regeneration efficiency only by the driver's own brake operation or the like.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

1 vehicle 10 motor generator 40 ECU
41 Vehicle speed acquisition unit 42 Storage unit 43 Torque command calculation unit

Claims (2)

A vehicle control device for controlling a vehicle including a rotating electrical machine capable of generating a regenerative braking force due to regeneration,
Obtaining means for obtaining the speed of the vehicle;
Control means for controlling the rotating electrical machine so that when the regenerative braking force is applied to the vehicle, the regenerative braking force is increased as the acquired speed increases, so that the efficiency of the regenerative operation is optimized. A vehicle control device comprising: The control means controls the rotating electrical machine to apply the regenerative braking force determined based on map information that associates the speed and the regenerative braking force so that the regenerative braking force increases as the speed increases. And
(I) calculating a predicted value of the speed when it is assumed that the vehicle to which the regenerative braking force determined based on the target value of the speed at the desired position and the map information has been applied has reached the desired position; (Ii) When the predicted value is larger than the target value, the amount of increase in the regenerative braking force increases as the regenerative braking force associated with each speed increases and the speed increases. (Iii) when the predicted value is smaller than the target value, the regenerative braking force associated with each speed decreases and the regenerative braking force decreases as the speed decreases. A correction means for correcting the map information so as to increase the amount;
The said control means controls the said rotary electric machine so that the said regenerative braking force determined based on the corrected map information may be provided when the correction means corrects the map information. Vehicle control device.

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