JP2017114312A - Hybrid vehicle and control method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle and a control method therefor, which predict a power balance of a battery in a set route, improving fuel economy in the set route and the life of the battery.SOLUTION: A control apparatus performs the control of: predicting predicted-charge electric energy, predicted-consumption electric energy and predicted-drive electric energy for the entirety of a set route La, assuming that a vehicle travels at a speed in the set route on the basis of an obtained road condition and a vehicular weight; and adjusting driving of a motor-generator and regenerative generation thereof for an actual travel in the set route on the basis of a power balance of the aforementioned electric energy.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more particularly, to a hybrid vehicle and a control method therefor that improve fuel efficiency and battery life.

  2. Description of the Related Art In recent years, a hybrid vehicle (hereinafter referred to as “HEV”) including a hybrid system having an engine and a motor generator that are controlled in combination according to the driving state of the vehicle has been attracting attention from the viewpoint of improving fuel efficiency and environmental measures. ing. In this HEV, driving force is assisted by a motor generator when the vehicle is accelerated or started, while regenerative power generation is performed by the motor generator during inertial traveling or deceleration.

  In this regard, there has been proposed an apparatus for setting an operation schedule of the engine and the motor generator so that the fuel injection amount of the engine is minimized according to the road condition of the route to the destination (see, for example, Patent Document 1).

  However, this apparatus only sets the operation schedule of the engine and the motor generator based on the fuel consumption characteristics of the engine, and does not pay attention to the power balance of the battery in the route to the destination.

  The power balance of the battery is the sum of the predicted charge power that is charged to the battery by the regenerative power generation of the motor generator, the predicted power consumption that is consumed by the vehicle electrical components, and the predicted drive power that is consumed by driving the motor generator. It is.

  Therefore, in the above-mentioned device, the battery charge capacity falls below the lower limit value in the uphill section where the slope is steep, and the assist by the motor generator is interrupted, or the battery charge capacity exceeds the upper limit value in the downhill section, There was a problem that the regenerative power generation was not possible and the potential energy in the downhill section could not be fully utilized. In addition, there is a problem in that the charge capacity of the battery becomes a lower limit value or the upper limit value is repeated more frequently and the battery life is reduced.

JP 2000-333305 A

  An object of the present invention is to provide a hybrid vehicle and a control method therefor that can improve the fuel consumption on the set route and improve the battery life by predicting the power balance of the battery on the set route.

  The hybrid vehicle of the present invention that achieves the above object includes a motor generator connected to an output shaft that transmits engine power, a hybrid system having a battery electrically connected to the motor generator, and the battery. A vehicle electrical component that consumes charged power, a road condition acquisition device that acquires a road condition of a set route from a current point to a destination point set by a driver, a vehicle weight acquisition device that acquires a vehicle weight, A hybrid vehicle equipped with a control device, assuming that the control device travels at a preset speed on the set route based on the acquired road conditions and vehicle weight. For the stroke, the predicted charging power amount charged to the battery by regenerative power generation of the motor generator, Predict the predicted power consumption consumed by both electrical components and the predicted drive power consumed by driving the motor generator, and the predicted charge power, predicted power consumption, and predicted drive power Based on the balance, it is configured to perform control for adjusting driving of the motor generator and regenerative power generation when actually traveling on the set route.

  In addition, the hybrid vehicle control method of the present invention that achieves the above object travels with the driving force of either the engine or the motor generator, and the electric power charged in the battery by the regenerative power generation of the motor generator is supplied to the vehicle electrical equipment. In the control method of the hybrid vehicle to be supplied to the product, after setting the destination point, the step of acquiring the road condition and the vehicle weight on the set route from the current point to the destination point, and based on the acquired road condition and the vehicle weight Assuming that the set route travels at a preset speed, the estimated charge power amount charged to the battery by regenerative power generation of the motor generator for the entire stroke of the set route, the vehicle electrical component For the predicted power consumption consumed by the motor and driving of the motor generator Predicting the predicted driving power amount to be consumed and the estimated charging power amount, the predicted power consumption amount, and the power balance of the predicted driving power amount when actually traveling the set route Adjusting the driving of the motor generator and the regenerative power generation.

  Examples of the vehicle electrical component include a headlamp provided in front of the hybrid vehicle and an in-vehicle air conditioner provided in the driver's cab. Examples of road conditions include the gradient of the set route, distance, presence / absence of a tunnel, temperature and weather during travel, and travel time (light / dark).

  Adjustment of the motor generator based on the predicted power balance is based on the predicted power balance based on the section in which the motor generator is driven, the section in which the motor generator is regeneratively generated, the amount of drive and the amount of regeneration at that time, The number of times and the number of regenerative power generation are determined in advance, and when actually traveling on the set route, the driving of the motor generator and the regenerative power generation are adjusted according to the determination. For example, if it is decided to drive a motor generator in an uphill section with a steep slope that requires driving the motor generator, it is necessary to drive the motor generator in the uphill section before the uphill section. The amount of electric power is adjusted so as to be charged by regenerative power generation of the motor generator, or is adjusted so as not to be consumed by driving the motor generator in a gentle slope climbing section.

  According to this hybrid vehicle and its control method, the motor for actually traveling on the set route based on the battery power balance estimated based on the road condition and the vehicle weight on the set route from the current point to the destination point. By adjusting the balance between the driving of the generator and the regenerative power generation, the motor generator can be used efficiently while traveling on the set route.

  For example, when the first 30% of the entire path of the set route is an uphill section and the second half 70% is a downhill section, it is predicted from the predicted power balance that a sufficient predicted charging energy can be secured in the second half. Therefore, the motor generator is driven to use up the electric power charged in the battery in the first half, and the motor generator is adjusted to regenerate power so that the battery is not overcharged in the second half.

  In this way, by adjusting the balance between the motor generator drive and regenerative power generation when actually traveling based on the power balance, the motor generator drive is interrupted in the middle of the uphill section where the slope is steep. Since it is possible to avoid an increase in engine output, fuel consumption can be improved. In addition, the battery charge capacity can be optimized, and the battery life can be improved.

It is a block diagram of the hybrid vehicle which consists of embodiment of this invention. It is a flowchart which illustrates the control method of the hybrid vehicle of this invention. FIG. 3 is a flowchart illustrating an example of a step of predicting a charging power amount in FIG. 2. FIG. 3 is a flowchart illustrating a step of predicting a driving power amount of FIG. 2. FIG. 3 is a flowchart illustrating the first half of a step of correcting the power balance of FIG. 2. FIG. 3 is a flowchart illustrating the second half of the step of correcting the power balance of FIG. 2.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a hybrid vehicle according to an embodiment of the present invention.

  This hybrid vehicle (hereinafter referred to as “HEV”) includes a hybrid system 30 having an engine 10 and a motor generator 31 that are controlled in combination according to driving conditions of not only ordinary passenger cars but also vehicles including buses and trucks. I have. The HEV also includes a road condition acquisition device 83 and a vehicle weight acquisition device 84.

  In the engine 10, the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine body 11. The engine 10 is a diesel engine or a gasoline engine. The rotational power of the crankshaft 13 is transmitted to the transmission 20 through a clutch 14 (for example, a wet multi-plate clutch) connected to one end of the crankshaft 13.

  The transmission 20 uses a transmission that automatically shifts to a target shift speed determined based on the HEV operating state and preset map data using a shift actuator 21. The transmission 20 is not limited to an automatic transmission type such as AMT, and may be a manual type in which a driver manually changes gears.

  The rotational power changed by the transmission 20 is transmitted to the differential 23 through the propeller shaft 22 and distributed to each of the pair of drive wheels 24 as drive power.

  The hybrid system 30 includes a motor generator 31, an inverter 35, a high voltage battery 32, a DC / DC converter 33, and a low voltage battery 34 that are electrically connected to the motor generator 31 in order.

  Preferred examples of the high voltage battery 32 include a lithium ion battery and a nickel metal hydride battery. The low voltage battery 34 is a lead battery.

  The DC / DC converter 33 has a function of controlling the charge / discharge direction and the output voltage between the high voltage battery 32 and the low voltage battery 34. The DC / DC converter 33 can supply power to various vehicle electrical components 36 from the high voltage battery 32 in addition to the low voltage battery 34.

  In addition, as this vehicle electrical component 36, the headlamp provided in front of HEV, the vehicle-mounted air conditioner provided in the driver's cab, etc. can be illustrated.

  Various parameters in the high voltage battery 32 of the hybrid system 30, such as internal temperature, current value, voltage value and charge capacity (SOC), are managed by a BMS (battery management system) 39.

  The motor generator 31 is an endless shape wound around a first pulley 15 attached to the rotating shaft 37 and a second pulley 16 attached to the other end of the crankshaft 13 which is an output shaft of the engine body 11. Power is transmitted to and from the engine 10 via the belt-shaped member 17. Note that power can be transmitted using a gear box or the like instead of the two pulleys 15 and 16 and the belt-like member 17. Further, the output shaft of the engine main body 11 connected to the motor generator 31 is not limited to the crankshaft 13, and may be a transmission shaft or the propeller shaft 22 between the engine main body 11 and the transmission 20, for example.

  The motor generator 31 has a function of cranking instead of a starter motor (not shown) that starts the engine body 11.

  The engine 10 and the hybrid system 30 are controlled by the control device 80. Specifically, at the time of HEV start or acceleration, the hybrid system 30 assists at least a part of the driving force by the motor generator 31 supplied with power from the high voltage battery 32, while at the time of inertia traveling or braking. Performs regenerative power generation by the motor generator 31, converts surplus kinetic energy into electric power, and charges the high voltage battery 32.

  The road status acquisition device 83 is a device that acquires the current location A of HEV and acquires 3D road data and ambient environment data on the set route La from the current location A to the destination location B as the road status D1. The set route La is composed of a plurality of sections Lx divided for each gradient θx, and the three-dimensional road data includes the gradients θx of the plurality of sections Lx and their distances Sx. The ambient environment data includes the presence / absence of a tunnel, the temperature and weather during travel, and the travel time (light / dark). As this road condition acquisition apparatus 83, a car navigation system etc. can be illustrated. Moreover, as this road condition acquisition apparatus 83, the apparatus which acquires the road condition D1 of the setting path | route La from the three-dimensional road data memorize | stored in the drive recorder can be illustrated.

  As the vehicle weight acquisition device 84, the vehicle weight is determined based on the relationship between the gradient θx, the driving torque (Te + Tm) of the engine 10 and the motor generator 31 transmitted to the output shaft, and the acceleration of HEV based on an acceleration sensor and a wheel speed sensor (not shown). A device for calculating W1 can be exemplified. The vehicle weight acquisition device 84 may be stored in the RAM of the control device 80 as a program and executed by the control device 80.

  In such HEV, it is assumed that the control device 80 travels on the set route La at a preset speed V1 based on the acquired road condition D1 and the vehicle weight W1. The control is performed to predict the predicted charge power amount P1, the predicted power consumption amount P2, and the predicted drive power amount P3. Then, based on the power balance ΔP of the predicted charging power amount P1, the predicted power consumption amount P2, and the predicted driving power amount P3, the control device 80 drives the motor generator 31 when actually traveling on the set route La. And it is comprised so that control which adjusts regenerative power generation may be performed.

  The control device 80 includes a CPU that performs various processes, a ROM that temporarily stores programs used to perform the various processes, a RAM that can read and write processing results, and various interfaces.

  The control device 80 is connected to the inverter 35 and the BMS 39 of the hybrid system 30 via signal lines. The control device 80 is connected to a road condition acquisition device 83 and a vehicle weight acquisition device 84 through signal lines.

  The control device 80 stores a plurality of execution programs in the RAM, and these execution programs are read out from the RAM to the ROM by the CPU, thereby performing respective processes designated in advance. Examples of the execution program include a program for driving and regenerative power generation of the motor generator 31 by the inverter 35, and a program for predicting the power balance ΔP of the high voltage battery 32.

  As a preset speed Vx, when a car navigation system is used as the road condition acquisition device 83, a general average speed used when displaying the predicted arrival time to the destination point B in the car navigation system. V0 etc. can be illustrated. Examples of the average speed V0 are 70 km / h on a highway and 30 km / h on a general road. When a drive recorder or the like is installed, the average speed V0 when traveling on the set route La stored in the drive recorder in the past may be used. In addition, when the road condition acquisition device 83 can acquire the traffic condition on the set route La, the traffic speed V2 in a state where the traffic is congested only in the section Lx where the traffic is congested may be applied. Further, when the HEV travels on the set route La in the auto cruise mode, the constant speed V3 set in the auto cruise mode is applied.

  The predicted charging power amount P1 is the total amount of power predicted to be charged in the high voltage battery 32 by the regenerative power generation of the motor generator 31 in the downhill section of the section Lx of the setting route La.

  The predicted power consumption P2 is the total amount of power consumed by the vehicle electrical component 36 in the set route La. Therefore, the road condition acquisition device 83 described above preferably includes, as the road condition D1 to be acquired, the presence / absence of a tunnel in the set route La, the temperature and weather during travel, and the travel time (light / dark). By acquiring the road condition D1 including such a situation, for example, when there is a tunnel in the set route La, when the power consumed by the headlight is predicted or when the temperature during traveling is high, The power consumed by the on-board air conditioner can be predicted.

  The predicted drive power amount P3 is the total amount of power consumed by driving the motor generator 31 in the uphill section of the section Lx of the set route La.

  Hereinafter, this HEV control method will be described as a function of the control device 80 with reference to the flowcharts of FIGS. This control method is started when the driver sets the destination point B. In other words, this control method is processed with the destination point B set by the driver as a trigger. In addition, when the destination point B is away from the current point A by a predetermined distance or more, for example, 5 km or more, a midway point between the current point A and the destination point B may be set as a temporary destination point.

First, in step S10, the control device 80 acquires the road condition D1 acquired by the road condition acquisition device 83 and the vehicle weight W1 acquired by the vehicle weight acquisition device 84. Then, step S2
At 0, the control device 80 acquires the current charging capacity Ca, which is the charging capacity at the current point A of the high voltage battery 32 acquired from the BMS 39.

  Next, in step S30, the control device 80 predicts the predicted charging power amount P1. An example of a method for predicting the predicted charging power amount P1 is illustrated in FIG. In this prediction method, it is assumed that 1 is input to the variable x at the start. In addition, when the slope θx of the section Lx of the set route La is positive, the section Lx is an uphill section, and when the slope θx is negative, the section Lx is a downhill section.

  In step S100, the control device 80 determines whether or not the gradient θx of the section Lx is less than zero. If it is determined in step S100 that the gradient θx of the section Lx is less than zero, that is, the section Lx is a downhill section, the process proceeds to step S110. On the other hand, when it is determined that the gradient θx of the section Lx is zero or more, the process proceeds to step S160. Next, in step S110, the control device 80 sets the speed Vx of the section Lx. In this step S110, when the road situation D1 includes the traffic situation of the section Lx and the presence / absence of a tunnel, the speed may be set in consideration of the situation.

  Next, in step S120, the control device 80 calculates a forward force due to the gravitational acceleration applied to the HEV in the section Lx based on the gradient θx, the vehicle weight W1, and the speed Vx. Next, in step S130, the control device 80 calculates the HEV running resistance in the section Lx based on the gradient θx, the vehicle weight W1, and the speed Vx. Next, in step S140, the control device 80 subtracts the running resistance from the forward force to calculate the regenerative torque in the section Lx. Next, in step S150, the controller 80 multiplies the regeneration torque by the distance Sx of the section Lx to calculate the regeneration amount of the motor generator 31 in the section Lx, and further, the regeneration amount and the regeneration efficiency of the motor generator 31. Based on the above, the charge amount P4 in the section Lx is calculated.

  Next, in step S160, the control device 80 adds 1 to the variable x. Next, in step S170, the control device 80 determines whether or not the section Lx is the final final section Ln in the set route La. If it is determined in step S170 that the section Lx is not the final section Ln, the process returns to step S100, and steps S100 to S160 are performed again. On the other hand, when it determines with the area Lx being the last area Ln, it progresses to step S180. Next, in step S180, the control device 80 calculates a value calculated as the sum of the charge amounts P4 of the sections Lx determined as all downhill sections in the set route La as the predicted charge power amount P1.

  In step S140, depending on the values of the gradient θx, the vehicle weight W1, and the speed Vx, there are cases where the regenerative torque becomes zero or less, that is, the vehicle cannot travel unless the driving force of the engine 10 or the motor generator 31 is transmitted. In this case, the charge amount in the section Lx is converted to zero.

  Further, in step S100, the gradient θx is compared with a preset downhill section determination value θa so as to exclude a downhill section that cannot travel unless the driving force of the engine 10 or the motor generator 31 is transmitted. It may be. The downhill section determination value θa is set to a value capable of determining a downhill section where the forward force due to the gravitational acceleration applied to the HEV is equal to or higher than the HEV running resistance. Examples of the downhill section determination value θa include values of −2% or less (−2%, −3%, etc.) when the HEV vehicle weight W1 is 25 t.

  When the predicted charging power amount P1 is predicted in the above step S30, the control device 80 predicts the predicted power consumption amount P2 in step S40 as shown in FIG. This step S40 predicts the usage state of each vehicle electrical component 36 based on the surrounding environment data in the set route La included in the road situation D1 acquired by the road situation acquisition device 83, and predicts the predicted power consumption P2. . For example, when there is a tunnel on the set route La, the power consumed by the headlamp is calculated based on the distance from the entry to the exit of the tunnel. Moreover, when the temperature at the time of driving | running | working is high, the electric power consumed by the vehicle-mounted air conditioner is estimated supposing that the vehicle-mounted air conditioner was used in the whole process of the setting path | route La.

  Next, in step S50, the control device 80 predicts the predicted drive power amount P3. An example of the prediction method of the predicted drive power amount P3 is illustrated in FIG.

  In step S200, the control device 80 reads each parameter. Each parameter is a predicted charge power amount P1, a predicted power consumption amount P2, a current charge capacity Ca, and a target charge capacity Cb set in advance at the destination point B.

  The target charging capacity Cb is a target value of the charging capacity Cx of the high voltage battery 32 at the destination point B. The target charge capacity Cb is preferably set to a value between the upper limit value Cmax and the lower limit value Cmin of the charge capacity Cx of the high voltage battery 32. The charge capacity Cx of the high-voltage battery 32 has an appropriate operating range that is not less than the lower limit value Cmin and not more than the upper limit value Cmax. When the charge capacity Cx of the high voltage battery 32 is 0% full discharge and 100% full charge, the upper limit Cmax is 70% or more and 90% or less, and the lower limit Cmin is 30% or more. A state of 50% or less can be exemplified. Therefore, as the target charging capacity Cb, values of 30% or more and 90% or less can be exemplified, and more preferably, values of 50% or more and 70% or less can be exemplified. In addition, when the next set route Lb is known, the target charge capacity Cb changes its value according to the gradient θx and the distance Sx of the first section Lx in the next set route Lb. It may be.

  Next, in step S210, the control device 80 calculates a value obtained by subtracting a value obtained by adding the target charge capacity Cb from a value obtained by adding the current charge capacity Ca and the predicted charge power quantity P1, as the predicted drive power quantity P3. .

  As described above, since the predicted driving power amount P3 is predicted based on the predicted charging power amount P1 and the predicted power consumption amount P2, the prediction of the power balance ΔP in the entire process of the set path La is simplified. This is advantageous for simplification of control (program). Further, it becomes possible to predict the power balance ΔP only by subtracting the power charged in the high voltage battery 32 and the discharged power, which is advantageous for optimizing the charge capacity Cx of the high voltage battery 32.

  When the predicted drive power amount P3 is predicted in the above step S50, as shown in FIG. 2, in step S60, the control device 80 sets the predicted charge power amount P1, the predicted power consumption amount P2, and the predicted drive power amount P3. Based on the power balance ΔP is corrected. An example of a method for correcting the power balance ΔP is illustrated in FIGS. 5 and 6. In this correction method, it is assumed that 1 is input to the variable x at the start and 1 is input to the priority order y.

  In step S300 of FIG. 5, the control device 80 sets the priority order y based on the gradient θx for the uphill section of the section Lx in the set route La. The uphill section is a case where the gradient θx of the section Lx of the set route La is positive. In the priority order y, the uphill section having the maximum gradient θx in the set route La is the first, and the uphill section having the minimum gradient θx is the final m.

Further, in this step S300, the gradient θx is compared with a preset uphill section determination value θb so that the priority order is set to the uphill section where the fuel efficiency of the engine 10 traveling in the uphill section deteriorates. Also good. The uphill section determination value θb is set to a value that allows determination of an uphill section where HEV is a driving force of only the engine 10 and the fuel efficiency deteriorates. As this climbing section determination value θb, a value of 2% or more can be exemplified when the HEV vehicle weight W1 is 25 t.

  Next, in step S310, the control device 80 sets the driving torque of the motor generator 31 in the uphill section of the priority order y. In this step S310, if the maximum value of the driving torque of the motor generator 31 is set, it is possible to reliably avoid the driving force of the motor generator 31 being interrupted at a position in the middle of the steeply climbing section with the gradient θx. Further, map data in which a relationship among the gradient θx, the vehicle weight W1, the output torque of the engine 10, and the driving torque of the motor generator 31 is set may be referred to.

  Next, in step S320, the control device 80 multiplies the driving torque by the distance Sx of the climbing section of priority y, calculates the driving amount of the motor generator 31 in the climbing section, and further calculates the driving amount and the motor. Based on the driving efficiency of the generator 31, the power consumption P5 in the uphill section of the priority order y is calculated. Next, in step S330, the control device 80 subtracts the consumed amount P5 from the predicted drive power amount P3 to calculate a remaining power amount P6.

  Next, in step S340, the control device 80 determines whether or not the remaining power amount P6 is equal to or less than zero. If it is determined in step S340 that the remaining power P6 is equal to or less than zero, the process proceeds to step S380. On the other hand, if it is determined that the remaining power P6 exceeds zero, the process proceeds to step S350.

  Next, in step S350, the control device 80 adds 1 to the priority order y. Next, in step S360, the control device 80 determines whether or not the priority order y is the final number m. If it is determined in step S360 that the priority order y is not the final number m, the process returns to step S310, and steps S310 to S340 are performed again. On the other hand, if it is determined that the priority order y is the final number m, the process proceeds to step S370.

  Next, in step S <b> 370, the control device 80 corrects the predicted charging power amount P <b> 1 by regenerative power generation of the motor generator 31. This step S370 is a step that is processed when the remaining power amount P6 exceeds zero and the predicted charging power amount P1 is larger than the predicted predicted driving power amount P3. That is, in this step S370, the predicted charge power amount that reduces the charge amount P4 due to regenerative power generation of the motor generator 31 when actually traveling on the set route La than the predicted charge power amount P1 predicted first. Modify to P1. The predicted charging power amount P1 is corrected by any one or some combination of the number of times of regenerative power generation, the timing thereof, and the regenerative amount at that time (regenerative torque).

  Next, in step S380, the control device 80 corrects the predicted drive power amount P3 by driving the motor generator 31. This step S380 is a step of correcting the predicted drive power amount P3 when the motor generator 31 is driven in all the uphill sections and the remaining power amount P6 becomes zero or less. In such a case, in step S380, the motor generator 31 is driven in an uphill section with a high priority y, and the predicted drive power amount P3 is corrected so as not to drive the motor generator 31 in an uphill section with a low priority y. . The predicted drive power amount P3 is corrected by any one or some combination of the number of times of drive, the timing thereof, and the drive amount (drive torque) at that time.

  By processing the above steps S300 to S380, the charge amount P4 and the consumption amount P5 in each section Lx of the set route La are predicted, and further, each section is considered by considering the predicted power consumption P2. The power balance ΔP of the Lx high voltage battery 32 can be predicted.

  Next, in step S390 shown in FIG. 6, the control device 80 sets the start point charge capacity Cc of the start point of the section Lx. For example, when the variable x is 1, the current charging capacity Ca is set. Next, in step S400, the control device 80 calculates the end point charge capacity Cd at the end point of the section Lx. In this step S400, it is assumed that the motor generator 31 is driven and regenerative power generation is performed based on the balance determined in steps S370 and S380, and the power consumed by the vehicle electrical component 36 in the section Lx is also taken into consideration. Thus, the end point charge capacity Cd is calculated.

  Next, in step S410, control device 80 determines whether or not end point charge capacity Cd is less than lower limit value Cmin. Next, in step S420, control device 80 determines whether or not end point charge capacity Cd exceeds upper limit value Cmax. If it is determined in steps S410 and S420 that the end point charge capacity Cd is not less than the lower limit value Cmin and not more than the upper limit value Cmax, the process proceeds to step S440. On the other hand, if it is determined that the end point charge capacity Cd is less than the lower limit value Cmin or exceeds the upper limit value Cmax, the process proceeds to step S430.

  Next, in step S430, control device 80 corrects power balance ΔP. More specifically, in this step S430, the power balance ΔP is corrected so that the end-point charge capacity Cx is not less than the lower limit value Cmin and not more than the upper limit value Cmax. For example, when it is determined in step S410 that the charging capacity Cx at the end point is less than the lower limit value Cmin, the predicted driving power amount P3 by driving the motor generator 31 in the section Lx is corrected. On the other hand, if it is determined in step S420 that the charging capacity Cx at the end point is greater than the upper limit value Cmax, the predicted charging power amount P1 due to regenerative power generation of the motor generator 31 in the section Lx is corrected.

  When the power balance ΔP in the section Lx is corrected in step S430, steps S300 to S380 are performed again based on the corrected power balance ΔP, and the predicted charging for the entire process of the set route La is performed. The electric energy P1 and the predicted driving electric energy P3 may be corrected. In particular, in step S430, the power balance ΔP may be corrected so that the end point charge capacity Cd becomes a target value based on the charge amount P4 or the consumption amount P5 in the next section Lx. For example, when there is a downhill section next to the uphill section, and the charge amount P4 in the downhill section is predicted to be a value that can charge the charge capacity Cx from the lower limit value Cmin to the upper limit value Cmax, the uphill section The end point charge capacity Cd of the section is brought close to the lower limit value Cmin. Further, when there is an uphill section next to the downhill section, and the consumption P5 of the uphill section is predicted to be a value capable of discharging the charge capacity Cx from the upper limit value Cmax to the lower limit value Cmin, the downhill section The end point charge capacity Cd of the section is brought close to the upper limit value Cmax.

  Next, in step S440, the control device 80 adds 1 to the variable x. Next, in step S450, the control device 80 determines whether or not the section Lx is the final final section Ln in the set route La. If it is determined in step S450 that the section Lx is not the final section Ln, the process returns to step S390, and steps S390 to S440 are performed again. On the other hand, when it determines with the area Lx being the last area Ln, this step S60 is completed and it progresses to step S70.

  Said step S60 is not limited to said method. This step S60 only needs to be able to drive the motor generator 31 in the uphill section of the steep slope θx and to generate regenerative power in the downhill section of the steep slope θx. Further, this step S60 only needs to be able to correct the power balance ΔP so that the charging capacity Cx of the high voltage battery 32 does not become less than the lower limit value Cmin or exceeds the upper limit value Cmax in the middle of the setting path La.

In this embodiment, when the predicted charge power amount P1 is predicted in step S10, the charge amount P4 of each section Lx in the set route La is also predicted. Therefore, the consumption of each section is performed in steps S300 to S360. The amount P5 was predicted. Thereby, the outline of the balance between driving of the motor generator 31 and regenerative power generation in each section Lx can be determined.

  And by step S390-step S450, it can avoid that the charge capacity Cx of the high voltage battery 32 becomes less than the lower limit Cmin or exceeds the upper limit Cmax in the middle of each section Lx.

  Thus, when determining the power balance ΔP, it is desirable to consider the charge capacity Cx of the high-voltage battery 32 in each section Lx of the setting path La.

  The above steps S10 to S60 are preferably completed between the time when the driver sets the destination point B and the time when the HEV actually starts traveling. Therefore, in this embodiment, simplification of processing can be achieved by determining the balance of the motor generator 31 based on the power balance ΔP without considering the output of the engine 10 and fuel consumption in step S50 and step S60.

  Next, the HEV leaves the current point A in step S70. Next, in step S80, the control device 80 performs power balance control for adjusting driving of the motor generator 31 and regenerative power generation based on the power balance ΔP corrected in step S60. Since the power balance ΔP corrected in step S60 is a prediction, if the HEV speed changes or the road condition D1 changes during traveling, the power balance ΔP should be corrected each time. Is preferred. Also in this case, the power balance ΔP may be corrected based on the priority order y of the uphill section and the charge capacity Cx of the high voltage battery 32 in each section Lx. Then, when the HEV arrives at the destination point B, this control method is completed.

  By performing the control as described above, the motor generator 31 can be used efficiently while traveling on the set route La.

  For example, when the first half 30% of the entire path of the set route La is an uphill section and the second half 70% is a downhill section, it is predicted that a sufficient charge amount P4 can be secured in the second half from the predicted power balance ΔP. Therefore, the motor generator 31 is driven to use up the electric power charged in the high voltage battery 32 in the first half, and the motor generator 31 is adjusted to regenerate power so that the high voltage battery 32 is not overcharged in the second half. In addition, when the first half of the entire route of the set route La is a downhill section and the downhill 70% is an uphill section, it is predicted from the predicted power balance ΔP that sufficient consumption P5 is necessary in the second half. Therefore, while avoiding overcharging of the high voltage battery 32 in the first half, the motor generator 31 is regeneratively generated so that sufficient power is charged in the high voltage battery 32, and the steep slope θx (priority y of the priority y) is charged in the second half. The motor generator 31 is adjusted to be driven so that the charging capacity Cx of the high voltage battery 32 does not fall below the lower limit value Cmin in the (high) climbing section.

  In this way, by adjusting the driving of the motor generator 31 and the regenerative power generation based on the predicted power balance ΔP, the engine accompanying the interruption of the driving of the motor generator 31 at a position in the middle of the uphill section where the gradient θx is steep. Since an output increase of 10 can be avoided, fuel consumption can be improved. Further, the charge capacity of the high voltage battery 32 can be optimized, and overcharge and overdischarge can be avoided, so that the life of the high voltage battery 32 can be improved.

In particular, in HEV, the fuel consumption of the engine 10 varies greatly depending on how much the motor generator 31 is driven and how much regenerative power is generated. Therefore, in the HEV, the power balance ΔP in the set path La is predicted in advance, and the actual driving and regenerative power generation of the motor generator 31 are adjusted based on the predicted power balance ΔP. Since the balance is optimized, it is advantageous for improving the fuel consumption of the engine 10.

  Note that, in the step of correcting the power balance ΔP in steps S370, S380, and S430, it is preferable to consider the gradient change of the continuous section Lx. More specifically, it is preferable to change the balance at a position in the middle of the section Lx in accordance with the gradient change. For example, when there is an uphill section next to the downhill section, the regenerative power generation of the motor generator 31 is stopped at the end of the downhill section to suppress the HEV speed deceleration. This eliminates the need to suddenly increase the output of the engine 10 and the motor generator 31 when entering the uphill section, which is advantageous for improving fuel efficiency.

DESCRIPTION OF SYMBOLS 10 Engine 30 Hybrid system 31 Motor generator 32 High voltage battery 36 Vehicle electrical equipment 80 Control apparatus 83 Road condition acquisition apparatus 84 Vehicle weight acquisition apparatus La Setting path | route D1 Road condition W1 Vehicle weight Vx Speed P1 Predicted charge electric energy P2 Predicted electric power consumption P3 Predicted drive power amount ΔP Power balance

Claims (4)

A motor generator connected to an output shaft that transmits engine power, a hybrid system having a battery electrically connected to the motor generator, vehicle electrical components that consume electric power charged in the battery, In a hybrid vehicle comprising a road condition acquisition device that acquires a road condition of a set route from a point to a destination point set by a driver, a vehicle weight acquisition device that acquires vehicle weight, and a control device,
Assuming that the controller travels at a preset speed on the set route based on the acquired road conditions and vehicle weight, the regenerative power generation of the motor generator is performed for the entire stroke of the set route. Predicting the predicted charging power amount charged to the battery, the predicted power consumption amount consumed by the vehicle electrical components, and the predicted driving power amount consumed by driving the motor generator,
Based on the power balance of the predicted charge power amount, the predicted power consumption amount, and the predicted drive power amount, control for adjusting the drive of the motor generator and the regenerative power generation when actually traveling on the set route is performed. A hybrid vehicle characterized by being configured. Assuming that the control device travels on the set route at a preset speed based on the road condition and the vehicle weight, the predicted charging power amount and the predicted power consumption amount in the entire process of the set route Predict,
From the value obtained by adding the current charging capacity, which is the charging capacity of the battery at the current point, and the predicted charging power amount, the predicted power consumption and the preset target charging capacity, which is the charging capacity of the battery at the destination point, are obtained. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is configured to predict the predicted driving power amount by subtracting the added value. The set route is composed of a plurality of sections divided for each road condition,
The control device predicts the predicted charging power amount, the predicted power consumption amount, and the predicted driving power amount in each of the sections, and the charging capacity of the battery in the section is less than a preset lower limit value or an upper limit value. If you expect it to be super,
Any one or some combination of the predicted charge power amount, the predicted power consumption amount, and the predicted drive power amount so that the charge capacity of the battery in the section is not less than the lower limit value and not more than the upper limit value. The hybrid vehicle according to claim 1, wherein control is performed to correct the vehicle. In a control method for a hybrid vehicle that travels with the driving force of one of an engine and a motor generator and supplies electric power charged in a battery by regenerative power generation of the motor generator to vehicle electrical components,
After setting the destination point,
Obtaining road conditions and vehicle weight on a set route from the current location to the destination location;
Based on the obtained road conditions and vehicle weight, it is assumed that the set route travels at a preset speed, and the battery is charged by regenerative power generation of the motor generator for the entire stroke of the set route. Predicting the predicted charging power amount, the predicted power consumption amount consumed by the vehicle electrical components, and the predicted driving power amount consumed by driving the motor generator;
Adjusting the driving and regenerative power generation of the motor generator when actually traveling on the set route based on the predicted charging power amount, the predicted power consumption amount, and the power balance of the predicted driving power amount. A control method for a hybrid vehicle, comprising: