JP2018030396A - Vehicular energy management device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular energy management device which has high versatility and can optimize the generation and use of energy as the entire vehicle.SOLUTION: A vehicular energy management device predicts the consumption state of energy by on-vehicle equipment using the energy at the time when the vehicle travels on a set travel route, and sets up a generation plan of the energy so as to generate the energy matching the demand of the energy. With this configuration, such a situation that the energy is wastefully generated or necessary energy cannot be secured can be avoided as much as possible by generating the energy in accordance with the generation plan. The vehicular energy management device converts the energy generation amount according to the energy generation plan into the control target at the time of controlling the on-vehicle equipment capable of generating the energy and gives it to a control unit of the on-vehicle equipment capable of generating the energy. Consequently, versatility of the vehicular energy management device can be improved.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicular energy management apparatus applied to a vehicle having in-vehicle equipment capable of generating energy and in-vehicle equipment using energy as the in-vehicle equipment.

  For example, Patent Document 1 discloses a drive control device for a hybrid vehicle that sets an operation schedule of an engine and a motor that minimizes fuel consumption in accordance with the road conditions of a route to a destination. In this hybrid vehicle drive control device, the route to the destination is divided into a plurality of sections at the points where the start and stop are predicted, and each route is determined based on the road condition of the route to the destination and the driving history of the driver. The vehicle speed pattern is estimated for each section. Then, based on the vehicle speed pattern and the fuel consumption characteristics of the engine, the operation schedule of the engine and motor for each section is set so that the fuel consumption to the destination is minimized.

JP 2000-333305 A

  In the apparatus of Patent Document 1 described above, an engine and motor operation schedule is set for the purpose of minimizing the fuel consumption of the engine. For this reason, when it sees as the whole vehicle, the optimization regarding generation | occurrence | production of energy and its use may not necessarily be aimed at. For example, in recent years, power generated by a generator driven by an engine or regenerative power generated by a motor generator may be used to drive a compressor of an air conditioner or other on-vehicle equipment. In such a case, if the power generated by the generator and the regenerative power generated by the motor generator are not controlled based on the usage status of each on-vehicle equipment, energy may be generated wastefully or necessary energy may not be secured. A possibility arises.

  Moreover, in the apparatus of patent document 1, the controller which controls an engine and a motor sets said operation schedule. Therefore, for example, when the specifications of the engine and the motor are changed, the control logic in the controller needs to be significantly changed. That is, the controller is used exclusively for a specific engine and motor combination, and is not versatile.

  The present invention has been made in view of the above points, and provides a vehicle energy management device that is highly versatile and that can optimize the generation and use of energy as a whole vehicle. With the goal.

In order to achieve the above object, a vehicle energy management device (100) according to the present invention is applied to a vehicle having in-vehicle equipment capable of generating energy and in-vehicle equipment using energy as in-vehicle equipment. Because
An acquisition unit (51) for acquiring information about the travel route when the travel route of the vehicle is set;
A prediction unit (54) for predicting an energy consumption state by the on-vehicle equipment that uses energy when the vehicle travels along the travel route;
Energy generation plan with on-vehicle equipment that can generate energy based on information about the travel route of the vehicle acquired by the acquisition unit and the energy consumption status by the on-vehicle equipment predicted by the prediction unit so that the energy supply and demand match. The generation plan planning unit (61) for planning the vehicle and the vehicle starts to travel along the set travel route, and then, at a predetermined cycle, according to the energy generation plan planned by the generation plan planning unit, An energy generation amount calculation unit (62) for calculating the generation amount;
Based on information related to in-vehicle equipment that can generate energy that is actually installed in the vehicle, the amount of required energy calculated by the energy generation amount calculator is used to control the in-vehicle equipment that can generate energy. A generation amount conversion unit (65) for converting into a control target and outputting the energy to a control unit of the vehicle-mounted equipment capable of generating energy.

  As described above, according to the vehicle energy management device of the present invention, the energy consumption state by the on-vehicle equipment that uses energy when the vehicle travels on the set travel route is predicted. Then, based on the predicted energy consumption state, an energy generation plan using on-vehicle equipment capable of generating energy is created so that energy corresponding to the energy demand is generated. Therefore, according to the planned energy generation plan, by generating energy using in-vehicle equipment that can generate energy, it is possible to generate as much energy as possible, or conversely, necessary energy cannot be secured. It can be avoided.

  Moreover, in the vehicle energy management device according to the present invention, the above-described energy generation plan and the calculation of the necessary amount of energy generated according to the generation plan are performed by the control unit of the on-vehicle equipment capable of generating energy. Instead, the generation plan planning unit and the energy generation amount calculation unit, which are separately provided, execute. Furthermore, the vehicle energy management device according to the present invention converts the required energy generation amount calculated by the energy generation amount calculation unit into a control target when controlling the on-vehicle equipment capable of generating energy, Is generated to the control unit of the on-vehicle equipment that can generate the. Therefore, for example, even when the specifications of the on-vehicle equipment capable of generating energy are changed, the generation amount conversion unit actually sets the required energy generation amount to the vehicle according to the change in the specification difference. It can be converted to the target value of the on-vehicle equipment that can be equipped with energy generation. For this reason, even if the specifications of the on-vehicle equipment capable of generating energy are changed, it is not necessary to change the control logic or the like significantly, and the versatility of the vehicle energy management apparatus can be improved.

  The reference numerals in the parentheses merely show an example of a correspondence relationship with a specific configuration in an embodiment described later in order to facilitate understanding of the present invention, and are intended to limit the scope of the present invention. Not intended.

  Further, the technical features described in the claims of the claims other than the features described above will become apparent from the description of embodiments and the accompanying drawings described later.

It is the block diagram which showed an example of the whole structure of the control system for vehicles. It is a figure which shows the example which divided | segmented the vehicle into three areas, a front area, a middle area, and a rear area. It is a figure for demonstrating the example of arrangement | positioning to each area of an apparatus control part. It is a figure which shows schematic structure of the energy management apparatus for vehicles. It is a flowchart which shows the detail of the process which the energy balance service of the energy management apparatus for vehicles performs. It is a flowchart which shows the detail of the process which the energy generation service of the energy management apparatus for vehicles performs. It is a flowchart which shows the specific processing content in the production | generation amount conversion part of the energy management apparatus for vehicles. It is a flowchart which shows the conversion process performed in a generation amount conversion part, and converts the energy generation amount into the control target of vehicle equipment. It is a flowchart which shows the detail of the process which the energy preservation | save service of the energy management apparatus for vehicles performs. It is a flowchart which shows the specific processing content in the preservation | save amount conversion part of the energy management apparatus for vehicles. It is a flowchart which shows the conversion process performed in a preservation | save amount conversion part, and converts the energy preservation | save amount into the preservation | save amount target value in vehicle equipment. It is a flowchart which shows the detail of the process which the energy distribution service of the energy management apparatus for vehicles performs. It is a flowchart which shows the specific processing content in the distribution amount conversion part of the energy management apparatus for vehicles.

  A vehicle energy management apparatus according to an embodiment of the present invention will be described with reference to the drawings. In the embodiment described below, a generator (generator) that has an engine and an electric motor (motor generator) as a vehicle driving source for the vehicle, and that is driven by the engine and generates electric power for driving the electric motor. An example in which the vehicle energy management apparatus according to the present invention is applied to a hybrid vehicle having a However, the vehicle energy management device according to the present invention may be applied to a normal vehicle having only an engine or an electric vehicle having only an electric motor. Moreover, although the domain division is described below, since this domain division is closely related to the control structure of the vehicle control system, it is not always necessary to perform the same domain division as the example described below, and it is appropriately optimized. Domain separation is sufficient.

  FIG. 1 is a block diagram illustrating an example of the overall configuration of a vehicle control system 100 for various on-vehicle equipment in the hybrid vehicle described above. The vehicle energy management apparatus according to the present embodiment is incorporated in the vehicle control system 100 shown in FIG. First, the vehicle control system 100 will be described.

  The vehicle control system 100 is divided into a plurality of domains as a control logic structure according to each function (role) of a plurality of in-vehicle equipments to be controlled. In these plural domains, device control units 15 to 18, 25 to 28, 35 to 38 for controlling in-vehicle equipment, and domain control units 11 to 14, 21 to 24 for controlling control by these device control units, respectively. , 31-34.

  In the vehicle control system 100 according to the present embodiment, as will be described in detail later, the domain control unit calculates a control target for the entire domain, and area control targets for each area for achieving the control target for the entire domain. The master domain control units 11 to 14 for calculating the control targets of the corresponding device control units 15 to 18, 25 to 28 and 35 to 38 so as to achieve the given area control targets. The local domain control units 21 to 24 and 31 to 34 are arranged. These domain control units 11 to 14, 21 to 24, and 31 to 34 are connected to be communicable with each other. Furthermore, in the vehicle control system 100 according to the present embodiment, when a plurality of master domain control units 11 to 14 perform cooperative control, or when the control by each master domain control unit 11 to 14 competes, control that competes. Is also provided. The integrated control unit 1 collects various information in the vehicle and provides it to each domain control unit 11-14, 21-24, 31-34, etc., and energy generation, storage, and distribution in the vehicle The energy infrastructure 3 that optimizes the generation and use of energy as a whole vehicle is managed.

  As a specific example of domain division, in the example shown in FIG. 1, the vehicle control system 100 includes four chassis (CS) domain, power train (PT) domain, body (BD) domain, and environment (EVI) domain. It is divided into domains. According to the domain defined in this way, a large number of in-vehicle equipments mounted on the hybrid vehicle are grouped together in terms of functions.

  For example, in the chassis domain, in order to operate the hydraulic brakes provided on each wheel, the brake actuator that drives the components of the hydraulic brake device such as a hydraulic pump and an electromagnetic valve, the damping force provided on each wheel can be adjusted. A damper, an air pressure sensor that is provided on the tires of each wheel and wirelessly communicates air pressure detection signals, an electric power steering, a transmission that transmits the rotation of the engine and the electric motor at an appropriate speed ratio to the drive shaft, and a brake by the driver In-vehicle equipment such as a negative pressure pump that generates negative pressure to amplify the pedal force and transmit it to the master cylinder belongs.

  In the chassis domain, chassis device control units 15, 25, and 35 for controlling the above-described on-vehicle equipment are provided. For example, in the chassis domain, as a chassis device control unit 15, 25, 35, a brake actuator control unit, a damper control unit, an air pressure detection control unit, an electric power steering control unit, a transmission control unit, a negative pressure pump control unit, etc. are provided. It is done. The hydraulic brake device is configured so that the hydraulic pressure can be adjusted independently on the front wheel side and the rear wheel side, and the brake actuator is a front wheel side brake that can individually adjust the brake hydraulic pressure of the left and right front wheels. It is divided into an actuator and a rear-wheel brake actuator that can individually adjust the brake hydraulic pressure of the left and right rear wheels. For this reason, the front wheel side brake actuator control unit and the rear wheel side brake actuator control unit are also provided as the brake actuator control unit.

  As a general rule, these chassis device control units 15, 25, and 35 are individually provided corresponding to the in-vehicle equipment belonging to the chassis domain, but it is also possible to provide a common chassis device control unit for a plurality of in-vehicle equipment. It is. Furthermore, the chassis equipment control units 15, 25, and 35 are each configured by an electronic control unit (ECU). At that time, the respective chassis device control units 15, 25, and 35 may be configured by individual ECUs, or the plurality of chassis device control units 15, 25, and 35 may be configured by a common ECU. Furthermore, the ECU constituting the device control unit of the chassis domain may be shared with the ECU constituting the device control unit of another domain.

  Then, the chassis device control units 15, 25, and 35 control the corresponding on-vehicle equipment according to the control target given from the corresponding chassis domain control unit 11, 21, and 31.

  The chassis domain control units 11, 21, and 31 are composed of a master chassis domain control unit 11 as a master domain control unit and local chassis domain control units 21 and 31 as local domain control units. As will be described later, the master chassis domain control unit 11 and the local chassis domain control units 21 and 31 are distributed in three areas when the vehicle is partitioned into three areas. The master chassis domain control unit 11 has a function as a master domain control unit and a function as a local domain control unit.

  As the master domain control unit, the master chassis domain control unit 11 determines a control target for the entire chassis domain according to the state of the vehicle and the operation state of the driver, and further, each area is realized based on the control target for the entire domain. Define area control objectives to be achieved. The area control target determined by the master chassis domain control unit 11 is given to the local chassis domain control units 21 and 31. The local chassis domain control units 21 and 31 calculate a control target for controlling the chassis device control units 25 and 35 based on the given area control target, and output the control target to the chassis device control units 25 and 35. At this time, the master chassis domain control unit 11 also calculates a control target for controlling the chassis device control unit 15 based on the area control target in the area to which the master chassis domain control unit 11 belongs. Output.

  In the power train domain, for example, an engine and a motor generator (MG), an engine and / or an MG that play a role of accelerating or decelerating the vehicle or applying power for keeping the speed constant to the vehicle are generated. Driving force distribution mechanism responsible for allocating the torque (driving force) to each wheel of the four wheels, high voltage battery responsible for supplying driving power to MG and storing power generated by MG, MG and others A generator for generating driving power for vehicle equipment, a DCDC converter for stepping down the high voltage generated by the high voltage battery to charge the low voltage battery and supplying the low voltage battery, and for charging the high voltage battery by an external charging facility In-vehicle equipment such as charger interface (IF). Further, the powertrain domain may include on-vehicle equipment such as a low-voltage battery and a junction box (JB) for switching on / off of power supply from the low-voltage battery to various on-vehicle equipment.

  The low voltage battery includes a plurality of batteries such as a main low voltage battery installed in the engine room of the vehicle and a sub low voltage battery installed under the floor of the luggage space (or trunk room) of the vehicle. In addition, the junction box is a front junction box (JB) for switching on / off the power supply to the in-vehicle equipment mounted in and near the engine rule, and the in-vehicle equipment mainly mounted in and near the vehicle interior. Including a center JB for switching on / off of the power supply, and a rear JB for switching on / off of power supply to on-vehicle equipment mounted in or near the luggage space. Each of these junction boxes is configured such that either a main low voltage battery or a sub low voltage battery can be selected as a power source for supplying power to each on-vehicle equipment.

  The power train domain is provided with power train device control units 16, 26, and 36 for controlling the above-described on-vehicle equipment. For example, in the power train domain, as the power train equipment control unit 16, 26, 36, an engine control unit, an MG control unit, a driving force distribution mechanism control unit, a generator control unit, a high voltage battery control unit, a DCDC converter control unit, A charger IF control unit, a main low voltage battery control unit, a sub low voltage battery control unit, a front JB control unit, a center JB control unit, a rear JB control unit, and the like are provided. And the power train apparatus control parts 16, 26, and 36 control the corresponding on-vehicle equipment according to the control target given from the corresponding power train domain control parts 12, 22, and 32.

  The power train domain control units 12, 22, and 32 include a master power train domain control unit 12 as a master domain control unit and local power train domain control units 22 and 32 as local domain control units. When the vehicle is divided into three areas, the master power train domain control unit 12 and the local power train domain control units 22 and 32 are distributed and arranged in the three areas. The master powertrain domain control unit 12 has a function as a master domain control unit and a function as a local domain control unit. As a master domain control unit, the master power train domain control unit 22 determines a control target for the entire power train domain, and further determines an area control target to be realized by each area based on the control target for the entire domain. The area control target determined by the master powertrain domain control unit 12 is given to each local powertrain domain control unit 22, 32.

  The body domain includes, for example, front lights such as headlights and position lamps, external airbags provided on the hood to protect pedestrians, wipers for wiping raindrops attached to the front window, and door locks. , Motors that switch unlocks, motors that open and close windows, motors that adjust seat positions, air conditioners that air-condition the passenger compartment, passenger airbags that protect passengers in vehicles, motors that automatically open and close the rear gate, brakes In-vehicle equipment such as rear lights such as lamps belongs. Therefore, in this body domain, as the body equipment control units 17, 27, 37, the front lighting control unit, the external airbag control unit, the wiper control unit, the door control unit, the seat control unit, the air conditioner control unit, the occupant airbag control A rear gate control unit, a rear lighting control unit, and the like. Then, the body device control units 17, 27, 37 control the corresponding on-vehicle equipment according to the control target given from the corresponding body domain control unit 13, 23, 33.

  The body domain control units 13, 23, 33 are composed of a master body domain control unit 13 as a master domain control unit and local body domain control units 23, 33 as local domain control units. When the vehicle is divided into three areas, the master body domain control unit 13 and the local body domain control units 23 and 33 are arranged in three areas. The master body domain control unit 13 has a function as a master domain control unit and a function as a local domain control unit. As the master domain control unit, the master body domain control unit 13 determines a control target for the entire body domain, and further determines an area control target to be realized by each area based on the control target for the entire domain. The area control target determined by the master body domain control unit 13 is given to the local body domain control units 23 and 33.

  In the environmental domain, for example, a laser radar and a millimeter wave radar installed on a front grill or a front bumper to detect an obstacle in front of the vehicle, an outside air temperature sensor for detecting outside air temperature, and an image behind the vehicle The rear camera installed inside the rear glass, the millimeter-wave radar installed in the rear bumper to detect obstacles behind the vehicle, and whether the portable key held by the occupant is genuine Therefore, in-vehicle equipment such as a communication device that communicates with a portable key belongs. Therefore, in the environmental domain, as the environmental equipment control units 18, 28, 38, the laser radar control unit, the front millimeter wave radar control unit, the temperature sensor control unit, the rear camera control unit, the rear millimeter wave radar control unit, the communication device control unit ( An authentication device). Then, the environmental equipment control units 18, 28, and 38 control the corresponding on-vehicle equipment according to the control target given from the corresponding environmental domain control units 14, 24, and 34.

  The environment domain control units 14, 24, and 34 include a master environment domain control unit 14 as a master domain control unit and local environment domain control units 24 and 34 as local domain control units. When the vehicle is divided into three areas, the master environment domain control unit 14 and the local environment domain control units 24 and 34 are distributed in the three areas. The master environment domain control unit 14 has both a function as a master domain control unit and a function as a local domain control unit. As the master domain control unit, the master environment domain control unit 14 determines a control target for the entire environment domain, and further determines an area control target to be realized by each area based on the control target for the entire domain. The area control target determined by the master environment domain control unit 14 is given to each local environment domain control unit 24, 34.

  Next, the arrangement | positioning to the vehicle of the vehicle equipment mentioned above, the apparatus control parts 15-18, 25-28, 35-38, and the domain control parts 11-14, 21-24, 31-34 is demonstrated.

  The various on-vehicle equipments described above are arranged in each part such as a front part, a center part, and a rear part of the vehicle because of the role required for each on-vehicle equipment and the space on mounting. For this reason, if the domain control units 11-14, 21-24, 31-34 are intensively arranged at predetermined locations in the vehicle, the length of communication wiring to each on-vehicle equipment as a whole becomes longer. There is a concern that the internal handling becomes complicated.

  Therefore, in the vehicle control system 100 according to the present embodiment, the vehicle is divided into at least two areas. For example, FIG. 2 shows an example in which the vehicle is divided into three areas: a front area 41, a middle area 42, and a rear area 43. However, the number of divisions is not limited to three as in the example of FIG. For example, the vehicle may be divided into two areas such as a front area and a rear area. Further, it may be divided into four areas such as a front right area, a front left area, a rear right area, and a rear left area. In the case of division into four areas, the front area may be further divided into two areas on the left and right in the division example shown in FIG. Further, it may be divided into five areas or six areas according to the size of the vehicle.

  In this way, by dividing the vehicle into at least two areas, the plurality of in-vehicle equipments are distributed to any of the divided areas according to the arrangement location. According to the distribution of the in-vehicle equipment, the device control units 15 to 18, 25 to 28, and 35 to 38 that control the corresponding in-vehicle equipment are also distributed and arranged so as to belong to the same area. Furthermore, the master domain control units 11 to 14 and the local domain control units 21 to 24 and 31 to 34, which are constituent elements of the domain control units 11 to 14, 21 to 24, and 31 to 34, also output control targets. The device control units 15 to 18, 25 to 28, and 35 to 38 corresponding to power should be distributed and arranged so as to belong to the same area.

  As a result, related local domain control units (including a master domain control unit having a function of a local domain control unit) 11 to 14, 21 to 24, 31 to 34, and device control units 15 to 18, 25 to 28, 35 -38 and on-vehicle equipment can be arranged in the same area. Therefore, for example, it is possible to reduce the length of the communication wiring that connects the local domain control unit-device control unit-vehicle equipment with a large number of wirings. As a result, the complexity of handling the communication wiring in the vehicle can be reduced.

  In the example shown in FIG. 1, the master domain controllers 11 to 14 of each domain are arranged in the middle area 42 of the vehicle and are configured to be able to communicate with each other. Moreover, the local domain control parts 21-24 of each domain are arrange | positioned at the front area 41 of a vehicle, and are comprised so that communication is mutually possible. Similarly, the local domain control units 31 to 34 of each domain are arranged in the rear area 43 of the vehicle and configured to be able to communicate with each other. The master domain controllers 11 to 14 of each domain may be arranged in the front area 41 or the rear area 43, respectively.

  In FIG. 3, the example of arrangement | positioning to each area 41, 42, 43 of the apparatus control parts 15-18, 25-28, 35-38 is shown.

  In the example shown in FIG. 3, in the chassis domain, in the front area 41, as the equipment control unit 25, the front wheel side brake actuator control unit, the front wheel damper control unit that controls the damping force of the left and right front wheel dampers, and the detection of the air pressure of the left and right front wheels A front wheel air pressure detection control unit, an electric power steering control unit, a transmission control unit, and the like are arranged.

  In the middle area 42 of the chassis domain, a negative pressure pump control unit is arranged as the device control unit 15. Further, in the rear area 43 of the chassis domain, as a device control unit 35, a rear wheel side brake actuator control unit, a rear wheel damper control unit, and a rear wheel air pressure detection control unit are arranged.

  In the power train domain, an engine control unit, an MG control unit, a generator control unit, a main low-voltage battery control unit, and a front JB control unit are arranged as a device control unit 26 in the front area 41. In the middle area 42, as the device control unit 16, a driving force distribution mechanism control unit and a center JB control unit are arranged. In the rear area 43, a high voltage battery control unit, a DCDC converter control unit, a charger IF control unit, a sub low voltage battery control unit, and a rear JB control unit are arranged as the device control unit 36.

  In the body domain, a front lighting control unit, a front external airbag control unit, and a wiper control unit are arranged as a device control unit 27 in the front area 41. In the middle area 42, as the device control unit 17, a door control unit, a seat control unit, an air conditioner control unit, and an occupant airbag control unit are arranged. In the rear area 43, a rear gate control unit, a rear lighting control unit, and a rear external airbag control unit are disposed as the device control unit 37.

  In the environmental domain, a laser radar control unit and a front millimeter wave radar control unit are arranged as a device control unit 28 in the front area 41. In the middle area 42, a temperature sensor control unit and a communication device control unit are arranged as the device control unit 18. In the rear area 43, a rear camera control unit and a rear millimeter wave radar control unit are disposed as the device control unit 38.

  As described above, the vehicle is provided with a generator capable of generating electrical energy and MG as on-vehicle equipment. The electrical energy generated by the generator is used to drive the MG or stored in a high voltage battery. Also, when MG regenerative braking is executed during deceleration of the vehicle, the kinetic energy of the driving wheels of the vehicle is converted into electrical energy and stored in the high voltage battery.

  The electric energy stored in the high-voltage battery is consumed for driving the MG when the vehicle is accelerated, and is also used as driving power for the compressor of the air conditioner. Further, the vehicle is provided with a DCDC converter that steps down the high voltage stored in the high voltage battery and supplies it to the low voltage battery as on-vehicle equipment. Therefore, the electric energy generated by the generator or MG is also used by various vehicle-mounted equipment driven by the low voltage stored in the low-voltage battery.

  Therefore, there is a possibility that energy will be generated wastefully or necessary energy may not be secured unless power generation by the generator and regeneration by MG are controlled based on the usage status of various on-vehicle equipment in the vehicle. Occurs.

  Therefore, in the present embodiment, a vehicle energy management device is incorporated into the vehicle control system 100 described above so that energy that meets the energy demand of the entire vehicle can be generated. Hereinafter, the vehicle energy management apparatus will be described with reference to FIG.

  As shown in FIG. 4, the vehicle energy management apparatus according to the present embodiment is embodied as an energy infrastructure 3. The energy management apparatus for vehicles includes, as main functions, an energy balance service 61, an energy generation service 62, an energy storage service 63, an energy distribution service 64, a generation amount conversion unit 65, a storage amount conversion unit 66, and a distribution amount conversion. A portion 67 is provided. Each function in the vehicle energy management apparatus is realized by executing a program corresponding to each function by a microcomputer.

  The energy balance service 61 receives provision of various information from the information infrastructure 2 and drafts a plan relating to generation, storage, and distribution of energy. Then, the created generation plan, storage plan, and distribution plan are output to the energy generation service 62, the energy storage service 63, and the energy distribution service 64, respectively.

  Before describing the processing of the energy balance service 61, first, information received from the information infrastructure 2 by the energy balance service 61 will be described.

  The information infrastructure 2 includes a travel route information output unit 51 that collects information about a travel route and outputs it as travel route information when a travel route to a destination is set in a navigation device (not shown). The travel route information output by the travel route information output unit 51 includes, in addition to information indicating the travel route itself, information such as travel speed of each road included in the travel route, traffic signal installation location, altitude, road gradient, It also includes information on where traffic jams are likely to occur and their time zones. Information regarding traffic congestion may be obtained by communicating with an external server each time a travel route is set to obtain the latest traffic congestion information.

  The energy generation related information providing unit 52 acquires travel route information from the travel route information output unit 51. Then, the energy generation related information providing unit 52 divides the travel route into several sections, and in addition to the road speed, altitude, road gradient included in each section, and traffic congestion information, The MG activates the regenerative brake for deceleration or traveling on a downward slope, and predicts the electric energy regenerated by the regenerative brake. The energy generation related information providing unit 52 provides the predicted regenerative electric energy to the energy balance service 61 as energy generation related information.

  The equipment usage prediction information output unit 53 acquires travel route information from the travel route information output unit 51. In addition, information on in-vehicle equipment currently being used continuously in the vehicle is also acquired. For example, the equipment usage prediction information output unit 53 acquires information about the use status of an air conditioner or an AV device as information about on-vehicle equipment that is continuously used. Then, the equipment usage prediction information output unit 53 predicts the usage status of the in-vehicle equipment when the vehicle travels on the travel route based on the acquired information. For example, the equipment usage prediction information output unit 53 assumes that the currently used in-vehicle equipment is used as it is, and further predicts the type of in-vehicle equipment used when the vehicle travels on the travel route. For example, if it is estimated that a tunnel is included in the travel route or that the sun falls and darkens while traveling on the travel route, it is predicted that lights such as headlights will be used as on-vehicle equipment. If the weather information of the travel route is acquired from an external server and the weather information indicates rain, the wiper is predicted to be used. In addition, when the vehicle travels on a wiping road, it is predicted that the electric power steering is frequently driven. The prediction result of the usage status of such in-vehicle equipment is output to the energy demand related information providing unit 54. In addition, when the preconditions used for the prediction are changed, for example, when the travel route is changed or the in-vehicle equipment continuously used is changed, the use situation of the in-vehicle equipment is predicted at that time. The result is updated, and a new energy generation plan, energy conservation plan, and energy distribution plan are created in the energy balance service 61 described later.

  The energy demand related information providing unit 54 acquires the prediction result of the usage status of the in-vehicle equipment from the equipment usage prediction information output unit 53. Then, the energy demand related information providing unit 54 determines the energy consumption status when each on-vehicle equipment is used when the vehicle travels on the travel route based on the obtained prediction result of the on-vehicle extension usage status. Predict. The energy demand related information providing unit 54 provides the energy balance service 61 with the predicted energy consumption by the on-vehicle equipment as energy demand related information.

  Furthermore, the information infrastructure 2 includes an in-vehicle equipment constraint information providing unit 55 that stores information on the performance and the like of each vehicle equipment, and its constraint information. Is provided to the energy balance service 61. The information provided by the in-vehicle equipment restriction information providing unit 55 includes, for example, the battery capacity of each of the high voltage battery and the low voltage battery, the chargeable amount per unit time, the maximum power generation amount of the generator, and the maximum power generation of the MG. Amount etc. can be included.

  The energy balance service 61 obtains information from the energy generation related information providing unit 52, the energy demand related information providing unit 54, and the in-vehicle equipment constraint information providing unit 55 described above, and generates an energy generation plan, a storage plan, and an allocation plan. Execute planning process. Details of processing executed by the energy balance service 61 will be described based on the flowchart of FIG.

  First, energy generation related information is acquired in step S100, and energy demand related information is acquired in step S110. In step S120, an energy balance plan is drawn up. Specifically, first, the total energy consumption by each in-vehicle device, that is, generation, is obtained from the energy consumption state by each in-vehicle device obtained from the energy demand related information providing unit 54 when the vehicle travels the travel route. The required amount of energy required to be calculated is calculated. Then, the total amount of regenerative electric energy in each section of the travel route acquired from the energy generation related information providing unit 52 is calculated and subtracted from the necessary generation amount. When this subtraction result is a positive value, it indicates that regenerative electric energy alone cannot provide energy that matches the total energy consumption of each on-vehicle equipment. Therefore, the insufficient energy is determined as the amount of energy to be generated in addition to the regenerative electric energy. On the other hand, if the subtraction result is a negative value, the amount of energy to be generated in addition to the regenerative electrical energy is zero because only the regenerative electrical energy can provide energy that matches the total energy consumption of each on-board equipment. Stipulated in In this way, the energy balance plan is drawn up.

  In the present embodiment, in order to preferentially use the regenerative electric energy, the regenerative electric energy when traveling on the travel route set by the vehicle is predicted, and the total amount is calculated as the total energy consumption by each on-vehicle equipment. Subtracted from. However, if the vehicle does not include a regenerative brake (that is, a motor generator that is driven to rotate by drive wheels) as the vehicle equipment, the total energy consumption of each on-vehicle equipment is the same as the energy amount to be generated. Just do it.

  In addition, when the vehicle is equipped with vehicle equipment that can continuously generate energy, such as a solar panel or a thermoelectric module that generates power using exhaust heat, the vehicle equipment is installed as in the case of regenerative electrical energy. It is preferable to make an energy balance plan by preferentially using the generated energy.

  In subsequent step S130, an energy generation plan, a storage plan, and an allocation plan are created from the energy balance plan. Specifically, when there is an energy amount to be generated in addition to the regenerative electric energy, the energy generation plan is created by leveling the energy to be generated and adding it to the regenerative electric energy. At this time, the energy to be generated is leveled while avoiding a period in which regenerative electric energy of a predetermined amount or more can be generated. Thereby, for example, it is possible to avoid a plan in which generation of electrical energy by the generator and regeneration of electrical energy by the regenerative brake are performed at the same time and excessive electrical energy is generated at a time. When the energy generation plan is created in this way, the energy balance service 61 next creates an energy conservation plan. The energy conservation plan compares the time transition of energy consumption by each in-vehicle device acquired as energy demand related information with the time transition of energy generation in the energy generation plan. When the consumption is exceeded, the energy exceeding the consumption is saved. Finally, the energy balance service 61 creates an energy allocation plan for each domain based on the energy consumption status of each in-vehicle device acquired as energy demand related information. That is, the energy consumption plan by which the energy consumption by vehicle equipment is collected for every domain, and the energy amount which should be supplied with respect to each domain is created.

  Next, in step S140, the in-vehicle equipment constraint information is acquired from the in-vehicle equipment constraint information providing unit 55. In step S150, it is determined whether each plan created in step S130 is executable. For example, in the energy generation plan, there is no temporary or continuous generation of electrical energy that exceeds the capacity of the generator, or in the energy conservation plan, the storage of energy that exceeds the capacity of high-voltage and low-voltage batteries. It is determined whether or not execution is possible, taking into consideration whether or not If it is determined in step S150 that each plan is executable, the process proceeds to step S170. If each plan is determined to be unexecutable, the process proceeds to step S160. In step S160, each plan created in step S130 is modified into an executable plan based on the constraint information on the in-vehicle equipment. Thereafter, the process proceeds to step S170, and the created or modified energy generation plan, storage plan, and distribution plan are output.

  As shown in FIG. 4, the energy balance service 61 may display the generated energy generation plan, storage plan, and distribution plan on a display in the passenger compartment, or may be referred to by another control unit. It may be provided to the energy supply related information collection unit 56 of the information infrastructure 2 so that it can be performed.

  Next, details of processing executed by the energy generation service 62 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 6 is repeatedly executed every predetermined control cycle.

  First, in step S200, the energy generation plan created by the energy balance service 61 is read. In subsequent step S210, it is determined whether or not the on-vehicle equipment capable of generating energy is in a state capable of generating energy. For example, when some abnormality has occurred in the on-vehicle equipment capable of generating energy and energy cannot be generated as instructed, it is determined that energy cannot be generated. If it is determined in step S210 that energy can be generated, the process proceeds to step S220. If it is determined that energy cannot be generated, the process illustrated in the flowchart of FIG. 6 ends.

  In step S220, according to the read generation plan, the generation amount of energy that should be generated by the on-vehicle equipment that can generate energy at the present time is calculated. The energy generation amount does not depend on the equipment to be linked, and indicates the instantaneous target generation amount required to be generated as a whole vehicle at the present time. Furthermore, the energy generation amount includes information indicating the minimum degree of satisfaction of the generation amount that does not substantially affect the behavior of the on-vehicle equipment. The calculated energy generation amount is output to the generation amount conversion unit 65 of the energy infrastructure 3.

  The generation amount conversion unit 65 controls the on-vehicle equipment that can generate energy based on the information on the on-vehicle equipment that can generate the energy that is actually installed on the vehicle, based on the energy generation amount calculated by the energy generation service 62. It is converted into a control target when performing the operation, that is, an instantaneous target for controlling the in-vehicle equipment, and output to the control unit of the in-vehicle equipment capable of generating energy, that is, the master powertrain domain control unit 12. Thereby, the conversion which connects the control spaces managed on different time axes is realized. Note that the control target for controlling the on-vehicle equipment capable of generating energy allows a transitional fluctuation as long as it does not fall below the above-mentioned minimum satisfaction.

  As shown in FIG. 4, the master powertrain domain control unit 12 includes a VLC 71, a PTC 72, an MGC 73, and an ELC 74 as control functions.

  A VLC (Vehicle Longitudinal Coordinator) 71 controls the behavior of the vehicle in the front-rear direction so as to correspond to the driving operation of the driver in principle, and when the driving support function is activated, the request by the driving support function The target acceleration (deceleration) in the front-rear direction is calculated so as to realize the front-rear behavior according to. Further, the VLC 71 calculates a target drive torque (axle torque target value) for realizing the target acceleration (deceleration). The axle torque target value calculated in this way is output to a PTC (Power Train Coordinator) 72, which is a logic block responsible for the driving force adjustment function.

  The PTC 72 calculates torques (engine torque and MG torque) shared by the engine and MG, respectively, in order to realize the axle torque target value output from the VLC 71. At this time, the PTC 72 determines the engine torque of the engine so that the fuel consumption of the engine is as good as possible with reference to, for example, an equal fuel consumption curve of the engine. As will be described later, when the PTC 72 receives a torque-up command from the generation amount conversion unit 65, the PTC 72 will improve the fuel efficiency of the engine when the engine torque including the torque-up command is generated. Determine the engine torque to be generated.

  Then, the PTC 72 determines, as the MG torque, an amount insufficient for the determined engine torque with respect to the axle torque target value. The engine torque and MG torque calculated in this way are output to an MGC (Motor Generator Coordinator) 73, which is a logic block responsible for the motor generator adjustment function.

  On the other hand, an ELC (Electric Load Coordinator) 74, which is a logic block responsible for the electric load adjustment function, determines the remaining charge for the battery capacity based on the detection results of voltage, current, and temperature for the high voltage battery and the low voltage battery, respectively. A charge level (SOC) that is a ratio is calculated. Further, the ELC 74 also calculates a degree of deterioration (SOH) expressed as a ratio of the current battery capacity to the initial battery capacity. The ELC 74 outputs these calculation results to the MGC 73.

  The ELC 74 has a DCDC converter control function as another function. By operating the DCDC converter, the ELC 74 can charge the low voltage battery using the electric energy charged in the high voltage battery.

  The MGC 73 calculates a chargeable / dischargeable amount based on the charge level of the high voltage battery and the low voltage battery acquired from the ELC 74, and further corrects the engine torque and the MG torque output from the PTC72 based on the chargeable / dischargeable amount. A torque correction process is executed. For example, when the charge level of the high-voltage battery is low and the MG torque output from the PTC 72 cannot be generated, the commanded MG torque is reduced to a MG torque that can be generated, and the engine torque is increased by that amount. When the engine torque is corrected by the torque correction process, the MGC 73 returns the corrected engine torque to the PTC 72.

  Next, specific processing contents of the generation amount conversion unit 65 will be described based on the flowchart of FIG. The processing shown in the flowchart of FIG. 7 is also repeatedly executed at every control cycle similar to the flowchart of FIG.

  First, in step S300, information on in-vehicle equipment is acquired from the in-vehicle equipment restriction information providing unit 55 of the information infrastructure 2. The information related to the in-vehicle equipment includes at least information indicating the relationship between the generation capability of each in-vehicle equipment and the control target. In addition, you may acquire the information regarding vehicle equipment from the domain control part (master powertrain domain control part 12) instead of the information infrastructure 2. FIG. In the subsequent step S310, the energy generation amount calculated by the energy generation service 62 is acquired, and the acquired energy generation amount is corrected based on the energy amount consumed by the MG. The amount of energy consumed by the MG can be acquired from the MG consumption energy information providing unit 57 of the information infrastructure 2 as shown in FIG. Moreover, you may make it acquire from the master power train domain control part 12 which controls MG.

  The MG is driven when the vehicle starts, accelerates, or travels at high speed, and generates driving torque as a propulsive force for propelling the vehicle. At this time, the MG consumes energy corresponding to the generated driving torque. In order to generate energy commensurate with the amount of energy consumed by the MG, the acquired energy generation amount is corrected based on the amount of energy consumed by the MG.

  As an example of this correction, for example, if the consumed energy amount of MG is smaller than a predetermined value, the acquired energy generation amount may be corrected by adding the consumed energy amount of MG as it is. However, if the amount of energy consumed by the MG is larger than a predetermined value, it is preferable to correct the energy generation amount with a correction value smaller than the amount of energy consumed. By doing so, it is possible to avoid as much as possible the occurrence of a situation in which the generator or the like generates a large amount of electrical energy and thus reduces the energy efficiency. However, when the energy generation amount is corrected with a correction value smaller than the MG consumption energy amount, after the MG consumption energy amount becomes zero in order to generate energy commensurate with the MG consumption energy amount. However, it is necessary to continue the correction.

  In the subsequent step S320, the acquired or corrected energy generation amount is converted into a control target for in-vehicle equipment. This conversion process will be described in detail with reference to the flowchart of FIG.

  First, in step S400, it is determined whether the vehicle is decelerating or traveling on a downward slope and the regenerative brake can be operated. If it is determined that the regenerative brake cannot be operated, the process proceeds to step S410. If it is determined that the regenerative brake can be operated, the process proceeds to step S420.

  In step S410, since it is necessary to secure a necessary amount of energy generation only with the generator, the generator is instructed to the PTC 72 of the master powertrain domain control unit 12 that controls the engine that drives the generator. The torque-up command value corresponding to the amount of energy generated by is calculated. That is, in this case, the generation amount conversion unit 65 converts the energy generation amount into a torque-up command value for the engine that drives the generator. In response to this torque-up command, the PTC 72 controls the engine so as to generate torque used for driving the generator in addition to torque used for vehicle travel.

  In step S420, it is determined whether or not the required energy generation amount is secured by regenerative braking. If it is determined that the necessary energy generation amount can be secured, the process proceeds to step S430, and a command value for the energy regeneration amount instructed to the MGC 73 is calculated. The command value of the energy regeneration amount may be equal to the required energy generation amount, or may be a value greater than the required energy generation amount within a range where the high voltage battery can be charged. That is, in this case, the generation amount conversion unit 65 converts the energy generation amount into a command value for the energy regeneration amount in the regenerative brake.

  In the determination process of step S420, if it is determined that the required energy generation amount cannot be secured by regenerative braking, the process proceeds to step S440. In step S440, in order to share the required energy generation amount between the regenerative brake and the generator, the respective shared energy generation amounts are determined, and the energy regeneration amount command value and the torque-up command value corresponding to each shared energy generation amount are determined. Is calculated. The amount of energy generated between the regenerative brake and the generator depends on the state of the vehicle, for example, the required deceleration of the vehicle, the magnitude of the downward slope of the road on which the vehicle travels, the charge level of each battery, etc. It is determined to change.

  When the energy generation amount is converted into the control target of the on-vehicle equipment by the above-described processing, the process proceeds to the processing of step S330 in the flowchart of FIG. 7, and the calculated control target of the on-vehicle equipment is set to the corresponding control unit (PTC72, MGC73). ).

  As described above, according to the vehicle energy management apparatus of the present embodiment, the energy consumption state by the on-vehicle equipment that consumes energy when the vehicle travels on the set travel route is predicted. Then, based on the predicted energy consumption state, an energy generation plan using on-vehicle equipment capable of generating energy is created so that energy corresponding to the energy demand is generated. Therefore, according to the planned energy generation plan, by generating energy using in-vehicle equipment that can generate energy, it is possible to generate as much energy as possible, or conversely, necessary energy cannot be secured. It can be avoided.

  In the vehicle energy management device according to the present embodiment, the above-described energy generation plan and the calculation of the required amount of energy generation according to the generation plan are performed by the control unit of the on-vehicle equipment capable of generating energy. Instead, the energy balance service 61 and the energy generation service 62 provided in the energy infrastructure 3 execute. Furthermore, the vehicle energy management device according to the present embodiment converts the necessary energy generation amount calculated by the energy generation service 62 into a control target for controlling the on-vehicle equipment that can generate energy, and thereby converts the energy into energy. A generation amount conversion unit 65 that outputs to a control unit that can be generated is also provided. Therefore, for example, even when the specifications of the on-vehicle equipment capable of generating energy are changed, the generation amount conversion unit 65 actually sets the necessary energy generation amount according to the change in the specification difference. It can be converted into the target value of the on-vehicle equipment capable of generating energy that is equipped with. For this reason, even if the specifications of the on-vehicle equipment capable of generating energy are changed, it is not necessary to change the control logic or the like significantly, and the versatility of the vehicle energy management apparatus can be improved.

  Next, details of processing executed by the energy storage service 63 will be described based on the flowchart of FIG. 9. The process shown in the flowchart of FIG. 9 is repeatedly executed every predetermined control cycle.

  First, in step S500, the energy conservation plan created by the energy balance service 61 is read. In subsequent step S510, it is determined whether or not the on-vehicle equipment capable of storing energy is in a state capable of storing energy. For example, when any abnormality occurs in the high-voltage battery and / or the low-voltage battery, it is determined that it is impossible to store energy as instructed. If it is determined in step S510 that energy can be stored, the process proceeds to step S520. If it is determined that energy cannot be generated, the process illustrated in the flowchart of FIG. 9 ends.

  In step S520, an energy storage amount to be stored by the in-vehicle equipment capable of storing energy at the present time is calculated according to the read storage plan. This energy storage amount does not depend on the equipment to be linked, and indicates an instantaneous target storage amount that is required to be stored as the entire vehicle at the present time. Furthermore, the energy storage amount includes information indicating the minimum degree of satisfaction of the storage amount that does not substantially affect the behavior of the in-vehicle equipment. The calculated energy storage amount is output to the storage amount conversion unit 66 of the energy infrastructure 3.

  The storage amount conversion unit 66 uses the energy storage amount calculated by the energy storage service 63 based on the information on the on-vehicle equipment that is actually installed in the vehicle and that can store energy, as the energy at the on-vehicle equipment that can store energy. It converts into the target value (instantaneous target value) of preservation | save amount, and outputs it to ELC74 of the control part of the vehicle equipment which can preserve | save energy, ie, the master powertrain domain control part 12. FIG. Thereby, the conversion which connects the control spaces managed on different time axes is realized. Further, the target value of the energy storage amount allows a transient change in the storage amount within a range that does not fall below the above-described minimum satisfaction.

  Next, specific processing contents of the storage amount conversion unit 66 will be described based on the flowchart of FIG. The processing shown in the flowchart of FIG. 10 is also repeatedly executed at every control cycle similar to the flowchart of FIG.

  First, in step S600, information on in-vehicle equipment that can store energy is acquired from the in-vehicle equipment restriction information providing unit 55 of the information infrastructure 2. The information related to the in-vehicle equipment includes information indicating the battery capacity and the SOC range that can be charged / discharged at least for each battery mounted on the vehicle. In addition, you may acquire the information regarding vehicle equipment from the domain control part (master powertrain domain control part 12) instead of the information infrastructure 2. FIG.

  In subsequent step S610, the energy storage amount calculated by the energy storage service 63 is acquired. In step S620, the acquired energy storage amount is converted into a storage amount target value in the on-vehicle equipment (each battery). This conversion process will be described in detail with reference to the flowchart of FIG.

  First, in step S700, the SOC and SOH of the high voltage battery and the low voltage battery are acquired. The SOC and SOH of each battery may be acquired from the information infrastructure 2 or may be acquired from the ELC 74 of the master powertrain domain control unit 12. In subsequent step S710, the maximum charge amount of each battery is calculated based on the obtained SOC, SOH, chargeable / dischargeable SOC range, and the like of each battery.

  In step S720, based on the maximum charge amount of each battery, it is determined whether or not each battery can be charged with electric power corresponding to the acquired energy storage amount. In this determination process, if it is determined that the electric power corresponding to the energy storage amount can be charged, the process proceeds to step S730, and the command value of the electric energy for charging each battery, which is instructed to the ELC 74, is calculated. That is, the energy storage amount is converted by the storage amount conversion unit 66 into the amount of power charged in each battery. In this case, when the low voltage battery is charged in addition to the high voltage battery, the energy storage amount is shared by the charge amount of each battery. Therefore, a shared energy storage amount to be shared by each battery is determined, and each shared energy storage amount is converted into a target value of the charge amount in each battery.

  The electric energy generated by the generator and the regenerative brake is once charged in the high voltage battery. When charging the low voltage battery, the ELC 74 operates the DCDC converter to charge the low voltage battery with the desired power. Thus, in this embodiment, charging to the low voltage battery is performed via the high voltage battery and the DCDC converter. However, when the vehicle has an on-vehicle equipment that generates electrical energy that can be charged to the low-voltage battery, the low-voltage battery may be directly charged.

  In the determination process of step S720, when it is determined that the power corresponding to the energy storage amount cannot be charged to each battery, the process proceeds to the process of step S740, and the command value corresponding to the maximum power that can be charged to each battery. Is calculated. In this case, each battery will be in a fully charged state, and will be in the state which can respond to the energy demand of each vehicle-mounted equipment of a vehicle.

  When the energy storage amount is converted into the storage amount target value (command value for the charge amount of each battery) in the on-vehicle equipment by the processing described above, the process proceeds to the process of step S630 in the flowchart of FIG. The target value is output to the corresponding control unit (ELC 74).

  Next, details of the processing executed by the energy distribution service 64 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 12 is repeatedly executed every predetermined control cycle.

  First, in step S800, the energy distribution plan created by the energy balance service 61 is read. In a succeeding step S810, it is determined whether or not energy can be distributed. For example, when there is an abnormality in a junction box that is provided for each area and switches on / off the power supply to in-vehicle equipment arranged in each area, it is impossible to distribute energy as instructed. It is determined that there is. If it is determined in step S810 that energy can be distributed, the process proceeds to step S820. If it is determined that energy cannot be distributed, the process proceeds to step S830.

  In step S820, the energy allocation amount to be allocated to each domain is calculated at the present time according to the read allocation plan. This energy distribution amount does not depend on the equipment of each area linked to this point, and indicates an instantaneous target distribution amount that is required to be distributed as a whole vehicle at the present time. Furthermore, the energy distribution amount includes information indicating the minimum degree of satisfaction of the distribution amount in which the behavior of the on-vehicle equipment is not substantially affected. Then, the calculated energy distribution amount is output to the distribution amount conversion unit 67 of the energy infrastructure 3.

  On the other hand, in step S830, an energy distribution amount for executing emergency control such as stopping of the vehicle or evacuation travel is calculated in the domain and area where energy can be distributed. The calculated energy distribution amount is output to the distribution amount conversion unit 67 of the energy infrastructure 3. For example, if energy cannot be allocated to in-vehicle equipment in the rear area of the chassis domain, the energy allocation amount for the front area of the chassis domain can be set so that the front wheel brake can generate braking torque that complements the braking torque from the rear wheel brake. calculate. As shown in FIG. 4, the master chassis domain control unit 11 has, as control functions, a BRKC (Brake Coordinator) 81 that controls the front and rear brakes, a TMC (Transmission Coordinator) 82 that controls the transmission, and an electric power steering system. An EPSC (Electric Power Steering Coordinator) 83 for controlling and a SUSC (Suspension Coordinator) 84 for controlling the suspension are provided.

  The allocation amount conversion unit 67 is configured to allocate an area allocation amount (instantaneous allocation) to each area in each domain from among the energy allocation amounts to each domain, based on information on the in-vehicle equipment belonging to each area of each domain. Amount). That is, the allocation amount conversion unit 67 converts the energy allocation amount to each domain into an area allocation amount to each area of the domain. The distribution amount of each domain and the distribution amount to each area calculated in this way are output to each domain control unit. Thereby, the conversion which connects the control spaces managed on different time axes is realized. Note that the amount of distribution to each area allows a transitional fluctuation as long as it does not fall below the minimum degree of satisfaction of the distribution amount described above.

  Next, specific processing contents of the distribution amount conversion unit 67 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 13 is also repeatedly executed at every control cycle similar to the flowchart of FIG.

  First, in step S900, it is determined whether or not emergency control is being performed. In this determination process, if it is determined that the emergency control is not performed, the process proceeds to step S910. If it is determined that the emergency control is performed, the process proceeds to step S930.

  In step S <b> 910, information related to in-vehicle equipment belonging to each area of each domain is acquired from the in-vehicle equipment restriction information providing unit 55. Then, in step S920, based on the information regarding the in-vehicle equipment belonging to each area of each domain, the area allocation amount to be allocated to each area in each domain is calculated from the energy distribution amount to each domain. As described above, the distribution amount conversion unit 67 converts the energy distribution amount to each domain into the area distribution amount to each area of the domain.

  On the other hand, in step S930, information on the in-vehicle equipment belonging to each area of the domain capable of energy distribution is acquired from the in-vehicle equipment restriction information providing unit 55. In step S940, based on the emergency control executed by the in-vehicle equipment, the area distribution amount to be distributed to each area in each domain is calculated from the energy distribution amount to each domain.

  In step S950, the distribution amount of each domain and the distribution amount to each area are output to each domain control unit.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. .

  For example, in the above-described embodiment, energy generation, storage, and distribution are managed in the energy infrastructure 3. However, for example, when each domain is not partitioned into areas, there is no need to perform allocation to each area, so the energy infrastructure 3 only needs to manage energy generation and storage. Furthermore, the energy infrastructure 3 may manage only the generation of energy.

  In the above-described embodiment, the energy generation service 62, the energy conservation service 63, and the energy allocation service 64 are instantaneously generated from the energy generation plan, the energy conservation plan, and the energy allocation plan created by the energy balance service 61, respectively. Target value was calculated. However, the functions of the energy generation service 62, the energy storage service 63, and the energy distribution service 64 may be integrated into the generation amount conversion unit 65, the storage amount conversion unit 66, and the distribution amount conversion unit 67, respectively. In this case, for example, the generation amount conversion unit 65 acquires an energy generation plan from the energy balance service 61, calculates an instantaneous energy generation amount, and can generate energy based on the calculated energy generation amount. Define control objectives for equipment.

  Alternatively, the energy generation service 62, the energy storage service 63, and the energy distribution service 64 may create an energy generation plan, an energy storage plan, and an energy distribution plan based on information from the information infrastructure 2, respectively. . In this case, the energy balance service 61 adjusts each plan from the viewpoint of whether the created energy generation plan, energy conservation plan, and energy allocation plan are consistent or feasible. It can be configured to assume a function to achieve.

DESCRIPTION OF SYMBOLS 1 Integrated control part, 2 Information infrastructure, 3 Energy infrastructure, 51 Travel route information output part, 52 Energy generation related information provision part, 53 Equipment use prediction information output part, 54 Energy demand related information provision part, 61 Energy balance service, 62 Energy generation service, 63 Energy storage service, 64 Energy distribution service, 65 Generation amount conversion unit, 66 Conservation amount conversion unit, 67 Distribution amount conversion unit, 100 Vehicle control system

Claims (8)

An in-vehicle energy management device (100) applied to a vehicle having in-vehicle equipment capable of generating energy and in-vehicle equipment consuming energy as the in-vehicle equipment,
An acquisition unit (51) for acquiring information about the travel route when the travel route of the vehicle is set;
A prediction unit (54) for predicting an energy consumption state by the on-vehicle equipment that consumes energy when the vehicle travels along the travel route;
Energy can be generated so that energy corresponding to the demand for energy is generated based on the information on the travel route of the vehicle acquired by the acquisition unit and the energy consumption state by the on-vehicle equipment predicted by the prediction unit. A generation plan planning unit (61) for planning an energy generation plan by in-vehicle equipment, and after the vehicle starts traveling along the set travel route, the energy generated by the generation plan planning unit at a predetermined cycle An energy generation amount calculation unit (62) for calculating a generation amount of necessary energy according to the generation plan;
When controlling the on-vehicle equipment that can generate energy based on the information on the on-vehicle equipment that can generate the energy that is actually installed on the vehicle, the required energy generation amount calculated by the energy generation amount calculation unit. A vehicle energy management device comprising: a generation amount conversion unit (65) that converts the control target into a control target and outputs the energy to a control unit of in-vehicle equipment capable of generating energy. Equipped with multiple in-vehicle equipment that can generate energy,
The generation amount conversion unit determines a shared energy generation amount to be shared by a plurality of on-vehicle equipments in order to obtain a necessary energy generation amount calculated by the energy generation amount calculation unit, and each shared energy generation amount The vehicle energy management apparatus according to claim 1, wherein the vehicle energy management device is converted into a control target for each of the plurality of in-vehicle equipments and is output to each control unit of the in-vehicle equipment capable of generating a plurality of energies.   The vehicle energy management device according to claim 2, wherein the generation amount conversion unit changes a shared energy generation amount according to a state of the vehicle.   A plurality of in-vehicle devices capable of generating energy include at least a generator that generates electric energy driven by a vehicle engine, and braking torque applied to the wheels by generating electric energy driven by wheel rotation. The energy management device for vehicles according to claim 2 or 3 including a regenerative brake device which gives. The vehicle has onboard equipment that can store energy,
Saving to plan an energy storage plan using on-vehicle equipment capable of storing energy based on the energy consumption state predicted by the on-vehicle equipment predicted by the prediction unit and the energy generation plan planned by the generation plan planning unit Planning Department (61),
After the vehicle starts traveling along the set travel route, an energy storage amount calculation unit that calculates a necessary energy storage amount according to the energy storage plan planned by the storage plan planning unit at a predetermined cycle (63)
Based on information related to in-vehicle equipment that can store the energy actually installed in the vehicle, the required energy storage amount calculated by the energy storage amount calculation unit is stored in the in-vehicle equipment that can store energy. The vehicle energy management device according to any one of claims 1 to 4, further comprising: a storage amount conversion unit (66) that converts the amount into a target value of the amount and outputs the energy to a control unit of the on-vehicle equipment that can store the energy. Onboard equipment that can store energy is a battery,
The energy storage amount calculation unit takes into account the state of charge and deterioration of the battery, and uses the energy storage amount calculated by the energy storage amount calculation unit as the target value. The vehicle energy management device according to claim 5, which is converted into The vehicle has multiple in-vehicle equipment that can store energy,
The energy storage amount calculation unit determines a shared energy storage amount to be shared by a plurality of in-vehicle devices based on the required energy storage amount calculated by the energy storage amount calculation unit, and each of the shared energy storage amounts The vehicle energy management device according to claim 5 or 6, wherein the energy storage device is converted into a target value of an energy storage amount in a plurality of in-vehicle devices, and is output to each control unit of the plurality of in-vehicle devices capable of generating energy. The vehicle is provided with a plurality of in-vehicle equipments, and the plurality of in-vehicle equipments are divided into a plurality of domains in advance according to the respective functions, and in each domain, in a plurality of areas according to the installation locations of the in-vehicle equipments. It is divided,
An allocation plan planning unit (61) for formulating an energy allocation plan for each domain based on the energy consumption status of the in-vehicle equipment predicted by the prediction unit;
Energy distribution for calculating the amount of energy to be distributed to each domain according to the energy distribution plan planned by the distribution plan planning unit at a predetermined cycle after the vehicle starts traveling along the set travel route An amount calculation unit (64);
Based on information related to in-vehicle equipment belonging to each area of each domain, the amount of energy distributed to each domain is converted into an area allocation amount that is allocated to each area in each domain, and the energy amount corresponding to the area allocation amount The vehicle energy management device according to any one of claims 1 to 7, further comprising: a distribution amount conversion unit (67) that notifies the control unit of each area that the information is provided.

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