JP2018149952A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable both a reduction of a calculation load and suppression of deterioration in reliability, in converting power consumption of a battery caused by driving a rotary electric machine to fuel consumption.SOLUTION: An integral power consumption calculating part 62 changes a power value K to determine a plurality of pieces of predictable integral power consumption at a prescribed target point in a case where a hybrid vehicle is allowed to virtually travel on a predictable section on the basis of a road gradient and an estimated change in a vehicle speed by combining output of an internal combustion engine 12 and rotary electric machines MG1 and MG2 so that equivalent fuel consumption becomes minimum, where the equivalent fuel consumption is values including equivalent fuel consumption determined based on power consumption of the battery 18 caused by the output of the rotary electric machines MG1 and MG2 and the power value K and fuel consumption caused by the output of the internal combustion engine 12. An power value factor setting part 66 sets the power value K at which a difference between the predictable integral power consumption and target integral power consumption is less than a prescribed threshold width as the power value K in the predictable section.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device that performs drive source control of a hybrid vehicle using an internal combustion engine and a rotating electrical machine as drive sources.

  The hybrid vehicle includes an internal combustion engine (engine) and a rotating electric machine as drive sources. The rotating electrical machine has a function of a generator in addition to the electric motor. When the internal combustion engine drives the rotating electrical machine to generate electricity, a battery as a power source of the rotating electrical machine is charged. The battery is also charged by regenerative braking of the vehicle.

  For example, when the hybrid vehicle is of a so-called parallel type (including a series parallel type), HV traveling that drives the vehicle by the internal combustion engine and the rotating electric machine and EV traveling that drives the vehicle only by the rotating electric machine are possible. Conventionally, costs are taken into account when selecting between HV traveling and EV traveling and determining the output distribution between the internal combustion engine and the rotating electrical machine during HV traveling.

  For example, in Patent Document 1, the charging cost representing the fuel consumption of the internal combustion engine required to store the unit power amount stored in the rechargeable battery and the travel amount for the unit power amount are output using only the power of the internal combustion engine. An engine cost that represents the fuel consumption required to do this is required. When the engine cost exceeds the charging cost, the EV traveling mode using only the rotating electrical machine as the drive source is selected. The charging cost is obtained from battery fuel efficiency [g / Wh] × battery power integrated amount [Wh]. The battery fuel consumption rate, which is a coefficient for converting battery power into fuel cost, is set to a fixed value calculated from a simulation when it is assumed that the hybrid vehicle has traveled on a specific travel route, for example. Alternatively, the actual battery fuel consumption rate obtained from the previous driving performance is set.

  In Patent Document 2, when it is predicted in advance that there is a traffic jam section on the travel route of the vehicle, the SOC of the battery is increased in advance before entering the traffic jam to enable EV travel in the traffic jam section.

  In Patent Document 3, the engine fuel consumption FC_eng and the EV fuel consumption FC_ev when the engine travel mode and the EV travel mode are executed are calculated according to the required torque and the vehicle speed. When the engine fuel consumption is smaller than the EV fuel consumption, the engine travel mode is selected. The EV fuel consumption corresponds to a value obtained by converting the EV traveling total efficiency TE_ev into the fuel consumption. EV travel total efficiency TE_ev has motor charge / discharge energy ENE_mot1 as a coefficient, and this coefficient is obtained by converting the required torque into energy. The motor charge / discharge energy ENE_mot1 is updated in accordance with the change in the required torque, and the EV fuel consumption FC_ev is also updated accordingly.

JP-A-2015-202807 JP 2014-15125 A JP 2014-122033 A

  By the way, when the power consumption of the battery accompanying the driving of the rotating electrical machine is converted into the fuel consumption, if the coefficient (conversion coefficient) used for conversion is changed (updated) every time conversion is performed, the calculation load may be excessive. There is. If the conversion coefficient is a fixed value, conversion to fuel consumption is performed without reflecting actual driving conditions, and the reliability (validity) of the conversion itself may be reduced.

  Accordingly, an object of the present invention is to provide a control device for a hybrid vehicle that can simultaneously reduce a calculation load and suppress a decrease in reliability when converting the power consumption of a battery into a fuel consumption.

  The present invention relates to a control apparatus for a hybrid vehicle including an internal combustion engine and a rotating electric machine as drive sources. The control device includes an operating point calculation unit, an output setting unit, a travel pattern prediction unit, a target power integration amount setting unit, a power integration amount calculation unit, and an electrical value coefficient setting unit. The operating point calculation unit obtains a combination of the output of the internal combustion engine and the output of the rotating electrical machine over a plurality of patterns that satisfies the vehicle required driving force at a predetermined calculation timing. The output setting unit calculates an equivalent fuel consumption amount including a converted fuel consumption amount obtained based on a power consumption amount of the power source accompanying the output of the rotating electrical machine and an electric value coefficient, and a fuel consumption amount accompanying the output of the internal combustion engine. The combination that minimizes the equivalent fuel consumption is selected from the combinations of the outputs of the plurality of patterns of the internal combustion engine and the rotating electrical machine. The travel pattern prediction unit obtains a road gradient in a prediction section from a point of calculation timing to a predetermined target point, and an estimated vehicle speed change in the prediction section. The target power integration amount setting unit sets a target power integration amount when reaching a predetermined target point. The integrated power amount calculation unit calculates the prediction interval based on the road gradient and the estimated vehicle speed change when the hybrid vehicle is virtually run with the combination of the output of the internal combustion engine and the rotating electrical machine that minimizes the equivalent fuel consumption. A plurality of predicted integrated power amounts at predetermined target points are obtained by changing the electrical value coefficient. The electrical value coefficient setting unit sets, as the electrical value coefficient in the prediction section, an electrical value coefficient in which a difference between the predicted power integration amount and the target power integration amount is less than a predetermined threshold width.

  In the above invention, the equivalent fuel consumption may be obtained from the sum of the converted fuel consumption and the fuel consumption.

  Moreover, in the said invention, the equivalent fuel consumption amount calculated | required before calculation timing may be integrated | accumulated in the equivalent fuel consumption amount in calculation timing.

  In the above invention, the electric value coefficient setting unit may reset the electric value coefficient when the hybrid vehicle reaches the target point.

  According to the present invention, the electrical value coefficient is set as a fixed value within the prediction interval. Thereby, the calculation load is reduced. The electric value coefficient is set in consideration of the running pattern in the prediction section. Thereby, the fall of the reliability (relevance) at the time of converting the power consumption of a power supply into the conversion fuel consumption can be suppressed.

It is a lineblock diagram of the vehicles concerning this embodiment. It is a figure which illustrates the composition of the gear train of vehicles concerning this embodiment. It is a figure which illustrates the functional block of the control apparatus which concerns on this embodiment. It is a figure which illustrates the output operation point calculation process flow which concerns on this embodiment. It is a figure which illustrates a required driving force map. It is a figure which illustrates an internal combustion engine operating point map. It is a figure which illustrates the derivation | leading-out process of internal combustion engine optimal output Pe_opt (t). It is a figure which illustrates an electrical value setting process flow. It is a figure which illustrates the road gradient of a prediction area, and an estimated vehicle speed change. It is a figure which illustrates the determination process of the electrical value K. It is a figure which illustrates the graph of the road gradient and estimated vehicle speed change which concern on a 1st Example. In a 1st Example, it is a figure which illustrates the change of various parameters when the electrical value setting and output operation point calculation which concern on this embodiment are performed. In a 1st Example, it is a figure which illustrates the change of various parameters at the time of controlling a vehicle based on a dynamic programming as a comparative example. It is a figure which illustrates the graph of the road gradient and estimated vehicle speed change which concern on a 2nd Example. In a 2nd Example, it is a figure which illustrates the change of various parameters when the electrical value setting and output operation point calculation which concern on this embodiment are performed. In a 2nd Example, it is a figure which illustrates the change of various parameters at the time of controlling a vehicle based on a dynamic programming as a comparative example.

<Overall configuration>
FIG. 1 illustrates a configuration of a vehicle 10 according to the present embodiment. 1 represents a signal line.

  The vehicle 10 is a so-called hybrid vehicle that includes an internal combustion engine 12 and rotating electrical machines MG1 and MG2 as drive sources. The vehicle 10 is equipped with a so-called series-parallel hybrid system, and is capable of HV traveling using the internal combustion engine 12 and the rotating electrical machine MG2 as driving sources and EV traveling using the rotating electrical machine MG2 as driving sources. . In FIG. 1, the configuration related to the drive source control according to the present embodiment is specifically extracted from the configuration of the vehicle 10, and the illustration of the other configurations is omitted.

  In addition to the internal combustion engine 12 and the rotating electrical machines MG1 and MG2, the vehicle 10 includes a power split mechanism 14, a reduction mechanism 16, a battery 18, a DC / DC converter 20, inverters INV1 and INV2, a control device 22, and a plurality of sensors (described later). To).

  The DC voltage of the battery 18 is boosted by the DC / DC converter 20 and output to the inverter INV2. The inverter INV2 converts the boosted DC power into AC power and supplies it to the rotating electrical machine MG2 to drive the rotating electrical machine MG2. Referring to FIG. 2, the driving force obtained from rotating electrical machine MG2 is transmitted to reduction mechanism 16 and counter drive gear 24, and further passes through final gear, propeller shaft, and differential gear (not shown) to drive wheel 26 (rear wheel). ).

  The drive shaft of the rotating electrical machine MG2 is connected to the sun gear 28 of the reduction mechanism 16. The planetary carrier 30 of the reduction mechanism 16 is fixed. Further, the ring gear 32 of the reduction mechanism 16 is connected to the counter drive gear 24 (output). As will be described later, the gear ratio Grm of the reduction mechanism 16 is used for calculating the operating point of the rotating electrical machines MG1, MG2.

  Returning to FIG. 1, the driving force output from the internal combustion engine 12 is divided into the driving force of the rotating electrical machine MG <b> 1 and the driving force of the drive wheels 26 by the power split mechanism 14. The former electric power is generated by the rotating electrical machine MG1, and the electric power obtained thereby is sent to the rotating electrical machine MG2 via the inverters INV1 and INV2. The latter driving force is transmitted to the counter drive gear 24, and further to the driving wheel 26 (rear wheel) via a final gear, a propeller shaft, and a differential gear (not shown).

  As shown in FIG. 2, the drive shaft of the internal combustion engine 12 is connected to the planetary carrier 34 of the power split mechanism 14. Sun gear 36 of power split device 14 is coupled to the drive shaft of rotating electrical machine MG1. The ring gear 38 of the power split mechanism 14 is connected to the counter drive gear 24 (output). As will be described later, planetary gear ratio ρ (number of sun gear teeth / number of ring gear teeth) is used to calculate the operating point of rotating electrical machines MG1, MG2.

  Returning to FIG. 1, at the time of regenerative braking, the drive wheel 26 drives the rotating electrical machine MG2 (power generation drive), thereby generating regenerative power. Further, when the SOC (State Of Charge) of the battery 18 is reduced, the internal combustion engine 12 drives the rotating electrical machine MG1 to generate electricity. The regenerative power by the former and the power generated by the latter are AC / DC converted by the inverters INV 1 and INV 2 to become DC power, stepped down by the DC / DC converter 20, and supplied to the battery 18.

  The control device 22 controls the rotating electrical machines MG1 and MG2 through on / off control of switching elements (not shown) of the DC / DC converter 20 and the inverters INV1 and INV2. Further, the ratio (speed ratio) of the rotational speeds of the internal combustion engine 12 and the drive wheels 26 in the power split mechanism 14 is controlled through the control of the rotating electrical machine MG1. The output control of the rotating electrical machines MG1 and MG2 is performed based on the optimum power input / output Pb_opt (t), as will be described later.

  Further, the control device 22 performs output control of the internal combustion engine 12 and determination of whether or not it can be started. This output control and startability determination are performed based on the internal combustion engine optimum output Pe_opt, as will be described later.

  The control device 22 receives signals from various sensors via the device / sensor interface. Specifically, as a sensor around the battery 18, a battery voltage sensor 59 that detects the voltage VB of the battery 18, a battery temperature sensor 61 that detects the temperature TB of the battery 18, and a battery current sensor that detects the current IB of the battery 18 From 63, the control device 22 receives various signals. Further, the secondary side voltage sensor 65 for detecting the secondary side voltage VH, the MG1 current sensors 67A and 67B for detecting the current of the rotating electrical machine MG1, the MG1 rotational speed sensor 68 for detecting the rotational speed of the rotating electrical machine MG1, and the rotating electrical machine MG2 Various signals are also received from the MG2 current sensors 71A and 71B that detect the current of the MG2 and the MG2 rotational speed sensor 72 that detects the rotational speed of the rotating electrical machine MG2.

  Further, the control device 22 includes an accelerator position sensor 76 that detects the amount of depression of the accelerator pedal 74, a speed sensor 80 that detects the vehicle speed based on the rotational speed [rpm] of the drive wheel 26, and the rotational speed [rpm of the internal combustion engine 12]. Various signals are also received from the crank position sensor 78 that detects the above.

  The control device 22 may be configured by a computer, and a CPU, a storage unit, and a device / sensor interface are connected to each other via an internal bus. These hardware resources are appropriately assigned, and the functional blocks as shown in FIG.

  The control device 22 roughly includes an output operation point calculation unit 40 and an electrical value calculation unit 42. The output operating point calculation unit 40 calculates optimum outputs of the internal combustion engine 12 and the rotating electrical machines MG1 and MG2. The electric value calculation unit 42 calculates an electric value K used for calculating the optimum output.

  The output operation point calculation unit 40 includes a required driving force map storage unit 43, an internal combustion engine operation point map storage unit 44, an internal combustion engine operation point calculation unit 46, a rotating electrical machine operation point calculation unit 48, an electric system loss calculation unit 50, a battery input An output candidate calculation unit 52, an evaluation function storage unit 54, and an optimum output search unit 56 are provided.

  Note that the internal combustion engine operating point calculator 46 and the rotating electrical machine operating point calculator 48 may be collectively regarded as an operating point calculator. When captured in this way, as will be described later, the operating point calculation unit satisfies the vehicle required driving force Tp determined from the vehicle speed Vc and the accelerator opening Acc at a predetermined calculation timing, and the internal combustion engine 12 and the rotating electrical machines MG1, MG2. Are obtained over a plurality of patterns. As will be described later, the optimum output search unit 56 may be regarded as an output setting unit.

  The electric value calculation unit 42 includes a travel pattern prediction unit 58, a target electric power integration amount setting unit 60, an electric power integration amount calculation unit 62, an electric power integration amount comparison unit 64, and an electric value setting unit 66 (electric value coefficient setting unit). . The processing of these functional blocks will be described later.

<Output operating point calculation process>
FIG. 4 illustrates a flowchart of an output operation point calculation process executed by the output operation point calculation unit 40 of the control device 22. This flowchart is time-controlled, and is repeated from time count t = 0 to t_END. The repetition timing (calculation timing) is determined based on, for example, counting by the CPU clock of the control device 22.

  The time counts t = 0 to t_END correspond to the time from the start point to the end point of the prediction interval described later. Instead of the time count, the parameter t may be a vehicle position or a travel distance. In this case, t = 0 corresponds to the start point of the prediction interval, and t = t_END corresponds to the end point of the prediction interval.

  At a predetermined calculation timing (for example, a predetermined time count), the vehicle speed Vc is input from the speed sensor 80 to the internal combustion engine operating point calculation unit 46, and the accelerator opening Acc is input from the accelerator position sensor 76. In response to this, the internal combustion engine operating point calculation unit 46 calls the required driving force map (see FIG. 5) stored in the required driving force map storage unit 43.

  The required driving force map includes an orthogonal coordinate system in which the horizontal axis represents the vehicle speed Vc (t) and the vertical axis represents the required driving force Tp (t) [Nm] (vehicle required driving force). A characteristic curve for each accelerator opening Acc is plotted in this coordinate system. This characteristic curve is set as an acceleration characteristic of the vehicle 10 within a restriction range based on the torque / rotational speed characteristics of the internal combustion engine 12 and the rotating electrical machines MG1, MG2. The required driving force Tp (t) may be referred to as a vehicle required driving force, and is a total required driving force required for the vehicle 10. As described later, in HV traveling, the internal combustion engine 12 and the rotating electrical machine MG2 are used. To the required driving force (target driving force). In EV traveling, the required driving force (target driving force) of the rotating electrical machine MG2 is obtained.

  As shown in FIG. 5, the characteristic curve is set so that the required driving force Tp (t) with respect to the vehicle speed Vc (t) increases as the accelerator opening Acc (t) increases. Further, each characteristic curve has such a characteristic that the required driving force decreases as the vehicle speed increases.

  The internal combustion engine operating point calculation unit 46 selects the one corresponding to the received accelerator opening Acc from the plurality of characteristic curves plotted in the required driving force map. Further, a required driving force Tp (t) corresponding to the received vehicle speed Vc is obtained (S10).

  In the case where the vehicle is not operated by the following function, automatic driving, or the like, for example, based on the current vehicle speed and the target vehicle speed, as an input to the output operating point calculation unit 40 (physical accelerator opening (operation amount)) The accelerator opening degree Acc may be obtained.

  Next, the internal combustion engine operating point calculation unit 46 calls the internal combustion engine operating point map (FIG. 6) from the internal combustion engine operating point map storage unit 44. The internal combustion engine operating point map includes an orthogonal coordinate system in which the horizontal axis represents the internal combustion engine speed (Ne_i) and the vertical axis represents the internal combustion engine torque (Te_i). The fuel consumption rate fc is distributed in this coordinate system. The fuel consumption rate fc indicates, for example, fuel consumption per unit output. Hereinafter, fc is simply referred to as fuel consumption. In FIG. 6, fc1 has the lowest fuel consumption (good fuel consumption), and fc5 has the highest fuel consumption rate (bad fuel consumption).

  In the internal combustion engine operating point map, optimum operating lines are plotted along the horizontal axis connecting the coordinates at which the fuel consumption (unit fuel consumption, fuel consumption rate) is lowest. Furthermore, the same output line for each output Pe of the internal combustion engine is plotted on the map.

  Based on the internal combustion engine operating point map, the internal combustion engine operating point calculation unit 46 determines the intersection of the output Pe and the optimum output line, and determines the coordinates (Ne, Te). This is executed for all the equal output lines (S12). For example, a set (Ne (t) _i, Te (t) _i, fc (t) _i) of the rotational speed Ne, the torque Te, and the fuel consumption amount fc is obtained for the iso-output line Pe (t) _i. That is, the operating point (rotation speed, torque, fuel consumption) for any internal combustion engine output Pe (t) is obtained.

  The internal combustion engine operating point calculation unit 46 also calculates an operating point (operating point candidate) when the output of the internal combustion engine 12 is zero (Pe = 0). Naturally, the rotational speed, torque, and fuel consumption are all zero.

  Note that the calculation process of the operating point candidate of the internal combustion engine in step S12 is completed if there is an internal combustion engine operating point map. Therefore, instead of calculating online in the flowchart shown in FIG. That is, it may be calculated offline.

  Alternatively, the operating point candidates (Ne (t) _i, Te (t) _i, fc (t) _i) of the internal combustion engine are regarded as constants that do not change depending on the vehicle required driving force Tp (t) and the vehicle speed Vc (t). You can also. Therefore, once the operating point candidate (Ne_i, Te_i, fc_i) is obtained, the previous value may be used as it is.

  Next, the rotating electrical machine operating point calculation unit 48 obtains operating points (operating point candidates) of the rotating electrical machines MG1 and MG2 corresponding to the operating points of the internal combustion engine 12 (S14). For example, using the following mathematical formulas (1) to (4), the operating point of the rotating electrical machine MG1 corresponding to the operating point candidates (Ne (t) _i, Te (t) _i, fc (t) _i) of the internal combustion engine 12 Candidates (Ng (t) _i, Tg (t) _i) and operating point candidates (Nm (t) _i, Tm (t) _i) of the rotating electrical machine MG2 are obtained. Ng (t) _i and Tg (t) _i indicate the rotational speed and torque of the rotating electrical machine MG1, respectively, and Nm (t) _i and Tm (t) _i indicate the rotational speed and torque of the rotating electrical machine MG2, respectively.

  In Equation (1), Tp (t) is the required driving force, Tm (t) is the torque of the rotating electrical machine MG2, Tg (t) is the torque of the rotating electrical machine MG1, Grm is the reduction ratio of the reduction mechanism 16, and ρ is the power split. The planetary gear ratio Te (t) of the mechanism 14 represents the torque of the internal combustion engine.

  The required driving force Tp (t) is acquired in step S10 with reference to the left side and the right side of Equation (1). The reduction ratio Grm and the planetary gear ratio ρ are given known constants. Therefore, when the torque Te (t) _i of the internal combustion engine is substituted into the formula (1), the corresponding torque Tm (t) _i of the rotating electrical machine MG2 is obtained.

  In Equation (2), a known constant is given to the planetary gear ratio ρ. Therefore, when the torque Te (t) _i of the internal combustion engine is substituted into the equation (2), the torque Tg (t) _i of the rotating electrical machine MG1 corresponding to this is obtained.

  In Equation (4), Vc (t) is the vehicle speed, Gr is the final gear ratio (differential gear ratio), and Rt is the radius of the drive wheel 26. Known constants are given to the planetary gear ratio ρ in Expression (3), the final gear ratio Gr in Expression (4), and the drive wheel radius Rt. Further, the vehicle speed Vc (t) is obtained from the speed sensor 80. Therefore, when Equations (3) and (4) are combined, the rotational speed Ng (t) _i of the rotating electrical machine MG1 and the rotational speed Nm (t) _i of the rotating electrical machine MG2 corresponding to the rotational speed Ne (t) _i of the internal combustion engine. Is obtained.

  As described above, the operating point candidates (Ne (t) _i, Te (t) _i, fc (t) _i), the required driving force Tp (t) (total required driving force), and the vehicle speed Vc (t ), The operating point candidates (Ng (t) _i, Tg () of the rotating electrical machine MG1 corresponding to the operating point candidates (Ne (t) _i, Te (t) _i, fc (t) _i) of the internal combustion engine 12). t) _i) and the operating point candidates (Nm (t) _i, Tm (t) _i) of the rotating electrical machine MG2. In other words, the operating point candidates (Ne (t) _i, Te (t) _i, fc (t) _i) of the internal combustion engine 12 satisfying the required driving force Tp (t) (total required driving force), the rotating electrical machine MG1. The operating point candidates (Ng (t) _i, Tg (t) _i) and the operating point candidates (Nm (t) _i, Tm (t) _i) of the rotating electrical machine MG2 are obtained.

  Next, the electric system loss calculation unit 50 calculates the electric system loss when the rotating electrical machines MG1 and MG2 are operated according to the operating point candidates (S16). Electrical loss includes losses in the rotating electrical machines MG1, MG2 (copper loss, etc.) and conversion losses (switching loss, current loss, etc.) when the DC power of the battery 18 is converted by the DC / DC converter 20 and the inverters INV1, INV2. ) Is included. The electrical loss calculating unit 50 determines the operating point candidates (Ng (t) _i, Tg (t) _i) of the rotating electrical machine MG1 and the operating point candidates (Nm (t) _i, Tm (t) _i) of the rotating electrical machine MG2. Calculate the corresponding electrical loss.

  The battery input / output candidate calculation unit 52 is a battery corresponding to the operating point candidates (Ng (t) _i, Tg (t) _i), (Nm (t) _i, Tm (t) _i) of the rotating electrical machines MG1, MG2. Eighteen input / output power candidates Pb (t) _i (power consumption candidates) are obtained (S18). Specifically, the product of the rotational speed Ng (t) _i of the rotating electrical machine MG1 and the torque Tg (t) _i plus an electrical loss corresponding thereto, and the rotational speed Nm (t) _i of the rotating electrical machine MG2 And the torque Tm (t) _i added to the corresponding electric system loss is defined as a rotating electrical machine system input / output power candidate Pb ′ (t) _i. In addition, the input / output power candidate Pb (t) _i, which is the amount of power per unit time consumed or accumulated by the battery 18, is added to the rotating electrical machine system input / output power candidate Pb ′ (t) _i by the charge / discharge loss Pb_loss (battery (Loss due to internal resistance). Therefore, Pb (t) = Pb ′ (t) + Pb_loss.

  The input / output power candidate Pb (t) _i can take a positive or negative value. When it is positive, it is discharge power, and when it is negative, it is charge power. Therefore, when the electric power integration amount ΣPb described later is charged after discharging, the value of the electric power integration amount ΣPb decreases for the amount of charging.

  Next, the optimum output search unit 56 (output setting unit) searches and sets the optimum outputs of the internal combustion engine 12 and the rotating electrical machines MG1 and MG2 at time t. First, the optimum output search unit 56 calls the evaluation function J represented by the following mathematical formula (5) from the evaluation function storage unit 54.

  In Equation (5), t indicates the current time (current calculation timing), and K indicates the electrical value. The electric value K is also expressed as an electric value coefficient. In short, the electric value K is a coefficient for converting the input / output power Pb of the battery 18 (the electric power consumption of the battery 18 accompanying the outputs of the rotating electrical machines MG1 and MG2) into the fuel consumption. Corresponding to the fact that fc (t) represents the fuel consumption (fuel consumption rate), K × Pb (t) may be called the converted fuel consumption. Further, the sum of the fuel consumption amount fc (t) and the converted fuel consumption amount K × Pb (t) may be called an equivalent fuel consumption amount.

  Here, in the present embodiment, the above-described electrical value K is handled as a constant from the prediction interval t = 0 to t = t_END. Thereby, compared with the case where an electrical value is updated for every calculation timing, a calculation load can be reduced.

  In Expression (5), the optimum output search unit 56 substitutes the fuel consumption amount fc (t) _i and the input / output power candidate Pb (t) _i of the battery 18 corresponding to the evaluation function J. The equivalent fuel consumption amount fec (t) _i obtained in this way is compared, and the minimum equivalent fuel consumption amount fec (t) _min is obtained, for example, as illustrated in FIG. 7 (S20). An internal combustion engine output candidate corresponding to the obtained fec (t) _min is obtained and set to the internal combustion engine optimum output Pe_opt (t).

  In Equation (5), the evaluation function J represents not only the equivalent fuel consumption amount fec (t) at the current time t but also the equivalent fuel consumption from time 0 to t−1 before the current time t (current calculation timing). The integrated value of the quantity fec (t) is included. That is, the minimum value of the equivalent fuel consumption amount fec (t) at each time is integrated. By calculating the integrated value of the equivalent fuel consumption amount fec (t), the integrated power amount ΣPb in the prediction section can be determined. The integrated power amount ΣPb is used when setting an electrical value K described later.

  Based on the internal combustion engine optimum output Pe_opt (t) set by the optimum output search unit 56, the internal combustion engine 12 at time t is controlled (S22). For example, if Pe_opt (t) = 0, the internal combustion engine 12 is stopped. When Pe_opt (t)> 0, the known drive control is executed using the internal combustion engine optimum output Pe_opt (t) as the target output of the internal combustion engine 12.

  Further, Ne_opt (t) and Te_opt (t) are obtained from the internal combustion engine optimum output Pe_opt (t) using the internal combustion engine operating point map. Further, based on the Ne_opt (t), Te_opt (t), and Tp (t), the operating points (Ng (t) _i, Tg (t) _i), (Nm (t) _i, Tm (t) _i) is calculated, and the rotary electric machines MG1, MG2 are driven and controlled (S24). For example, when the internal combustion engine optimum output Pe_opt (t) = 0, the rotating electrical machine MG2 is driven based on the corresponding torque Tm (t), and EV traveling is performed.

  Further, the output operating point calculation unit 40 determines whether or not the time t has reached the time t_END corresponding to the end point (target point) of the prediction section (S26). If the time t_END has not been reached, the process returns to step S10. When the time t_END is reached, this flow ends, and the electric value calculation unit 42 newly obtains (resets) the electric value K.

  In FIG. 4, the internal combustion engine optimum output Pe_opt (t) that minimizes the evaluation function J with the accelerator opening Acc (t), the vehicle speed Vc (t), and the electric value K as variables is mapped and previously controlled. You may memorize | store in 22 memory | storage parts. In this way, the calculation load can be further reduced.

<Setting of electric value K>
FIG. 8 illustrates a flowchart of a process for setting an electric value K (electric value coefficient). In this process, a current section or a past passing point (calculation timing point) to a predetermined target point is set as a predicted section, and the system behavior when the predicted section is virtually run is calculated using a vehicle model. To do. At this time, the outputs of the internal combustion engine 12 and the rotating electrical machines MG1 and MG2 are set so that the evaluation function J is minimized. The virtual traveling in such a prediction section is tried a plurality of times while changing the electric value K. Then, the integrated power amount ΣPb when reaching the target point is obtained, and the electric value K when the difference between the integrated power amount ΣPb and the target electric power integrated amount Spb is small is calculated as the electric value during actual travel to the target point in the prediction section. Set as K.

  With reference to FIG. 3 and FIG. 8, the travel pattern predicting unit 58 of the electric value calculating unit 42, as shown in FIG. 9, from the current point (a predetermined calculation timing point, 0) to a predetermined target position (t_END). The road gradient in the predicted section and the vehicle speed change (estimated vehicle speed change) in the predicted section are obtained (S30).

  The road gradient of the prediction section can be obtained from, for example, map information (destination, selected route, and road gradient data of the selected route) of the vehicle navigation system. The estimated vehicle speed change is obtained, for example, by referring to the past driving performance (driver characteristics) stored in the storage unit of the control device 22 regarding the relationship between the road gradient and the vehicle speed. Further, when traffic information can be obtained from the navigation system, it can be reflected in the estimated vehicle speed change with reference to this. Further, the time t_END at the end point of the calculation timing t can be calculated from the estimated vehicle speed change.

  Next, the target power integration amount setting unit 60 sets the target power integration amount Spb at the end of the prediction interval, that is, when the target point is reached (t = t_END) (S32). For example, when there is no restriction on the SOC of the battery 18, in order to minimize the evaluation function J, it is conceivable to perform power management such that the SOC of the battery 18 reaches the lower limit value at the end of the prediction interval. However, considering the next operation (trip), such power management is not always optimal. Therefore, in this step, the target power integration amount Spb at the end point (end point) of the prediction section is set, so to speak, restrictions are placed on the input / output power condition of the battery 18. The target power integration amount Spb is set to 0 (± 0), for example. At this time, the SOC of the battery 18 is the same (does not increase or decrease) at the start point and end point of the prediction interval. This setting may be input by a vehicle driver or an occupant, or may be input in advance as a constant.

  Next, the electrical value setting unit 66 sets an arbitrary electrical value K_k in the mathematical formula (5) (S34). When there is something similar in the past with respect to the road gradient of the prediction section, the estimated vehicle speed change, and the target electric power integration amount Spb, the electric value K_k at that time may be set in Expression (5).

  Next, the calculation timing t in the prediction interval is reset to 0 (S36). Further, an output operation point calculation process similar to the flow of FIG. 4 is executed (S10 to S20, S26). Since the steps having the same step symbol have already been described, description thereof will be omitted as appropriate. In these output operation point calculation processes, the vehicle 10 is caused to travel virtually in the predicted section based on the obtained road gradient and estimated vehicle speed change. At this time, the virtual running is executed by a combination of the outputs of the internal combustion engine 12 and the rotating electrical machines MG1, MG2 that minimize the equivalent fuel consumption.

  In calculating the required driving force Tp in step S10, the required driving force Tp is directly calculated from the difference between the vehicle speed at the current time and the vehicle speed at the next time, and the change in the road gradient at the current time and the next time, using the equation of motion of the vehicle. The driving force Tp may be obtained.

  Similarly to FIG. 4, the optimum power input / output Pb_opt (t) that minimizes the evaluation function J with the vehicle speed Vc (t), the vehicle required driving force Tp (t), and the electrical value K as variables is mapped. Alternatively, it may be stored in the storage unit of the control device 22 in advance. In this way, the calculation load can be further reduced.

  As described above, in the present embodiment, the vehicle 10 is virtually driven based on the output operation point calculation process under the electrical value K_k set in step S34. Since the driving control of the internal combustion engine 12 is not performed in the virtual travel, step S22 is omitted.

  When reaching the end time t_END (target point) of the prediction section (S26), the power integration amount calculation unit 62 obtains the power integration amount ΣPb from the start point to the end point of the prediction section (S38). For example, as described above, the integrated power amount ΣPb is obtained by integrating the input / output power Pb (t) of Expression (5).

  Next, the integrated power amount comparison unit 64 compares the integrated power amount ΣPb obtained in step S38 with the target integrated power amount Spb (S40). For example, the absolute value of the difference between the two is obtained. As illustrated in FIG. 10, when the absolute value of the difference is less than a predetermined threshold width ε, the currently set electrical value K (electrical value coefficient) is from the start point to the end point of the prediction section. The electric value K is set in the evaluation function J of the equation (5) (S42). Specifically, an electrical value determination command is sent from the integrated power amount comparison unit 64 to the electrical value setting unit 66, and the electrical value setting unit 66 maintains the currently set electrical value K as a constant until the end point of the prediction section. .

  On the other hand, when the absolute value of the difference between the integrated power amount ΣPb and the target integrated power amount Spb is greater than or equal to the threshold width ε, the integrated power amount comparison unit 64 instructs the electrical value setting unit 66 to change the electrical value K. . In the flowchart of FIG. 8, the process returns to step S34. By doing in this way, the predicted electric power integration value corresponding to each of the plurality of electric values K is obtained.

  Thus, in this embodiment, the electric value K at the time of actual traveling is set based on the result when the vehicle 10 is virtually traveled in the section where the vehicle 10 is predicted to travel in the future. By doing in this way, the fall of the reliability (validity) of the conversion fuel consumption KxPb (t) by the electrical value K can be suppressed.

  Note that there may be a change in the vehicle speed that was not assumed during virtual travel, such as traffic jams occurring during actual travel. In such a case, the electric value K may be reset before reaching the end point of the prediction interval. For example, when the vehicle speed during actual traveling is compared with the vehicle speed during virtual traveling and the state where the difference between the two exceeds a predetermined threshold continues for a predetermined period, the electric value K is reset. Apart from the calculation method of the electric value K as described above, the electric value K may be obtained statistically or learning from the road gradient or the estimated vehicle speed data in the prediction section. For example, the electrical value K may be obtained from the average vehicle speed, the average acceleration / deceleration, etc. in the predicted section.

<Example 1>
FIG. 11 shows a graph of road gradient and estimated vehicle speed change in a predetermined prediction section as the first embodiment. The upper row shows the estimated vehicle speed change, the horizontal axis shows time, and the vertical axis shows the vehicle speed. The lower row shows the road gradient, the horizontal axis shows the time synchronized with the upper row, and the vertical axis shows the altitude. In the prediction section in this example, the first flat road continues, and the second half has a downward slope. Based on the road gradient and the estimated vehicle speed change, the electric value K was obtained. The target power integration amount Spb was set to zero.

  FIG. 12 shows a control result when the section of FIG. 11 is actually run under conditions for calculating the output operating point and setting the electric value K according to the present embodiment. In order from the top, graphs of the required drive output Pt [kW], the output [kW] of the internal combustion engine 12, the fuel consumption [g], and the integrated power consumption [kJ] are shown. The horizontal axis is a synchronized time axis. Further, the difference between the requested drive output Pt and the output of the internal combustion engine 12 corresponds to the input / output of the battery 18.

  For the graph showing the fuel consumption, the integrated value of the equivalent fuel consumption shown by the equation (5) and the fuel consumption of the internal combustion engine 12 are shown. It is understood that the equivalent fuel consumption integrated value at the travel section end point is suppressed to a low value (less than 30 g).

  Further, referring to the power consumption integrated amount at the bottom, the power consumption integrated amount at the end of the section is within a value near 0, and a power integrated amount ΣPb close to the target power integrated amount (Spb = 0) is obtained. It is understood that

  Next, FIG. 13 shows, as a comparative example, an example in which an optimal control solution is calculated using dynamic programming instead of calculating the output operating point and setting the electrical value K according to the present embodiment. Has been. In this example, when the estimated vehicle speed change and the road gradient are known, a global optimal solution that minimizes the integrated value of fuel consumption (minΣfc) is obtained under the constraint that Σpb = Spb = 0. . FIG. 13 shows a graph of the required drive output [kW], the output [kW] of the internal combustion engine 12, the fuel consumption [g], and the integrated power consumption [kJ] in order from the top. The horizontal axis is a synchronized time axis.

  Referring to the graph waveform in the lowest stage in FIG. 13 in particular, it is similar to the waveform according to the present embodiment in FIG. 12, and this embodiment has the same accuracy as the dynamic programming method having a relatively large calculation load. It is understood.

<Example 2>
FIG. 14 shows a graph of road gradient and estimated vehicle speed change in a predetermined prediction section as a second embodiment. This graph shows the estimated vehicle speed change, the horizontal axis shows time, and the vertical axis shows the vehicle speed. The road gradient is 0, that is, the road runs on a flat road over the entire predicted section. On the other hand, it is assumed that the traffic jam section continues from around 1000 seconds to the end point. Based on the road gradient and the estimated vehicle speed change, the electric value K was obtained. The target power integration amount Spb was set to zero.

  FIG. 15 shows a control result when the section of FIG. 14 is actually run under the conditions for calculating the output operating point and setting the electric value K according to the present embodiment. In order from the top, graphs of the required drive output Pt [kW], the output [kW] of the internal combustion engine 12, the fuel consumption [g], and the integrated power consumption [kJ] are shown. The horizontal axis is a synchronized time axis. Further, the difference between the requested drive output Pt and the output of the internal combustion engine 12 corresponds to the input / output of the battery 18.

  For the graph showing the fuel consumption, the integrated value of the equivalent fuel consumption shown by the equation (5) and the fuel consumption of the internal combustion engine 12 are shown. It is understood that the EV traveling that does not operate the internal combustion engine 12 in the traffic jam section is selected after increasing the output of the internal combustion engine 12 and charging the battery 18 before entering the traffic jam section.

  Further, referring to the power consumption integrated amount at the lowest stage, the power consumption integrated amount at the section end point is within 0, and the power integrated amount ΣPb that matches the target power integrated amount (Spb = 0) is obtained. Is understood.

  Next, FIG. 16 shows, as a comparative example, an example in which an optimal control solution is calculated using dynamic programming instead of calculating the output operating point and setting the electrical value K according to the present embodiment. Has been. In this example, when the estimated vehicle speed change and the road gradient are known, a global optimum solution that minimizes the integrated value of fuel consumption (minΣfc) under the constraint condition of ΣPb = 0 is obtained. FIG. 16 shows graphs of the required drive output [kW], the output [kW] of the internal combustion engine 12, the fuel consumption [g], and the integrated power consumption [kJ] in order from the top. The horizontal axis is a synchronized time axis.

  In particular, referring to the graph waveforms of the fuel consumption [g] and the integrated power consumption [kJ] in FIG. 16, the waveform is similar to the waveform according to the present embodiment of FIG. It is understood that it has the same accuracy as a large dynamic programming method.

DESCRIPTION OF SYMBOLS 10 Vehicle, 12 Internal combustion engine, 14 Power split mechanism, 16 Reduction mechanism, 18 Battery, 22 Control apparatus, 40 Output operation point calculation part, 42 Electrical value calculation part, 43 Required drive force map memory | storage part, 44 Internal combustion engine operation point map Storage section 46 Internal combustion engine operating point calculation section (operating point calculation section) 48 Rotating electrical machine operating point calculation section (operating point calculation section) 50 Electric system loss calculation section 52 Battery input / output candidate calculation section 54 Evaluation function storage 56, optimum output search unit (output setting unit), 58 traveling pattern prediction unit, 60 target power integrated amount setting unit, 62 power integrated amount calculation unit, 64 power integrated amount comparison unit, 66 electrical value setting unit (electrical value coefficient) Setting part).

Claims (4)

A control device for a hybrid vehicle comprising an internal combustion engine and a rotating electric machine as drive sources,
An operating point calculation unit that determines a combination of the output of the internal combustion engine and the output of the rotating electrical machine over a plurality of patterns that satisfies the vehicle required driving force at a predetermined calculation timing;
Obtaining an equivalent fuel consumption amount including a converted fuel consumption amount determined based on a power consumption amount and an electric value coefficient of the power source accompanying the output of the rotating electrical machine, and a fuel consumption amount accompanying the output of the internal combustion engine, An output setting unit for selecting a combination that minimizes the equivalent fuel consumption amount among combinations of outputs of the internal combustion engine and the rotating electrical machine of a plurality of patterns;
With
A road gradient in a prediction section from the point of the calculation timing to a predetermined target point, and a travel pattern prediction unit for obtaining an estimated vehicle speed change in the prediction section;
A target power integration amount setting unit for setting a target power integration amount upon reaching the predetermined target point;
The predetermined section when the hybrid vehicle is virtually run in the predicted section based on the road gradient and the estimated vehicle speed change with a combination of the output of the internal combustion engine and the rotating electrical machine that minimizes the equivalent fuel consumption. A power integration amount calculation unit for obtaining a plurality of predicted power integration amounts at the target point by changing the electrical value coefficient; and
An electrical value coefficient setting unit that sets the electrical value coefficient within which a difference between the predicted power accumulated value and the target power accumulated amount is less than a predetermined threshold width as an electrical value coefficient in the predicted section;
A control device for a hybrid vehicle comprising: The hybrid vehicle control device according to claim 1,
The equivalent fuel consumption is a control device for a hybrid vehicle, which is obtained from a sum of the converted fuel consumption and the fuel consumption. A control device for a hybrid vehicle according to claim 1 or 2,
The control apparatus for a hybrid vehicle, wherein the equivalent fuel consumption at the calculation timing is integrated with the equivalent fuel consumption calculated before the calculation timing. A control device for a hybrid vehicle according to any one of claims 1 to 3,
The electric value coefficient setting unit is a hybrid vehicle control device that resets the electric value coefficient when the hybrid vehicle reaches the target point.