JP2019038327A - Storage battery management device and hybrid vehicle - Google Patents

Abstract

To provide a storage battery management device for managing SOC of a storage battery device along an operation plan of a vehicle.SOLUTION: A storage battery management device generates necessary vehicle output plan data when a vehicle travels on a track by receiving operation time data, track data and cargo transportation plan data, and specifies a section t1-t2 of the track where the vehicle cannot travel only by output of an internal combustion engine based on the necessary vehicle output plan data, and calculates a discharge power quantity Edis-bat of a battery in the section t1-t2, and calculates the sum total of a dischargeable power quantity and the discharge power quantity Edis-bat corresponding to a minimum value SOC-min by referring to a map MP, and calculates an SOC target value SOC-target for realizing the dischargeable power quantity of the battery corresponding to the sum total, and starts charging of the battery by using output of the internal combustion engine before the time t1, and calculates the charging starting period time t0 of becoming larger than the discharge power quantity Edis-bat in the charging power quantity of the battery in the time t1.SELECTED DRAWING: Figure 9

Description

  Embodiments described herein relate generally to a storage battery management device and a hybrid vehicle.

For example, the operation time data (departure time and arrival time) of a railway freight vehicle is created based on route data (curve, slope), freight load, and the like according to customer requirements.
In recent years, for example, hybrid vehicles equipped with an internal combustion engine and a storage battery device have been proposed. When a hybrid vehicle is used as a railway vehicle, for example, the required torque is calculated based on the operation time data, and the railway vehicle is made to travel by supplementing the torque that cannot be satisfied by the output of the internal combustion engine with the energy obtained from the storage battery device. It is possible.

Japanese Patent Laying-Open No. 2015-91683

Since the hybrid vehicle is configured by combining both the internal combustion engine and the storage battery device, the number of components to be mounted tends to increase. The capacity of the internal combustion engine of the hybrid vehicle and the battery capacity of the storage battery device are determined within a range in which, for example, the manufacturing cost and size of the vehicle are allowed.
The hybrid vehicle may travel on various routes, and the state of charge (SOC) of the storage battery device can be controlled so that the hybrid vehicle can be operated from the starting point to the destination with the performance of the hybrid vehicle. It was necessary.

For example, when the hybrid vehicle travels in a section with a large gradient, it is assumed that the required torque cannot be satisfied only by the performance of the internal combustion engine and the energy supplied from the storage battery device is essential. In such a case, it is necessary for the power storage device to be charged with sufficient energy before the freight vehicle travels in a section with a large gradient.
Further, in a section where the hybrid vehicle can be operated only by the performance of the internal combustion engine, it is desirable that the battery of the storage battery device can be charged by the regenerative current from the motor and the energy is used effectively.

  Embodiments of the present invention are made in view of the above circumstances, and an object of the present invention is to provide a storage battery management device and a hybrid vehicle that manage the SOC of the battery of the storage battery device along the operation time data of the vehicle. To do.

  The storage battery management device according to the embodiment calculates the SOC target value of the battery of the storage battery device and the battery charging start time limit of the vehicle driven using at least one of the output of the internal combustion engine and the output of the storage battery device. The operation time data, route data, and freight transportation plan data of the vehicle are obtained from outside, and the operation time data, route data and freight transportation plan data are received from the data extraction unit, A necessary vehicle output plan data generating unit that generates necessary vehicle output plan data when the vehicle travels on a route, and a section of the route that receives the necessary vehicle output plan data and the vehicle cannot travel only with the output of the internal combustion engine A battery discharge power amount calculation unit that calculates a discharge power amount of the battery in the section; and Referring to the map of the dischargeable electric energy corresponding to the SOC of the battery, the sum of the dischargeable electric energy and the dischargeable electric energy corresponding to the SOC of the battery at the start time of the section when the battery is not charged An SOC target value calculation unit that calculates an SOC that realizes the dischargeable electric energy of the battery corresponding to the sum, calculates an SOC target value of the battery at a start time of the section, and a start of the section When charging of the battery is started using the output of the internal combustion engine prior to the time, a timing at which the charge power amount of the battery becomes larger than the discharge power amount of the battery at the start time of the section is calculated. A battery charging start time limit calculating unit.

FIG. 1 is a block diagram schematically showing a configuration example of a ground system on which the storage battery management device of this embodiment is mounted and an in-vehicle system. FIG. 2 is a block diagram schematically showing a configuration example of a vehicle equipped with a battery whose SOC is managed by the storage battery management device. FIG. 3 is a diagram illustrating an example of the relationship between the vehicle speed and the vehicle traction force in the normal operation mode and the hybrid power mode. FIG. 4 is a block diagram schematically showing a configuration example of the storage battery management device of the present embodiment. FIG. 5 is a flowchart for explaining an example of the operation of the storage battery management device of the present embodiment. FIG. 6 is a diagram illustrating an example of a battery dischargeable power map. FIG. 7 is a diagram illustrating an example of the relationship between the SOC of the battery and the amount of electric power that can be discharged. FIG. 8 is a flowchart for explaining an example of the operation of the vehicle control device in the hybrid vehicle of the embodiment. FIG. 9 is a diagram illustrating an example of a result of running simulation using the SOC target value calculated by the storage battery management device and the battery charging start time limit. FIG. 10 is a diagram illustrating another example of a result of running simulation using the SOC target value calculated by the storage battery management device and the battery charging start time limit.

Hereinafter, a storage battery management device and a hybrid vehicle of an embodiment will be described with reference to the drawings.
FIG. 1 is a block diagram schematically showing a configuration example of a ground system on which the storage battery management device of this embodiment is mounted and an in-vehicle system.

The ground system includes an operation management device 10 and a storage battery management device 20. The ground system is configured to be able to communicate with a plurality of in-vehicle systems.
The operation management device 10 includes route data, cargo transportation plan data, and operation time data.
The route data includes, for each of a plurality of routes, station position information, track curvature position information, and track gradient position information.
The operation time data includes the arrival time and departure time of the vehicle at each of a plurality of stations on the route on which the vehicle travels.
The cargo transportation plan data includes a load state (a value indicating the total weight of the load) at each station in the operation of the vehicle and speed limit information in the load state.

The storage battery management device 20 is an arithmetic device that includes at least one processor such as a central processing unit (CPU) or a micro processing unit (MPU) and a memory. The storage battery management device 20 acquires route data, freight transportation plan data, and operation time data from the operation management device 10, and starts the SOC target value and battery charging of the storage battery device (shown in FIG. 2) mounted on the vehicle. The deadline time can be calculated.
The storage battery management device 20 may include data relating to the performance of the vehicle traveling on the route (data such as battery capacity, battery usage history, battery and maximum output of the internal combustion engine), and data relating to vehicle performance. May be obtained from the outside.

The in-vehicle system includes a vehicle control device 7. The vehicle control device 7 cooperatively controls various devices mounted on the vehicle.
FIG. 2 is a block diagram schematically showing a configuration example of a vehicle equipped with a battery whose SOC is managed by the storage battery management device.

The vehicle is a hybrid vehicle including an internal combustion engine 1, a generator 2, a converter 3, an inverter 4, a storage battery device 5, a motor 6, and a vehicle control device 7.
The internal combustion engine 1 is, for example, a diesel engine. The internal combustion engine 1 can control the output based on an output command from the vehicle control device 7.

  For example, the generator 2 can generate electric power from the output of the internal combustion engine 1, convert it into appropriate AC power (electric energy), and output it to the converter 3. Further, the generator 2 can supply, for example, mechanical energy obtained by converting electrical energy supplied from the converter 3 to the internal combustion engine 1 to drive the shaft of the internal combustion engine 1 to rotate. The AC power output from the generator 2 is supplied to the converter 3. The operation of the generator 2 is controlled by a control signal from the vehicle control device 7.

  The converter 3 is configured to convert DC power supplied from the DC link into AC power and output the AC power to the generator 2. Further, the AC power supplied from the generator 2 is converted into DC power and output to the DC link. The operation of the converter 3 is controlled by a control signal from the vehicle control device 7. Converter 3 is configured to be electrically connectable to inverter 4 and storage battery device 5 via a DC link.

  The storage battery device 5 includes, for example, a battery, a detection circuit that detects the voltage, current, and temperature of the battery, a battery control circuit, and a communication circuit that communicates with the vehicle control device 7 (all not shown), It has.

  The battery includes a plurality of battery cells such as lithium ion batteries and nickel metal hydride batteries. The positive terminal of the battery can be electrically connected to the high potential side DC link, and the negative terminal of the battery can be electrically connected to the low potential side DC link.

  The battery control circuit can calculate an estimated value of the state of charge (SOC) of the battery from information such as the voltage, current, and temperature of the battery received from the detection circuit. The battery control circuit may transmit the calculated estimated value of the state of charge to the vehicle control device 7 via the communication circuit. The operation of the battery control circuit is controlled by a control signal from the vehicle control device 7, for example. The battery control circuit is an arithmetic unit that includes at least one processor such as a CPU and an MPU, and a memory.

  Inverter 4 is configured to be electrically connectable to converter 3 and storage battery device 5 via a DC link. The inverter 4 is electrically connected to the motor 6 via an AC power line. The inverter 4 is a power converter that can convert DC power and three-phase AC power, for example. The inverter 4 can convert DC power supplied from the DC link into AC power and output it to the AC power line. Further, the inverter 4 can convert AC power supplied from the motor 6 through the AC power line into DC power and output it to the DC link. The operation of the inverter 4 is controlled by a control signal from the vehicle control device 7.

  The motor 6 is an electric motor that can convert electrical energy (AC power) supplied from the inverter 4 into mechanical energy and can convert mechanical energy transmitted from the wheels into electrical energy (AC power). The operation of the motor 6 is controlled by a control signal from the vehicle control device 7. The shaft torque output from the motor 6 is transmitted to the wheels, and the vehicle is driven by the motor 6.

  The vehicle control device 7 is an arithmetic device including at least one processor such as a CPU or MPU and a memory. The vehicle control device 7 can communicate with the internal combustion engine 1, the generator 2, the converter 3, the storage battery device 5, the inverter 4, and the motor 6, and can control the operation of the configuration included in the vehicle. is there.

In the present embodiment, the vehicle control device 7 can operate the vehicle by switching between the normal operation mode and the hybrid power mode.
FIG. 3 is a diagram illustrating an example of the relationship between the vehicle speed and the vehicle traction force in the normal operation mode and the hybrid power mode.
The normal operation mode is a mode in which the vehicle control device 7 causes the vehicle to travel using the output of the internal combustion engine 1 with priority. In the normal operation mode, the output of the vehicle is less than or equal to the maximum output of the internal combustion engine 1, and the maximum output Psys_norm (kw) of the vehicle in the normal operation mode maximizes the output of the internal combustion engine 1 and sets the output of the storage battery device 5 to zero. This is the output of the vehicle when

  The vehicle control device 7 does not need to run the vehicle only with the output of the internal combustion engine 1 in the normal operation mode, and can run the vehicle with at least one output of the internal combustion engine 1 and the storage battery device 5. The vehicle control device 7 can determine the distribution between the output of the internal combustion engine 1 and the output of the storage battery device 5 in consideration of the efficiency of the internal combustion engine 1 and the SOC of the battery of the storage battery device 5. Further, the vehicle control device 7 can maximize the output of the internal combustion engine 1 in the normal operation mode and charge the battery of the storage battery device 5 with energy that is not used for traveling.

  The hybrid power mode is a mode in which the vehicle control device 7 causes the vehicle to travel by actively using the output of the storage battery device 5. In the hybrid power mode, the output of the vehicle is greater than the maximum output of the internal combustion engine 1. The maximum output Psys_max (kw) of the vehicle in the hybrid power mode is the output of the vehicle when the output of the internal combustion engine 1 is maximized and the output of the storage battery device 5 is maximized. The vehicle control device 7 does not always need to maximize the output of the internal combustion engine 1 in the hybrid power mode, and the output of the internal combustion engine 1 and the storage battery in consideration of the efficiency of the internal combustion engine 1 and the SOC of the battery of the storage battery device 5. The distribution with the output of the device 5 can be determined.

  In both the normal operation mode and the hybrid power mode, the traction force becomes maximum until the vehicle starts traveling and reaches a predetermined speed, and when the vehicle exceeds the predetermined speed, the traction force decreases as the speed increases. The vehicle speed at which the traction force starts to decrease is higher in the hybrid power mode than in the normal operation mode, and a vehicle that runs at a high speed has a higher traction force in the hybrid power mode than in the normal operation mode at the same speed. .

FIG. 4 is a block diagram schematically showing a configuration example of the storage battery management device of the present embodiment.
The storage battery management device 20 of the present embodiment includes a data extraction unit 22, a required vehicle output plan data generation unit 24, a battery discharge power amount calculation unit 26, an SOC target value calculation unit 28, and a battery charge start time limit calculation unit. 29 and a memory 20M.

  The data extraction unit 22, the necessary vehicle output plan data generation unit 24, the battery discharge power amount calculation unit 26, the SOC target value calculation unit 28, and the battery charge start time limit calculation unit 29 are configured by hardware. Alternatively, it may be configured by software, or may be configured by a combination of hardware and software. The data extraction unit 22, the necessary vehicle output plan data generation unit 24, the battery discharge power amount calculation unit 26, the SOC target value calculation unit 28, and the battery charge start time limit calculation unit 29 can access the memory 20M. Thus, the data recorded in the memory 20M can be acquired.

  The memory 20M is, for example, a RAM (Random Access Memory) used as a work area necessary for executing a program in each configuration of the storage battery management device 20, and a basic configuration for execution in each configuration of the storage battery management device 20. ROM (Read Only Memory) for storing the program. Further, the memory 20M may store data acquired from the operation management device 10, for example. Further, a semiconductor memory (memory card, SSD (Solid State Drive)) or the like may be provided as a storage medium of an auxiliary storage device for assisting the storage area of the memory 20M.

  The data extraction unit 22 can access the operation management device 10 to request operation time data, route data, and cargo transportation plan data for a predetermined vehicle or a predetermined route, for example, and acquire necessary data. The data extraction unit 22 may acquire necessary data periodically from the operation management device 10, for example. Moreover, the data extraction part 22 may acquire several operation time data, route data, and cargo transportation plan data collectively, for example about several vehicle.

The necessary vehicle output plan data generation unit 24 receives the operation time data, route data, and freight transportation plan data from the data extraction unit 22, performs a running simulation of the route with the maximum performance of the vehicle, and after the vehicle departs Necessary vehicle output plan data Pref along the time series in the section until arrival at the target point is generated.
The necessary vehicle output plan data Pref includes a plurality of necessary vehicle output values per unit time. A plurality of necessary vehicle output values are associated with time. The value included in the necessary vehicle output plan data Pref is determined by a timetable, route gradient and curve, vehicle load, and the like.
For example, when the departure time of the vehicle is 12:00, the arrival time at the destination is 14:00, and the required vehicle output plan data Pref includes a plurality of values of the required vehicle output per second, the required vehicle output plan data Pref includes vehicle output (kW) data per second from 12:00 to 14:00.

  The battery discharge energy calculation unit 26 receives the required vehicle output plan data Pref calculated by the required vehicle output plan data generation unit 24, determines whether there is a section where the vehicle cannot travel in the normal operation mode, and A battery discharge power amount Edis_bat (kWh) in a section in which the vehicle cannot travel in the operation mode (section t1-t2) is calculated.

  The SOC target value calculation unit 28 receives the battery discharge power amount Edis_bat (kWh) calculated by the battery discharge power amount calculation unit 26, and discharges obtained from the SOC dischargeable power map MP (shown in FIG. 6) of the battery. Using the possible electric energy and the battery discharge electric energy Edis_bat (kWh), the required SOC value (SOC target value) of the battery is calculated at the time when the vehicle starts traveling in the hybrid power mode (time t1). And output to the vehicle control device 7 of the vehicle system.

The battery charge start deadline time calculation unit 29 receives the SOC target value calculated by the SOC target value calculation unit 28, and determines the SOC target from the minimum SOC value SOC_min of the battery (the lower limit value of the SOC range in which the battery can be used). The amount of electric power (battery charging electric energy) Echg_bat (kWh) required for charging until reaching a value can be calculated using, for example, the following equation.
Echg_bat = ∫ (Psys_norm− (Pref / ηsys_effi−Pmargin)) dt
In the above equation, ηsys_effi is the ratio of vehicle output to the energy output from the battery (system efficiency), and Pmargin is a margin for compensating for surplus or deficiency due to errors or the like.

When the battery charging start time limit calculating unit 29 charges the battery with the output of the internal combustion engine 1 being maximized prior to the start time t1 of the section t1-t2, the battery charging power amount Echg_bat is larger than the battery discharging power amount Edis_bat. Is calculated retroactively from the time t1, and is output to the vehicle control device 7 of the vehicle system as the battery charging start time limit t0.
That is, the battery charging start time limit t0 is a time limit for charging the battery to the SOC target value by time t1 when the vehicle control device 7 starts charging the battery of the storage battery device 5. Therefore, the vehicle control device 7 starts charging the battery of the storage battery device 5 at the battery charge start deadline time t0 or before the battery charge start deadline time t0 after the vehicle starts running. The SOC of the battery at t1 is set to be equal to or higher than the SOC target value. As a result, the vehicle control device 7 can drive the vehicle in the hybrid power mode during the period from time t1 to time t2 when the output of the storage battery device 5 needs to be assisted.

FIG. 5 is a flowchart for explaining an example of the operation of the storage battery management device of the present embodiment.
The storage battery management device 20 extracts route information, a cargo transportation plan, and an operation plan from the operation management device 10. (Step SA1)
Subsequently, the storage battery management device 20 performs a travel simulation with the maximum performance of the vehicle traveling on the route, and generates Pref necessary vehicle output plan data Pref from the departure point to the arrival point. The storage battery management device 20 can generate the Pref necessary vehicle output plan data Pref using the information extracted from the operation management device 10. (Step SA2)

The storage battery management device 20 may calculate, for example, the tread output P (kW) of the vehicle and generate Pref required vehicle output plan data Pref based on the tread output P (kW). The tread output P (kW) of the vehicle at time t is the product of vehicle traction force Ftraction (kN) and vehicle speed V (t) (m / s) at time (t) (P (kW) = Ftraction (kW)) xV (t) (m / s)). The vehicle speed V (t) (m / s) is the sum of the product of the vehicle acceleration Acc (m · s ⁻² ) and time and the vehicle initial speed V 0 (t) (m / s) (V (t) ( m / s) = Acc (m · s ⁻² ) xt + V0 (t) (m / s)).

The vehicle acceleration Acc (m · s ⁻² ) is obtained by dividing the difference obtained by subtracting the total vehicle resistance force Rres (kN) from the vehicle traction force Ftraction by the vehicle weight (vehicle + cargo) M (kg) (Acc = (Ftraction− Rres) / M (kg)).
The total vehicle resistance force Rres (kN) is the sum of the starting resistance force and the gradient resistance force (Rg) and the running resistance force (Rrun) (Rres = Rg + Rrun).

The starting resistance force and the gradient resistance force Rg (kN) are values (Rg (kN) = M × g / X) obtained by dividing the product of the weight M of the vehicle and cargo and the gravity g by the gradient X (‰). The running resistance Rrun (kN) is a product of a coefficient A (kN) based on the weight M (kg) of the vehicle and cargo, a coefficient B based on the weight M (kg) of the vehicle and cargo, and the vehicle speed V (m / s). And the product of the coefficient C of air resistance and the square of the vehicle speed V (m / s) (Rrun (kN) = A + BV + CV ² ).

Subsequently, the storage battery management device 20 refers to the Pref necessary vehicle output plan data Pref and determines whether or not there is a section where the required vehicle output is larger than the vehicle maximum output Psys_norm in the normal operation mode. (Step SA3)
In the present embodiment, the normal operation mode is a mode in which the vehicle travels with the capability of being driven only by the internal combustion engine 1, and the vehicle maximum output Psys_norm is the vehicle maximum output that can be output only by the internal combustion engine 1. In the normal operation mode, the distribution between the output of the internal combustion engine 1 and the output of the storage battery device 5 can be determined by the vehicle control device 7 in consideration of the operation efficiency of the internal combustion engine 1 and the battery SOC of the storage battery device 5.

  When the storage battery management device 20 refers to the Pref necessary vehicle output plan data Pref and determines that there is no section in which the required vehicle output is greater than the vehicle maximum output Psys_norm in the normal operation mode, the process ends.

  When the storage battery management device 20 determines that there is a section t1-t2 in the Pref required vehicle output plan data Pref where the required vehicle output is greater than the vehicle maximum output Psys_norm in the normal operation mode, the section t1-t2 is specified. Then, the battery discharge power amount Edis_bat (kWh) required in this section is calculated. (Step SA4)

  When there are a plurality of sections that are larger than the vehicle maximum output Psys_norm in the normal operation mode, the storage battery management device 20 can perform the following steps SA5 to SA7 for a plurality of periods.

In the present embodiment, the storage battery management device 20 sets the SOC of the storage battery device 5 to the minimum value SOC_min at time t2 when the traveling in the hybrid power mode is finished.
The storage battery management device 20 determines the battery SOC (SOC target value SOC_target) of the storage battery device 5 at time t1 from the battery discharge power amount Edis_bat and the power amount obtained from the SOC dischargeable power map.

FIG. 6 is a diagram illustrating an example of a battery dischargeable power map.
The battery dischargeable power map MP is recorded in the memory 20M. The dischargeable power map MP stores dischargeable electric energy corresponding to each of a plurality of SOC values of the battery of the storage battery device 5. In the example shown in FIG. 6, the dischargeable power map MP stores dischargeable power amounts corresponding to a plurality of SOC values in the battery usable range. The dischargeable electric energy is a discharge electric energy of the battery when discharged until the SOC of the battery reaches a predetermined minimum value (lower limit value of usable range) SOC_min.

  According to the dischargeable power map MP, the dischargeable electric energy of the battery when discharging from the SOC value of the battery to 20% to the SOC value of the minimum value SOC_min (20%) is E20 (kWh), and E20 is It becomes zero. The amount of electric power that can be discharged when the battery is discharged from the SOC value of 21% until the SOC value reaches the minimum value SOC_min (20%) is E21 (kWh). In FIG. 6, the dischargeable power map MP stores dischargeable power amounts corresponding to different SOC values every 1%, but is not limited to this.

FIG. 7 is a diagram illustrating an example of the relationship between the SOC of the battery and the amount of electric power that can be discharged.
For example, the storage battery management device 20 calculates the sum of the dischargeable electric energy E20 (kWh) and the battery discharge electric energy Edis_bat (kWh) corresponding to the minimum value SOC_min (%). The sum (E20 + Edis_bat (kWh)) calculated here is a target value of the dischargeable electric energy of the battery at time t1 when the SOC of the battery at time t2 is the minimum value SOC_min (%). The storage battery management device 20 reads the SOC that realizes the calculated sum (E20 + Edis_bat (kWh)) from the battery dischargeable power map MP and sets it as the SOC target value SOC_target (%).

  When the dischargeable power amount equal to the sum (E20 + Edis_bat (kWh)) calculated by the storage battery management device 20 is not stored in the dischargeable power map MP, the value is larger than E20 + Edis_bat (kWh) and E20 + Edis_bat (kWh) The SOC value corresponding to the dischargeable electric energy having the smallest difference with the value may be the SOC target value SOC_target (%). (Step SA5)

Subsequently, the storage battery management device 20 calculates the battery charge power amount Echg_bat (kWh) necessary for charging until the SOC of the battery reaches the SOC target value SOC_target (%) from the minimum value SOC_min (%), for example, using the following formula: Use to calculate.
Echg_bat = ∫ (Psys_norm− (Pref / ηsys_effi−Pmargin)) dt
In the above equation, ηsys_effi is the ratio of the vehicle output to the energy output from the battery (system efficiency), and Pmargin is a margin for compensating for the shortage due to errors or the like.

When the battery management device 20 charges the battery with the output of the internal combustion engine 1 being maximized, the battery charge power amount Echg_bat (kWh) becomes larger than the battery discharge power amount Edis_bat (kWh) from the time t1. It is assumed that the battery charging start time limit t0.
In the present embodiment, the battery charging power amount Echg_bat (kWh) is calculated with the SOC of the battery at the time of starting charging as the minimum value SOC_min (%). While the vehicle is actually running, there is a possibility that the battery is charged due to a regenerative current or the like. As described above, the battery charge power amount Echg_bat (kWh) obtained by setting the initial value as the minimum value SOC_min (%) is used. By using it, it is possible to make the SOC of the battery at the time point t1 equal to or higher than the SOC target value. In this case, the SOC of the battery at time t2 is greater than the minimum value SOC_min (%). (Step SA6)

  The storage battery management device 20 transmits the battery charge start time limit t0 and the SOC target value SOC_target (%) to the vehicle control device 7, and ends the process. (Step SA7)

FIG. 8 is a flowchart for explaining an example of the operation of the vehicle control device in the hybrid vehicle of the embodiment.
The vehicle control device 7 receives from the storage battery management device 20 the battery charging start time limit t0 and the SOC target value SOC_target (%). (Step SB1)

  The vehicle control device 7 maximizes the output of the internal combustion engine 1 when the battery charge start time limit t0 from the vehicle departure time (or before the battery charge start time limit t0), and the generator 2, the converter 3, And charging of the battery of the storage battery device 5 is started via the DC link. (Step SB2)

The vehicle control device 7 periodically acquires the SOC value of the battery from the storage battery device 5 and monitors the SOC of the battery. The vehicle control device 7 compares the SOC (t) of the current (time t) battery acquired from the power storage device 5 with the SOC target value SOC_target, and the SOC (t) of the battery of the storage battery device 5 is determined as the SOC target value SOC_target. (%) Judge whether or not. (Step SB3)
When determining that the SOC (t) of the battery is equal to or higher than the SOC target value SOC_target (%), the vehicle control device 7 ends the charging of the battery with the output of the internal combustion engine 1 as a value necessary for traveling, and in the hybrid power mode. Allow running. (Step SB7)

  When determining that the SOC of the battery is less than the SOC target value SOC_target (%), the vehicle control device 7 determines whether or not the vehicle has reached a section in which the vehicle travels in the hybrid mode. For example, the vehicle control device 7 can determine that the vehicle travels in the hybrid mode when time t1 is reached.

Note that if the vehicle position information can be acquired from the GPS mounted on the vehicle, the vehicle control device 7 determines whether or not the vehicle travels in the hybrid mode based on the vehicle position information. can do.
Further, the vehicle control device 7 can be read by a sensor and can acquire the position information of the track from a display body (including a character string, a symbol, a figure, an uneven shape, etc.) installed on the track. Based on the position information of the track, it can be determined whether or not the vehicle has traveled in the hybrid mode. (Step SB4)

  When it is determined that the vehicle has not reached the section in which the vehicle travels in the hybrid mode, the vehicle control device 7 returns to the above step SB3, and the SOC (t) of the battery of the storage battery device 5 is equal to or higher than the SOC target value SOC_target (%). Determine whether or not.

  When it is determined that the vehicle has reached the section where the vehicle travels in the hybrid mode, the vehicle control device 7 requests each component of the vehicle to stop. When the vehicle stops, all of the output of the internal combustion engine 1 can be used for charging the battery, and the battery can be charged. (Step SB5)

The vehicle control device 7 determines whether or not the SOC (t) of the current battery (time t) is equal to or higher than the SOC target value SOC_target (%), and until the SOC (t) becomes equal to or higher than the SOC target value SOC_target (%). Stop the vehicle. (Step SB6)
When the vehicle control device 7 determines that the SOC (t) of the battery is equal to or higher than the SOC target value SOC_target (%), the vehicle control device 7 permits the traveling in the hybrid power mode. (Step SB7)

FIG. 9 is a diagram illustrating an example of a result of running simulation using the SOC target value calculated by the storage battery management device and the battery charging start time limit.
FIG. 9 shows an example of simulation results of necessary vehicle output plan data Pref, battery output plan (kw), and battery SOC plan (%) in time series.

In this travel simulation, the battery charging start deadline time is time t0, and the SOC target value of the battery is SOC_target (%). In this travel simulation, the vehicle is set to travel in the hybrid power mode in the travel section from time t1 to time t2, and to travel in the normal operation mode in the travel section before time t1 and after time t2. .
The initial value of the battery SOC is the minimum value SOC_min (%). The vehicle control device 7 can charge the battery with a regenerative current without discharging the battery in the normal operation mode.

  The vehicle control device 7 operates the vehicle in the normal operation mode from the start of the vehicle travel to the battery charging start time limit t0. During this period, since the vehicle control device 7 may appropriately charge the battery of the storage battery device 5 with the regenerative current, the battery SOC is larger than the minimum value SOC_min (%) at the battery charging start time limit t0. .

  The vehicle control device 7 maximizes the output of the internal combustion engine 1 when the battery charging start time limit t0 is reached. After the battery charging start time limit t0, the vehicle control device 7 causes the internal combustion engine 1 to output higher than the output required for traveling until the SOC of the battery of the storage battery device 5 becomes equal to or higher than the SOC target value SOC_target (%). To work. The vehicle control device 7 charges the battery of the storage battery device 5 using the difference between the output required for traveling and the output from the internal combustion engine 1.

  The vehicle control device 7 periodically acquires the current SOC (t) value of the battery from the storage battery device 5, and determines whether or not the SOC (t) of the battery is equal to or higher than the SOC target value SOC_target (%). When the SOC (t) of the battery becomes equal to or higher than the SOC target value SOC_target (%), the vehicle control device 7 sets the output of the internal combustion engine 1 to a value necessary for traveling and ends the charging of the battery. In this example, since the SOC of the battery at time t0 is larger than the minimum value SOC_min (%), charging of the battery is terminated before time t1.

  The vehicle control device 7 approaches a section where the vehicle must be operated in the hybrid power mode at time t1. At this time, the SOC of the battery of the storage battery device 5 is equal to or greater than the target value SOC_target (%), and the vehicle cannot travel only from the output of the internal combustion engine 1 from time t1 to time t2, so the vehicle control device 7 Operates the vehicle in hybrid power mode. That is, the energy stored in the battery of the storage battery device 5 is discharged and used for traveling.

  At time t2, the SOC of the battery becomes the minimum value SOC_min (%), and after time t2, the vehicle control device 7 operates the vehicle in the normal operation mode. According to this simulation, the vehicle control device 7 starts charging the battery in advance (by the battery charging start time limit t0), so that the battery at the time t1 (when running in the hybrid power mode) is started. It is possible to drive the vehicle in the battery power mode in the travel section from time t1 to time t2 with the SOC set to a predetermined target value or more.

FIG. 10 is a diagram illustrating another example of a result of running simulation using the SOC target value calculated by the storage battery management device and the battery charging start time limit.
Here, it is assumed that the vehicle has not been operated according to the required vehicle output plan data when the vehicle is traveling. For example, the output of the internal combustion engine 1 used for traveling after time t0 is calculated from the calculated required vehicle output plan. A description will be given of the result of simulation using the changed required vehicle output plan Pref ′ so as to be larger than the value Pref.

FIG. 10 shows an example of simulation results of the necessary vehicle output plan data Pref ′ after change, the battery output plan (kw), and the battery SOC plan (%) in time series.
In this travel simulation, the battery charging start deadline time is t0, and the battery SOC target value is SOC_target (%). In this travel simulation, the vehicle is set to travel in the hybrid power mode in the section from time t1 to time t2, and travels in the normal operation mode before time t1 and after time t2.
The initial value of the battery SOC is the minimum value SOC_min (%). In the normal operation mode, the vehicle control device 7 can charge the battery with a regenerative current without discharging the battery.

  In this simulation, the vehicle control device 7 operates the vehicle in the normal operation mode from the start of the vehicle travel to the battery charging start time limit t0. During this period, since the vehicle control device 7 may appropriately charge the battery of the storage battery device 5 with the regenerative current, the battery SOC is larger than the minimum value SOC_min (%) at the battery charging start time limit t0. .

Subsequently, the vehicle control device 7 maximizes the output of the internal combustion engine 1 when the battery charging start time limit t0 is reached.
After the battery charging start time limit t0, the vehicle control device 7 causes the internal combustion engine 1 to output higher than the output required for traveling until the SOC of the battery of the storage battery device 5 becomes equal to or higher than the SOC target value SOC_target (%). To work. The vehicle control device 7 charges the battery of the storage battery device 5 using the difference between the output required for traveling and the output from the internal combustion engine 1.

  The vehicle control device 7 periodically acquires the current SOC (t) value of the battery from the storage battery device 5, and determines whether or not the SOC (t) of the battery is equal to or higher than the SOC target value SOC_target (%). When the SOC (t) of the battery becomes equal to or higher than the SOC target value SOC_target (%), the vehicle control device 7 sets the output of the internal combustion engine 1 to a value necessary for traveling and ends the charging of the battery.

The vehicle control device 7 determines whether or not the vehicle has reached a section where the vehicle travels in the hybrid power mode in parallel with the above-described battery charging operation. The vehicle control device 7 can determine that the vehicle travels in the hybrid power mode when time t1 is reached.
The vehicle control device 7 can make a determination based on the position information of the vehicle acquired by the GPS mounted on the vehicle, and based on the position information of the track obtained from a display body or the like installed on the track. It is possible to judge. In the example illustrated in FIG. 10, the vehicle control device 7 determines that the vehicle travels in the hybrid power mode at time t1.

When it is determined that the vehicle travels in the hybrid power mode, the vehicle control device 7 determines whether or not the SOC (t) of the battery is equal to or higher than the SOC target value SOC_target (%).
In this example, the amount that the output of the internal combustion engine 1 is used for traveling after time t0 is larger than the initially calculated value, and the SOC (t1) of the battery at time t1 is the SOC target value SOC_target (%). The battery is continuously charged at time t1.
At time t1, since the SOC (t1) of the battery is not equal to or higher than the SOC target value SOC_target (%), the vehicle control device 7 requests each component of the vehicle to stop and stops the vehicle. Let

  When the vehicle stops, all the output of the internal combustion engine 1 is used for charging the battery, and the charging of the battery proceeds. The vehicle control device 7 monitors the current SOC (t) of the battery (time t), and stops the vehicle until the SOC (t) of the battery becomes equal to or higher than the SOC target value SOC_target (%).

When the SOC (t) of the battery becomes equal to or higher than the SOC target value SOC_target (%), the vehicle control device 7 terminates the charging of the battery and permits each component of the vehicle to travel in the hybrid power mode.
Thus, the vehicle is started to travel in the hybrid power mode in a state where the SOC of the battery of the storage battery device 5 is equal to or higher than the target value SOC_target (%), and the vehicle control device 7 causes the vehicle to travel only with the output of the internal combustion engine 1. The vehicle can be operated in the hybrid power mode using the output of the storage battery device 5 in the section that cannot be performed. That is, the energy stored in the battery of the storage battery device 5 is discharged and used for traveling.

  At the end time t2 ′ of the section running in the hybrid power mode, the SOC of the battery becomes the minimum value SOC_min (%), and after time t2 ′, the vehicle control device 7 operates the vehicle in the normal operation mode. In this example, the time t2 ′ is a time delayed from the time t2 by the amount that the vehicle has stopped.

  As in the above simulation, the vehicle controller 7 does not drive the vehicle according to the initial required vehicle output plan data, and the SOC of the battery reaches the SOC target value at the time when the section in which the vehicle travels in the hybrid power mode starts. Even if not, it is possible to drive the vehicle in the battery power mode after charging until the SOC of the battery reaches a predetermined target value.

For example, when the vehicle travels on an uphill with a large gradient, it is assumed that the required torque of the vehicle cannot be satisfied only by the performance of the internal combustion engine, and the energy supplied from the storage battery device 5 is essential. Thus, in a situation where the energy supply from the storage battery device 5 is essential, if the battery of the storage battery device 5 is not sufficiently charged at the time of starting traveling on an uphill with a large gradient, the vehicle is It may become impossible to run. If the vehicle becomes unmovable and stops, maintenance work is required, so the cargo cannot be transported as planned.
Therefore, in the present embodiment, before the vehicle travels on an uphill or the like with a large gradient, the battery of the storage battery device 5 is charged with sufficient energy using the output of the internal combustion engine 1 in advance, and the internal combustion engine 1 and the storage battery. The vehicle is driven to the destination by using the output with the device 5.

Further, for example, when the battery of the storage battery device 5 is charged in a section that can be sufficiently traveled by the output of the internal combustion engine 1 and the battery cannot be charged by the regenerative current, the energy use efficiency of the vehicle decreases. there is a possibility.
Therefore, in the present embodiment, the vehicle control device 7 sets the SOC of the battery of the storage battery device 5 to the minimum necessary value, and does not fully charge the battery of the storage battery device 5 during the period of traveling in the normal operation mode. Further, the difference between the output required for traveling and the output of the internal combustion engine 1 can be charged.

  In the above-described embodiment, even when the SOC of the battery of the storage battery device 5 is the minimum value SOC_min in the usable range at the battery charging start time limit t0, the vehicle can travel in the hybrid power mode from the time t1. Further, the SOC of the battery of the storage battery device 5 becomes the minimum value SOC_min at time t2, and the regenerative energy can be charged while the vehicle is traveling in the normal operation mode after time t2.

  That is, according to this embodiment, it is possible to provide a storage battery management device and a hybrid vehicle that manage the SOC of the battery of the storage battery device along the operation time data of the vehicle.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Generator, 3 ... Converter, 4 ... Inverter, 5 ... Storage battery apparatus, 6 ... Motor, 7 ... Vehicle control apparatus, 10 ... Operation management apparatus, 20 ... Storage battery management apparatus, 20M ... Memory, 22 ... Data extraction unit, 24 ... Necessary vehicle output plan data generation unit, 26 ... Battery discharge power amount calculation unit, 28 ... SOC target value calculation unit, 29 ... Battery charge start time limit calculation unit, t0 ... Battery charge start time limit, SOC_target ... SOC target value

Claims (2)

An apparatus for calculating an SOC target value and a battery charging start time limit of a battery of the storage battery device of a vehicle driven using at least one of an output of an internal combustion engine and an output of the storage battery device,
A data extraction unit for obtaining the operation time data, route data, and freight transportation plan data of the vehicle from the outside;
A required vehicle output plan data generation unit that receives operation time data, route data, and freight transportation plan data from the data extraction unit, and generates necessary vehicle output plan data when the vehicle travels on the route;
A battery discharge power amount calculation unit that receives the necessary vehicle output plan data, identifies a section of the route in which the vehicle cannot travel only with the output of the internal combustion engine, and calculates a discharge power amount of the battery in the section;
With reference to a map of the dischargeable electric energy corresponding to the SOC of the battery, the dischargeable electric energy corresponding to the battery SOC at the start time of the section when the battery is not charged, and the discharge electric energy An SOC target value calculating unit that calculates an SOC that realizes the dischargeable electric energy of the battery corresponding to the sum, and calculates an SOC target value of the battery at a start time of the section;
When charging of the battery is started using the output of the internal combustion engine prior to the start time of the section, the charge power amount of the battery is larger than the discharge power amount of the battery at the start time of the section. A storage battery management apparatus comprising: a battery charge start time limit calculation unit for calculating An internal combustion engine;
A generator for generating electricity by the output of the internal combustion engine;
A storage battery device including a battery;
An inverter that is electrically connected to the storage battery device and the generator via a DC link, and that can convert DC power supplied from the DC link to AC power and output the AC power;
A motor driven by AC power output from the inverter;
Wheels to which the output of the motor is transmitted;
The SOC target value of the battery and the battery charging start deadline time are received from the outside, and the battery is charged using the output of the internal combustion engine after the start of traveling and before the battery charging start deadline time, The hybrid vehicle characterized in that the SOC of the battery when starting running using the energy obtained from the internal combustion engine and the battery is equal to or greater than the SOC target value.