JP2019092258A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of, while allowing changeover of a regenerative level, eliminating discomfort associated with the changeover of a regenerative level regardless of a battery temperature.SOLUTION: A vehicle control device comprises: a motor 21 capable of driving wheels 2 at power running, as well as generating a regenerative braking force while generating electric power at no power running; a second battery 4 capable of recharging the electric power generated by the motor 21; a second ECU 30 for controlling the motor 21 to which a target regeneration amount is set; a changeover switch 5 for allowing a specific regeneration level to be selected to be set from multiple regeneration levels having different target regeneration amounts; and a temperature sensor 24 capable of sensing a temperature of the second battery 4. When the temperature of the second battery 4 is low, the second ECU 30 sets an initial target regeneration amount rb for the regenerative level for a sub-normal temperature of the second battery 4, which is lower than an initial target regeneration amount ra for a normal temperature.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle provided with a motor capable of generating a regenerative braking force by generating power during non-powering operation and a battery capable of charging electric power generated by the motor.

2. Description of the Related Art Conventionally, there is known a hybrid vehicle that travels using a motor generator (hereinafter referred to as a motor) generating driving force by the power of a battery and an engine.
In this hybrid vehicle, the motor is operated as a generator at the time of non-powering (during vehicle deceleration and wheel slip), and regeneration is performed by converting the rotational (kinetic) energy of the wheels into electrical energy and storing it in the battery. And efficient use of energy.

When the vehicle is not running, an induced voltage proportional to the rotational speed is generated in each winding of the motor as the motor rotates by the wheels. Based on this induced voltage, a reverse torque is generated in the motor, and a braking force by this reverse torque is applied to the wheel. This is the regenerative braking force.
Therefore, when the vehicle is decelerated, when the occupant steps on the brake pedal, in addition to the friction braking force by the friction braking means linked to the brake pedal, the wheel is used as the regenerative braking force with the reverse torque (resistance) generated by rotating the motor. Energy saving and braking performance.

The control device for a vehicle according to Patent Document 1 includes an SOC prediction unit that predicts an SOC representing a charging rate (remaining capacity) of a battery along a planned travel route, and a discharge control unit that executes discharge increase control according to the SOC. When the discharge control unit can execute the EV discharge increase control for performing the EV travel, the EV discharge increase control is executed rather than the assist discharge increase control for performing the motor and the motor combined travel.
The battery remaining capacity monitoring device of Patent Document 2 determines remaining capacity by subtracting the integrated value of the discharge current from the initial capacity by subtracting the integrated value of the discharge current, and remaining capacity for correcting the remaining capacity according to the battery temperature and output power. The remaining capacity correction means performs correction so that the remaining capacity decreases as the output power increases and as the battery temperature decreases.

Generally, as a battery for storing electric energy converted by regeneration, a lithium ion battery having characteristics such as high voltage and high energy density among secondary batteries is used. In this lithium ion battery, the chemical species in the electrolytic solution and the composition thereof do not change, and lithium ions are exchanged between the electrode active materials.
Specifically, lithium cobaltate is used as the positive electrode, and a carbon material is used as the negative electrode. During charging, lithium is released as ions from the positive electrode into the electrolytic solution, and lithium ions in the electrolytic solution are inserted into the negative electrode as lithium. On the contrary, at the time of discharge, lithium is released as ions from the negative electrode into the electrolytic solution, and lithium ions in the electrolytic solution are inserted as lithium into the positive electrode.

JP, 2017-105265, A Japanese Patent Application Laid-Open No. 07-055903

The driving condition of the vehicle is greatly influenced by the power consumption rate, the driving environment suitable for emphasis on electricity cost (km / kWh), or the driving environment suitable for emphasis on braking performance (travelability) rather than the electricity cost. The performance requirements of the occupants of the vehicle are also changing for different driving environments.
Therefore, a ratio of regenerative braking force occupying the entire requested braking force, so-called multiple regenerative levels with different target regenerative amount, is set, and a specific regenerative level can be selected from these multiple regenerative levels according to the request. It is conceivable.
However, when a plurality of regeneration levels can be set, there is a possibility that the occupant may feel discomfort at the time of regeneration level switching due to the difference in the outside air temperature, particularly the battery temperature.

Since lithium ion batteries have characteristics such as high voltage and high energy density, it is necessary to pay attention to abnormal heat generation and rapid deterioration of the batteries themselves.
Therefore, from the viewpoint of safety, when the voltage in the battery exceeds the preset upper limit voltage, a current interrupting device is provided as a protection circuit for interrupting the current circuit in the battery.
On the other hand, the internal resistance in the battery is composed of the resistance by the migration process of ions and the resistance by the diffusion process, and depends on the absolute temperature in the battery (Arrhenius's law).
When the battery temperature decreases, the internal resistance increases, so the voltage drop rate at low temperature becomes higher than the voltage drop rate at normal temperature. Further, as shown in FIG. 11, under the same conditions, when charging the battery with the power generated by regeneration, the voltage increase rate at low temperature becomes larger than the voltage increase rate at normal temperature.

As shown in the graph of FIG. 12 (a), when target regeneration amounts that increase sequentially from level 1 to level 3 are set and these regeneration levels are configured to be selectable, the occupant can perform regenerative braking according to the selected level. And the power charged to the battery can be ensured and perceived.
However, when the outside air temperature is low, as described above, the voltage increase rate due to regeneration increases as the battery temperature decreases.
As shown in the graph of FIG. 12 (b), when the voltage increase rate by regeneration increases, the amount of regeneration corresponding to the upper limit voltage preset in the battery decreases, and regeneration that can be originally obtained at level 3 The quantity ΔR can not be ensured by the interruption of the current circuit.
Moreover, when switching from level 3 to level 2 at normal temperature, the occupant can perceive the difference between the regenerative braking force and the amount of charge according to the switching operation as a sensation, but switched from level 3 to level 2 at low temperature In this case, there is almost no difference in the target regeneration amount between the level 3 and the level 2 compared to that at normal temperature, and there is a risk that the occupant may feel discomfort.

  An object of the present invention is to provide a control device for a vehicle and the like that can eliminate the sense of incongruity associated with switching the regeneration level.

  The vehicle control device according to claim 1 sets a motor capable of generating electric power and generating regenerative braking force when not running, a battery capable of charging electric power generated by the motor, and a target regenerative amount to set the motor. A control device for a vehicle including: control means for controlling, a regeneration level setting means capable of setting a specific regeneration level from a plurality of regeneration levels having different target regeneration amounts, and battery temperature detection capable of detecting the temperature of the battery And the control means sets the target regeneration amount of the regeneration level to be lower when the battery temperature is low compared to when the battery temperature is normal.

In this vehicle control device, the regeneration level can be set according to the traveling environment because regeneration level setting means capable of setting a specific regeneration level from a plurality of regeneration levels having different target regeneration amounts can be set. The accompanying braking characteristics and charging characteristics can be secured.
The battery temperature detection means capable of detecting the temperature of the battery, and the control means sets the target regeneration amount of the regeneration level lower than that at normal temperature when the battery temperature is low, so regeneration regardless of the battery temperature It is possible to maintain a correspondence relationship, such as a ratio related to the target regeneration amount between levels.

The invention of claim 2 is characterized in that, in the invention of claim 1, the control means sets the target regeneration amount so that reduction ratios of the target regeneration amount at the plurality of regeneration levels become substantially equal.
According to this configuration, it is possible to maintain the change tendency of the regeneration amount accompanying the regeneration level switching regardless of the battery temperature.

The invention according to claim 3 is characterized in that, in the invention according to claim 1 or 2, the control means prohibits regenerative braking by the motor when the battery reaches the upper limit voltage.
According to this configuration, abnormal heat generation and rapid deterioration of the battery can be reliably prevented, and higher safety can be ensured.

The invention of claim 4 is characterized in that, in the invention of any one of claims 1 to 3, the regeneration level setting means is configured such that the occupant can select a specific regeneration level from a plurality of regeneration levels. There is.
According to this configuration, the regeneration level required by the occupant can be easily set.

In the invention of claim 5, according to the invention of any one of claims 1 to 4, the control means calculates a remaining traveling distance in which the vehicle can travel based on at least the electric power charged in the battery. And a driving load calculating unit configured to calculate, as a driving load, a power consumption tendency of the battery by the occupant based on an index related to the power consumption of the battery, and the remaining traveling distance calculating unit includes the driving load. When at least one of the internal resistances of the battery and the battery is in a high load state, the remaining travel distance is calculated to be shorter than in the state other than the high load state, and the calculated remaining travel distance is displayed It is characterized by displaying on a means.
According to this configuration, when at least one of the operating load and the internal resistance of the battery is in a high load state, the operation by the occupant can be guided to the operation for improving the power consumption of the battery, thereby improving the power consumption. Can.

  According to the control apparatus for a vehicle of the present invention, it is possible to eliminate the discomfort associated with switching the regeneration level regardless of the battery temperature while making it possible to switch the regeneration level.

FIG. 1 is a functional block diagram of a vehicle control device according to a first embodiment. It is a block diagram of 1st ECU and 2nd ECU. It is a map of the treading force characteristic which shows the relationship between a stroke and treading force. It is a map of the damping | braking characteristic which shows the relationship between treading force and deceleration. It is a graph which shows the relationship between the regeneration level and the initial stage target regeneration amount in normal temperature and low temperature. It is a graph which shows the correction | amendment tendency of the target regeneration amount in high SOC and low SOC. It is a table showing a remaining mileage coefficient. It is a flow chart which shows a regeneration amount control processing procedure. It is a flowchart which shows an intermediate | middle target regeneration amount adjustment process procedure. It is a flowchart which shows a remaining traveling distance display process procedure. It is a graph which shows the relationship between the electric current and voltage of the battery in normal temperature and low temperature. It is a graph which shows the relationship between the regeneration level and target regeneration amount in normal temperature and low temperature.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings.
The following description exemplifies the application of the present invention to a control device of a vehicle, and does not limit the present invention, its application, or its application.

Hereinafter, Example 1 of the present invention will be described based on FIGS. 1 to 10.
As shown in FIG. 1, the vehicle V according to the present embodiment includes a braking mechanism B capable of controlling a braking force related to the stopping performance of the vehicle V and a power train mechanism capable of controlling a driving force related to the traveling performance of the vehicle V P, a brake pedal 1 which is an input device that can be operated by an occupant, front and rear, left and right wheels 2 which are output devices, a first battery 3 which is a vehicle main power supply capable of charge and discharge, and a secondary chargeable and dischargeable A second battery 4 which is a battery, and a changeover switch 5 capable of manually switching a regeneration level (levels 1 to 3) at the time of braking are provided.

First, the braking mechanism B will be described.
The braking mechanism B is a stroke simulator 6 that applies a reaction force to the brake pedal 1 according to a pedal stroke (hereinafter referred to as a stroke) St, and an electric brake booster (hereinafter referred to as an electric booster) 7. A master cylinder (not shown) capable of generating a brake hydraulic pressure according to the stroke St of the brake pedal 1 and rotation of the four front, rear, left and right wheels 2 of the vehicle V by the master hydraulic cylinder and the brake hydraulic pressure generated by the electric booster 7 A wheel cylinder 8 (friction braking means) for braking by applying a friction braking force, and a first ECU (Electronic Control Unit) 10 capable of controlling the electric booster 7 are provided.

The stroke simulator 6 simulates the amount of oil consumption and absorbs and consumes the brake fluid pressure fed from the master cylinder, and when the occupant steps on the brake pedal 1 or depresses the brake pedal 1 via the brake pedal 1 An operation reaction force of a preset characteristic is configured to act on the occupant.
The stroke simulator 6 is formed of, for example, a cylinder, a piston slidable in the cylinder, biasing means for biasing the piston (all are not shown), and the like for control according to the operation of the brake pedal 1 The operation reaction force (pedaling force) applied to the occupant is adjusted based on the brake fluid pressure.

The electric booster 7 is connected to the reservoir tank, and includes an electric motor, a hydraulic pump (all not shown), and the like.
The electric booster 7 is in communication with the two wheel cylinders 8 via a first solenoid valve (not shown) consisting of an openable / closable solenoid valve, and via a second solenoid valve (not shown) consisting of an openable / closable solenoid valve. The other two wheel cylinders 8 are in communication. The first and second solenoid valves are opened when energized. As a result, when the electric booster 7 is normal, the brake fluid pressure is supplied from the electric booster 7 to the wheel cylinders 8 more than twice the boosting ratio, and when the electric booster 7 is abnormal, the master for each wheel cylinder 8 For example, 1 × brake fluid pressure is supplied directly from the cylinder.

The first ECU 10 includes a central processing unit (CPU), a ROM, a RAM, an in-side interface, an out-side interface, and the like, and receives a detection signal from a stroke sensor 9 that detects a stroke St of the brake pedal 1. There is. The ROM stores various programs for controlling the pedaling force and the braking force, data, maps, and the like, and the RAM is provided with a processing area used when the CPU performs a series of processing.
As shown in FIG. 2, the first ECU 10 includes an operation reaction force setting unit 11, a deceleration setting unit 12, and the like.

The operation reaction force setting unit 11 has a depression force characteristic map M1.
As shown in FIG. 3, the map M1 is defined by a predetermined function, for example, a logarithmic function.
As shown in the following equation, the strength of the occupant's sense is proportional to the logarithm of the strength of the stimulus (Weber-Fechner's law).
A = klog B + K
Here, A is a sensory quantity, B is a physical quantity, and K is an integral constant.
Therefore, in the pedaling force characteristic map M1, a characteristic in which the pedaling force F at which the occupant operates the brake pedal 1 and the stroke St of the brake pedal 1 have a logarithmic relationship is set in advance.

The operation reaction force setting unit 11 sets the depression force F corresponding to the target operation reaction force based on the stroke St detected by the stroke sensor 9 and the depression force characteristic map M1, and the operation command signal corresponding thereto is used as a control brake fluid The pressure is output to the stroke simulator 6 via pressure.
As a result, the relationship between the depression force F of the brake pedal 1 perceived by the occupant and the stroke St of the brake pedal 1 can be made linear in the form of human perception characteristics, and the perceived amount felt by the occupant via somatic sensation and the brake pedal The deviation from the physical operation amount for operating 1 is avoided.

The deceleration setting unit 12 has a braking characteristic map M2.
The stroke St reflects the occupant's request with the occupant's operation as a parameter.
Therefore, as shown in FIG. 4, the deceleration setting unit 12 uses the pedal force F set via the detected stroke St and the braking characteristic map M2 to correspond to the target braking force of the vehicle V. D, in other words, the minimum reduction speed required by the occupant is set. Then, the deceleration setting unit 12 outputs an operation command signal corresponding to the set deceleration D to the electric booster 7.
Thereby, each wheel cylinder 8 is driven, and the braking of the deceleration D based on the braking characteristic map M2 is performed.

Next, the power train mechanism P will be described.
As shown in FIG. 1, the power train mechanism P includes a motor generator (hereinafter abbreviated as a motor) 21 as a regenerative torque (regenerative braking force) generating source and a power source, and a power transmission mechanism such as a pulley for the motor 21. , And an automatic transmission (hereinafter abbreviated as AT) 23 as a fluid transmission mechanism capable of transmitting a driving force to the wheels 2 via a differential mechanism. And a second ECU 30 capable of controlling the motor 21 and the engine 22.

The second ECU 30 is configured by a CPU, a ROM, a RAM, an in-side interface, an out-side interface, and the like. The ROM stores various programs, data, maps and the like for controlling the amount of regeneration, and the RAM is provided with a processing area used when the CPU performs a series of processing.
The second ECU 30 is a first battery 3 in parallel with the electric booster 7, the first ECU 10, a DCDC converter 41 for converting a power supply voltage generated by the motor 21, and various loads 42 such as an air conditioner mounted on the vehicle V. It is electrically connected to
The DCDC converter 41 is configured to be able to supply the converted power supply voltage to the first battery 3.

As shown in FIG. 2, the second ECU 30 includes a regeneration amount setting unit 31, a regenerative wheel torque estimation unit 32, a remaining traveling distance calculation unit 33, etc., and controls the motor 21 based on the set target regeneration amount. There is.
Regeneration amount setting unit 31 is configured to be able to set initial target regeneration amount ra (rb) based on the detection output of temperature sensor 24 provided in second battery 4, and is a charge ratio sensor provided in second battery 4. The intermediate target regeneration amount r can be set based on the 25 detection outputs.
The regeneration amount setting unit 31 includes an initial target regeneration amount setting unit 31a, an intermediate target regeneration amount setting unit 31b, and the like.

First, the initial target regeneration amount setting unit 31a will be described.
Since the internal resistance of the battery 4 increases as the temperature of the second battery 4 decreases, the initial target regeneration amount ra (rb) has a characteristic of decreasing with an increase in internal resistance at low temperature.
Therefore, the initial target regeneration amount setting unit 31a maintains the ratio of the regeneration amount between the regeneration levels to be constant regardless of the battery temperature (change in internal resistance).

As shown in FIG. 5A, the initial target regeneration amount setting unit 31a is selected by the changeover switch 5 and set at a specific regeneration level (for example, -20.degree. C. or more and less than 20.degree. C.). Initial target regeneration amounts ra (ra1 to ra3) are allocated to level 1 to level 3), respectively (ra1 <ra2 <ra3).
The initial target regeneration amount ra corresponding to the regeneration level is set so that the reduction rate of the target regeneration amount becomes equal according to the decrease of the level. Specifically, ra2 = 0.8 × ra3 and ra1 = 0.6 × ra3 are set.
Further, assuming that the charging rate of the second battery 4 is SOC (State Of Charge) and the coefficient is K1, the initial target regeneration amount setting unit 31a calculates and sets the initial target regeneration amount ra3 according to the following equation (1) ing.
ra3 = K1 / SOC (1)
Hereinafter, the initial target regeneration amounts ra1, ra2, ra3 (rb1, rb2, rb3) are collectively referred to as an initial target regeneration amount ra (rb) unless otherwise specified.

From the viewpoint of safety, when the voltage in the second battery 4 exceeds the preset upper limit voltage at normal temperature, a current for interrupting the current circuit in the second battery 4 as a protection circuit for the second battery 4 A blocking device is provided.
The initial target regeneration amount ra3 at normal temperature is preset to be smaller than the regeneration amount rα corresponding to the upper limit voltage.

As shown in FIG. 5B, the initial target regeneration amount setting unit 31a selects and sets a specific regeneration level (level 1 to level 1) selected and set by the changeover switch 5 at low temperature (for example, less than -20.degree. C.). The initial target regeneration amount rb (rb1 to rb3) is allocated to level 3).
The initial target regeneration amounts rb1 to rb3 are set so as to decrease by a constant ratio with respect to the initial target regeneration amounts ra1 to ra3, respectively.
The initial target regeneration amount rb corresponding to the regeneration level is set so that the reduction rate of the target regeneration amount becomes equal according to the decrease of the level. Specifically, rb2 = 0.8 × rb3, rb1 = 0.6 × rb3, and rb3 = 0.7 × ra3.

Further, since the internal resistance of the second battery 4 increases as the battery temperature decreases, the regeneration amount rα set to correspond to the upper limit voltage at normal temperature is a low temperature as shown in FIG. 5B. At the same time, with the increase of internal resistance, it is displaced to the regeneration amount rβ (rβ <rα).
Even if the initial target regeneration amount ra (rb) exceeding the regeneration amount rα (rβ) is set, the second battery 4 cuts off the current exceeding the current corresponding to the regeneration amount rα (rβ) by the operation of the current interrupting device. Thus, no braking torque exceeding the braking torque corresponding to the amount of regeneration rα (rβ) is generated.

Next, the intermediate target regeneration amount setting unit 31b will be described.
The intermediate target regeneration amount setting unit 31 b sets the initial target regeneration amount ra (rb) set by the initial target regeneration amount setting unit 31 a to a target regeneration amount R for executing regeneration, and 1 based on a predetermined condition. Alternatively, a plurality of intermediate target regeneration amounts r are set, and the intermediate target regeneration amount r is set to the target regeneration amount R.

Since the initial target regeneration amount ra (rb) is inversely proportional to the charging rate SOC of the second battery 4, even when the same switching operation is performed from a specific regeneration level to another regeneration level at the same battery temperature The occupant may perceive discomfort due to the difference in the charging rate SOC.
Therefore, the intermediate target regeneration amount setting unit 31b determines that the difference between the target regeneration amount R _{n-1 for} which the previous regeneration was performed and the current initial target regeneration amount ra (rb) (absolute value of the difference between the two) is the determination threshold S In the above case, one or more intermediate target regenerations set between the target regeneration amount R _n-1 and the initial target regeneration amount ra (rb) before the regeneration based on the initial target regeneration amount ra (rb) is performed. Regeneration based on the quantity r is performed.
When the difference between the target regeneration amount R _n-1 and the initial target regeneration amount ra (rb) is less than the determination threshold S, the initial target regeneration amount ra (rb) set by the initial target regeneration amount setting unit 31a The target regeneration amount R is set, and regeneration based on the initial target regeneration amount ra (rb) is performed.
In the following, when there is no particular explanation, the target regeneration amount for which regeneration has been performed is generically referred to as a target regeneration amount R.

If the difference between the target regeneration amount R _{n-1 for} which the previous regeneration was performed and the current initial target regeneration amount ra (rb) is equal to or greater than the determination threshold S, the intermediate target regeneration amount setting unit 31b sets the coefficient to K2. The intermediate target regeneration amount r is corrected by the following equation (2).
r R R _n-1- K2 / SOC (ra (rb) <R _n-1 )
← R _n-1 + K 2 / SOC (R _n-1 <ra (rb)) (2)
As shown in FIGS. 6 (a) and 6 (b), since the intermediate target regeneration amount r is obtained by the equation (2), when the charging rate SOC is low, the target is lower than when the charging rate SOC is high. The correction amount with respect to the regeneration amount R _n-1 is set to be large.

Further, the intermediate target regeneration amount setting unit 31b shortens the period until the regeneration based on the current initial target regeneration amount ra (rb) is performed, as the state of charge SOC is lower.
Since the processing time is a fixed cycle, it is set such that the arrival time to reach the target initial desired regeneration amount ra (rb) becomes shorter as the correction amount is larger.
As shown in FIGS. 6 (a) and 6 (b), when the state of charge SOC is high, for example, two intermediate target regeneration amounts r (corresponding to two corrections) are reached until the target regeneration amount is reached. Although necessary, when the charging rate SOC is low, for example, the target regeneration amount is reached with one intermediate target regeneration amount r.

Next, the regenerative wheel torque estimation unit 32 will be described.
Regeneration wheel torque estimation unit 32 estimates a regeneration wheel torque generated when regeneration is performed based on target regeneration amount R set by intermediate target regeneration amount setting unit 31b, and an operation command to motor 21 based on the estimated value It is outputting a signal.
Further, the regenerative wheel torque estimation unit 32 inputs the deceleration D requested by the occupant set by the deceleration setting unit 12 from the first ECU 10, and the minimum deceleration request for which the set target regeneration amount R corresponds to the deceleration D When the regeneration amount rγ is not satisfied, a request signal of a wheel torque equivalent to the insufficient regeneration amount is output to the first ECU 10.

As shown at level 1 in FIG. 5B, for example, when the target regeneration amount R (initial target regeneration amount rb1) is smaller than the minimum deceleration required regeneration amount rγ corresponding to the deceleration D, the regenerative braking force (regenerative wheel (regenerative wheel The torque) alone can not ensure the braking force required by the occupant.
Therefore, the first ECU 10 compensates the braking force (friction wheel torque) corresponding to the insufficient regeneration amount using the wheel cylinder 8 which is the friction braking means.
Thereby, the deceleration D required by the occupant can be secured by the regenerative braking force and the friction braking force. Here, the first ECU 10 and the second ECU 30 correspond to the control means of the control device.

Next, the remaining travel distance calculation unit 33 will be described.
As shown in FIG. 2, the remaining travel distance calculation unit 33 includes a driving load calculation unit 34 (driving load calculation means).
The driving load calculation unit 34 calculates the power consumption tendency of the second battery 4 by the occupant based on the index related to the power consumption of the second battery 4 as the driving load, and determines whether the occupant has a low load tendency or not. .
Specifically, an average is calculated using a standard power consumption rate (hereinafter referred to as standard electricity cost) E0 as a judgment standard and an average electricity cost (hereinafter referred to as average electricity cost) E1 actually traveled by the vehicle V. When the electricity cost E1 is larger than the product of the standard electricity cost E0 and the judgment coefficient (<1), it is judged that the occupant is a low load tendency occupant, and the average electricity cost E1 is smaller than the product of the standard electricity cost E0 and the judgment coefficient At the same time, it is judged that the passenger is a high load tendency.
The standard electricity cost E0 and the determination coefficient are prepared in advance by experiment etc., and the average electricity cost E1 is obtained based on the traveling history when the temperature of the second battery 4 is -20 ° C or higher.

The remaining travel distance calculation unit 33 is configured to be able to calculate the remaining travel distance L that the vehicle V can travel with the electric power currently charged in the second battery 4.
Specifically, assuming that the deterioration degree of the second battery 4 is SOH (State Of Health) and the remaining travel distance coefficient is K3 (see FIG. 7), the remaining travel distance L is calculated by the following equation (3) .
L = SOC × SOH × E1 × K3 (3)
The deterioration degree SOH is calculated based on the temperature of the second battery 4, the past travel history, and the like.
As a result, when the operating load is high and the internal resistance of the second battery 4 is high (the temperature of the second battery 4 is low) in the high load state, the remaining travel distance L is higher than in the state other than the high load state. Is calculated to be short.
The remaining travel distance calculation unit 33 outputs an operation command signal based on the remaining travel distance L to a predetermined display device, for example, the navigation system monitor 35 disposed on the instrument panel, and the remaining travel distance to the occupant L is displayed.

Next, the regeneration amount control processing procedure will be described based on the flowcharts of FIGS.
Note that Si (i = 1, 2...) Indicates steps for each process.

As shown in FIG. 8, first, various information is read, and the process proceeds to S2.
In S2, it is determined whether the flag F is 0 or not.
In addition, when the difference between the target regeneration amount R _{n-1 at} which the previous regeneration was performed and the initial target regeneration amount ra (rb) is larger than the determination threshold S, the flag F is set to F = 1, otherwise , And F = 0 are set in the second ECU 30.
As a result of the determination in S2, when the flag F is 0, the required braking force (deceleration D) of the occupant is calculated to obtain the minimum deceleration required regeneration amount rγ (S3), and the process shifts to S4.
When the flag F is 1 as a result of the determination of S2, the process proceeds to S7.

In S4, it is determined whether the temperature of the 2nd battery 4 is less than -20 ° C.
If it is determined in S4 that the temperature of the second battery 4 is less than -20 ° C, the initial target regeneration amount rb corresponding to the regeneration level selected by the occupant is calculated (S5), and the process proceeds to S7.
As a result of the determination in S4, when the temperature of the second battery 4 is -20 ° C. or more, the initial target regeneration amount ra corresponding to the regeneration level selected by the occupant is calculated (S6), and the process proceeds to S7.
At S7, the intermediate target regeneration amount adjustment process is executed, and the process proceeds to S8.
In S8, the regeneration wheel torque is set based on the target regeneration amount R _n set this time, and after the motor 21 is operated (S9), the process proceeds to S10.

In S10, the current set target regeneration amount R _n is determined whether the lowest deceleration request regeneration amount rγ more.
As a result of the determination in S10, when the target regeneration amount R _n is equal to or more than the minimum deceleration required regeneration amount rγ, the necessary braking force can be secured by the regenerative braking force, so the remaining travel distance display process (S11) is executed and the process returns . As a result of the determination in S10, when the target regeneration amount R _n is less than the minimum deceleration required regeneration amount rγ, the necessary braking force can not be secured with the regenerative braking force, so the friction wheel torque corresponding to the insufficient regeneration amount is set. After the electric booster 7 is operated (S13), the process proceeds to S11.

Next, the intermediate target regeneration amount adjustment of S7 will be described.
As shown in the flowchart of FIG. 9, in the intermediate target regeneration amount adjustment process, first, at S21, between the target regeneration amount R _{n-1 for} which the previous regeneration was performed and the initial target regeneration amount ra (rb) set this time. It is determined whether the difference is equal to or greater than the determination threshold S.
As a result of the determination in S21, when the difference between the target regeneration amount R _n-1 and the initial target regeneration amount ra (rb) is equal to or larger than the determination threshold S, the target regeneration amount R _n-1 is calculated using equation (2) described above. The corrected intermediate target regeneration amount r is calculated (S22), and the process proceeds to S23.
In S23, it sets the target regenerative quantity R _n to perform this regeneration the intermediate target regeneration amount r, by setting the flag F to 1 (S24), and ends.

If the difference between the target regeneration amount R _n-1 and the initial target regeneration amount ra (rb) is less than the determination threshold S as a result of the determination in S21, the occupant does not perceive discomfort, so the initial target regeneration amount ra ( Then, rb) is set to the target regeneration amount R _n at which the current regeneration is to be performed (S25), and the process proceeds to S26.
In S26, it is determined whether the flag F is 0 or not.
As a result of the determination in S26, when the flag F is 0, the process ends. When the flag F is not 0, the flag F is set to 0 (S27), and the process ends.

Next, the remaining travel distance display of S11 will be described.
As shown in the flowchart of FIG. 10, in the remaining distance display process, first, at S31, the power consumption trend of the occupant is calculated, and the process proceeds to S32.
In S32, based on the table of FIG. 10, the remaining travel distance coefficient K3 is set, and the process proceeds to S33.
In S33, the remaining travel distance L is calculated using the set remaining travel distance coefficient K3 and the equation (3) described above, the remaining travel distance L is displayed on the monitor (S34), and the process is ended.

Next, the operation and effects of the vehicle control device will be described.
According to the control device of the first embodiment, since the switch 5 capable of setting a specific regeneration level from a plurality of regeneration levels having different target regeneration amounts is provided, the regeneration level can be set according to the traveling environment, and the regeneration level is set. Thus, it is possible to secure the braking characteristic and the charging characteristic involved in the regeneration.
A temperature sensor 24 capable of detecting the temperature of the second battery 4 is provided, and the second ECU 30 sets the initial target regeneration amount rb of the regeneration level to the initial target regeneration amount ra at normal temperature when the temperature of the second battery 4 is low. Since the value is set to be lower than that, the correspondence relationship relating to the target regeneration amount between the regeneration levels can be maintained regardless of the battery temperature.

  Since the second ECU 30 sets the initial target regeneration amount ra (rb) so that the reduction ratio of the initial target regeneration amount ra (rb) at a plurality of regeneration levels is substantially equal, the change tendency of the regeneration amount accompanying the regeneration level switching It can be maintained regardless of the temperature.

  Since the second ECU 30 prohibits regenerative braking by the motor 21 when the second battery 4 reaches the upper limit voltage, abnormal heat generation and rapid deterioration of the second battery 4 can be reliably prevented, and higher safety can be achieved. Can be secured.

  Since the changeover switch 5 is configured to allow the occupant to select a specific regeneration level from a plurality of regeneration levels, the regeneration level required by the occupant can be easily set.

  The second ECU 30 calculates a remaining travel distance L which the vehicle V can travel based on the state of charge SOC of the second battery 4 and a distance traveled by the occupant based on an index related to the power consumption of the second battery 4. And a driving load calculating unit 34 for calculating the power consumption tendency of the second battery 4 as a driving load, and the remaining traveling distance calculating unit 33 is in a high load state in which at least one of the driving load and the internal resistance of the second battery 4 is high. In order to cause the monitor 35 to display the calculated remaining travel distance L and to display the calculated remaining travel distance L, the driving load or the inside of the second battery 4 is calculated. When the load is high and the resistance is high, the operation by the occupant can be guided to the operation for improving the power consumption of the battery, and the power consumption can be improved.

Next, a modification in which the embodiment is partially changed will be described.
1) In the above embodiment, an example was described in which the initial target regeneration amount was distinguished at low battery temperature and normal temperature, but the initial target regeneration amount may be distinguished at low temperature, normal temperature and high temperature. At this time, the initial target regeneration amount for low temperature and high temperature is set to be lower than the initial target regeneration amount for normal temperature.
Moreover, although the example which set the division | segmentation of low temperature and normal temperature to -20 degreeC was demonstrated, it can set arbitrarily by environmental conditions etc. FIG.

2) In the above embodiment, an example in which the occupant can manually switch the regeneration level by the changeover switch has been described. However, regeneration level setting means may be provided to automatically switch the regeneration level when a predetermined condition is satisfied.

3) In the above embodiment, an example was described in which the driver's power consumption tendency of the second battery was the driving load, but the gradient of the road surface or the operating status of various loads such as an air conditioner may be added.
Further, the state in which the internal resistance of the second battery in the high load state is high is, for example, the low temperature state of less than -20 ° C or the high temperature state of 70 ° C or more.

4) In addition, those skilled in the art can carry out the embodiments in which various modifications are added to the embodiments or a combination of the embodiments without departing from the spirit of the present invention, and the present invention can be implemented as such It also includes various modifications.

2 wheel 4 second battery 5 changeover switch 8 wheel cylinder 10 first ECU
12 deceleration setting unit 21 motor 24 temperature sensor 30 second ECU
V vehicle

Claims (5)

For a vehicle equipped with a motor capable of generating power and generating regenerative braking power during non-powering, a battery capable of charging the power generated by this motor, and control means for setting the target amount of regeneration and controlling the motor In the controller,
Regeneration level setting means capable of setting a specific regeneration level from a plurality of regeneration levels different in the target regeneration amount;
Battery temperature detection means capable of detecting the temperature of the battery;
The control device for a vehicle according to claim 1, wherein the control means sets the target regeneration amount of the regeneration level to be lower when the battery temperature is low compared to when the battery temperature is normal.   2. The control system for a vehicle according to claim 1, wherein the control means sets the target regeneration amount so that the reduction rate of the target regeneration amount at the plurality of regeneration levels is substantially equal.   The vehicle control device according to claim 1, wherein the control unit prohibits regenerative braking by the motor when the battery reaches an upper limit voltage.   The control system for a vehicle according to any one of claims 1 to 3, wherein the regeneration level setting means is configured such that the occupant can select a specific regeneration level from a plurality of regeneration levels. The control means is a remaining distance calculation means for calculating a remaining distance that the vehicle can travel based on at least the power stored in the battery, and an indicator related to the power consumption of the battery. Operation load calculation means for calculating the power consumption tendency as the operation load;
The remaining travel distance calculating means calculates the remaining travel distance to be shorter when the driving load and at least one of the internal resistances of the battery are high in a high load state than in the state other than the high load state. The control device for a vehicle according to any one of claims 1 to 4, wherein the remaining travel distance calculated is displayed on a display means.

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