JP2020082828A - Hybrid-vehicular control apparatus - Google Patents

Abstract

To reduce possibilities of requiring a long period of time for replenishing fuel and overcharging a battery.SOLUTION: A hybrid-vehicular control apparatus, for use in controlling a hybrid vehicle that includes an engine for outputting torque by a fuel combustion, a generator capable of generating power by being driven by the engine, a battery capable of storing power generated by the generator, and a motor for outputting torque by being supplied with power from the battery, and that is capable of traveling by transmitting the motor torque to a wheel, includes a control part. In a case where, after a previous user used the hybrid vehicle, the next user gets on and uses the vehicle, the control part calculates energy required in a planned route where the next user travels, calculates a charge amount required for the vehicle, the amount equivalent to the required energy, and controls the charge amount to be charged to the battery from the generator so as to reach the required charge amount.SELECTED DRAWING: Figure 2

Description

The present invention relates to a control device for a hybrid vehicle.

Patent Document 1 discloses a technique in a hybrid vehicle that, when a refueling request is made to the engine during traveling and the presence of a gas station is confirmed, the target SOC is increased as the vehicle approaches the gas station. It is disclosed. As a result, when the vehicle arrives at the gas station, the energy from the gasoline can be converted to electric power and stored, and more gasoline can be replenished and the SOC can be increased, so that the running condition of the vehicle can be improved. Considering this, it is possible to shorten the time required to replenish the energy and improve the travelable distance.

JP, 2010-173360, A

However, in the above-described hybrid vehicle (hereinafter, HV vehicle) described in the related art, the car sharing service and the rental car service are not considered, and the state in which the HV vehicle is used by a plurality of users is not assumed. Therefore, for example, when a user riding in an HV vehicle switches from a previous user to a later user, when refueling the HV vehicle with fuel or power at a fuel replenishment facility such as a gas station or a power supply facility, There is a possibility that the battery may be charged or fuel may be replenished to such an extent that the user can travel a distance extremely longer than the planned travel distance of the user. As a result, the battery may be overcharged or it may take time to refuel.

The present invention has been made in view of the above, and an object thereof is to provide a control device for a hybrid vehicle that can reduce the possibility that it takes time to refuel and excessive charging is performed. is there.

In order to solve the above problems and achieve the above object, a control device for a hybrid vehicle according to the present invention includes an engine that outputs torque by combustion of fuel, a generator that can generate power by driving the engine, and An electric storage unit capable of storing electric power generated by a generator, a motor that outputs torque by supplying electric power from the electric storage unit, and a hybrid vehicle that can travel by transmitting the torque of the motor to wheels are controlled. A control device for a hybrid vehicle, wherein when a later user gets on and uses a hybrid vehicle that a previous user has boarded, the energy required in a planned route that the later user will board and travel is calculated. And a control unit that calculates a charge amount required for the hybrid vehicle corresponding to the required energy and controls a charge amount charged from the generator to the power storage unit so as to reach the required charge amount. It is characterized by

According to the control device for a hybrid vehicle of the present invention, it is necessary to recharge the fuel on the basis of the amount of charge required for the next user to travel, so that it takes time to refuel, or excessive charging is performed. It is possible to reduce the possibility of performing

FIG. 1 is a block diagram of a hybrid vehicle according to an embodiment of the present invention and a diagram showing a system configuration. FIG. 2 is a flowchart illustrating a method for controlling a hybrid vehicle according to an exemplary embodiment of the present invention. FIG. 3 is a diagram showing an example of a map for determining the SOC threshold correction amount corresponding to the insufficient energy in the hybrid vehicle control method according to the embodiment of the present invention. FIG. 4 is a graph showing an example of temporal changes in electric energy with and without correction of the SOC threshold in the hybrid vehicle control method according to the embodiment of the present invention. FIG. 5A is a diagram showing a transition of energy of a hybrid vehicle in a hybrid vehicle control method according to a conventional technique. FIG. 5B is a diagram showing a transition of energy of the hybrid vehicle in the hybrid vehicle control method according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In all the drawings of the following embodiments, the same or corresponding parts are designated by the same reference numerals. Moreover, the present invention is not limited to the embodiments described below.

(Hybrid vehicle)
First, a control device for a hybrid vehicle according to an embodiment of the present invention will be described. FIG. 1 is a block diagram of a hybrid vehicle equipped with a control device according to this embodiment and a diagram showing an overall system configuration. As the HV vehicle Ve according to the present embodiment, for example, a plug-in hybrid vehicle (PHV) vehicle, particularly a range extender hybrid (REEV) vehicle can be adopted, but various hybrid vehicles can be adopted. Is. The HV vehicle Ve is basically a vehicle that travels by preferentially using electric power supplied from a battery or a generator as compared with fuel such as gasoline or light oil.

As shown in FIG. 1, the HV vehicle Ve includes a plurality of wheels 10, a charging port 11, a battery 12, a motor 13, an engine 14, a controller 15, a fuel tank 16, a fuel filler 17, a generator 18, and a navigation system 19. Equipped with.

The charging port 11 is configured to be connectable to the connector 22 of the power feeding equipment 21 outside the vehicle. The power feeding facility 21 is connected to a system power supply (not shown) and is configured to be able to supply the power of the system power supply to the HV vehicle Ve connected to the connector 22. The battery 12 as a power storage unit is rechargeable. The battery 12 as a power storage unit is, for example, a secondary battery such as a nickel hydrogen battery or a lithium ion battery. Between the charging port 11 and the battery 12, a charging device (not shown) that converts the external power input from the power feeding facility 21 into power that can be charged into the battery 12 and outputs the power to the battery 12 is provided. .. Hereinafter, the charging of the battery 12 using the external power is also referred to as “external charging”. A PCU (Power Control Unit) (not shown), for example, is connected to the battery 12. The PCU converts DC power stored in the battery 12 into AC power capable of driving the motor 13 and the generator 18, and DC power capable of storing AC power generated by the motor 13 and the generator 18 in the battery 12. Or convert it to.

The motor 13 and the engine 14 generate driving force for the HV vehicle Ve. The motor 13 as an electric power drive unit is a three-phase AC rotating electric machine or the like which is supplied with power from the battery 12 and driven by the controller 15. The motor 13 outputs torque by electric power and transmits the torque to the wheels 10. As a result, the HV vehicle Ve is configured to be able to travel by the motor 13. The engine 14 as a fuel drive unit is, for example, an internal combustion engine such as a gasoline engine or a diesel engine, and outputs torque by burning fuel. The engine 14 is controlled by a control signal from the controller 15. The power generated by the engine 14 is transmitted to the generator 18.

The controller 15 includes a control unit and a storage unit. Specifically, the control unit includes a CPU (Central Processing Unit), a DSP (Digital Signal Processor), a processor such as an FPGA (Field-Programmable Gate Array), and a RAM (Random Access Memory) or a ROM (Read Only Memory). A main storage unit (neither is shown) is provided. The storage unit includes a storage medium selected from an EPROM (Erasable Programmable ROM), a hard disk drive (HDD, Hard Disk Drive), a removable medium, and the like. The removable medium is, for example, a USB (Universal Serial Bus) memory, or a disc recording medium such as a CD (Compact Disc), a DVD (Digital Versatile Disc), or a BD (Blu-ray (registered trademark) Disc). is there. The storage unit can store an operating system (OS), various programs, various tables, various databases, and the like. In the controller 15, the control unit loads the program stored in the storage unit into the work area of the main storage unit and executes the program, and controls each component through the execution of the program. Specifically, the controller 15 can realize a function that matches a predetermined purpose by controlling the battery 12, the motor 13, the engine 14, the generator 18, the navigation system 19, and the like.

The controller 15 has a communication unit (not shown) capable of communicating with the external network 50. The network 50 is, for example, a public communication network such as the Internet, and may include a WAN (Wide Area Network), a telephone communication network such as a mobile phone, and other communication networks such as a wireless communication network such as WiFi. The HV vehicle Ve is configured such that the communication unit of the controller 15 can send and receive various information via the external communication center 40 and the network 50. In the present embodiment, the external communication center 40 is, for example, a server of a company that provides a car sharing service or a car rental service. The user U can rent the HV vehicle Ve for a predetermined time from the reserved scheduled use time by communicating with the communication center 40 using the terminal device 60 or the like owned by the user U and performing a reservation process or the like.

Further, although not shown, the HV vehicle Ve includes various sensors necessary for controlling the HV vehicle Ve. The sensors include a vehicle speed sensor that detects the vehicle speed, an engine speed sensor that detects the number of revolutions of the engine 14, a monitoring sensor that detects the voltage, current, and temperature of the battery 12, and the fuel stored in the fuel tank 16. A fuel sensor for detecting the remaining amount of The detection results detected by these sensors are output to the controller 15, respectively.

The refueling port 17 is configured to be connectable to a refueling nozzle 32 of a refueling facility 31 provided outside the HV vehicle Ve. The fuel tank 16 stores fuel such as gasoline or light oil supplied from the fuel filler port 17. The engine 14 uses the fuel supplied from the fuel tank 16 to generate power.

The generator 18 is, for example, a three-phase AC rotating electric machine driven by the controller 15. The generator 18 is configured to be able to generate power using the power of the engine 14. The motor 13 uses at least one of the electric power stored in the battery 12 and the electric power generated by the generator 18 to generate the driving force of the HV vehicle Ve. The motor 13 regeneratively generates electric power by using the kinetic energy of the HV vehicle Ve transmitted from the drive wheels during coasting in an accelerator off state in which the driver does not step on the accelerator pedal. The regenerated electric power generated by the motor 13 is recovered by the battery 12.

The navigation system 19 includes a GPS (Global Positioning System) unit, a map database, and a notification device (none of which are shown). The GPS unit is configured using a GPS reception sensor or the like, receives a signal from a GPS satellite, and calculates the position of the HV vehicle Ve based on the received signal. The map database is configured using a recording medium such as an HDD (Hard Disk Drive) or SSD (Solid State Drive), and stores various map data. The notification device notifies the information to the outside by displaying an image, a video and character information, or by generating a sound such as a voice or an alarm sound. The navigation system 19 superimposes the current position of the HV vehicle Ve acquired by the GPS unit on the map data stored in the map database, and includes information such as a road on which the HV vehicle Ve is currently traveling and a route to a destination. Is notified to the driver by the notification device.

The controller 15 of the HV vehicle Ve selects one of the CD (Charge Depleting) mode and the CS (Charge Sustaining) mode, and controls the motor 13, the engine 14, the generator 18, and the like according to the selected mode. .. The CD mode is a control mode in which the electric power stored in the battery 12 is consumed. The CS mode is a control mode for maintaining a battery charge amount (hereinafter, SOC: State Of Charge), which is a state of charge of the battery 12, within a predetermined range. The controller 15 selects the CD mode until the SOC of the battery 12 drops to a predetermined value, and selects the CS mode after the SOC drops to a predetermined value.

In the CD mode, the electric power stored in the battery 12 (mainly the electric power charged by external charging) is basically consumed. During traveling in the CD mode, the engine 14 does not operate to maintain the SOC. Therefore, although the SOC may temporarily increase due to the regenerative power of the motor 13 during deceleration, as a result, the discharge rate becomes larger than the charge rate, and the SOC gradually decreases as a whole.

On the other hand, in the CS mode, the SOC is maintained within the predetermined range. When the SOC drops to a predetermined value, the controller 15 starts the engine 14 and shifts the control mode from the CD mode to the CS mode. After that, the controller 15 operates the engine 14 intermittently so as to maintain the SOC within a predetermined range. Specifically, the controller 15 starts and operates the engine 14 when the SOC falls to the lower limit of the predetermined range, and stops the engine 14 when the SOC rises to the upper limit of the predetermined range to bring the SOC into the predetermined range. maintain. That is, in the CS mode, the engine 14 is operated to maintain the SOC within the predetermined range. The electric power generated by the generator 18 with the operation of the engine 14 is directly supplied to the motor 13 or stored in the battery 12.

(Hybrid vehicle control method)
Next, a hybrid vehicle control method according to an embodiment will be described. FIG. 2 is a flowchart showing the control method of the hybrid vehicle according to the present embodiment. In the following description, transmission/reception of information between the HV vehicle Ve and the communication center 40 is performed via the network 50. Specifically, when an information request signal is transmitted from the HV vehicle Ve to the communication center 40 via the network 50, the communication center 40 that receives the information request signal transmits the requested information to the HV vehicle Ve that has transmitted the information request signal. However, a description of each of these points will be omitted.

As shown in FIG. 2, first, in step ST1, the controller 15 acquires scheduled travel route information from the navigation system 19 of the HV vehicle Ve on which the current user who is the previous user is aboard. Next, in step ST2, the controller 15 estimates the required traveling power to the destination from the acquired planned traveling route information. As a method of deriving the required traveling power from the acquired planned traveling route information to the destination, for example, the method described in JP 2010-284996 A can be used.

In step ST3, the controller 15 calculates the remaining amount of energy (remaining energy amount) when the HV vehicle Ve arrives at the destination based on the following equation (1).
Remaining energy on arrival = Current remaining energy
-Total required driving power to the destination... (1)

In step ST4, the controller 15 acquires the estimated arrival time at the destination from the navigation system 19. When the process proceeds to step ST5, the controller 15 obtains the scheduled use start time of the next user who is a later user from the communication center 40 via the communication unit. Note that steps ST4 and ST5 may be performed in reverse order or in parallel.

In step ST6, the controller 15 acquires from the communication center 40 the charging capability information at the parking place, which is the arrival point of the current user and the departure point of the next user. After that, the process proceeds to step ST7, and the controller 15 calculates the energy amount (hereinafter, chargeable energy amount) that can be charged by the scheduled start time of use of the next user acquired in step ST5 based on the following equation (2). presume. Note that the arrival point of the current user is basically the departure point of the next user, and the power supply facility 21 is installed at the arrival point of the current user. If the arrival point of the current user is not the departure point of the next user, or if the power supply facility 21 is not installed at the arrival point of the current user or the departure point of the next user, charging capability is set to 0 and charging is performed. The possible energy amount is estimated to be 0.
Rechargeable energy amount = charging capacity x (scheduled use time of next user-estimated arrival time of current user) (2)

In step ST8, the controller 15 acquires from the communication center 40 information on a planned route when the next user rides in the HV vehicle Ve and travels (hereinafter, used planned route information). After shifting to step ST9, the controller 15 estimates the required traveling power when the next user rides in the HV vehicle Ve and travels based on the planned use route information acquired in step ST8. After that, the process proceeds to step ST10, and the controller 15 estimates the required traveling energy amount when the next user gets on the HV vehicle Ve and travels on the planned route from the required traveling power estimated in step ST9.

In step ST11, the controller 15 calculates the amount of energy shortage when the next user gets on the HV vehicle Ve and travels on the planned route based on the planned route information. That is, the controller 15 calculates the amount of energy shortage, which is calculated in step ST3 and is insufficient until the current user arrives at the parking place and arrives at the arrival point from the departure point where the next user departs. Estimate based on.
Insufficient energy amount = (necessary running energy amount for the next user)
-(Remaining energy amount when the current user arrives) (3)

Then, it transfers to step ST12 and the controller 15 determines whether the amount of energy deficiency estimated in step ST11 is larger than zero. When the controller 15 determines that the insufficient energy amount based on the equation (3) is 0 or less, the process returns to step ST1. On the other hand, when the controller 15 determines that the insufficient energy amount based on the equation (3) is larger than 0 (step ST12: Yes), the process proceeds to step ST13.

In step ST13, the controller 15 adjusts the control of power generation to the generator 18 so as to increase the amount of power generation corresponding to the amount of energy shortage. FIG. 3 is an example of a map for determining the SOC threshold correction amount corresponding to the insufficient energy amount in the control method for the HV vehicle Ve according to the present embodiment. FIG. 4 is a graph showing an example of a change over time in electric energy with and without correction of the SOC threshold correction amount in the hybrid vehicle control method according to the present embodiment.

That is, for example, as shown in FIG. 3, the controller 15 determines to increase the SOC threshold correction amount as the amount of energy shortage increases. In other words, the controller 15 determines the SOC threshold correction amount corresponding to the insufficient energy amount calculated in step ST12.

As shown in FIG. 4, normally, the SOC of the battery 12 of the HV vehicle Ve decreases as the traveling time of the HV vehicle Ve elapses. When the SOC threshold value is not corrected, when the SOC of the battery 12 decreases to the reference SOC threshold value (in FIG. 4, the SOC threshold value (reference)), the engine 15 is operated by the control of the power generation of the generator 18 by the controller 15. Charging of the battery 12 from the generator 18 is started.

On the other hand, when correcting the SOC threshold, the controller 15 increases the SOC threshold by the SOC threshold correction amount determined based on the amount of energy shortage in FIG. 3. That is, as shown in the SOC threshold value (after correction) in FIG. 4, the SOC threshold value is higher than the reference SOC threshold value by the SOC threshold correction amount. In this case, the controller 15 controls the engine 14 and the generator 18 to start charging the battery 12 before the time when the SOC of the battery 12 decreases to the SOC threshold (reference). Become. As a result, it is possible to suppress a decrease in SOC by an amount corresponding to the SOC threshold correction amount corresponding to the insufficient energy amount, and it is possible to increase the SOC at an earlier stage.

FIG. 5A and FIG. 5B are diagrams showing the transition of the energy amount in the conventional method and the control method of the HV vehicle Ve according to the above-described embodiment, respectively, for explaining the effect of the above-described embodiment.

First, as shown in FIG. 5A, in the transition of the energy amount by the control method of the conventional HV vehicle Ve, first, when the HV vehicle Ve on which the current user U _A is riding is traveling, the SOC (in FIG. 5A, the battery charge amount). ) Is reduced. At the estimated arrival time when the HV vehicle Ve on which the current user U _A is riding arrives at the parking place where the power supply equipment 21 is installed, the SOC and the energy amount of the fuel become the residual energy amount at the time of arrival.

After the HV vehicle Ve, on which the current user U _A has boarded, arrives at the destination parking place and before the next user U _B uses the HV vehicle Ve, the power of the grid power supply is supplied to the battery 12 in the power supply facility 21. Power is supplied. As a result, the battery 12 is charged, and the SOC increases by the amount of charge energy. However, in the example shown in FIG. 5A, even when the SOC increases by the amount of the charging energy amount, the energy amount is less than the energy amount required for the route scheduled to be used by the next user U _B. The amount of energy is insufficient.

In this case, it is necessary to supply power from the power supply equipment 21 to the battery 12 by the SOC corresponding to the amount of energy shortage. As a result, the charging time is extended, and the use start time at which the next user U _B starts use may be later than the scheduled use start time.

On the other hand, according to the control method for the HV vehicle Ve according to the above-described embodiment, as shown in FIG. 5B, fuel is burned and consumed in the engine 14 by the amount of the insufficient energy shown in FIG. The battery 12 is being charged from 18. Therefore, at the scheduled arrival time at which the current user U _A arrives at the parking place, fuel corresponding to the amount of energy that is the amount of power generated by the generator 18 is consumed, and the SOC of the battery 12 is shown in FIG. 5A. Compared to the SOC shown, only the portion of “increasing power generation amount for insufficient energy amount” is higher.

After the HV vehicle Ve, on which the current user U _A has boarded, arrives at the parking place and before the next user, U _B, who is a subsequent user, uses the HV vehicle Ve, power is supplied to the battery 12 in the power supply facility 21. Be seen. The amount of charging energy here is the same as the amount of charging energy shown in FIG. 5A. At the same time, fuel such as gasoline and light oil is supplied to the fuel tank 16 in the fuel supply facility 31. In general, the refueling time of the fuel from the refueling facility 31 to the fuel tank 16 is shorter than the charging time of the battery 12. Therefore, the time required to replenish the fuel corresponding to the amount of insufficient energy in the battery 12 is shorter than the time required to supply power to the amount of insufficient energy in the battery 12. As a result, energy can be replenished in a short time up to the amount of energy required for the route scheduled to be used by the next user U _B , as compared with the related art. That is, from after the current user U _A arrives at the parking place, until the next user U _B to start using the HV vehicle Ve, since the possibility of supplying energy is improved, using the following user U _B The possibility that the use of the HV vehicle Ve can be started at the scheduled start time is improved.

According to the embodiment of the present invention described above, assuming that the HV vehicle Ve is used for a car sharing service or a rental car service, the reservation status of the next user U _B is added to the usage status of the current user U _A. By controlling the power generation by the generator 18 in consideration of the above, the power generation control by the controller 15 can be executed more appropriately, so that it is possible to reduce the possibility that it takes time to refuel and the battery is overcharged. it can.

Although one embodiment of the present invention has been specifically described above, the present invention is not limited to the above-described one embodiment, and various modifications based on the technical idea of the present invention are possible. For example, the numerical values given in the above-described embodiment are merely examples, and different numerical values may be used if necessary.

In the above-described embodiment, the PHV vehicle and the REEV vehicle are adopted as the HV vehicle Ve, but other hybrid vehicles can be adopted.

In the above-described embodiment, the SOC threshold correction amount is determined corresponding to the amount of insufficient energy, but the SOC threshold correction amount can be determined by other methods. The current user U _A and the next user U _B may be different users or the same user.

10 Wheel 11 Charging Port 12 Battery 13 Motor 14 Engine 15 Controller 16 Fuel Tank 17 Refueling Port 18 Generator 19 Navigation System 21 Power Supply Facility 22 Connector 31 Refueling Facility 32 Refueling Nozzle 40 Communication Center 50 Network 60 Terminal Device Ve HV Vehicle

Claims (1)

An engine that outputs torque by burning fuel,
A generator capable of generating power by driving the engine,
A power storage unit capable of storing the electric power generated by the generator,
A motor that outputs torque by the supply of electric power from the power storage unit,
A hybrid vehicle control device for controlling a hybrid vehicle capable of traveling by transmitting the torque of the motor to wheels.
When the subsequent user gets on and uses the hybrid vehicle on which the previous user has boarded, it calculates the energy required in the planned route that the latter user will board and runs, and corresponds to the required energy. A hybrid vehicle control, comprising: a control unit that calculates a charge amount required for the hybrid vehicle and controls a charge amount that charges the power storage unit from the generator so as to reach the required charge amount. apparatus.

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