JP2020125001A - Movement support device of hybrid vehicle - Google Patents

Abstract

To create a travel plan so that electricity of a battery can be used more properly until reaching a destination in consideration of a state of the battery.SOLUTION: A movement support device of a hybrid vehicle creates a travel plan by which any of travelling modes including a CD mode and a CS mode is allocated to each travel section of a travelling scheduled route from a present location to a destination, and executes travelling support control so that the vehicle can travel following the created travel plan. However, the device does not execute the travelling support control if a state of the battery is not a state in a predetermined range. This allows the device to create the travel plan so that electricity of the battery can be used more properly until reaching the destination in consideration of the state of the battery.SELECTED DRAWING: Figure 2

Description

The present invention relates to a movement support device that manages application of a plurality of driving modes of a vehicle.

Conventionally, there has been proposed a movement support device that executes a travel support control for traveling according to a travel plan in which either an EV travel mode or a hybrid travel mode is assigned to each travel section of a planned travel route from the current location to a destination. (For example, see Patent Document 1). In this movement support device, the condition for executing the travel support control is that the energy required for traveling on the travel route is greater than the battery remaining amount plus the first margin value. The travel plan is set as the energy required for traveling along the travel route, excluding the smaller second margin value.

JP, 2005-074341, A

In the above technique movement support device, when the driving support control is executed when the battery temperature is low or when the maximum allowable electric power (output limit) that can be output from the battery is small, the battery is moved while traveling in the EV traveling mode. It may be difficult to travel according to the travel plan due to the restriction of 1).

The main purpose of the movement support device for a hybrid vehicle of the present invention is to formulate a travel plan so that the electric power of the battery can be used more appropriately up to the destination in consideration of the state of the battery.

The movement support device for a hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The movement support device for a hybrid vehicle according to the present invention is
A travel plan including an engine, a motor, and a battery is assigned to each travel section of the planned travel route from the current position to the destination, and a travel plan including a CD mode and a CS mode is created. A movement support device for a hybrid vehicle that executes travel support control for traveling according to the travel plan,
When the state of the battery is not within a predetermined range, the driving support control is not executed,
It is characterized by

In the hybrid vehicle movement support device according to the present invention, a travel plan in which any of travel modes including a CD mode and a CS mode is assigned to each travel section of the planned travel route from the current location to the destination is created, and the travel is formulated. The driving support control for driving according to the plan is executed. However, when the state of the battery is not within the predetermined range, the driving support control is not executed. With this, it is possible to formulate the travel plan so that the electric power of the battery can be used more appropriately to the destination in consideration of the state of the battery.

Here, “when the battery state is not within the predetermined range” can be considered as “when the battery temperature is lower than the predetermined temperature” or “when the maximum allowable output power is lower than the predetermined power”.

It is a block diagram showing an example of composition of hybrid car 20 as one example of the present invention as a block focusing on electronic control unit 50. 6 is a flowchart showing an example of travel support control executed by a travel support unit 51. It is explanatory drawing which shows an example of the time change of the mode of an Example and a comparative example when a driving|operation assistance control is interrupted and the driving assistance control is restarted after that when the battery temperature became less than the threshold temperature (alpha).

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a block diagram showing an example of a configuration of a hybrid vehicle 20 as an embodiment of the present invention as a block centering on an electronic control unit (hereinafter referred to as ECU) 50. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has, as the driving modes, a CD mode (Charge Depleting mode) in which electric running is prioritized so as to reduce the power storage rate SOC of the battery 40, and the power storage rate SOC of the battery 40 is maintained at a target rate. The vehicle will switch between the CS mode (Charge Sustaining mode), which uses both electric and hybrid driving. The electric traveling is a mode in which the engine EG is stopped and only the power from the motor MG is used for traveling. In the hybrid traveling, the engine EG is driven to travel with the power from the engine EG and the power from the motor MG. It is a mode to do.

In addition to the power source, the hybrid vehicle 20 of the embodiment includes an ECU 50, an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an in-vehicle camera 24, a millimeter wave laser 26, an acceleration sensor 28, a speed sensor 30, an accelerator. The sensor 32, the brake sensor 34, the mode change switch 36, the battery actuator 38, the battery 40, the hybrid electronic control unit (hereinafter referred to as hybrid ECU) 52, the accelerator actuator 60, the brake actuator 62, the brake device 64, the display device 66, A meter 68, a communication device 70, a navigation system 80, etc. are provided.

Although not shown, the ECU 50 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The ECU 50 includes a travel support unit 51 as a functional block. When it is possible to execute the driving support control when the route from the current position to the destination is set by the navigation system 80, the driving support unit 51 selects one of the CD mode and the CS mode as the driving mode of each section of the route. Assigning one of them to provide driving support.

The engine EG is configured as an internal combustion engine, for example. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous engine. The motor MG is connected to the battery 40 via an inverter (not shown), and can output driving force using electric power supplied from the battery 40 or charge the battery 40 with generated electric power. ..

The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The vehicle-mounted camera 24 is a camera that captures an image of the surroundings of the vehicle, and is, for example, a front camera that captures the front of the vehicle or a rear camera that captures the rear of the vehicle. The millimeter-wave radar 26 detects an inter-vehicle distance and a relative speed between the host vehicle and a vehicle in front, and also detects an inter-vehicle distance and a relative speed between the host vehicle and a vehicle behind the host vehicle.

The acceleration sensor 28 is, for example, a sensor that detects the acceleration in the front-rear direction of the vehicle and the acceleration in the left-right direction (lateral direction) of the vehicle. The speed sensor 30 detects the vehicle speed of the vehicle based on the wheel speed and the like. The accelerator sensor 32 detects an accelerator opening degree or the like according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects a brake position and the like as the amount of depression of the brake pedal by the driver. The mode changeover switch 36 is a switch arranged near the steering wheel of the driver's seat to switch between the CD mode and the CS mode.

The battery actuator 38 manages the battery 40 based on the state of the battery 40, for example, the terminal voltage, the charging/discharging current, and the battery temperature. The battery actuator 38 may calculate the storage ratio SOC as a ratio of the remaining storage capacity to the total storage capacity based on the charging/discharging current, or may output from the battery 40 based on the storage ratio SOC or the battery temperature. The output power (output limit Wout) and the maximum allowable input power (input limit Win) that may be input to the battery 40 are calculated. The battery 40 is configured as a chargeable/dischargeable secondary battery, and for example, a lithium ion battery, a nickel hydride battery, a lead storage battery, or the like can be used.

Although not shown, the hybrid ECU 52 is configured as a microcomputer centering on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The hybrid ECU 52 sets the running mode, and based on the set running mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, the output limit and the input limit from the battery actuator 38, the engine EG. A target operation point (target rotation speed or target torque) and a torque command for the motor MG are set.

The hybrid ECU 52 sets the required driving force and the required power based on the accelerator opening degree from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 360, and outputs the required driving force and the required power to the vehicle when the vehicle travels electrically. A torque command for the motor MG is set, and the set torque command is transmitted to the accelerator actuator 60. The hybrid ECU 52 sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and the required power to the vehicle during hybrid travel, and sets the target operating point and the torque command to the accelerator actuator 60. Send to. When the brake pedal is depressed, the hybrid ECU 52 sets the required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 360, and regenerates the motor MG based on the required braking force and the vehicle speed. A torque command for regeneration for control is set, a target braking force by the braking device is set, the torque command is transmitted to the accelerator actuator 60, and the target braking force is transmitted to the brake actuator 62.

The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and the torque command set by the hybrid ECU 52. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening/closing timing control, etc. so that the engine EG operates at a target operating point (target rotation speed or target torque). Further, accelerator actuator 60 controls switching of a switching element included in an inverter for driving motor MG so that torque corresponding to a torque command is output from motor MG.

The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 52 acts on the vehicle by the brake device 64. The brake control device 64 is configured as, for example, a hydraulically driven friction brake.

The display device 66 is incorporated in, for example, an installation panel in front of the driver's seat, and displays various information. The meter 68 is incorporated in, for example, an installation panel in front of the driver's seat.

The communication device 70 transmits information about the own vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Examples of the information of the own vehicle include the position of the own vehicle, vehicle speed, running power, running mode, and the like. As the road traffic information, for example, information about current or future traffic congestion, information about current average vehicle speed or predicted value of future average vehicle speed in a section of a travel route, information about traffic regulation, information about weather, and road surface condition Information can be given. The communication device 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every 1 minute, every 2 minutes).

The navigation system 80 is a system that guides the vehicle to a predetermined destination, and includes a display unit 82 and a map information database 84. The navigation system 80 is capable of communicating with the traffic information management center 100 and executes navigation in cooperation with the traffic information management center 100. In this case, when the destination is set, the information on the destination and the information on the current location (current position of the vehicle) acquired by the GPS 22 are transmitted to the traffic information management center 100, and traffic information management is performed in response to this transmission. The route set by the center 100 is received. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or every 5 minutes) based on the set route to provide route guidance. The navigation system 80 also performs route setting and route guidance without coordinating with the traffic information management center 100. In this case, when the destination is set, the route is set based on the information of the destination, the information of the current location, and the information stored in the map information database 84.

The operation of the hybrid vehicle 20 configured in this way, particularly the operation when executing the driving support control will be described. FIG. 2 is a flowchart showing an example of the driving support control executed by the driving support unit 51. This flow chart is executed when a destination is set.

In the driving support control, first, it is determined whether or not there is a history of stopping the driving support control (step S100). The suspension history of the driving support control is stored or cleared by this routine. The conditions for suspending the driving support control will be described later. When there is no interruption history of the driving support control, it is determined whether the destination is set and executed for the first time (whether it is the first time or not) (step S110). When it is determined that it is the first time, the initial value α is set in the margin Mrg (step S120), and when it is determined that it is not the first time, the value 0 is set in the margin Mrg (step S130). Also, when it is determined in step S100 that there is a history of suspension of the driving support control, the value Mr is set to 0 in the margin Mrg (step S130). It should be noted that the margin Mrg (initial value α) at the first time (when “NO” in step S100 and “YES” in step S110) without the history of interruption of the driving support control corresponds to the “first margin value”. The margin Mrg (value 0) when there is a history of suspension of the driving support control (when “YES” in step S100) corresponds to the “second margin value”. The margin Mrg (value 0) when the travel support control is not the first time and is not the first time (“NO” in step S100 and “NO” in step S110) corresponds to the “third margin value”.

Then, it is determined whether or not the driving support control can be executed and whether or not the battery temperature is equal to or higher than the threshold temperature β (steps S140 and S150). As described above, the driving support control is performed by assigning one of the CD mode and the CS mode to the driving mode of each section of the route when the route from the current position to the destination is set by the navigation system 80. Since it is the control that is performed, the driving support control cannot be executed when the destination is not set. In addition, the driving support control cannot be executed even when the route guidance cannot be performed well, such as when the navigation system 80 has an abnormality or the GPS 22 has an abnormality. In step S140, it is determined whether or not the driving support control can be executed due to these circumstances. When it is determined in step S140 that the driving support control cannot be executed, the process waits until the driving support control can be executed. Further, when the battery temperature is low, the output limit Wout, which is the maximum allowable output power that may be output from the battery 40, becomes small, and the engine EG may be frequently started even when traveling in the CD mode. It becomes impossible to run in the mode. In step S150, it is determined whether the driving support control can be executed based on the battery temperature. The threshold temperature β is determined by the type and performance of the battery 40, and may be −10° C. or 0° C., for example. When it is determined in step S150 that the battery temperature is lower than the threshold temperature β, the process stands by until the battery temperature becomes equal to or higher than the threshold temperature β. Therefore, in the processes of steps S140 and S150, when it is determined that the driving support control cannot be executed or when the battery temperature is lower than the threshold temperature β, the driving support control can be executed. The process waits until it is determined that the battery temperature is equal to or higher than the threshold temperature β.

When it is determined in steps S140 and S150 that the driving assistance control can be executed, and when the battery temperature is equal to or higher than the threshold temperature β, the interruption history of the driving assistance control is cleared if there is the interruption history. (Step S160). Next, it is determined whether or not the prefetch information (road traffic information) from the traffic information management center 100 has been updated (step S170). When it is determined that the prefetch information has been updated, the energy consumption E(n) of each traveling section of the route from the current location to the destination and the total energy Esum as the sum thereof are calculated (step S180). The energy consumption E(n) of each traveling section can be determined based on whether the traveling section is an urban area, a suburb, or a mountainous area. Then, it is determined whether the total energy Esum is greater than the remaining amount of the battery 40 plus the margin Mrg (step S190). The remaining amount of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the charge ratio SOC. When it is determined that the total energy Esum is less than or equal to the remaining amount of the battery 40 plus the margin Mrg, the CD mode is assigned to all traveling sections (step S200. The total energy Esum adds the margin Mrg to the remaining amount of the battery 40). When it is determined that the traveling energy is greater than the average traveling energy (energy consumption En), the traveling sections are sorted in ascending order of the traveling load (energy consumption En) (step S210). The remaining traveling section is assigned to the CS mode until the remaining amount is exceeded and the remaining traveling section is assigned to the CS mode (step S220), that is, the traveling route is set on condition that the total energy Esum is larger than the remaining amount of the battery 40 plus the margin Mrg. The CD mode and the CS mode are assigned to the drive mode, and the drive mode is controlled according to the drive plan of the assigned mode (step S230).

On the other hand, when it is determined in step S170 that the prefetch information (road traffic information) from the traffic information management center 100 has not been updated, the travel mode is controlled according to the travel plan established immediately before (step S230).

Subsequently, it is determined whether or not the battery temperature is lower than the threshold temperature α (step S240, it is determined whether or not the condition for suspending the travel support control is satisfied (step S250). When the temperature is low, the output limit Wout, which is the allowable maximum output power that may be output from the battery 40, becomes small, and the engine EG may be frequently started even when traveling in the CD mode. In step S240, it is determined whether or not the battery 40 is in such a state.The threshold temperature α is determined by the type and performance of the battery 40 and is, for example, −10° C. Or 0° C., which may be the same as or different from the above threshold temperature β. The condition for suspending the travel support control is when the information of the travel section is temporarily unknown. Examples include when the position of the host vehicle is temporarily unknown, when the system is stopped without changing the destination and the planned travel route, etc. It is determined that the battery temperature is equal to or higher than the threshold temperature α. If it is determined that the condition for suspending the driving support control is not satisfied, it is determined whether the condition for ending the driving support control is satisfied (step S260). Examples include when the destination is changed, when the destination is reached, when the remaining amount of the battery 40 is changed due to charging, when the driver or the like performs an operation to end the driving support control, and the like. If the ending condition of the driving support control is not satisfied, the process returns to the processing for checking the interruption history of the driving support control in step S100. When the ending condition of the driving support control is satisfied, the driving support control is ended ( In step S270, this routine ends, and when the destination is changed or when the remaining amount of the battery 40 is changed due to charging or the like, the driving support control is temporarily ended, but a new driving support control is started. If so, this routine is executed again.

When it is determined in step S240 that the battery temperature is lower than the threshold temperature α, or when it is determined in step S250 that the condition for suspending the travel support control is satisfied, the suspension history is stored (step S280), and the travel support control is performed. It waits until the resumption condition of is satisfied (step S290). As the restart condition of the travel support control, there can be mentioned a condition that the battery temperature is equal to or higher than the threshold temperature α and all the suspension conditions of the travel support control are eliminated. When the condition for restarting the driving support control is satisfied, the process returns to the process of determining whether or not there is a history of interruption of the driving support control in step S100.

FIG. 3 shows a case where the driving support control is not interrupted after the travel plan is formulated, and the driving support control is interrupted when the battery temperature becomes lower than the threshold temperature α, and then the driving support control is restarted. It is explanatory drawing which shows an example of the time change of the mode of an Example and a comparative example. In the figure, an example in which the upper stage is a case where the driving support control is not interrupted, the middle stage interrupts the driving support control when the battery temperature has become lower than the threshold temperature α, and then restarts the driving support control Is. The lower part is a comparative example when the driving support control is interrupted because the battery temperature has become lower than the threshold temperature α and then the driving support control is restarted. As a comparative example, the initial value α is used as the margin Mrg when the travel support control is restarted after the interruption. As shown in the figure, when the driving support control is not interrupted, the driving is switched between the CD mode and the CS mode according to the driving plan. In the comparative example, the driving assistance control is interrupted when the battery temperature becomes lower than the threshold temperature α at time T1, and the restarting condition of the traveling assistance control is satisfied at time T2 and the control is resumed. At this time, since the CS mode is executed for a relatively long time, when the margin Mrg of the initial value α is used, the total energy Esum after that becomes equal to or less than the sum of the remaining amount of the battery 40 and the margin Mrg (initial value α), The CD mode is assigned to all sections and the vehicle runs in the CD mode. When the remaining amount of the battery 40 becomes equal to or lower than the threshold for switching to the CS mode by traveling in the CD mode, the vehicle is switched to the CS mode and travels. Therefore, the travel plan cannot be continued. On the other hand, in the embodiment, the value 0 is used for the margin Mrg before and after the interruption regardless of the presence or absence of the interruption of the driving support control. Therefore, the traveling plan formulated for the first time is executed before and after the interruption without changing the traveling plan. To be done.

In the hybrid vehicle 20 of the embodiment described above, the driving support control is not executed when the battery temperature is lower than the threshold temperature β. As a result, the output limit Wout becomes small due to the low battery temperature, so that the engine EG may be frequently started even if the vehicle is traveling in the CD mode, so that traveling in the CD mode cannot be performed properly. Can be deterred. As a result, it is possible to formulate a travel plan so that the electric power of the battery can be used more appropriately up to the destination, taking into consideration the state of the battery.

Further, in the hybrid vehicle 20 of the embodiment, when the battery temperature becomes lower than the threshold temperature α while executing the driving support control, the driving support control is interrupted. Then, when the restart condition of the travel support control is satisfied and the control is restarted, a case where the total energy Esum is larger than the sum of the remaining amount of the battery 40 and the margin Mrg (value 0) using the margin Mrg of value 0 is set. As a condition, CD mode and CS mode are assigned to the travel route to continue or adjust the travel plan. As a result, even if the remaining amount of the battery 40 decreases due to the CS mode, the condition that the total energy Esum is larger than the total amount of the battery 40 plus the margin Mrg (value 0) can be easily established. As a result, even when the driving assistance control is interrupted and restarted due to the battery temperature falling below the threshold temperature α, the traveling plan is continued and the traveling assistance control is continued, or the traveling plan is changed according to changes in road traffic conditions. Can be adjusted to execute the driving support control.

In the hybrid vehicle 20 of the embodiment, the driving support control is not executed when the battery temperature is lower than the threshold temperature β, but the driving support control may not be executed when the output limit Wout of the battery 40 is less than the predetermined value. .. As described above, when the state of the battery 40 is not within the predetermined range suitable for executing the driving support control, the driving support control may not be executed.

In the hybrid vehicle 20 of the embodiment, the driving support control is interrupted when the battery temperature becomes lower than the threshold temperature α during the driving support control. However, the output limit Wout of the battery 40 is limited during the driving support control. When the value becomes less than the predetermined value, the driving support control may be interrupted. As described above, when the state of the battery 40 is not within the predetermined range suitable for executing the traveling support control during the execution of the traveling support control, the traveling support control may be interrupted.

In the hybrid vehicle 20 of the embodiment, the navigation system 80 is capable of communicating with the traffic information management center 100 and performing navigation in cooperation with the traffic information management center 100. However, the navigation system 80 does not communicate with the traffic information management center 100, sets a route based on the destination information, the current location information, and the information stored in the map information database 84, and sets the route to the set route. Route guidance may be provided based on the above.

The hybrid vehicle 20 of the embodiment includes the communication device 70 and communicates with the traffic information management center 100. However, the hybrid vehicle 20 may not include the communication device 70 and may not communicate with the traffic information management center 100.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the manufacturing industry of hybrid vehicles and the like.

20 hybrid vehicle, 21 ignition switch, 22 GPS, 24 vehicle camera, 26 millimeter wave radar, 28 acceleration sensor, 30 speed sensor, 32 accelerator sensor, 34 brake sensor, 36 mode selector switch, 38 battery actuator, 40 battery, 50 electronic Control unit (ECU), 51 traveling support unit, 52 hybrid electronic control unit (hybrid ECU), 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 68 meter, 70 communication device, 80 navigation system, 82 Display, 84 Map information database, 100 Traffic information management center, EG engine, MG motor.

Claims (1)

A travel plan including an engine, a motor, and a battery is assigned to each travel section of the planned travel route from the current position to the destination, and a travel plan including a CD mode and a CS mode is created. A movement support device for a hybrid vehicle that executes travel support control for traveling according to the travel plan,
When the state of the battery is not within a predetermined range, the driving support control is not executed,
A movement support device for a hybrid vehicle, which is characterized in that

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