JP2023096589A - Energy control method of vehicle and energy control device of vehicle - Google Patents

Abstract

To improve run-through performance in a severe travelling scene.SOLUTION: An energy control method of a vehicle V is used in the vehicle V which has: an engine 1; a battery 3 which is charged by an MG2 and an MG2 which are driven by the engine 1 to generate electric power; and an MG4 that drives a drive wheel 6 by the electric power supplied from the battery 3 or the electric power generated by the MG2. The method includes: enhancing the output of the engine 1 when the vehicle starts to travel in a severe travelling section including a section in which the vehicle keeps on travelling with electric power consumptions exceeding the electric amount of electric power that can be generated by the MG2; supplying the electric energy generated by the MG2 to the MG4 on a priority basis, while the vehicle travels in the sever travelling section; and supplying excess generated electric energy which is not consumed by the MG4 while the vehicle is traveling in the sever travelling section, as electric energy. to the battery 3.SELECTED DRAWING: Figure 5

Description

The present invention relates to vehicle energy control.

Japanese Patent Laid-Open No. 2002-200001 discloses a technique for increasing the state of charge of a battery by reducing an efficiency index in anticipation of the amount of energy consumed during uphill travel based on uphill information on a travel route of a vehicle.

Japanese Patent No. 3624839

In the driving scene of a vehicle, there is an extremely severe driving scene such as an uphill road that can be completed only by raising the battery charge state as much as possible. In such a scene, if the state of charge of the battery is increased in advance before reaching the scene, there is a possibility that sufficient energy cannot be secured for the energy consumption in the scene. As a result, the state of charge of the battery may drop excessively during driving in the scene, and it may be necessary to charge the battery after limiting the power of the drive motor or stopping the vehicle before running.

SUMMARY OF THE INVENTION The present invention has been made in view of such problems, and an object of the present invention is to improve running performance in severe driving scenes.

A vehicle energy control method according to an aspect of the present invention starts running in a severe running section including a section in which a first motor that is driven by an engine to generate power continues to run at an amount of electric power that exceeds the amount of electric power that can be generated. including increasing the power output of the engine when In addition, this method preferentially supplies the generated energy of the first motor to the second motor that drives the drive wheels while traveling in a severe driving section, and the surplus generated energy that is not consumed by the second motor is used as electrical energy. to the battery as

According to another aspect of the present invention, there is provided a vehicle energy control apparatus corresponding to the vehicle energy control method described above.

According to these aspects, the output of the engine is increased when starting to travel in the severe travel section, and the generated energy is preferentially supplied to the second motor during travel in the severe travel section. Therefore, it is possible to suppress consumption of battery power even when traveling in a severe traveling section. Moreover, since the surplus generated energy is supplied to the battery as electrical energy, the state of charge of the battery can be increased as much as possible even when the vehicle is traveling in a severe traveling section. As a result, an excessive decrease in the state of charge of the battery is suppressed, and it becomes difficult to limit the power of the drive motor and charge the battery while the vehicle is stopped, thereby improving drivability in severe driving situations.

1 is a schematic configuration diagram of a drive system of a vehicle; FIG. It is a figure which shows an example of the control which a controller performs with a flowchart. It is a figure which shows an example of the setting method of the severe driving|running|working area. It is a figure which shows an example of normal operation control with a flowchart. FIG. 5 is a diagram showing changes in engine output from the start of running in a severe running section; It is a figure which shows the engine output change in the case of a comparative example. It is a figure explaining the 1st setting method of an engine output. It is a figure explaining the 2nd setting method of an engine output. FIG. 10 is a diagram for explaining the effect based on the severe scene running time; FIG. 10 is a diagram for explaining the effect of a battery cooling request;

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of a drive system of a vehicle V. As shown in FIG. A vehicle V includes an engine 1 comprising an internal combustion engine, a first motor generator 2 (hereinafter referred to as MG2) as a first motor, a battery 3, and a second motor generator as a second motor as a drive source for running. 4 (hereinafter referred to as MG4), inverter 5, drive wheel 6, gear mechanism 7 as a power transmission mechanism for transmitting power between engine 1 and MG2, and between MG4 and drive wheel 6 It has a gear mechanism 8 as a power transmission mechanism that transmits power, and a controller 10 as a control device. The vehicle V of this embodiment is a series type hybrid vehicle in which the power of the engine 1 is used only for power generation, and the power of the MG 4 is used to drive the drive wheels 6 and regenerate electric power.

MG2 is a three-phase AC permanent magnet type synchronous motor mounted as a generator and an electric motor. Specifically, when the MG 2 receives rotational power from the engine 1, it functions as a generator. Further, when the MG 2 is supplied with power from the battery 3, it can exhibit a function as a starter motor for the engine 1 and a function as a motoring operation for driving the engine 1 to rotate.

The battery 3 is, for example, an all-solid battery or semi-solid battery using a solid electrolyte as an electrolyte, or a lithium-ion battery using an electrolytic solution. It consists of a battery that is raised to about 6C from the conventional 2C. For safety, batteries using an electrolyte (organic solvent), such as lithium-ion batteries, have a charge capacity (assumed to be 100%) when the battery voltage reaches the upper limit at which charging and discharging can be safely repeated. In contrast, the charging capacity (about 90%) with a certain safety margin (for example, about 10%) is taken as the maximum charging capacity. On the other hand, in all-solid-state batteries, semi-solid-state batteries, or lithium-ion batteries using the above-mentioned electrolytes, the battery voltage reaches the upper limit at which charging and discharging can be safely repeated. The charge capacity in the state where the battery is charged can be used as the maximum charge capacity (100%) almost as it is. Therefore, by using the battery described above as the battery 3, the battery capacity can be utilized to the maximum. The battery 3 is charged with power generated by MG2 and power regenerated by MG4, and supplies the charged power to MG4 or MG2.

The SOC (State Of Charge) of the battery 3 is detected by the SOC sensor 3a and transmitted to the controller 10. FIG. SOC is the state of charge of the battery, represented by the rate of charge R in this embodiment. The controller 10 controls charging of the battery 3 based on the SOC, the temperature of the battery 3, and the like. The controller 10 drives the engine 1 when the SOC of the battery 3 drops to the lower limit of charging control. As a result, the MG2 is driven, the electric power generated by the MG2 is supplied to the battery 3, and the battery 3 is charged. Also, when the SOC of the battery 3 rises to the upper limit value for charging control, the controller 10 stops the engine 1 . As a result, MG2 is stopped, and power generation by MG2 is stopped.

MG4 is a three-phase AC permanent magnet type synchronous motor driven by battery 3 as a power source. MG4 may be, for example, a wound field motor. MG 4 is driven by power supplied from battery 3 . The vehicle V travels because the rotational power of the MG 4 is transmitted to the driving wheels 6 via the gear mechanism 8 . The MG 4 also has a regenerative function of generating electric power for charging the battery 3 when receiving rotational power from the driving wheels 6 during deceleration or braking of the vehicle V. FIG.

Inverter 5 includes a first inverter that controls MG2 and a second inverter that controls MG4, and connects MG2 and MG4 to battery 3 . The inverter 5 has a function of converting the electric power of the battery 3 into a three-phase alternating current and supplying it to the MG2 and MG4, a function of converting the power generated by the MG2 and the regenerative power of the MG4 into direct current and supplying it to the battery 3, and a function of supplying the battery 3 with a direct current. It has a function of transferring power between MG2 and MG4 without intervening. The inverter 5 performs these functions based on commands from the controller 10, thereby transferring electric power among the battery 3, MG2, and MG4.

The controller 10 comprises one or more computers (microcomputers) having a central processing unit (CPU), read only memory (ROM), random access memory (RAM) and input/output interfaces (I/O interfaces). The controller 10 integrally controls the engine 1, the inverters 5 (MG2, MG4), etc. by executing programs stored in the ROM or RAM by the CPU. The program may be stored in a non-transitory storage medium such as a CD-ROM, for example. The controller 10 receives an output signal from the SOC sensor 3a, an output signal from the rotational speed sensor 1a, an output signal from the MG 4, information from a navigation system (not shown), and the like. The rotation speed Ne of the engine 1 is detected based on the output signal of the rotation speed sensor 1a. The information from the navigation system includes information on the vehicle V's current location.

In the driving scene of the vehicle V, there is an extremely severe driving scene, such as an uphill road, in which the vehicle can finally run by raising the SOC as much as possible. In such a scene, there is a concern that if the SOC is increased in advance before reaching the scene, sufficient energy cannot be secured for the energy consumption in the scene. As a result, there is concern that the SOC will drop excessively while driving through the scene, and it will be necessary to charge the battery 3 after limiting the power of the MG 4 or stopping the vehicle before driving through the scene.

In view of such circumstances, in this embodiment, the controller 10 is programmed to perform the control described below.

FIG. 2 is a flowchart showing an example of control performed by the controller 10. As shown in FIG. The controller 10 repeatedly executes the processing of the flowchart shown in FIG. The control according to this flowchart is performed based on a program pre-stored in the controller 10 . The same applies to FIG. 3 to be described later. At step S1, the controller 10 detects the current location of the vehicle V based on information from the navigation system. In step S2, the controller 10 determines whether or not the vehicle is traveling in a severe traveling section. The severe driving section includes a section in which the MG2 continues to run with power consumption exceeding the amount of power that can be generated, and the determination in step S2 can be made based on the current location of the vehicle V and information on the severe driving section. . A severe driving section is set as follows, for example.

FIG. 3 is a diagram showing an example of a method for setting severe driving sections. FIG. 3 shows, for example, changes in power consumption W by MG4 when there is an uphill road in the middle of the travel route. The power consumption W1 is the same value as the maximum power generated by the engine 1 (MG2), that is, the balance with the maximum power generation is zero. When the power consumption W by MG4 is W1 or more, even if the maximum power is generated by engine 1 (MG2), the power generated by engine 1 (MG2) alone is insufficient to drive MG4. In this state, since the electric power of the battery 3 is used, the charging rate R of the battery 3 decreases.

Therefore, in the present embodiment, the state in which the power consumption W by MG4 is equal to or greater than W1, in other words, the state in which the vehicle V is traveling with an amount of electricity consumption exceeding the amount of power that can be generated by MG2 is predicted to continue for a predetermined period of time. Then, the travel section (between points C1 and C4) is determined as a severe travel section. The predetermined time can be set in advance as a judgment value for judging that it is a severe driving section. As shown in FIG. 3, even if the power consumption W by MG4 temporarily (predetermined time) falls below W1 (between points C2 and C3), the consumption by MG4 continues to be W1 or more for a predetermined time thereafter. If it is predicted that the vehicle will be driven, these travel sections are also determined to be severe travel sections. In other words, a severe driving section is a driving section in which the vehicle V continues to travel with an amount of electricity consumption exceeding the amount of electric power that can be generated by the MG 2, or a driving section in which such a state tends to continue. Including if there is. Further, the power consumption W referred to here may be the power consumption of only the MG4, or may be the total amount of power consumption of the devices necessary for driving the vehicle V. FIG.

Prediction and determination of a severe travel section as described above can be performed by a navigation system, for example, when predicting a travel route. In the severe travel section prediction, in addition to the position of the severe travel section, the power consumption W, travel distance, and travel time are also predicted as severe travel section information. The information on the severe driving section may be set in advance by the navigation system, for example. The information on the severe driving section may be stored in the navigation system, for example, in the controller 10 or in an external server of the vehicle V from which information can be obtained via wireless communication. A navigation system or the like may also determine whether or not the vehicle is traveling in a severe travel section. In this case, the controller 10 can determine whether or not the vehicle is traveling in a severe travel section based on the determination result. The controller 10 may predict a severe travel section and determine whether or not the vehicle is traveling in a severe travel section by learning a travel pattern instead of information from the navigation system.

Returning to FIG. 2, for example, the SOC may be detected instead of the current location in step S1. In this case, in step S2, it can be determined that the vehicle is traveling in a severe travel section when the state in which the degree of SOC decrease (the amount of decrease in SOC per unit time) exceeds a predetermined value continues for a predetermined time or longer. The predetermined value is a determination value for determining whether or not the power consumption W of the MG4 exceeds the power generated by the MG2 when the maximum power is generated, and the predetermined time is a determination value for determining that the driving section is severe. is preset as In this case, in step S2, if the degree of decrease in SOC continues for a predetermined time or longer, it is determined that the vehicle is not in the severe driving section, that is, the vehicle has exited the severe driving section. Thus, even if the navigation system cannot be used, it is possible to determine whether or not the vehicle is traveling in a severe travel section. The predetermined time for judging that it is not a severe driving section can be set to a value different from the predetermined time, such as setting it longer than the predetermined time for judging that it is a severe driving section.

In step S1, the driving state of the vehicle V may be detected instead of the current location. The driving state of the vehicle V is, for example, the driving force of the MG4. In this case, if the driving force of the MG4 exceeds the required driving force for a predetermined time or longer, it can be determined in step S2 that the vehicle is traveling in a severe driving section. The required driving force is the driving force of MG4 obtained by the power generated by MG2 when the maximum power is generated, and the predetermined time can be set in the same manner as in the case of detecting the SOC. The driving state of the vehicle V may be, for example, the power consumption W of the MG4. In this case, in step S2, whether the power consumption W of the MG4 exceeds the power generated by the MG2 at maximum power generation has continued for a predetermined time or longer. It is sufficient to determine whether or not

If the determination in step S2 is affirmative, the process proceeds to step S3, and the controller 10 performs SOC decrease suppression control. If the determination in step S2 is negative, the process proceeds to step S4, and the controller 10 performs normal operation control. First, normal operation control will be described. Normal driving control is driving control performed in a normal driving section (driving section other than severe driving section), that is, driving control other than SOC decrease suppression control, and includes high charging control. The high charge control is charge control of the battery 3 that is performed in the normal travel section so that the SOC of the battery 3 is maximized when the vehicle V starts traveling in the severe travel section.

FIG. 4 is a flowchart showing an example of normal operation control including high charge control. It should be noted that "100%" in this embodiment means that the charge capacity is 100% when the battery voltage of the battery 3 reaches the upper limit value at which charging and discharging can be safely repeated. As shown in FIG. 4, in step S11, the travel route of the vehicle V is predicted. Specifically, the controller 10 acquires the route information to the destination from the navigation system mounted on the vehicle V. FIG. In step S12, the state of charge of the battery 3 is detected. Specifically, the controller 10 estimates the SOC of the battery 3 from the state detection signal of the battery 3 detected by the SOC sensor 3a.

In step S13, the acceleration/deceleration of the vehicle V on the travel route is predicted, and the amount of electric power regenerated while traveling on the travel route (regenerative electric power amount) is predicted. Specifically, based on route information acquired from a navigation system (not shown) and learning results of travel data of past travels of the vehicle V, the acceleration/deceleration of the vehicle V is predicted, and the amount of regenerated electric power ( regenerative electric energy).

In step S14, it is determined whether or not the vehicle V is scheduled to travel in a severe travel section. Specifically, based on the route information acquired from the navigation system, the controller 10 determines whether or not the distance D from the current position of the vehicle V to the severe travel section has become equal to or less than a predetermined value D1. The predetermined value D1 is set to a distance that allows the charging rate R of the battery 3 to reach 100% when the vehicle V reaches the entrance of the severe driving section. If it is determined that the distance D from the current position to the severe travel section is equal to or less than the predetermined value D1, the process proceeds to step S15. On the other hand, if it is determined that the distance D is greater than the predetermined value D1, the process proceeds to step S17 and normal control is performed. The normal control is control other than the high charge control performed in the normal running section, and is charge control according to the SOC, for example. Normal control will be described later.

In step S15, the target charging rate R of the battery 3 at the time when the vehicle V starts traveling in the severe driving section (point C1 in FIG. 3) is set as the charging rate R1. The charging rate R1 is set to a value obtained by subtracting the variation F of the predetermined charging rate R from 100%. Since the charging rate R of the battery 3 changes depending on the driving conditions of the vehicle V due to the electric power consumed and the electric power regenerated even while the vehicle V is traveling in the normal traveling section, when the vehicle V starts traveling in the severe traveling section may differ from the expected value. However, while the vehicle V is traveling in the normal travel section, the fluctuation range (fluctuation F) of the charging rate R is generally within a certain range. Therefore, in the present embodiment, the target charging rate R1 is set to a value obtained by subtracting an assumed variation F (fixed value) from 100%. As a result, between the assumed values of the power consumption W and the regenerated power while the vehicle V is traveling in the normal travel section before reaching the severe travel section and the actual values of the power consumption W and the regenerated power Even if an error occurs in the battery, problems such as overcharging will not occur. The amount of variation F is set by learning a driving pattern or the like, or based on the results of experiments performed in advance.

In step S16, high charging control is performed so that the charging rate R of the battery 3 becomes the charging rate R1 when the vehicle V starts traveling in the severe traveling section. Specifically, the controller 10 drives the engine 1 so that the charging rate R of the battery 3 becomes the charging rate R1 at the time when the vehicle V starts traveling in the severe traveling section, and causes the MG2 to generate power. regenerative power control.

By performing the high charge control in this manner, the charging rate R of the battery 3 can be increased as much as possible at the time when the vehicle V starts traveling in the severe traveling section. Therefore, it is possible to prevent the battery 3 from being insufficiently charged while the vehicle is traveling in a severe traveling section.

When the vehicle reaches the severe driving section, an affirmative determination is made in step S2 in FIG. 2, and normal operation control in step S4 is no longer performed. As a result, the processing of the flowchart shown in FIG. 4 is no longer performed. The normal operation control in step S4 may be, for example, charging control according to the SOC. That is, when performing the SOC decrease suppression control in step S3, the high charging control does not necessarily have to be performed before the start of traveling in the severe traveling section. On the other hand, according to the high charge control, the charging rate R of the battery 3 can be increased as much as possible at the start of running in a severe running section. It is effective in running the whole course in a difficult driving scene.

Next, the SOC decrease suppression control performed in step S3 will be described. The SOC decrease suppression control increases the output P_ICE of the engine 1 at the start of driving in a severe driving section, preferentially supplies the generated energy of MG2 to MG4, and supplies the surplus generated energy that is not consumed by MG4 as electrical energy to the battery. 3 is the control that feeds the

In severe driving sections, the power consumption W of MG4 usually exceeds the power generated by MG2. Therefore, normally, all the generated energy supplied to MG4 by the SOC decrease suppression control is consumed by MG4, and only the insufficient energy is supplied from battery 3 to MG4 as electric energy. As a result, the consumption of battery power is suppressed, so the decrease in SOC is suppressed. On the other hand, the power consumption W of MG4 is lower than the generated power of MG2 in the travel section between the points C2 and C3 described above with reference to FIG. Therefore, in this case, surplus generated energy that is not consumed by MG4 is supplied to battery 3 as electrical energy by SOC decrease suppression control. As a result, the SOC can be increased as much as possible even when driving in a severe driving section. Preferentially means that the generated energy of MG2 is supplied to MG4 without being supplied to the battery 3, and if there is a surplus of generated energy even if the generated energy is supplied to MG4, the surplus generated energy is supplied to the battery as electrical energy. means to feed 3.

In the SOC decrease suppression control, the output P_ICE is increased regardless of the SOC. Under the SOC decrease suppression control, the output P_ICE is increased compared to when the normal control described below is performed on condition that the SOC does not decrease excessively. The condition that the SOC does not excessively decrease means that the case where the engine 1 is operated at the maximum output under normal control is excluded. The output P_ICE of the engine 1 changes as follows between the SOC decrease suppression control and the normal control.

FIG. 5 is a diagram showing changes in the output of the engine 1 from the start of running in the severe running section. FIG. 6 is a diagram showing changes in the output of the engine 1 in the case of the comparative example. FIG. 6 shows, as a comparative example, a case where normal control is performed while the vehicle is traveling in a severe traveling section. Output P_ICEX indicates output P_ICE in the case of the comparative example.

First, referring to FIG. 6, in normal control, charging control is performed according to the SOC, and the lower the SOC, the higher the output P_ICEX. A plurality of thresholds are set for the SOC, and the output P_ICEX is increased stepwise each time the SOC falls below the plurality of thresholds in order from the top. At the start of running in a severe running section where the elapsed time is near zero, the SOC is increased as much as possible by high charging control. Therefore, the output P_ICEX is relatively small at this time, but the output P_ICEX is finally increased to the maximum output obtained by the engine 1 in the WOT (Wide Open Throttle) state as the SOC decreases. In this example, the vehicle V is traveling in an extremely severe driving scene. Therefore, even if the output P_ICEX is increased to the maximum output, the SOC continues to decrease, and the decrease in SOC is finally prevented by the power limitation of MG4.

In the case of the present embodiment shown in FIG. 5, the operation of the engine 1 in the WOT state is started by the SOC decrease suppression control at the start of running in the severe running section, and the output P_ICE is increased to the maximum output. However, the output is not necessarily limited to the maximum output, and may be higher than the normal control, such as an output range of half or more of the maximum output. In the SOC decrease suppression control, the increased output P_ICE is maintained during severe travel section travel. As a result, in the case of this embodiment, the decrease in SOC is gentler than in the case of the comparative example, and the severe driving section can be run before the power limitation of MG4 becomes necessary. The reason why the output P_ICE drops like noise in FIG. 5 is as follows.

Here, the slope of the travel road may temporarily become a downward slope even in a severe travel section. In this case, since MG4 regenerates, there is no need to supply generated energy to MG4. Therefore, in the vehicle V, power generation is stopped even during execution of the SOC decrease suppression control, and as a result, the output P_ICE temporarily becomes zero. As a result, the output P_ICE temporarily drops, and such a drop in the output P_ICE appears as noise in FIG. Therefore, the output P_ICE is maintained by the SOC decrease suppression control at least when the MG4 is functioning as an electric motor during travel in the severe travel section. As a result, power generation is stopped when the supply of power generation energy to MG 4 is unnecessary, and it is possible to suppress power generation more than necessary.

On the other hand, even when MG4 is functioning as a power generator, output P_ICE may be maintained by SOC decrease suppression control. In this case, all of the generated energy of MG2 becomes a surplus and is supplied to the battery 3 as electrical energy together with the regenerated energy of MG4. Therefore, in this case, for example, by maintaining the output P_ICE within a predetermined SOC setting range so that the battery 3 is not overcharged, the SOC can be increased as much as possible even during driving in a severe driving section. . It should be noted that, on a gentle uphill slope, the power consumption W of MG4 is less than the power generated by MG2 at maximum power generation. Therefore, even when power generation is stopped on a downward slope, the surplus generated energy can be supplied to the battery 3 as electrical energy.

As described above, in the SOC decrease suppression control, for example, the output P_ICE can be set to the maximum output of the engine 1 . In this case, since the decrease in SOC is suppressed as much as possible, the running performance in the severe driving section is greatly improved, but there is also the aspect that power generation may be performed more than necessary when driving the severe driving section. In light of this, the output P_ICE can also be set, for example, as follows.

FIG. 7 is a diagram for explaining the first method of setting the output P_ICE. A change in SOC indicates a change when the engine 1 is operated under the same conditions, for example, when the engine 1 is not in power generation operation. In the first setting method, the output P_ICE is set based on the energy consumption rate of the MG4 in severe driving sections. The energy consumption rate is the amount of energy consumed by the MG4 per unit time, and is represented by the degree of decrease in SOC in FIG. In the first setting method, the higher the energy consumption rate, the higher the output P_ICE is set. Therefore, in the three examples showing that the energy consumption rate is different between the solid line, the dashed line, and the dashed double-dotted line, the highest output P_ICE is set for the dashed double-dotted line, which has the highest energy consumption rate. As a result, the output P_ICE can be set in consideration of the difference in energy consumption according to the running load such as the road gradient, so it is possible to drive the severe running section with just enough power generation.

In the first setting method, the energy consumption rate of the severe travel section is predicted before the vehicle starts traveling in the severe travel section, and the output P_ICE is set by the SOC decrease suppression control based on the predicted energy consumption rate. The energy consumption rate can be predicted based on the predicted value of the power consumption W consumed in the severe travel section and the predicted value of the travel time in the severe travel section. Taking the aforementioned FIG. 3 as an example, the energy consumption rate in this case is predicted by dividing the integrated value of power consumption W from point C1 to point C4 by a preset running time. By estimating the energy consumption rate in this manner, it is possible to set the output P_ICE to be maintained in the severe driving section in consideration of the difference in energy consumption according to the road load. Acquiring the information of the severe travel section such as the preset travel time is included in predicting the travel time of the severe travel section.

FIG. 8 is a diagram for explaining the second setting method of the output P_ICE. In the second setting method, the output P_ICE is set based on the travel distance of the severe travel section. This is because the longer the travel distance, the greater the drop in SOC as indicated by the thicker arrow. In the second setting method, the longer the traveling distance is, the higher the output P_ICE is set. Therefore, in the three examples showing that the distance traveled is different between the solid line, the one-dotted line, and the two-dotted dashed line, the maximum output P_ICE is set for the two-dotted dashed line, which indicates the longest traveled distance. As a result, it is possible to set the output P_ICE in consideration of the difference in energy consumption according to the travel distance, so that it is possible to drive the severe travel section with just enough power generation. In addition, it is possible to set the output P_ICE to be maintained in severe driving sections in consideration of the difference in energy consumption according to the driving distance.

In the second setting method, the traveling distance of the severe traveling section is predicted before traveling of the severe traveling section is started, and the output P_ICE is set by the SOC decrease suppression control based on the predicted traveling distance. The mileage can be predicted by obtaining a mileage preset in a navigation system or the like, for example. The second setting method can be used with the first setting method. This makes it possible to take into consideration the difference in running load and running distance, which is more effective in driving the entire course of a severe running section with just enough power generation.

FIG. 9 is a diagram for explaining the effect based on the running time of a severe scene. Comparative Example 1 shows a case where high charging control and SOC decrease suppression control are not performed. Comparative Example 2 shows a case where high charge control is performed, but SOC decrease suppression control is not performed. In Comparative Example 2, the high charging control maximizes the SOC at the start of running in a severe running section. Therefore, according to the comparative example 2, compared with the comparative example 1, it is possible to secure a longer running time in a severe scene. In the case of this embodiment, not only high charge control but also SOC decrease suppression control is performed. Therefore, according to the present embodiment, it is possible to ensure a long running time in a severe scene not only in Comparative Example 1 but also in comparison with Comparative Example 2.

10A and 10B are diagrams for explaining the effect of the cooling request for the battery 3. FIG. In the case of Comparative Example 1, although the high charging control is not performed, the SOC decrease suppression control is not performed either. As a result, the amount of electric power taken out from the battery 3 increases, and as a result, the battery 3 tends to overheat, and the cooling demand for the battery 3 increases. In the case of the present embodiment, although the high charging control is performed, the electric power generated by the MG2 is supplied to the MG4 by the SOC decrease suppression control during the subsequent running of the severe running section. As a result, the amount of electric power taken out from the battery 3 is reduced, so that the battery 3 is less likely to overheat, and the cooling demand for the battery 3 can be reduced.

Next, main effects of this embodiment will be described.

The energy control method for a vehicle V according to the present embodiment includes an engine 1, an MG2 that is driven and generated by the engine 1, a battery 3 that is charged by the MG2, and power supplied from the battery 3 or generated by the MG2. It is used in a vehicle V having an MG4 that drives the drive wheels 6. FIG. This method increases the output P_ICE of the engine 1 when the vehicle V starts running in a severe running section including a section in which the vehicle V continues to consume more power than the power that can be generated by the MG2. , the generated energy of MG2 is preferentially supplied to MG4 while traveling in the severe traveling section, and the surplus generated energy that is not consumed by MG4 while traveling in the severe traveling section is supplied to the battery 3 as electrical energy. including.

According to this method, the output P_ICE of the engine 1 is increased at the start of traveling in the severe traveling section, and the generated energy is preferentially supplied to the MG 4 during traveling in the severe traveling section. Above all, power consumption of the battery 3 can be suppressed. Moreover, since the surplus generated energy is supplied to the battery 3 as electrical energy, the SOC can be increased as much as possible even when traveling in a severe traveling section. As a result, an excessive decrease in SOC is suppressed, and it becomes difficult to limit the power of the MG4 and to charge the battery 3 while the vehicle is stopped, so that the running performance in severe driving scenes is improved.

The energy control method for the vehicle V according to the present embodiment may further include predicting the energy consumption rate of the MG4 in the severe travel section before starting travel in the severe travel section. In this case, the power P_ICE of the engine 1 can be set based on the predicted energy consumption rate. According to this method, it is possible to set the output P_ICE in consideration of the difference in energy consumption according to the road surface gradient and other driving loads, so that it is possible to drive the entire course of a severe driving section with just enough power generation. In addition, it is possible to set the output P_ICE to be maintained in the severe driving section in consideration of the difference in energy consumption according to the driving load.

The energy control method for the vehicle V according to the present embodiment may further include predicting the travel distance of the severe travel section before starting travel in the severe travel section. In this case, the output P_ICE of the engine 1 can be set based on the predicted travel distance. According to such a method, the output P_ICE can be set in consideration of the difference in energy consumption according to the travel distance, so it is possible to drive the severe travel section with just enough power generation. In addition, it is possible to set the output P_ICE to be maintained in severe driving sections in consideration of the difference in energy consumption according to the driving distance.

Although the embodiments of the present invention have been described above, the above embodiments merely show a part of application examples of the present invention, and the technical scope of the present invention is not limited to the specific configurations of the above embodiments. do not have.

1 engine 2 MG (first motor)
3 battery 4 MG (second motor)
5 inverter 6 drive wheel 10 controller V vehicle

Claims (4)

an engine, a first motor driven by the engine to generate power, a battery charged by the first motor, and a power supplied from the battery or generated by the first motor to drive driving wheels. A method for energy control of a vehicle having two motors, comprising:
increasing the output of the engine when starting to travel in a severe travel section including a section in which the vehicle continues to travel with an amount of power consumption exceeding the amount of power that can be generated by the first motor;
preferentially supplying the generated energy of the first motor to the second motor during running in the severe running section; and surplus generated energy that is not consumed by the second motor during running in the severe running section. as electrical energy to the battery;
A vehicle energy control method comprising: A vehicle energy control method according to claim 1,
further comprising predicting the energy consumption rate of the second motor in the severe travel section before starting travel in the severe travel section;
setting the output of the engine based on the predicted energy consumption rate;
A vehicle energy control method characterized by: The vehicle energy control method according to claim 1 or 2,
further comprising predicting the travel distance in the severe travel section before starting travel in the severe travel section;
The output of the engine is set based on the predicted mileage;
A vehicle energy control method characterized by: an engine, a first motor driven by the engine to generate power, a battery charged by the first motor, and a power supplied from the battery or generated by the first motor to drive driving wheels. An energy control device for a vehicle having two motors,
The output of the engine is increased at the start of running in a severe running section including a section in which the first motor continues to run at an amount of power consumption that exceeds the amount of power that can be generated by the first motor. A controller that preferentially supplies the generated energy of the first motor to the second motor and performs SOC decrease suppression control to supply the surplus generated energy that is not consumed by the second motor to the battery as electrical energy;
A vehicle energy control device comprising:

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