JP5644398B2 - Control device for electric vehicle - Google Patents

Description

  The present invention relates to a control device for an electric vehicle, and in particular, includes a power generation device for extending the cruising distance of electric travel (EV travel) without being charged by an external power source even when the charge amount of a battery is reduced. The present invention relates to a control device for an electric vehicle equipped with a power generator.

  As an electric vehicle equipped with a power generator, Patent Document 1 discloses a technique for calculating the amount of power generation from the amount of depression of an accelerator pedal and the vehicle speed, and controlling the engine speed so that the driver does not feel uncomfortable with the sound. ing.

JP 2000-236602 A

  In the disclosed technique disclosed in Patent Document 1, the engine speed is made variable according to the vehicle load, and the power generation amount is made variable accordingly. In this case, the engine operating state deviates from the optimum fuel consumption point. It cannot be denied that the fuel consumption will be reduced.

  Therefore, the present invention provides a control device for an electric vehicle that can operate a power generation device at an optimum fuel consumption point and suppress a decrease in fuel consumption due to power generation.

  In the control apparatus for an electric vehicle according to the present invention, a drive motor, a chargeable / dischargeable battery for supplying power to the drive motor, and power generation for supplying power to the drive motor or the battery are performed. A power generation device; and a power generation control device that controls the operation of the power generation device.

  This power generation control device determines whether to generate power while the vehicle is traveling or whether to generate power during parking with the vehicle start switch turned off, and operates the power generation device while parking, thereby driving after parking The main feature is that it is possible to supply the battery with the power necessary for the above.

  According to the present invention, since the power generation device can be operated at the optimum fuel consumption point by generating power while the vehicle is parked according to the determination of the power generation control device, it is possible to suppress a decrease in fuel consumption due to power generation. .

The system block diagram which shows one Embodiment of the control apparatus of the electric vehicle which concerns on this invention. The block diagram which shows the function structure of the electric power generation control apparatus in embodiment of this invention. Explanatory drawing which shows the fuel consumption and fuel consumption by the operation | movement of the electric power generating apparatus in embodiment of this invention by the case where it carries out power generation driving | running | working following (A), and the case where it generate | occur | produces during parking in (B). The flowchart figure which shows the control action of the electric power generation control apparatus in embodiment of this invention. Explanatory drawing which shows an example of driving | running | working load information. The flowchart figure which shows the process sequence of fuel consumption calculation in the case of performing electric power generation during parking. Explanatory drawing showing calculation of the target total electric power in the case of performing electric power generation during parking. A map representing drive motor efficiency. A map showing battery discharge efficiency. A map showing battery charging efficiency. A map showing generator efficiency. A map used to calculate the required power generation time during parking. The flowchart figure which shows the process sequence of the fuel consumption calculation in the case of performing a tracking power generation driving | running | working. Explanatory drawing showing calculation of the target electric power in the case of performing tracking power generation driving | running | working. A map showing the fuel consumption rate. Explanatory drawing showing the fuel consumption in the micro time of the driving | running | working load information shown in FIG.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  An electric vehicle according to the embodiment shown in FIG. 1 includes a drive motor 1 as a vehicle drive source, a chargeable / dischargeable battery 2 that supplies power to the drive motor 1, and the drive motor 1 or the battery 2. A power generation device 3 that generates power for power supply and a vehicle controller 4 that controls the operation system of the entire vehicle are provided.

  The drive motor 1 is directly connected to the power transmission device 6 of the drive wheel 5 and is controlled by the motor control device 7 via the inverter 8 so that the power is driven by torque and the regenerative energy is transferred during deceleration. Rotational control is performed in accordance with the vehicle state such as the regenerative state absorbed in the vehicle 2.

  The battery 2 is charge / discharge controlled by the battery control device 9 to supply power to the drive motor 1, power generated by the power generation device 3, power regenerated when the drive motor 1 is decelerated, and an outlet 11 of the charger 10. The charge control of the electric power from the external power supply performed via the is performed.

  In the present embodiment, a combination of the engine 12 and the generator 13 is used as the power generation device 3, but a fuel cell stack can also be used. The engine 12 controls the combustion injection amount, the intake air amount, the ignition timing, and the like by the engine control device 14. Further, the generator 13 performs rotation control according to the power generation state and the power consumption state via the inverter 16 by the generator control device 15.

  The vehicle controller 4 exchanges information with the drive motor control system, battery control system, engine control system, and generator control system described above, and the vehicle, such as the driver's operation input and vehicle speed. The entire system is controlled based on various sensor information for detecting the state and external environmental conditions such as the outside air temperature. That is, a signal for driving the driving motor 1 is output to the motor control device 7 in response to a request from the driver, and the charge amount (SOC) of the battery 2 is read via the battery control device 9 and the charge amount is The engine 12 and the generator 13 are controlled via the engine control device 14 and the generator control device 15 so as to generate power that is appropriate for the current travel state and future travel schedule. Further, when charging from an external power source while the vehicle is parked, the battery 2 is charged by charging the battery 2 by controlling the charger 10 while monitoring the state of the battery 2 via the battery control device 9. .

High voltage components such as the drive motor 1, the generator 13, their inverters 8 and 16, and the charger 10 are appropriately cooled by an electrical component cooling unit including a radiator 17 and a cooling water pump 18. Similarly, the engine 12 is appropriately cooled by an engine cooling unit including a radiator 19 and a cooling water pump 20. Similarly, the engine 12 is appropriately cooled by an engine cooling unit including a radiator 19 and a cooling water pump 20. Circulating cooling water of the engine cooling unit is introduced into the heater unit 21 and an electric heater 22 is assembled to the heater unit 21 so that both the heat energy of the engine cooling water and the heat energy of the electric heater 22 are properly used. Can be done.

  The vehicle controller 4 described above has a power generation control function for determining whether to generate power while the vehicle is running or to generate power during parking with the vehicle start switch turned off, and to control the power generation device 3 to operate. By operating the power generation device 3 during parking based on this determination, it is possible to supply electric power necessary for traveling after parking.

  FIG. 2 is a block diagram showing a functional configuration of power generation control in the vehicle controller 4.

  The vehicle controller 4 includes a travel load information acquisition function 101, a parking time acquisition function 102, a vehicle state detection function 103, a follow-up power generation travel fuel consumption calculation function 104, a parked power generation fuel consumption calculation function 105, a parking A determination function 106 for determining execution of middle power generation and a power generation control function 107 during parking are provided.

  The travel load information acquisition function 101 calculates a travel load from a travel route to a destination set in advance based on information from a vehicle-mounted navigation system. This travel load is calculated as the amount of power per hour required for traveling from the travel profile shown in FIG. 5 to the destination, and this is calculated as a follow-up power generation travel fuel consumption calculation function 104 and a parked power generation fuel consumption calculation function. To 105.

  The parking time acquisition function 102 reads the parking time set in advance by the driver and outputs this to the parking power generation fuel consumption calculation function 105.

  The vehicle state detection function 103 selects information necessary for power generation control from various sensor information for detecting an environmental state such as an outside air temperature and a vehicle state such as ON / OFF of a vehicle start switch and a parking brake switch. To the determination function 106.

  The follow-up power generation travel fuel consumption calculation function 104 calculates the fuel consumption in the case of the follow-up power generation travel that operates the power generation device 3 while traveling based on the output of the travel load information acquisition function 101, and determines this Output to.

  The power generation fuel consumption calculation function 105 during parking is based on the outputs of the travel load information acquisition function 101 and the parking time acquisition function 102, and the fuel consumption when the power generation device 3 is operated to generate power and charge during parking. Or the sum of the fuel consumption when the shortage in the power generation and charging during parking is compensated by the follow-up power generation travel, and this is output to the determination function 106.

  Based on the outputs of the vehicle state detection function 103, the follow-up power generation travel fuel consumption calculation function 104, and the parked power generation fuel consumption calculation function 105, the determination function 106 determines on / off of power generation during parking. The parking power generation control function 107 is operated.

  FIG. 3 shows, for example, that a vehicle is parked in a parking lot for shopping, a parking time and a travel route to a return destination are determined, shopping is performed from time TO to time Ts, and time Ts to time Te. Between the fuel consumption when driving to a preset destination between the vehicle and the fuel consumption when generating electricity and charging while parking and driving to the destination with that charged power (EV traveling) An example is shown.

  FIG. 3A shows a case where tracking power generation is performed while returning from shopping and running without performing power generation and charging by the power generation device 3 during parking. In this follow-up power generation travel, necessary power generation is generated while traveling from time Ts to time Te, and fuel consumption (g / kwh) and fuel consumption (g) are calculated from the generated power. In follow-up power generation, the generator operating point fluctuates in accordance with the traveling load, so many operating points outside the optimum fuel efficiency region are seen, and fuel consumption increases.

  Fig. 3 (B) shows the amount of electric power required for traveling to the destination generated during charging from the time TO to the time Ts at the optimum operating point in the fuel consumption area and charged, and EV traveled from the time Ts to the time Te. Shows the case. In this power generation during parking, the amount of power required for travel consumed during travel in FIG. 3A is generated by operating the power generation device 3 in the optimum fuel consumption region during parking and charging the battery 2. The fuel consumption is reduced compared to the follow-up power generation travel.

  FIG. 4 is a flowchart showing a control operation by the power generation control function of the vehicle controller 4 shown in FIG.

  In step S2001, it is determined whether or not a travel route to the destination is set by the navigation device, and the process ends if there is no travel route setting. If the travel route is set, the process proceeds to step S2002. In step S2002, it is determined whether or not the parking time T is set. If no parking time is set, the process ends. If the parking time T is set, the process proceeds to step S2003. In step S2003, the outside air temperature is detected to determine whether heating by the waste heat of the power generation device 3 is necessary when traveling to the destination after parking. If heating by the waste heat is necessary, the process ends. If heating by generator waste heat is not required, the process proceeds to step S2004. In step S2004, the travel profile shown in FIG. 5 is acquired, and the required electric energy when EV travels to the destination is calculated. This travel profile can be easily and accurately set by estimating the travel load from past travel data stored in the navigation device. In step S2005, a fuel consumption amount A is calculated in a case where the amount of electric power necessary for EV traveling to the destination is obtained by performing power generation during parking. In step S2006, a fuel consumption amount B is calculated in the case where the amount of electric power necessary for EV travel to the destination is obtained by performing follow-up power generation travel. In step S2007, the fuel consumption amount A and the fuel consumption amount B are compared, and if the fuel consumption amount A <the fuel consumption amount B is not satisfied, the process ends. If the fuel consumption A <the fuel consumption B, the process proceeds to step S2008. In step S2008, power generation and charging during parking are executed and the process ends.

  FIG. 6 is a flowchart showing a processing procedure for calculating the fuel consumption A when the power generation during parking in step S2005 of FIG. 5 is performed.

In step S2101, the travel profile is read. In step S2102, the drive motor loss is calculated from the travel profile, and the drive motor total power amount Qm necessary for travel to the destination is calculated (see FIG. 7). The drive motor loss is calculated from the drive motor efficiency ηg shown in FIG. In step S2103, the battery total power amount Qb necessary for traveling to the destination is calculated from the required drive motor total power amount Qm in consideration of the discharge loss that varies depending on the battery temperature (see FIG. 7). The battery discharge loss is calculated from the high voltage BAT discharge efficiency ηd shown in FIG. In step S2104, the generator total power amount Qg required for traveling to the destination is calculated from the required battery total power amount Qb in consideration of the charge loss that varies depending on the battery temperature (see FIG. 7). The battery charge loss is calculated from the high voltage BAT charge efficiency ηc shown in FIG. In step S2105, an engine (ENG) total output Qe required for traveling to the destination is calculated in consideration of the generator loss from the required generator total power amount Qg (see FIG. 7). The generator loss is calculated from the generator efficiency ηe shown in FIG. In step S2106, the fixed power generation amount map Q (kwh) = parking power generation point (kw) × t (time) shown in FIG. 12 and the necessary power generation time during parking from the intersection of the required ENG total output Qe obtained in step S2105. t1 is calculated. In step S2107, the parking time T
And the required power generation time t1 during parking. When t1 ≦ T, the process proceeds to step S2108, and when t1 ≦ T is not satisfied, the process proceeds to step S2109. In step S2108, the fuel consumption A is calculated from the power generation point during parking (kw), the fuel consumption α (g / kwh) at the operating point, and the necessary power generation time t1 during parking, and the process returns. In step S2109, the fuel consumption A1 is calculated from the parking power generation point (kw), the fuel consumption α (g / kwh) at the operating point, and the parking time T. In step S2110, the fuel consumption amount A2 is calculated when the electric power generation during parking is performed in step S2109 and the electric power generation is performed following the remaining travel route to the destination after the EV traveling assuming the state of being charged. calculate. In step S2111, fuel consumption A = fuel consumption A1 + fuel consumption A2 is calculated, and the process returns.

  FIG. 13 is a flowchart showing a processing procedure for calculating the fuel consumption amount B when the follow-up power generation traveling in step S2006 of FIG. 4 is performed.

  In step S2201, the travel profile is read. In step S2202, the drive motor power Pm necessary for travel to the destination is calculated from the travel profile in consideration of the drive motor loss (see FIG. 14). The drive motor loss is calculated from the drive motor efficiency ηg shown in FIG. 8 as described above. In step S2203, an engine (ENG) power generation output Pe required for traveling to the destination is calculated in consideration of the generator loss from the necessary drive motor power Pm (see FIG. 14). The generator loss is calculated from the generator efficiency ηe shown in FIG. 11 as described above. In step S2204, the fuel consumption amount ΔB = Pe · L (g) for the minute time Δt in the travel profile of FIG. 16 from the fuel efficiency L (g / kwh) obtained from the fuel efficiency rate map shown in FIG. 15 and the required ENG power generation output Pe. / Kwh) · Δt is calculated. In step S2205, the total fuel consumption B = ∫ΔB = ∫Pe · L · Δt is calculated from the travel profile and the fuel consumption ΔB, and the process returns.

  In the above-described example, it is assumed that the energy used for heating is included in the travel power amount of FIGS.

  When power generation during parking according to the control flow of FIGS. 4, 6, and 13 is not performed, replenishment of electric power necessary for continuous travel is performed by follow-up power generation travel.

  As described above, according to the power generation control device of the present embodiment, the power necessary for continuing travel is fixedly generated by driving the power generation device 3 during parking with the start switch of the vehicle turned off and causing no fluctuation in travel load. Therefore, the power generation device 3 can be operated at the optimum fuel consumption point to generate power and charge, and the fuel consumption can be improved.

  In addition, the power generation control during parking of the power generation device 3 estimates the travel load from the travel route to the destination set by the driver, the fuel consumption when performing power generation during parking, Since the comparison is made with comparison with the fuel consumption, the fuel consumption can be reduced.

  In addition, when a preset parking time is acquired from the travel route, power generation during parking is performed at the set parking time, and EV traveling and tracking power generation traveling are used together, and when tracking power generation traveling is performed. Since the operation method is selected by comparing the amount of fuel consumed in each, the optimum power generation operation can be performed.

  And the above-mentioned driving | running | working load can calculate a fuel consumption correctly by estimating from accumulation | storage of the past driving | running | working data. In particular, since this travel load is estimated from travel state information obtained from the navigation device, the fuel consumption can be calculated more accurately.

  Further, in the present embodiment, since the above fuel consumption is calculated in consideration of the temperature of the battery 2, an accurate fuel consumption is calculated even in a low temperature state where the charge / discharge efficiency of the battery 2 deteriorates. Thus, proper power generation control can be performed.

  Furthermore, in this embodiment, when heating by the waste heat of the power generation apparatus 3 is necessary when traveling to the destination with a low outside air temperature, the power generation during parking is not performed but the following power generation travel is performed and the waste heat is used. Since heating is possible, heating fuel consumption can be improved.

  In addition, although the thing of the combination of the engine 12 and the generator 13 was illustrated as the electric power generating apparatus 3 in the said embodiment, the stack of a fuel cell can also be used besides this.

DESCRIPTION OF SYMBOLS 1 ... Drive motor 2 ... Battery 3 ... Electric power generation apparatus 4 ... Vehicle controller (electric power generation control apparatus)
101 ... Travel load information acquisition function (means)
102 ... Parking time acquisition function (means)
103 ... Vehicle state detection function (means)
104 ... Follow-up power generation travel fuel consumption calculation function (means)
105... Power generation fuel consumption calculation function during parking (means)
106 ... Power generation judgment function during parking (means)
107 ... Power generation control function during parking (means)

Claims (8)

A driving motor that generates driving torque transmitted to driving wheels of a vehicle, a chargeable / dischargeable battery that supplies power to the driving motor, and a power generation device that generates electric power to be supplied to the driving motor and the battery And a destination setting means for receiving the destination after parking set by the user when the vehicle is parked, a parking time setting means for receiving the parking time set by the user when the vehicle is parked, and the drive motor A drive motor total power amount calculating means for calculating a total power amount consumed in traveling from the place where the vehicle is parked to the destination, and the power supplied from the power generation device to the drive motor based on the drive torque a power generation control unit, and when accepting the parking time, parking time and the vehicle controller determines whether within a predetermined time, the vehicle controller parking time is a predetermined time or longer A first fuel consumption amount consumed during parking by the power generation device based on the total power amount, and a power generation fuel consumption calculation device during parking, wherein the power generation device directly supplies power to the drive motor. An electric vehicle comprising: a follow-up power generation travel fuel consumption calculating means that calculates a second fuel consumption consumed when traveling from a place where the vehicle is parked to the destination based on the total power. In the control device, the vehicle controller performs power generation during parking when the first fuel consumption amount is smaller than the second fuel consumption amount . A driving motor that generates driving torque transmitted to driving wheels of a vehicle, a chargeable / dischargeable battery that supplies power to the driving motor, and a power generation device that generates electric power to be supplied to the driving motor and the battery And a destination setting means for receiving the destination after parking set by the user when the vehicle is parked, a parking time setting means for receiving the parking time set by the user when the vehicle is parked, and the drive motor A drive motor total power amount calculating means for calculating a total power amount consumed in traveling from the place where the vehicle is parked to the destination, and the power supplied from the power generation device to the drive motor based on the drive torque A power generation control means, a vehicle controller that determines whether or not the parking time is within a predetermined time when the parking time is received, and the vehicle controller determines that the parking time is less than the predetermined time. When the power generation device is set, the power generation device supplies power to the drive motor with the difference between the total fuel consumption and the amount of power generated during parking. Based on the total power amount, a fuel consumption amount during driving that is generated and consumed while traveling directly is calculated based on the total power amount, and the fuel consumption amount during parking and the fuel consumption amount during traveling are added. A fuel consumption calculation unit for generating electricity during parking for calculating one fuel consumption, and the power generator directly supplies power to the drive motor, thereby consuming the vehicle when traveling from the parked location to the destination. A control device for an electric vehicle comprising: a follow-up power generation travel fuel consumption amount calculation means for calculating a second fuel consumption amount based on the total power amount; and the vehicle controller, wherein the first power generation fuel consumption amount is the second fuel consumption amount. Less than consumption Control device for an electric vehicle, characterized in that to implement the parked power generation. The parking power generation fuel consumption calculating means calculates the parking fuel consumption based on charge / discharge efficiency of the battery, motor efficiency of the driving motor, and power generation efficiency of the power generation device. The control apparatus of the electric vehicle as described in any one of Claim 1 or 2. The follow-up power generation travel fuel consumption calculating means calculates the fuel consumption during travel based on the motor efficiency of the drive motor and the power generation efficiency of the power generation device. The control apparatus of the electric vehicle as described in any one of these. 5. The electric vehicle control apparatus according to claim 1, wherein the drive motor total electric energy calculating unit estimates the total electric energy based on past travel data. 6. The parking power generation fuel consumption calculating means calculates the parking fuel consumption based on a temperature of the battery, a temperature of the drive motor, and a temperature of the power generation device. The control apparatus of the electric vehicle of 1 thru | or 5. 7. The follow-up power generation travel fuel consumption calculating means calculates the fuel consumption during travel based on the temperature of the drive motor and the temperature of the power generation device. Electric vehicle control device. The said determination means determines that the said parking power generation is not implemented when the said vehicle controller determines that the waste heat of the said electric power generating apparatus at the time of the driving | running | working is required based on external temperature. The control apparatus of the electric vehicle as described in any one of 7.

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