JP6451449B2 - Vehicle control system, method and program - Google Patents

Description

  The present invention relates to a vehicle control system, method, and program.

  A technique for adjusting the output of a motor and an engine based on information on a road on which the vehicle is to travel is known (see Patent Document 1). In Patent Literature 1, overcharge is prevented from occurring by setting the remaining amount that is lower by the kinetic energy of the vehicle as the target remaining amount of the battery.

JP-A-8-126116

In addition to the technology that does not cause overcharge as in Patent Document 1, control is also performed so that the SOC (State Of Charge) of the battery does not become too small. That is, when the SOC of the battery becomes smaller than a certain value, control is also performed to forcibly charge the battery by making the engine output larger than normal in order to operate the generator. In particular, in a travel section that travels with the output of only the motor, the SOC tends to be small, and forced charging is likely to occur due to the output of the engine. If the engine is forcibly charged by the output of the engine, the fuel is consumed only for charging, resulting in poor energy efficiency.
The present invention has been made in view of the above problems, and an object thereof is to provide a technique for improving energy efficiency.

  In order to achieve the above object, a vehicle control system of the present invention is a vehicle control system that controls a vehicle that travels by combining the output of an engine and a motor, and outputs the output of the engine based on road information ahead of the vehicle. Motor travel section acquisition means for acquiring a motor travel section in which energy efficiency is better when motor travel using the motor output is performed without using, and SOC (State Of Charge) of the battery based on road information When the prediction means for predicting and the SOC when performing motor travel in the motor travel section are predicted not to be less than or equal to the first threshold, the motor travel section is set to perform motor travel, First setting means for setting the battery to be charged by the output of the engine when the SOC becomes equal to or lower than the first threshold, and the motor travel zone Is set to perform motor travel in the motor travel section when it is predicted that the SOC at the time of motor travel will be less than or equal to the first threshold but not less than the second threshold smaller than the first threshold. In addition, the second setting means for setting the battery to be charged by the output of the engine when the SOC becomes equal to or less than the second threshold in the motor travel section, and the SOC when performing the motor travel in the motor travel section And third setting means for setting at least a part of the motor travel section to travel at the output of the engine when it is predicted to be equal to or less than the second threshold value.

  The vehicle control method of the present invention is a vehicle control method for controlling a vehicle that travels by combining the output of an engine and a motor, and is based on road information ahead of the vehicle without using the output of the engine. Motor travel section acquisition step for acquiring a motor travel section in which energy efficiency is better when traveling using the output, prediction process for predicting battery SOC based on road information, and motor travel in the motor travel section When it is predicted that the SOC at the time of performing the motor will not be less than or equal to the first threshold, the motor travel is set to be performed in the motor travel section, and when the SOC is less than or equal to the first threshold in the motor travel section The first setting step for setting the battery to be charged by the output of the motor and the SOC when the motor travels in the motor travel section are below the first threshold value. Is set to perform motor travel in the motor travel section when it is predicted that it will not be less than or equal to the second threshold smaller than the first threshold, and the SOC is less than or equal to the second threshold in the motor travel section If the second setting step for setting the battery to be charged by the output of the engine and the SOC when the motor travels in the motor travel section is predicted to be less than the second threshold, the motor travel section is And a third setting step for setting the vehicle to travel at the output of.

  Furthermore, the vehicle control program of the present invention is a vehicle control program for controlling a vehicle that travels by combining the output of the engine and the motor, without using the output of the engine based on road information ahead of the vehicle. A motor travel section acquisition function for acquiring a motor travel section in which energy efficiency is better when traveling using the output of the motor, a prediction function for predicting the SOC of the battery based on road information, and a motor travel section When it is predicted that the SOC when the motor travels will not be less than or equal to the first threshold value, the motor travel is set to be performed in the motor travel section, and the SOC is less than or equal to the first threshold value in the motor travel section A first setting function for setting the battery to be charged by the output of the engine and the SOC when performing motor travel in the motor travel section When it is predicted that it will be less than the first threshold but not less than the second threshold smaller than the first threshold, the motor travel is set so that the motor travels, and the SOC is decreased in the motor travel section. When it is predicted that the second setting function for setting the battery to be charged by the output of the engine when it becomes equal to or less than the second threshold and the SOC when the motor travels in the motor travel section will be equal to or less than the second threshold And causing the computer to execute a third setting function for setting the motor travel section to travel at the output of the engine.

  In the present invention configured as described above, when it is predicted that the SOC does not become the first threshold value or less, the motor travel can be set to be performed in the motor travel section. Thereby, it can drive | work a motor driving | running | working area with the output of a motor, and can make energy efficiency favorable. However, if the SOC falls below the first threshold due to unforeseen factors, the battery is charged by the output of the engine. In this case as well, it is possible to prevent the SOC from becoming lower than the first threshold value and difficult to control the voltage. As the SOC decreases, the slope at which the output voltage of the battery decreases increases, which makes it difficult to control the output voltage. Therefore, basically, it is possible to prevent the SOC from becoming equal to or lower than the first threshold value and to prevent the control of the output voltage.

  On the other hand, even when it is predicted that the SOC is equal to or less than the first threshold value but not equal to or less than the second threshold value that is smaller than the first threshold value, the motor travel can be set to be performed in the motor travel section. As a result, even in a motor travel section in which the SOC is predicted to be equal to or lower than the first threshold value, it is possible to travel with the output of the motor and improve energy efficiency. In this case, the SOC becomes equal to or lower than the first threshold value, and it becomes necessary to control the complex voltage, but priority can be given to energy efficiency.

  As described above, basically, when voltage control is not difficult, it can be set to perform motor travel in the motor travel section. However, when the SOC is equal to or less than the first threshold value but not equal to or less than the second threshold value, the motor travel can be set to be performed in the motor travel section even if the voltage control becomes difficult. Thereby, it can set so that motor traveling may be performed in as many motor traveling sections as possible, and energy efficiency can be made favorable. In addition, since the setting of the third setting unit can prevent the SOC from becoming equal to or lower than the second threshold value, it is possible to prevent the SOC from being reduced to the extent that a problem such as battery deterioration occurs.

It is a block diagram which shows the navigation terminal as a vehicle control system. (2A) to (2C) are graphs of the SOC. It is a graph of an output voltage. It is a flowchart of a vehicle control process. (5A) is a flowchart of the link-specific setting process, and (5B) is a flowchart of the threshold restoration process.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of navigation terminal:
(2) Vehicle control processing:
(3) Other embodiments:

(1) Configuration of navigation terminal:
FIG. 1 is a block diagram showing a configuration of a navigation terminal 10 as a vehicle control system according to an embodiment of the present invention. The navigation terminal 10 is provided in a vehicle.
The navigation terminal 10 includes a control unit 20 and a recording medium 30. The control unit 20 includes a CPU, a RAM, a ROM, and the like, and executes a program stored in the recording medium 30 or the ROM. The recording medium 30 records map information 30a, traffic jam information 30b, and route information 30c.

  The map information 30a includes node data indicating the positions of intersections (nodes) set on the road, link data indicating information about road sections (links) connecting the nodes, and links (for example, in the width direction). Shape interpolation point data indicating the position of the shape interpolation point provided on the center line). The node data also indicates the altitude of the node, and the shape interpolation point data also indicates the altitude of the shape interpolation point. The link data includes information indicating the link length (link length) in the traveling direction and information indicating the road type for each link.

  The traffic jam information 30b is information indicating the degree of traffic jam (vacancy, congestion, traffic jam) on the road around the vehicle for each link. The traffic jam information 30b is information generated at the traffic information information center. The navigation terminal 10 receives the traffic jam information 30b through the communication unit 45 and records the latest traffic jam information 30b in the recording medium 30.

  The route information 30c is information indicating a planned travel route on which the vehicle is scheduled to travel. The route information 30c is information indicating a series of links connecting from the departure point to the destination, and a planned travel route is configured by the series of links. For example, the planned travel route may be an optimal route searched by a known route search method so that the travel distance, travel time, and the like are as small as possible.

The vehicle includes a GPS receiver 41, a vehicle speed sensor 42, a gyro sensor 43, a user I / F unit 44, a communication unit 45, a power ECU 46, and a power unit 47.
The GPS receiver 41 receives radio waves from GPS satellites and outputs a signal for calculating the position of the vehicle to the controller 20 via an interface (not shown). The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels included in the vehicle to the control unit 20. The gyro sensor 43 outputs a signal corresponding to the angular acceleration acting on the vehicle to the control unit 20.

  The control unit 20 sets a plurality of comparison target roads where the current location of the vehicle can exist based on the self-contained navigation information based on the signals output from the vehicle speed sensor 42 and the gyro sensor 43 and the map information 30a. The comparison target roads are narrowed down based on the error circle of the GPS signal acquired in this way. And the control part 20 performs the map matching process which pinpoints the road whose shape is the best match with the self-contained navigation locus among the narrowed down comparison target roads as the traveling road section which is the road section on which the vehicle is traveling, The current location of the vehicle is specified on the traveling road section specified by the map matching process.

The user I / F unit 44 includes an output device (display, speaker, etc.) that outputs various types of guidance based on the video signal and audio signal output from the control unit 20, and various types such as designation of a departure point and destination from the user. Input devices (operation buttons, touch sensors, etc.) that accept operations.
The communication unit 45 includes a communication circuit for receiving the traffic jam information 30b generated at the information center. The traffic jam information 30b received by the communication unit 45 is output to the control unit 20.

  The power ECU 46 is a computer that controls the power unit 47. The power unit 47 includes a motor 47a and an engine 47b as power sources. The power unit 47 includes a battery 47c that supplies power to the motor 47a and a voltage adjustment circuit 47d. The battery 47c is a rechargeable battery, and the power ECU 46 acquires the SOC (remaining power amount) charged in the battery 47c. The voltage adjustment circuit 47d generates a voltage that can be output to the motor 47a by adjusting the output voltage of the battery 47c. Since the output voltage of the battery 47c changes according to the SOC or the like, the transformation ratio in the voltage adjustment circuit 47d is adjusted according to the output voltage of the battery 47c.

  In the vehicle of the present embodiment, the ratio of the output transmitted from the motor 47a and the engine 47b to the drive wheels is variable. The output ratio between the motor 47a and the engine 47b is expressed as M: (1-M). The control unit 20 designates the motor ratio M within the range of 0 or more and 1 or less for the power ECU 46. As a result, the vehicle can travel by combining the outputs of the engine 47b and the motor 47a. When the control unit 20 designates 1 as the motor ratio M to the power ECU 46, the vehicle travels using the output of the motor 47a without using the output of the engine 47b. Further, part or all of the output of the engine 47b is transmitted to a generator (not shown), and the battery 47c is charged by the operation of the generator.

  The control unit 20 executes the navigation program 21. The navigation program 21 includes a motor travel section acquisition unit 21a, a prediction unit 21b, a first setting unit 21c, a second setting unit 21d, and a third setting unit 21e.

  The motor travel section acquisition unit 21a acquires a motor travel section in which energy efficiency is better when the motor travel is performed using the output of the motor without using the output of the engine based on road information ahead of the vehicle. This is a module for causing the control unit 20 to realize the function. The front of the vehicle means ahead of the current position of the vehicle on the planned travel route. In the present embodiment, the motor travel section is a traffic jam section. When the vehicle travels on the planned travel route, the control unit 20 acquires a traffic jam section where the vehicle travels next as motor travel. The traffic jam section is a section composed of continuous links in which the traffic jam degree indicated by the traffic jam information 30b is a traffic jam. In a congested section, the vehicle speed decreases, so that traveling with the output of the motor 47a capable of outputting a large torque even in a low rotation range is more energy efficient than traveling with the output of the engine 47b. Therefore, the control part 20 acquires a traffic congestion area as a motor travel area by the function of the motor travel area acquisition part 21a.

  The prediction unit 21b is a module that causes the control unit 20 to realize a function of predicting SOC (State Of Charge) of the battery 47c based on road information. Based on the current SOC of the battery 47c, the predicted vehicle speed and gradient of each link ahead on the planned travel route, the link length, and the motor ratio M in each link, the function of the prediction unit 21b. The SOC after traveling of each link is predicted. The control unit 20 predicts the energy required for the travel of the link based on the predicted vehicle speed, the gradient, and the link length, and predicts the energy output from the motor 47a based on the energy and the motor ratio M. Furthermore, the control unit 20 predicts the power consumption required for traveling of each link by calculating the amount of power corresponding to the energy output by the motor 47a. Moreover, the control part 20 estimates the charging electric energy charged to the battery 47c by the output of the engine 47b for every link by the function of the prediction part 21b. Then, the control unit 20 subtracts the power consumption amount of each link in the traveling order from the current SOC, and adds the charging power amount of each link in the traveling order to predict the SOC after traveling of each link. To do.

  The predicted vehicle speed may be predicted based on, for example, the limit vehicle speed indicated by the link data or the vehicle speed learned in the past travel. Further, the control unit 20 predicts a constant vehicle speed (for example, 10 km / hour) as the predicted vehicle speed in the traffic jam section. The control unit 20 may predict the predicted vehicle speed in the traffic jam section based on the vehicle speed learned at the time of the past traffic jam, or may predict based on the vehicle speed of another vehicle currently traveling in the traffic jam section. However, it may be predicted based on the degree of congestion of the traffic congestion section indicated by the traffic congestion information. Of course, by the function of the prediction unit 21b, the control unit 20 can also predict the SOC after traveling in the traffic jam section by predicting the amount of power required for travel of each link constituting the traffic jam section.

  The first setting unit 21c sets the motor traveling section to perform the motor traveling when it is predicted that the SOC when performing the motor traveling in the motor traveling section does not become the first threshold value or less. This is a module that causes the control unit 20 to realize the function of setting the battery 47c to be charged by the output of the engine 47b when the SOC becomes equal to or lower than the first threshold value. That is, by the function of the prediction unit 21b, the control unit 20 predicts the SOC after traveling in the traffic congestion section (hereinafter referred to as the post-motor traveling SOC) when the motor travels in the traffic congestion section. And the control part 20 determines whether SOC after motor driving | running | working becomes below a 1st threshold value by the function of the 1st setting part 21c. And the control part 20 is set so that motor driving | running | working may be performed in the said traffic congestion area, when SOC after motor driving | running | working does not become below 1st threshold value.

  Further, the function of the first setting unit 21c allows the control unit 20 to charge the battery 47c with the output of the engine 47b when the actual SOC when the motor is running in the traffic jam section is less than or equal to the first threshold value. Set to In the present embodiment, when the actual SOC when the motor is running is less than or equal to the charging threshold, the engine 47b is started and the generator is operated with the output of the engine 47b to charge the battery 47c. Is configured to do. When the SOC after motor running does not become the first threshold value or less, the control unit 20 sets the first threshold value as the charging threshold value. In the present embodiment, when the motor is running, the engine 47b is stopped and the battery 47c is not charged unless the SOC is equal to or lower than the charging threshold.

  2A to 2C are graphs of the SOC in a traffic jam section. 2A to 2C, it is assumed that the traffic jam section is composed of link A, link B, and link C. As shown by a solid line in FIG. 2A, when the motor travels in a traffic jam section, the SOC decreases monotonously in the traffic jam section. However, the gradient in which the SOC decreases varies depending on the links A to C. In the present embodiment, the slope at which the SOC decreases in the link C with a steep upward slope is the steepest, and the slope at which the SOC decreases in the link B with the slowest upward slope is the slowest. And 2A to 2C, the pre-motor SOC, which is the SOC at the start point of the traffic jam section, is denoted as SI, the post-motor SOC, which is the SOC at the end of the traffic jam section, is denoted as SE, and the power consumption in the links A to C Are denoted as dSA to dSC, respectively.

  As shown by a solid line in FIG. 2A, even if the SOC monotonously decreases in the traffic jam section, the post-motor SOC at the end of the traffic jam section (SE = SI−dSA−dSB−dSC) is equal to or less than the first threshold T1. In the case where it is predicted that this will not occur, the control unit 20 sets the motor running in the traffic jam section by the function of the first setting unit 21c. However, as indicated by a broken line in FIG. 2A, the actual SOC may be smaller than the predicted SOC due to unexpected factors. In preparation for such a case, the function of the first setting unit 21c causes the control unit 20 to operate the generator with the output of the engine 47b when the actual SOC becomes equal to or less than the first threshold value T1 as the charging threshold value. Thus, the battery 47c is set to be charged. As indicated by a broken line in FIG. 2A, when the actual SOC becomes equal to or lower than the charging threshold, charging of the battery 47c starts and the SOC is recovered. As described above, when the actual SOC becomes equal to or lower than the charging threshold, rapid charging is performed with a large inclination for the SOC to recover. In addition, the slope at which the SOC recovers during rapid charging is greater than that during normal charging. The normal charging means that a part of the output of the engine 47b is used when the SOC is not lower than the charging threshold during the period of traveling using the output of the engine 47b (eg, link D in FIG. 2A). Charging.

  Here, the first threshold value T1 will be described. FIG. 3 is a graph showing an example of the relationship between the SOC and the output voltage. As shown in FIG. 3, as the SOC decreases, the output voltage of the battery 47c also decreases. Further, as the SOC decreases, the decrease amount of the battery output voltage per unit decrease amount of the SOC increases. Here, the first threshold value T1 is an SOC at which the reduction amount (absolute value) of the output voltage of the battery 47c per unit reduction amount of the SOC is equal to or greater than a reference value. In other words, in FIG. 3, the first threshold value T1 is an SOC in which the slope of the output voltage is equal to the reference value, and the slope of the output voltage is larger than the reference value in the SOC region smaller than the first threshold value T1.

  When the second setting unit 21d predicts that the SOC when the motor travels in the motor travel section is equal to or lower than the first threshold T1, but not lower than the second threshold T2 smaller than the first threshold T1. In addition, the motor travel section is set to perform the motor travel, and the function of setting the battery 47c to be charged by the output of the engine 47b when the SOC becomes the second threshold value T2 or less in the motor travel section is controlled. This module is realized by the unit 20. That is, by the function of the second setting unit 21d, the control unit 20 compares the post-motor running SOC with the first threshold value T1 and the second threshold value T2. Then, the control unit 20 sets the motor travel so as to perform the motor travel in the traffic jam section when the SOC after the motor travel is equal to or less than the first threshold value T1 but not equal to or less than the second threshold value T2. Further, by the function of the second setting unit 21d, the control unit 20 causes the battery 47c to be output by the output of the engine 47b when the actual SOC when the motor is running in the traffic jam section is less than or equal to the second threshold T2. Set to charge. That is, the control unit 20 sets the second threshold value T2 as the charging threshold value.

  As shown by a solid line in FIG. 2B, the SOC is monotonously decreased in the traffic congestion section, and the post-motor SOC at the end point of the traffic congestion section is predicted to be equal to or lower than the first threshold value T1 and larger than the second threshold value T2. In this case, the control unit 20 sets the motor running in the traffic congestion section by the function of the second setting unit 21d. As indicated by a broken line in FIG. 2B, the actual SOC may be smaller than the predicted SOC due to an unexpected factor. In preparation for such a case, the function of the second setting unit 21d causes the control unit 20 to operate the generator with the output of the engine 47b when the actual SOC becomes equal to or less than the second threshold value T2, so that the battery 47c Set to fast charge. As indicated by a broken line in FIG. 2B, when the actual SOC becomes equal to or lower than the second threshold value T2 set as the charging threshold value, the battery 47c starts to be charged, and the SOC is greatly recovered.

  When the third setting unit 21e predicts that the SOC when the motor travels in the motor travel section is equal to or less than the second threshold T2, the third setting unit 21e travels at least a part of the motor travel section with the output of the engine 47b. This is a module that causes the control unit 20 to realize the function to be set. That is, by the function of the third setting unit 21e, the control unit 20 determines whether or not the post-motor running SOC becomes equal to or less than the second threshold value T2. And the control part 20 is set so that it may drive | work with the output of the engine 47b by the at least 1 link AC which comprises a traffic congestion area, when SOC after motor driving | running | working becomes 2nd threshold value T2 or less. Running with the output of the engine 47b means that the motor ratio M is set to a value smaller than 1.

  By the function of the third setting unit 21e, when the control unit 20 predicts that the SOC when the motor travels in the motor travel section is less than or equal to the second threshold, the SOC in the motor travel section is less than or equal to the first threshold T1. In order to prevent this, at least a part of the motor travel section is set to travel with the output of the engine 47b. Further, the function of the third setting unit 21e allows the control unit 20 to set whether to run the motor for each section obtained by dividing the traffic jam section or to run using the output of the engine 47b, and among the sections obtained by dividing the traffic jam section. The motor travel is preferentially set in the section where the energy required for travel per unit travel distance is larger.

  Specifically, the control unit 20 uses the function of the third setting unit 21e to calculate the usable power amount (SI-T1), which is the power amount obtained by subtracting the first threshold T1 from the SOC (SI) before motor travel, in the traffic jam section. Obtained as the amount of power that can be used for motor travel. Further, the control unit 20 obtains a value corresponding to energy required for traveling per unit travel distance by dividing the power consumption amounts dSA to dSC by the link length for each of the links A to C constituting the traffic jam section. To do. In addition, the magnitude | size of energy required for the driving | running | working per unit driving | running | working distance appears as a magnitude | size of the inclination of the continuous line of FIG.

  And the control part 20 tries to set so that motor driving | running | working may be performed in the order of a link with large energy required for driving | running | working per unit travel distance. In the example of FIG. 2C, the link C with the largest slope of the solid line has the highest priority. However, since the power consumption amount dSC when the motor travels on the link C is larger than the usable power amount (SI-T1) obtained by subtracting the first threshold T1 from the SOC (SI) before the motor travel, the control unit 20 is not set when the motor travels on the link C. Therefore, the control unit 20 attempts to set the motor to travel on the link A having the next largest solid line inclination. Since the power consumption dSA when the motor travels on the link A is smaller than the usable power amount (SI-T1), the control unit 20 sets the motor travel on the link A. That is, even if the motor travels on the link A, it is predicted that the SOC will not be equal to or lower than the first threshold value. Therefore, the control unit 20 sets the motor travel on the link A.

  As described above, when the link A for running the motor is set, it can be used by subtracting the power consumption dSA when the motor runs in the link A from the usable power amount (SI-T1). The amount of power (SI-T1-dSA) is updated. Then, the control unit 20 attempts to set the motor to travel on the link B having the next largest solid line inclination (the smallest inclination). Since the power consumption dSB when the motor travels on the link B is larger than the updated usable power (SI-T1-dSA), the control unit 20 is set to perform the motor travel on the link B. do not do. The controller 20 sets the links B and C that are not set when the motor travels to travel at the output of the engine 47b. Specifically, the control unit 20 sets the motor ratio M to 1 for the link A that is set to perform motor travel, and sets the motor ratio M to 1 for the links B and C that are not set when the motor travel is performed. Set a smaller value. In the links B and C, a motor ratio M smaller than 1 may be set so that the SOC does not decrease, and the control unit 20 uses the electric power consumed by the motor 47a and other electric units to charge power from the output of the engine 47b. What is necessary is just to set the motor ratio M so that it may become below quantity.

  By the function of the third setting unit 21e, the control unit 20 predicts that the SOC when the motor travels in the traffic jam section is equal to or less than the second threshold T2, and the SOC is equal to or less than the first threshold T1 in the traffic jam travel section. In such a case, the battery 47c is set to be charged by the output of the engine 47b. That is, when the control unit 20 predicts that the SOC when the motor travels in the traffic jam section is equal to or less than the second threshold T2, all the links constituting the traffic jam section regardless of whether the motor travel is performed. For A to C, the charging threshold for rapidly charging the battery 47c by the output of the engine 47b is set to the first threshold T1.

  In the configuration of the present embodiment described above, when it is predicted that the SOC does not become the first threshold value T1 or less, it can be set so that the motor travels in the traffic jam section. Thereby, it can drive | work a traffic congestion area with the output of a motor and can make energy efficiency favorable. However, when the SOC becomes equal to or lower than the first threshold value T1 due to an unexpected factor, the battery 47c is charged by the output of the engine 47b. Also in this case, since charging is performed so that the SOC does not become the first threshold value T1 or less, it is possible to prevent the SOC from becoming the first threshold value T1 or less and difficult to control the voltage. As shown in FIG. 3, since the slope at which the output voltage of the battery 47c decreases increases as the SOC decreases, it becomes difficult to control the output voltage. Therefore, basically, it is possible to prevent the SOC from becoming equal to or lower than the first threshold value T1, and to prevent the control of the output voltage from becoming difficult. When the control of the output voltage becomes difficult, the control of the voltage adjustment circuit 47d for monitoring the output voltage and adjusting the voltage applied to various electric parts (including the motor 47a) from the output voltage is complicated. It means to become. The complicated control of the voltage adjustment circuit 47d may be, for example, an increase in the monitoring frequency of the output voltage or the adjustment frequency of the boosting magnification. The first threshold value T1 is an SOC in which the decrease amount of the battery output voltage per unit decrease amount of the SOC is equal to or higher than the reference value, so that the state in which the change in the output voltage of the battery is more gradual than the constant reference is maintained. It is possible to prevent the control of the voltage adjustment circuit 47d from becoming complicated.

  On the other hand, even when the SOC is equal to or lower than the first threshold value T1, but is predicted not to be equal to or lower than the second threshold value T2 smaller than the first threshold value T1, the motor travel can be set to be performed in the traffic jam section. As a result, even in a traffic jam section where the SOC is predicted to be equal to or lower than the first threshold value T1, it is possible to travel with the output of the motor 47a and improve energy efficiency. In this case, the SOC becomes equal to or less than the first threshold value T1, and it becomes necessary to control the complex voltage, but priority can be given to energy efficiency.

  As described above, basically, when voltage control is not difficult, the motor can be set to run in a traffic jam section. However, when the SOC is equal to or lower than the first threshold value T1, but not equal to or lower than the second threshold value T2, even if it becomes difficult to control the voltage, the motor can be set to run in a traffic jam section. Thereby, it can set so that motor driving may be performed in as many traffic jam sections as possible, and energy efficiency can be made favorable. Moreover, since it can prevent that SOC becomes below 2nd threshold value T2 by the setting of the 3rd setting part 21e, it can prevent that SOC reduces so that deterioration of the battery 47c is produced.

  Further, by the function of the third setting unit 21e, the control unit 20 sets the vehicle to travel at least part of the traffic jam section with the output of the engine 47b so that the SOC in the traffic jam zone does not become the first threshold value T1 or less. Thereby, even when it is predicted that the SOC will be equal to or lower than the second threshold value T2, it is possible to prevent the SOC from becoming lower than the first threshold value T1 and difficult to control the voltage. Further, by the function of the third setting unit 21e, the control unit 20 preferentially performs the motor traveling among the links A to C obtained by dividing the traffic congestion section, so that the link having the larger energy required for traveling per unit traveling distance. Set. Thereby, energy efficiency can be made favorable in the low speed driving | running | working at the time of traffic congestion.

(2) Vehicle control processing:
Next, an example of the vehicle control process will be described in detail. FIG. 4 is a flowchart of the vehicle control process. The vehicle control process may be executed, for example, when a planned travel route is searched, or may be executed when the traffic congestion section approaches within a predetermined distance. In the vehicle control process, various settings are made when the vehicle travels in a traffic jam section in the future, and the vehicle is controlled based on the settings in the vehicle control process when the vehicle actually reaches the traffic jam section. It becomes.

  First, the control unit 20 acquires a traffic jam section by the function of the motor travel section acquisition unit 21a (step S100). That is, the control unit 20 acquires a traffic jam section existing ahead on the planned travel route based on the traffic jam information 30b.

  Next, the control unit 20 predicts the post-motor traveling SOC (SE in FIGS. 2A to 2C) in the traffic jam section by the function of the prediction unit 21b (step S110). That is, the control unit 20 subtracts the power consumption dSA to dSC in each link A to C constituting the traffic jam section from the SOC (SI) before motor running at the start point of the traffic jam section, thereby obtaining the SOC (SE = SE = SI-dSA-dSB-dSC).

  Next, by the function of the first setting unit 21c, the control unit 20 determines whether or not the post-motor running SOC becomes equal to or less than the first threshold value T1 (step S120). That is, the control unit 20 determines whether or not the SOC when the motor travels in the traffic jam section is equal to or less than the first threshold value T1. When it is not determined that the SOC after the motor travel is equal to or less than the first threshold T1 (step S120: N), the control unit 20 sets the motor travel in the traffic jam section by the function of the first setting unit 21c. The first threshold value is set as the charging threshold value (step S130). As shown by a solid line in FIG. 2A, when the SOC is predicted not to be equal to or lower than the first threshold value T1 even if the motor travels in the traffic jam section, the motor travel is set in the entire traffic jam section. Is done. As shown by a broken line in FIG. 2A, when actually traveling in a traffic jam section, if the SOC becomes equal to or less than the first threshold value T1 due to unforeseen factors, rapid charging is performed.

  On the other hand, if it is determined that the SOC after motor travel is equal to or lower than the first threshold T1 (step S120: Y), the control unit 20 determines whether the SOC after motor travel is equal to or lower than the second threshold T2 by the function of the second setting unit 21d. It is determined whether or not (step S140). That is, the control unit 20 determines whether or not the SOC when the motor travels in the traffic jam section is equal to or less than the second threshold value T2. When it is not determined that the SOC after the motor travel is equal to or less than the second threshold T2 (step S140: N), the control unit 20 sets the motor travel in the traffic jam section by the function of the second setting unit 21d. The second threshold value is set as the charging threshold value (step S150). As shown by a solid line in FIG. 2B, when the motor travels in a traffic jam section, the SOC is less than or equal to the first threshold T1, but when it is predicted that the SOC will not fall below the second threshold T2, It is set to run the motor as a whole. As indicated by a broken line in FIG. 2B, when the vehicle actually travels in a traffic jam section and the SOC becomes equal to or lower than the second threshold value T2 due to unforeseen factors, rapid charging is performed.

  When it is determined that the SOC after the motor travel is equal to or lower than the second threshold value T2 (step S140: Y), the control unit 20 executes the link-specific setting process by the function of the third setting unit 21e (step S300). That is, the control unit 20 executes a link-specific setting process for setting whether or not the motor travel is performed for each of the links A to C configuring the traffic jam section.

  FIG. 5A is a flowchart of the link-specific setting process. First, by the function of the third setting unit 21e, the control unit 20 divides the traffic jam section into links A to C (step S305). The links A to C need only be sections obtained by dividing the traffic jam section, and are not necessarily links A to C separated by nodes.

  Next, by the function of the third setting unit 21e, the control unit 20 acquires the power consumption for each of the links A to C (step S310). The power consumption here means the power consumption predicted to be consumed when the motor travels on each of the links A to C. Since the power consumption for each of the links A to C is predicted in step S110 in FIG. 4, the control unit 20 may record the prediction result in step S110 on the recording medium 30.

  Next, the control part 20 acquires average power consumption for every link AC by the function of the 3rd setting part 21e (step S315). That is, the control unit 20 acquires the average power consumption indicating energy required for traveling per unit distance by dividing the power consumption for each of the links A to C by the link length. Note that the energy necessary for traveling per unit distance does not necessarily have to be grasped by the amount of power consumed when the motor travels, and is based on, for example, an energy index such as power necessary for traveling each link A to C. May be grasped. Of course, the energy required for traveling per unit distance may be learned when the vehicle travels on the links A to C in the past.

  Next, by the function of the third setting unit 21e, the control unit 20 selects a link having the largest average power consumption as the target link among the links A to C that are not selected as the target link (step S320). That is, the control unit 20 preferentially selects a link having a large energy required for traveling per unit distance as a target link. In the example of FIG. 2C, the target link is selected with priority in the order of link C → link A → link B having the largest slope of the solid line. Therefore, the link C is first selected as the target link. The target link means a processing target link.

  Next, by the function of the third setting unit 21e, the control unit 20 determines whether or not the power consumption amount of the target link is smaller than the available power amount (step S325). The usable electric energy is an electric energy (SI-T1) obtained by subtracting the first threshold value T1 from the pre-motor running SOC (SI in FIG. 2C). The case where the power consumption amount of the target link is smaller than the usable power amount means that the SOC becomes equal to or less than the first threshold value T1 by performing motor traveling on the target link.

  When it is determined that the power consumption amount of the target link is smaller than the available power amount (step S325: Y), the control unit 20 sets the motor travel on the target link by the function of the third setting unit 21e. (Step S330). That is, the control unit 20 sets the motor ratio M in the target link to 1. Then, the control unit 20 updates the usable power amount by the function of the third setting unit 21e (step S335). That is, the control unit 20 updates the usable power amount by subtracting the power consumption amount when the motor travels on the target link from the current usable power amount. Next, by the function of the third setting unit 21e, the control unit 20 determines whether or not all the links A to C configuring the traffic jam section have been selected as the target links (step S345).

  On the other hand, when it is not determined that the power consumption amount of the target link is smaller than the usable power amount (step S325: N), the control unit 20 travels with the output of the engine 47b on the target link. It sets so that motor driving | running | working may be performed (step S340). That is, when the power consumption amount of the target link is equal to or greater than the usable power amount, the control unit 20 does not set when motor driving is performed on the target link. Specifically, the control unit 20 sets the motor ratio M in the target link to a value smaller than 1. The control unit 20 sets a motor ratio M smaller than 1 so that the amount of power consumed by the motor 47a and other electric units is equal to or less than the amount of charging power by the output of the engine 47b.

  When it is not determined that all the links A to C constituting the traffic jam section have been selected as the target links (step S345: N), the control unit 20 returns to step S320. In the example of FIG. 2C, the link C is first set as the target link, and the power consumption amount dSC in the link C is larger than the initial usable power amount (SI-T1). Therefore, for link C, a motor ratio M smaller than 1 is set, and the process returns to step S320. Then, the link A with the next largest average power consumption is set as the target link. Here, the power consumption amount dSA in the link A is smaller than the usable power amount (SI-T1). Accordingly, steps S330 and S335 are executed for link A, and the motor is set to run on link A, and the power consumption amount dSA in link A is calculated from the original available power amount (SI-T1). It is updated to the subtracted usable electric energy (SI-T1-dSA). Finally, link B is set as the target link, but the power consumption amount dSB in link B is smaller than the available power amount (SI-T1-dSA). Accordingly, a motor ratio M smaller than 1 is set for the link A.

  Here, if the power consumption amounts dSA and dSB of the links A and B are compared, since the power consumption amount dSB of the link B is smaller, it is possible to set the motor travel on the link B. In step S320, the link A having a large average power consumption is preferentially selected as the target link, and therefore, the link A can be set as a link for performing motor travel with priority over the link B.

  When it is determined that all the links A to C constituting the traffic jam section have been selected as the target links (step S345: Y), the control unit 20 uses the function of the third setting unit 21e to cause all the links A constituting the traffic jam section to be selected. The charging threshold is set to the first threshold T1 for .about.C (step S350). That is, the control unit 20 sets the charging threshold for rapidly charging the battery 47c by the output of the engine 47b for all the links A to C constituting the traffic jam section regardless of whether or not the motor travel is performed. Set to. With the above processing, the processing for setting the motor ratio M and the charging threshold for the traffic jam section is completed.

  FIG. 5B is a flowchart of threshold restoration processing. The threshold restoration process is a process executed after the vehicle travels in a traffic jam section in which the charging threshold is set to the second threshold T2 by the function of the second setting unit 21d. In other words, the threshold value restoration process is a process that is executed in a state in which traveling in a traffic jam section is completed and a section in which there is no traffic jam is traveling at least by the output of the engine 47b. In this state, the battery 47c is normally charged by a part of the output of the engine 47b.

  First, by the function of the second setting unit 21d, the control unit 20 determines whether or not the current SOC is 1.1 times or more the first threshold value T1 (step S400). That is, whether or not the control unit 20 has escaped from the state in which the SOC becomes equal to or lower than the first threshold T1 immediately after the charging threshold is restored from the second threshold T2 to the first threshold T1, and rapid charging can be started. Determine. When it is determined that the current SOC is 1.1 times or more of the first threshold T1 (step S400: Y), the control unit 20 sets the charging threshold to the first threshold T1 by the function of the second setting unit 21d. Restoration is performed (step S410). On the other hand, if it is not determined that the current SOC is 1.1 times or more of the first threshold T1 (step S400: N), the function of the second setting unit 21d causes the control unit 20 to determine that the current SOC is It waits until it becomes 1.1 times or more of 1st threshold value T1.

(3) Other embodiments:
When the control unit 20 predicts that the SOC when the motor travels in the motor travel section is equal to or less than the second threshold T2 by the function of the third setting unit 21e, at least a part of the motor travel section is transferred to the engine 47b. What is necessary is just to set so that it may drive | work by an output, and you may set so that it may drive | work the whole motor driving | running | working area by the output of the engine 47b. That is, when it is predicted that the SOC when the motor travels in the motor travel section is equal to or less than the second threshold T2, the control unit 20 does not necessarily perform the motor travel for each section obtained by dividing the motor travel section. There is no need to set this.

  By the function of the third setting unit 21e, when the control unit 20 predicts that the SOC when the motor travels in the motor travel section is equal to or lower than the second threshold T2, the SOC in the motor travel section is equal to the first threshold T1. Alternatively, it may be set so that at least a part of the motor travel section travels with the output of the engine so as not to fall below the second threshold T2. In this case, more links A to C can be set as links for running the motor, and better energy efficiency can be realized. Furthermore, the control unit 20 may set the link that performs the motor traveling with priority on the link with the small amount of power consumption or the average power consumption by the function of the third setting unit 21e.

  The present invention is not limited to the embodiment described above, and includes the following aspects. The vehicle may be a vehicle that travels by combining the output of the engine and the motor, and may be a so-called hybrid vehicle. That is, the vehicle only needs to be configured so that both the motor output and the engine output are used to drive the drive wheels, and the ratio between the motor output and the engine output that contributes to driving the drive wheels is controlled. What is necessary is just to be comprised. The output of the engine is used for driving the drive wheels and also for the operation of a generator for charging the battery. Motor travel is travel that does not use the output of the engine to drive the drive wheels. The road information ahead of the vehicle may be road information ahead on the planned travel route searched in advance by a known route search method, or on the route on which the vehicle travels when the vehicle travels as it is. It may be road information ahead.

  The motor travel section is a section in which the energy consumption per unit travel distance when the motor travels is smaller than the energy consumption per unit travel distance when traveling only with the output of the engine. For example, the motor travel section may be a road section having road information in which the energy efficiency when the motor travels is better than the energy efficiency when the motor travels only with the output of the engine. Further, the motor travel section may be a road section where the vehicle travels at a vehicle speed where the energy efficiency when the motor travels is better than the energy efficiency when travel is performed only by the output of the engine. For example, the motor travel section may be a section where a low speed (20 km / hour or the like) limited vehicle speed is provided, or may be a section where snow is accumulated. The road information may be static information that identifies road shapes, road surface conditions, regulatory information, features on the road, etc., and may include vehicle speeds of other vehicles traveling in the motor travel section. It may be dynamic information indicating the number, weather, and the like.

  The prediction means may predict the SOC when the motor travels in the motor travel section based on the current SOC of the battery and the road information of the motor travel section. In addition, SOC means the remaining electric energy of the battery with which a vehicle is equipped. The first threshold may be an SOC that is at least larger than the second threshold. Further, the SOC is preferably larger than the second threshold and lower than or equal to the first threshold, and more preferably higher than the first threshold than the state where the SOC is equal to or lower than the second threshold. For example, the second threshold value may be set so that the deterioration of the battery is suppressed if the SOC is maintained in a state larger than the second threshold value.

  When the motor travels in the motor travel section, the engine is stopped, but when the SOC falls below the first threshold value or the second threshold value, the engine is started and the battery is discharged by the output of the engine. It will be charged. By forcibly charging the battery in this way, a state where the SOC is equal to or lower than the first threshold value or the second threshold value can be charged at an early stage, and the SOC can be returned to a desired state. Running at least part of the motor travel section with the output of the engine means that the output of the engine is transmitted to the drive wheels in at least part of the motor travel section. The state of traveling with the output of the engine may be a state in which the drive wheels are driven only by the output of the engine, or may be a state in which the drive wheels are driven by combining the output of the engine and the output of the motor. .

  Further, when the third setting means predicts that the SOC when the motor travels in the motor travel section is less than or equal to the second threshold, the motor travel is performed so that the SOC in the motor travel section does not become less than or equal to the first threshold. You may set so that it may drive | work at least one part of an area with an engine output. Thereby, even when it is predicted that the SOC will be equal to or lower than the second threshold, charging is performed so that the SOC does not become lower than the first threshold. Therefore, it is possible to prevent complicated voltage control in the range equal to or lower than the first threshold.

  The motor travel section may be a traffic jam section. The third setting means sets whether to run the motor for each section obtained by dividing the traffic jam section or to run using the output of the engine, and travels per unit travel distance among the sections obtained by dividing the traffic jam section. It may be set so that the motor travel is prioritized in the section where the energy required for the motor is larger. Since the motor can output a large torque even in a low rotation range, in low-speed traveling at the time of traffic congestion, by setting the motor traveling to give priority to the section where the energy required for traveling per unit traveling distance is large, Energy efficiency can be improved.

  Here, the first threshold value may be an SOC in which the decrease amount of the battery output voltage per unit decrease amount of the SOC is equal to or greater than a reference value. In this case, if the first setting means is set so that the battery is charged by the output of the engine when the SOC is equal to or lower than the first threshold value, the change in the output voltage of the battery becomes more gradual than a certain reference. Can be maintained.

  Furthermore, as in the present invention, the method for setting the motor travel in the motor travel section can also be applied as a program or method. In addition, the system, program, and method as described above may be realized as a single device, or may be realized by using components shared with each unit provided in the vehicle when realized by a plurality of devices. It can be assumed and includes various aspects. For example, it is possible to provide a vehicle control device, method, and program that include the above-described means. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a recording medium for a program for controlling the vehicle control system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

  DESCRIPTION OF SYMBOLS 10 ... Navigation terminal, 20 ... Control part, 21 ... Navigation program, 21a ... Motor travel area acquisition part, 21b ... Prediction part, 21c ... 1st setting part, 21d ... 2nd setting part, 21e ... 3rd setting part, 30 ... Recording medium, 30a ... Map information, 30b ... Congestion information, 30c ... Route information, 41 ... GPS receiver, 42 ... Vehicle speed sensor, 43 ... Gyro sensor, 44 ... User I / F part, 45 ... Communication part, 46 ... Power ECU, 47 ... power unit, 47a ... motor, 47b ... engine, 47c ... battery, 47d ... voltage adjustment circuit, A to D ... link, M ... motor ratio, T1 ... first threshold, T2 ... second threshold

Claims (6)

A vehicle control system for controlling a vehicle that travels by combining output of an engine and a motor,
A motor travel section for obtaining a motor travel section in which energy efficiency is better when motor travel is performed using the output of the motor without using the output of the engine based on road information ahead of the vehicle. Acquisition means;
Prediction means for predicting the battery of the prediction SOC (State Of Charge) based on the road information,
When the predicted SOC when performing the motor travel in the motor travel section is predicted not to be less than or equal to the first threshold value, the motor travel is set to be performed in the motor travel section, and the motor travel First setting means for setting the battery to be charged by the output of the engine when the SOC being traveled in the section is equal to or lower than the first threshold;
When it is predicted that the predicted SOC when performing the motor travel in the motor travel section is less than or equal to the first threshold, but not less than or equal to the second threshold smaller than the first threshold, the motor travel section Is set so as to perform the motor running at the same time, and is set so that the battery is charged by the output of the engine when the SOC running in the motor running section falls below the second threshold value. Setting means;
When the predicted SOC when performing the motor travel in the motor travel section is predicted to be less than or equal to the second threshold, the motor travel section is set to travel at the output of the engine. Third setting means;
A vehicle control system comprising: The third setting means, the estimated SOC at the time of performing the motor running at the motor running section is, when it is predicted that falls below the second threshold value, the motor SOC of traveling the travel route is the first Set so that at least a part of the motor travel section travels at the output of the engine so as not to be below a threshold value,
The vehicle control system according to claim 1. The motor travel section is a traffic jam section,
The third setting means sets whether to run the motor or to run at the output of the engine for each section obtained by dividing the traffic jam section,
Of the sections obtained by dividing the traffic jam section, the motor travel is preferentially set so that the section having a larger energy required for traveling per unit travel distance is performed.
The vehicle control system according to claim 1. The first threshold value is the battery Do that SOC decreased amount is equal to or greater than the reference value of the output voltage of the per unit reduction amount of the SOC,
The vehicle control system according to any one of claims 1 to 3. A vehicle control method for controlling a vehicle that travels by combining outputs of an engine and a motor,
A motor travel section for obtaining a motor travel section in which energy efficiency is better when motor travel is performed using the output of the motor without using the output of the engine based on road information ahead of the vehicle. Acquisition process;
A prediction step of predicting the battery of the prediction SOC (State Of Charge) based on the road information,
When the predicted SOC when performing the motor travel in the motor travel section is predicted not to be less than or equal to the first threshold value, the motor travel is set to be performed in the motor travel section, and the motor travel A first setting step of setting the battery to be charged by the output of the engine when the SOC being traveled in the section is equal to or less than the first threshold;
When it is predicted that the predicted SOC when performing the motor travel in the motor travel section is less than or equal to the first threshold, but not less than or equal to the second threshold smaller than the first threshold, the motor travel section Is set so as to perform the motor running at the same time, and is set so that the battery is charged by the output of the engine when the SOC running in the motor running section falls below the second threshold value. A setting process;
When the predicted SOC when performing the motor travel in the motor travel section is predicted to be less than or equal to the second threshold, the motor travel section is set to travel at the output of the engine. A third setting step;
A vehicle control method. A vehicle control program for controlling a vehicle that travels by combining the output of an engine and a motor,
A motor travel section for obtaining a motor travel section in which energy efficiency is better when motor travel is performed using the output of the motor without using the output of the engine based on road information ahead of the vehicle. Acquisition function,
A prediction function of predicting the battery of the prediction SOC (State Of Charge) based on the road information,
When the predicted SOC when performing the motor travel in the motor travel section is predicted not to be less than or equal to the first threshold value, the motor travel is set to be performed in the motor travel section, and the motor travel A first setting function for setting the battery to be charged by the output of the engine when the SOC being traveled in the section is equal to or less than the first threshold;
When it is predicted that the predicted SOC when performing the motor travel in the motor travel section is less than or equal to the first threshold, but not less than or equal to the second threshold smaller than the first threshold, the motor travel section Is set so as to perform the motor running at the same time, and is set so that the battery is charged by the output of the engine when the SOC running in the motor running section falls below the second threshold value. Setting function,
When the predicted SOC when performing the motor travel in the motor travel section is predicted to be less than or equal to the second threshold, the motor travel section is set to travel at the output of the engine. A third setting function;
A vehicle control program for realizing a computer.

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