JP6631439B2 - Vehicle energy management system - Google Patents

Description

  The present invention relates to a vehicle energy management device that is applied to a vehicle that includes, as on-vehicle equipment, on-vehicle equipment that can generate energy and on-vehicle equipment that uses energy.

  For example, Patent Literature 1 discloses a drive control device of a hybrid vehicle that sets an operation schedule of an engine and a motor that minimizes fuel consumption according to a road condition of a route to a destination. In the drive control device for a hybrid vehicle, a route to a destination is divided into a plurality of sections at a point where start and stop are predicted, and each route is determined based on a road condition of the route to the destination and a driving history of a driver. The vehicle speed pattern is estimated for each section. Then, based on the vehicle speed pattern and the fuel consumption characteristics of the engine, the operation schedule of the engine and the motor for each section is set so that the fuel consumption to the destination is minimized.

JP 2000-333305 A

  In the device described in Patent Document 1, the operation schedule of the engine and the motor is set for the purpose of minimizing the fuel consumption of the engine. Therefore, when viewed as a whole vehicle, it may not always be possible to optimize the generation of energy and its use. For example, in recent years, power generated by a generator driven by an engine or regenerative power generated by a motor generator may be used for driving a compressor of an air conditioner or other on-vehicle equipment. In such a case, if the generated power of the generator and the regenerative power of the motor generator are not controlled based on the usage status of each vehicle-mounted device, energy is wasted or the required energy cannot be secured. Possibilities arise.

  Further, in the device of Patent Document 1, a controller that controls the engine and the motor sets the above-described operation schedule. Therefore, for example, when the specifications of the engine or the motor are changed, it is necessary to significantly change the control logic in the controller. That is, the controller is used exclusively for a specific combination of the engine and the motor, and has poor versatility.

  The present invention has been made in view of the above points, and provides a vehicle energy management device that is highly versatile and that can optimize the generation and use of energy as a whole vehicle. With the goal.

MEANS TO SOLVE THE PROBLEM In order to achieve the said objective, the vehicle energy management apparatus (100) which concerns on this invention is applied to the vehicle provided with the vehicle-mounted equipment which can produce | generate energy, and the vehicle-mounted equipment which uses energy as vehicle-mounted equipment. And
An acquisition unit (51) for acquiring information on the traveling route when the traveling route of the vehicle is set;
A prediction unit (54) for predicting an energy consumption state of on-vehicle equipment using energy when the vehicle travels on the travel route;
Based on the information on the traveling route of the vehicle acquired by the acquisition unit and the energy consumption status of the on-vehicle equipment predicted by the prediction unit, the energy generation plan by the on-vehicle equipment capable of generating energy so that the energy supply and demand match. After the vehicle starts traveling along the set traveling route, the generation of the necessary energy is performed at predetermined intervals in accordance with the energy generation plan drafted by the generation planning unit. An energy generation amount calculation unit (62) for calculating the generation amount,
Based on the information on the in-vehicle equipment that can actually generate the energy that is actually installed in the vehicle, the amount of required energy calculated by the energy generation amount calculation unit is used to control the in-vehicle equipment that can generate energy. A generation amount conversion unit (65) that converts the energy into a control target and outputs the energy to a control unit of a vehicle-mounted device capable of generating energy;
The vehicle is provided with a plurality of in-vehicle equipments, and the plurality of in-vehicle equipments are divided into a plurality of domains in advance according to their respective functions. It is divided,
An allocation plan drafting unit (61) for drafting an energy allocation plan for each domain based on the energy consumption status of the onboard equipment predicted by the prediction unit;
After a vehicle starts traveling along a set traveling route, an energy distribution amount for calculating an energy distribution amount to be allocated to each domain according to an energy distribution plan drafted by a distribution planning unit at a predetermined cycle. A calculating unit (64);
Based on information about the on-board equipment belonging to each area in each domain, the amount of energy allocated to each domain is converted into an area allocation amount allocated to each area in each domain, and the energy amount corresponding to the area allocation amount And a distribution amount conversion unit (67) for notifying the control unit of each area that the is provided.

  As described above, according to the vehicular energy management device of the present invention, the state of energy consumption by on-vehicle equipment that uses energy when the vehicle travels on the set traveling route is predicted. Then, based on the predicted energy consumption situation, an energy generation plan is prepared by in-vehicle equipment capable of generating energy so that energy corresponding to the energy demand is generated. Therefore, by generating energy using on-board equipment that can generate energy in accordance with the planned energy generation plan, it is possible to minimize the generation of wasteful energy or the inability to secure the necessary energy. Can be avoided.

  In the energy management device for a vehicle according to the present invention, the planning of the above-described energy generation plan and the calculation of the amount of required energy generation in accordance with the generation plan are performed by the control unit of the vehicle-mounted equipment capable of generating the energy. Instead, it is executed by a separately provided generation planning unit and energy generation amount calculation unit. Furthermore, the energy management device for a vehicle according to the present invention converts the required energy generation amount calculated by the energy generation amount calculation unit into a control target for controlling on-vehicle equipment capable of generating energy, Is provided to the control unit of the in-vehicle equipment capable of generating the data. Therefore, for example, even when the specification of the in-vehicle equipment capable of generating energy is changed, the generation amount conversion unit sets the necessary amount of energy generation to the vehicle according to the change in the specification difference. It can be converted to the target value of the installed on-vehicle equipment that can generate energy. For this reason, even if the specification of the in-vehicle equipment capable of generating energy is changed, it is not necessary to significantly change the control logic or the like, and the versatility of the vehicle energy management device can be improved.

  The reference numbers in the parentheses are merely an example of a correspondence relationship with a specific configuration in the embodiment described later in order to facilitate understanding of the present invention, and do not limit the scope of the present invention. Not intended.

  Further, technical features described in each claim of the claims other than the above-described features will be apparent from the description of the embodiments and the accompanying drawings described later.

It is a block diagram showing an example of the whole control system for vehicles. FIG. 3 is a diagram showing an example in which a vehicle is divided into three areas, a front area, a middle area, and a rear area. It is a figure for explaining an example of arrangement of a device control part in each area. It is a figure showing the schematic structure of the energy management device for vehicles. It is a flowchart which shows the detail of a process which the energy balance service of the energy management apparatus for vehicles performs. It is a flowchart which shows the detail of a process which the energy generation service of the energy management device for vehicles performs. It is a flowchart which shows the specific processing content in the production | generation amount conversion part of the energy management apparatus for vehicles. It is a flowchart which shows the conversion process performed in a production | generation conversion part which converts the energy production | generation amount into the control target of in-vehicle equipment. It is a flowchart which shows the detail of the process which the energy preservation service of the energy management device for vehicles performs. It is a flowchart which shows the specific processing content in the storage amount conversion part of the energy management device for vehicles. It is a flowchart which shows the conversion processing which converts the energy storage amount into the storage amount target value in in-vehicle equipment performed by a storage amount conversion part. It is a flowchart which shows the detail of the process which the energy distribution service of the energy management device for vehicles performs. It is a flowchart which shows the specific processing content in the distribution amount conversion part of the energy management device for vehicles.

  A vehicle energy management device according to an embodiment of the present invention will be described with reference to the drawings. In the embodiment described below, a generator (generator) that has an engine and an electric motor (motor generator) as a driving drive source of a vehicle, and is further driven by the engine to generate electric power for driving the electric motor. An example in which the vehicle energy management device according to the present invention is applied to a hybrid vehicle having ()) will be described. However, the vehicle energy management device according to the present invention may be applied to a normal vehicle having only an engine or an electric vehicle having only an electric motor. In addition, the following describes the domain division, but since this domain division is closely related to the control structure of the vehicle control system, it is not always necessary to perform the same domain division as the example described below, and it is appropriately optimized. What is necessary is to divide the domain.

  FIG. 1 is a block diagram showing an example of the overall configuration of a vehicle control system 100 for various types of in-vehicle equipment in the hybrid vehicle described above. The vehicle energy management device according to the present embodiment is incorporated in the vehicle control system 100 shown in FIG. First, the vehicle control system 100 will be described.

  The vehicle control system 100 is divided into a plurality of domains according to functions (roles) of a plurality of in-vehicle devices to be controlled as a control logic structure. In each of the plurality of domains, device controllers 15 to 18, 25 to 28, 35 to 38 for controlling on-vehicle devices, and domain controllers 11 to 14, 21 to 24 for controlling the devices. , 31-34.

  In the vehicle control system 100 according to the present embodiment, the domain control unit calculates a control target of the entire domain and an area control target of each area for achieving the control target of the entire domain, which will be described in detail later. And the control target of each of the corresponding device control units 15 to 18, 25 to 28, and 35 to 38 so as to achieve the given area control target. Local domain control units 21 to 24 and 31 to 34 are arranged. These domain controllers 11 to 14, 21 to 24, and 31 to 34 are communicably connected to each other. Further, in the vehicle control system 100 according to the present embodiment, when the plurality of master domain controllers 11 to 14 perform cooperative control, or when the control by the respective master domain controllers 11 to 14 conflicts, the conflicting control is performed. Also, an integrated control unit 1 for arbitrating is provided. The integrated control unit 1 collects various information in the vehicle and provides the information to the domain control units 11 to 14, 21 to 24, 31 to 34, and the like, and the generation, storage, and distribution of energy in the vehicle. , An energy infrastructure 3 for optimizing the generation and use of energy of the whole vehicle is constructed.

  As an example of specific domain division, in the example shown in FIG. 1, the vehicle control system 100 includes four components: a chassis (CS) domain, a powertrain (PT) domain, a body (BD) domain, and an environment (EVI) domain. It is divided into domains. According to the domain defined in this manner, many in-vehicle devices mounted on the hybrid vehicle are similar in function and related to each other.

  For example, in the chassis domain, a brake actuator that drives a component of a hydraulic brake device such as a hydraulic pump or an electromagnetic valve to operate a hydraulic brake provided on each wheel, a damping force adjustable on each wheel is provided. Dampers, pneumatic sensors installed on the tires of each wheel and wirelessly communicating detection signals of air pressure, electric power steering, transmissions that transmit the rotation of the engine and electric motor to the drive shaft by shifting the rotation at an appropriate gear ratio, and braking by the driver In-vehicle equipment such as a negative pressure pump that generates a negative pressure for amplifying the pedaling force of the pedal and transmitting it to the master cylinder belongs.

  In the chassis domain, there are provided chassis device controllers 15, 25, and 35 for controlling the above-described on-vehicle devices. For example, in the chassis domain, a brake actuator control unit, a damper control unit, an air pressure detection control unit, an electric power steering control unit, a transmission control unit, a negative pressure pump control unit, and the like are provided as the chassis device control units 15, 25, and 35. Can be The hydraulic brake device is configured so that the hydraulic pressure can be adjusted independently on the front wheel side and the rear wheel side, and the brake actuator is a front wheel brake capable of individually adjusting the brake hydraulic pressure of the left and right front wheels. It is divided into an actuator and a rear-wheel brake actuator that can individually adjust the brake hydraulic pressure of the left and right rear wheels. For this reason, a front-wheel-side brake actuator control unit and a rear-wheel-side brake actuator control unit are also provided as brake actuator control units.

  These chassis device control units 15, 25, and 35 are, in principle, provided individually corresponding to the vehicle-mounted devices belonging to the chassis domain. However, a common chassis device control unit may be provided for a plurality of vehicle-mounted devices. It is. Further, each of the chassis device control units 15, 25, and 35 is configured by an electronic control unit (ECU). At that time, each chassis device control unit 15, 25, 35 may be configured by an individual ECU, or a plurality of chassis device control units 15, 25, 35 may be configured by a common ECU. Further, the ECU configuring the device control unit of the chassis domain may be shared with the ECU configuring the device control unit of another domain.

  Then, the chassis device controllers 15, 25, and 35 control the corresponding in-vehicle devices according to the control targets given from the corresponding chassis domain controllers 11, 21, and 31, respectively.

  The chassis domain control units 11, 21, and 31 include a master chassis domain control unit 11 as a master domain control unit and local chassis domain control units 21, 31 as a local domain control unit. As described later, the master chassis domain control unit 11 and the local chassis domain control units 21 and 31 are distributed over the three areas when the vehicle is partitioned into three areas. The master chassis domain control unit 11 has a function as a master domain control unit and a function as a local domain control unit.

  The master chassis domain control unit 11 determines a control target of the entire chassis domain according to a vehicle state and a driver's operation state as a master domain control unit, and realizes each area based on the control target of the entire domain. The area control target to be determined is determined. The area control target determined by the master chassis domain controller 11 is provided to the local chassis domain controllers 21 and 31. The local chassis domain controllers 21 and 31 calculate a control target for controlling the chassis device controllers 25 and 35 based on the given area control target, and output the calculated control target to the chassis device controllers 25 and 35. At this time, the master chassis domain controller 11 also calculates, as a local domain controller, a control target for controlling the chassis device controller 15 based on the area control target in the area to which the master chassis domain controller 11 belongs. Output.

  In the powertrain domain, for example, an engine and a motor generator (MG), which is responsible for accelerating or decelerating the vehicle, or applying power for maintaining the speed to the vehicle, and an engine and / or MG are generated. Driving force distribution mechanism that distributes the generated torque (driving force) to each of the four wheels, a high-voltage battery that plays a role of supplying driving power to the MG and storing power generated by the MG, MG and others Generator for generating driving power for vehicle equipment, DCDC converter for lowering high voltage generated by high voltage battery for charging low voltage battery and supplying it to low voltage battery, for charging high voltage battery by external charging equipment Vehicle equipment such as a charger interface (IF). Further, in the power train domain, in-vehicle equipment such as a low-voltage battery and a junction box (JB) for switching on / off of power supply from the low-voltage battery to various in-vehicle equipment may belong.

  The low-voltage battery includes a plurality of batteries such as a main low-voltage battery installed in an engine room of a vehicle and a sub-low-voltage battery installed under the floor of a luggage space (or a trunk room) of the vehicle. In addition, the junction box is equipped with a front junction box (JB) for turning on and off the power supply to the onboard equipment installed in and around the engine rules, and an onboard equipment mainly installed in and around the vehicle interior. And a rear JB for switching on and off power supply to on-vehicle equipment installed in or near the luggage space. Each of these junction boxes is configured to be able to select either a main low-voltage battery or a sub-low-voltage battery as a power supply for supplying power to each vehicle-mounted device.

  The powertrain domain is provided with powertrain device control units 16, 26, and 36 for controlling the above-described in-vehicle devices. For example, in the powertrain domain, as the powertrain device control units 16, 26, and 36, an engine control unit, an MG control unit, a driving force distribution mechanism control unit, a generator control unit, a high-voltage battery control unit, a DCDC converter control unit, A charger IF controller, a main low-voltage battery controller, a sub-low-voltage battery controller, a front JB controller, a center JB controller, a rear JB controller, and the like are provided. Then, the power train device control units 16, 26, and 36 control the corresponding on-vehicle devices according to the control targets given from the corresponding power train domain control units 12, 22, and 32.

  The powertrain domain control units 12, 22, and 32 include a master powertrain domain control unit 12 as a master domain control unit and local powertrain domain control units 22 and 32 as a local domain control unit. The master power train domain control unit 12 and the local power train domain control units 22 and 32 are distributed over the three areas when the vehicle is partitioned into three areas. The master power train domain controller 12 has both a function as a master domain controller and a function as a local domain controller. The master power train domain control unit 22 determines a control target of the entire power train domain as a master domain control unit, and further determines an area control target to be realized by each area based on the control target of the entire domain. The area control target determined by the master power train domain control unit 12 is provided to each local power train domain control unit 22, 32.

  In the body domain, for example, front lights such as headlights and position lamps, external airbags provided on the bonnet to protect pedestrians, etc., wipers for wiping raindrops attached to the front window, door locks , Motors for switching the unlocking, motors for opening and closing windows, motors for adjusting the seat position, air conditioners for air conditioning in the passenger compartment, occupant airbags for protecting vehicle occupants, motors for automatically opening and closing the rear gate, brakes In-vehicle equipment such as rear lights such as lamps belong to this category. Therefore, in this body domain, the front light control unit, the external airbag control unit, the wiper control unit, the door control unit, the seat control unit, the air conditioner control unit, and the occupant airbag control are included in the body device control units 17, 27, and 37. Section, a rear gate control section, a rear light control section, and the like. Then, the body device controllers 17, 27, and 37 control the corresponding in-vehicle devices according to the control targets given by the corresponding body domain controllers 13, 23, and 33.

  The body domain control units 13, 23, 33 include a master body domain control unit 13 as a master domain control unit and local body domain control units 23, 33 as a local domain control unit. When the vehicle is divided into three areas, the master body domain control unit 13 and the local body domain control units 23 and 33 are dispersedly arranged in the three areas. The master body domain control unit 13 has a function as a master domain control unit and a function as a local domain control unit. The master body domain control unit 13 determines a control target of the entire body domain as a master domain control unit, and further determines an area control target to be realized by each area based on the control target of the entire domain. The area control target determined by the master body domain control unit 13 is given to each of the local body domain control units 23 and 33.

  In the environmental domain, for example, a laser radar and a millimeter-wave radar installed on a front grill or a front bumper to detect an obstacle in front of the vehicle, an outside air temperature sensor for detecting an outside air temperature, and for photographing an image behind the vehicle. Authenticates whether the rear camera installed inside the rear glass, the millimeter-wave radar installed on the rear bumper to detect obstacles behind the vehicle, and the portable key held by the occupant are legitimate. For this reason, in-vehicle equipment such as a communication device that communicates with a portable key belongs. Therefore, in the environment domain, the environment equipment control units 18, 28, and 38 include a laser radar control unit, a front millimeter wave radar control unit, a temperature sensor control unit, a rear camera control unit, a rear millimeter wave radar control unit, and a communication device control unit ( Authentication device). Then, the environmental device controllers 18, 28, and 38 control the corresponding on-vehicle equipment according to the control targets given from the corresponding environmental domain controllers 14, 24, and 34.

  The environment domain control units 14, 24, 34 include a master environment domain control unit 14 as a master domain control unit and local environment domain control units 24, 34 as a local domain control unit. When the vehicle is divided into three areas, the master environment domain control unit 14 and the local environment domain control units 24 and 34 are dispersedly arranged in the three areas. The master environment domain control unit 14 has a function as a master domain control unit and a function as a local domain control unit. The master environment domain control unit 14 determines a control target of the entire environment domain as a master domain control unit, and further determines an area control target to be realized by each area based on the control target of the entire domain. The area control target determined by the master environment domain control unit 14 is given to each local environment domain control unit 24, 34.

  Next, the arrangement of the above-described on-vehicle equipment, the device controllers 15 to 18, 25 to 28, 35 to 38 and the domain controllers 11 to 14, 21 to 24, 31 to 34 in the vehicle will be described.

  The various types of on-vehicle equipment described above are arranged in various parts such as a front part, a center part, and a rear part of the vehicle in view of a role required for each on-vehicle equipment and a space for mounting. For this reason, if the domain controllers 11 to 14, 21 to 24, and 31 to 34 are intensively arranged at predetermined locations in the vehicle, the length of the communication wiring to each vehicle-mounted equipment becomes longer as a whole, There is a concern that the handling in the interior will be complicated.

  Therefore, in the vehicle control system 100 according to the present embodiment, the vehicle is divided into at least two areas. For example, FIG. 2 shows an example in which the vehicle is divided into three areas of a front area 41, a middle area 42, and a rear area 43. However, the number of divisions is not limited to three as in the example of FIG. For example, the vehicle may be divided into two areas, such as a front area and a rear area. Further, the area may be divided into four areas such as a front right area, a front left area, a rear right area, and a rear left area. When dividing into four areas, the front area may be further divided into two areas on the left and right in the example of division shown in FIG. Further, the area may be divided into five areas or six areas according to the size of the vehicle.

  In this way, by dividing the vehicle into at least two areas, the plurality of in-vehicle devices are allocated to any of the divided areas according to the location. In accordance with the distribution of the on-vehicle equipment, the equipment control units 15 to 18, 25 to 28, 35 to 38 for controlling the corresponding on-vehicle equipment are also distributed and arranged to belong to the same area. Further, the master domain control units 11 to 14 and the local domain control units 21 to 24 and 31 to 34, which are components of the domain control units 11 to 14, 21 to 24 and 31 to 34, also output control targets. The corresponding device control units 15-18, 25-28, 35-38 are distributed and arranged so as to belong to the same area.

  As a result, related local domain control units (including a master domain control unit having the function of the local domain control unit) 11 to 14, 21 to 24, 31 to 34 and device control units 15 to 18, 25 to 28, 35 To 38 and the on-vehicle equipment can be arranged in the same area. Therefore, for example, it is possible to reduce the length of the communication line that connects the local domain control unit, the device control unit, and the vehicle-mounted device having a large number of wires. As a result, the complexity of arranging the communication wiring in the vehicle can be reduced.

  In the example shown in FIG. 1, the master domain control units 11 to 14 of each domain are arranged in the middle area 42 of the vehicle, and are configured to be able to communicate with each other. The local domain controllers 21 to 24 of the respective domains are arranged in the front area 41 of the vehicle, and are configured to be able to communicate with each other. Similarly, the local domain controllers 31 to 34 of each domain are arranged in the rear area 43 of the vehicle, and are configured to be able to communicate with each other. Note that the master domain control units 11 to 14 of each domain may be arranged in the front area 41 or the rear area 43, respectively.

  FIG. 3 shows an example of the arrangement of the device control units 15 to 18, 25 to 28, and 35 to 38 in the areas 41, 42, and 43.

  In the example shown in FIG. 3, in the chassis domain, in the front area 41, the front wheel side brake actuator control unit, the front wheel damper control unit that controls the damping force of the left and right front wheel dampers, and the detection of the air pressure of the left and right front wheels as the device control unit 25. , A front wheel air pressure detection control unit, an electric power steering control unit, a transmission control unit, and the like.

  In the middle area 42 of the chassis domain, a negative pressure pump control unit is disposed as the device control unit 15. In the rear area 43 of the chassis domain, a rear wheel brake actuator control unit, a rear wheel damper control unit, and a rear wheel air pressure detection control unit are arranged as the device control unit 35.

  In the power train domain, an engine control unit, an MG control unit, a generator control unit, a main low-voltage battery control unit, and a front JB control unit are arranged in the front area 41 as the device control unit 26. In the middle area 42, a driving force distribution mechanism control unit and a center JB control unit are arranged as the device control unit 16. In the rear area 43, a high-voltage battery control unit, a DCDC converter control unit, a charger IF control unit, an auxiliary low-voltage battery control unit, and a rear JB control unit are arranged as the device control unit 36.

  In the body domain, a front light control unit, a front external airbag control unit, and a wiper control unit are arranged in the front area 41 as the device control unit 27. In the middle area 42, a door control unit, a seat control unit, an air conditioner control unit, and a passenger airbag control unit are arranged as the device control unit 17. In the rear area 43, a rear gate control unit, a rear light control unit, and a rear external airbag control unit are arranged as the device control unit 37.

  In the environment domain, a laser radar control unit and a front millimeter wave radar control unit are arranged in the front area 41 as the device control unit 28. In the middle area 42, a temperature sensor control unit and a communication device control unit are arranged as the device control unit 18. In the rear area 43, a rear camera control unit and a rear millimeter wave radar control unit are arranged as the device control unit 38.

  As described above, the vehicle is provided with the generator capable of generating electric energy and the MG as on-vehicle equipment. The electric energy generated by the generator is used for driving the MG or stored in a high-voltage battery. Also, when the regenerative braking of the MG is performed during deceleration of the vehicle, the kinetic energy of the drive wheels of the vehicle is converted into electric energy and stored in the high-voltage battery.

  The electric energy stored in the high-voltage battery is consumed for driving the MG at the time of accelerating the vehicle and the like, and is used as electric power for driving the compressor of the air conditioner. Further, the vehicle is provided with a DCDC converter as a vehicle-mounted device, which reduces a high voltage stored in the high-voltage battery and supplies the reduced voltage to the low-voltage battery. Therefore, the electric energy generated by the generator or the MG is also used by various on-vehicle equipment driven by the low voltage stored in the low-voltage battery.

  Therefore, if the power generation by the generator and the regeneration by the MG are not controlled based on the usage status of various on-vehicle equipment in the vehicle, energy may be wasted or the required energy may not be secured. Occurs.

  Therefore, in the present embodiment, a vehicle energy management device is incorporated in the above-described vehicle control system 100, so that the entire vehicle can generate energy that meets the energy demand. Hereinafter, the vehicle energy management device will be described with reference to FIG.

  As shown in FIG. 4, the vehicle energy management device according to the present embodiment is embodied as an energy infrastructure 3. The vehicle energy management device has, as main functions, an energy balance service 61, an energy generation service 62, an energy storage service 63, an energy allocation service 64, a generation amount conversion unit 65, a storage amount conversion unit 66, and an allocation amount conversion. A part 67 is provided. Each function in the vehicle energy management device is realized by the microcomputer executing a program corresponding to each function.

  The energy balance service 61 receives provision of various information from the information infrastructure 2 and drafts a plan for generation, storage, and distribution of energy. Then, the created generation plan, storage plan, and distribution plan are output to the energy generation service 62, the energy storage service 63, and the energy distribution service 64, respectively.

  Before describing the processing of the energy balance service 61, first, information received by the energy balance service 61 from the information infrastructure 2 will be described.

  The information infrastructure 2 includes a traveling route information output unit 51 that collects information on the traveling route when a traveling route to a destination is set in a navigation device (not shown) or the like and outputs the information as traveling route information. The traveling route information output by the traveling route information output unit 51 includes, in addition to the information indicating the traveling route itself, information such as the traveling speed of each road included in the traveling route, the installation location of the traffic light, the altitude, the road gradient, and the like. It also includes information about where traffic jams are likely to occur and the time zone. The information regarding traffic congestion may be obtained by communicating with an external server every time a travel route is set to acquire the latest traffic congestion information.

  The energy generation related information providing unit 52 acquires the traveling route information from the traveling route information output unit 51. Then, the energy generation related information providing unit 52 divides the traveling route into several sections, and in addition to the traveling speed, altitude, road gradient, and traffic congestion information of the road included in each section, The MG activates the regenerative brake for deceleration, downhill running, and the like, and predicts electric energy regenerated thereby. The energy generation related information providing unit 52 provides the predicted regenerative electric energy to the energy balance service 61 as energy generation related information.

  The equipment use prediction information output unit 53 acquires travel route information from the travel route information output unit 51. In addition, information on the on-vehicle equipment that is currently continuously used in the vehicle is also acquired. For example, the equipment use prediction information output unit 53 acquires information on the use status of an air conditioner and AV equipment as information on in-vehicle equipment used continuously. Then, the equipment use prediction information output unit 53 predicts the use state of the in-vehicle equipment when the vehicle travels on the travel route based on the acquired information. For example, the equipment use prediction information output unit 53 assumes that the currently used in-vehicle equipment is used as it is, and further predicts the type of in-vehicle equipment to be used when the vehicle travels on the travel route. For example, if the driving route includes a tunnel, or if it is estimated that the sun will fall and darken while driving along the driving route, it is predicted that lights such as headlights will be used as on-vehicle equipment. Or, if the weather information of the traveling route is obtained from an external server and the weather information indicates rainfall, it is predicted that the wiper will be used. In addition, when the vehicle travels on a winding road, it is predicted that the electric power steering is frequently driven. Such a prediction result of the usage status of the in-vehicle equipment is output to the energy demand related information providing unit 54. If the assumptions used in the prediction are changed, for example, if the driving route is changed or if the in-vehicle equipment used continuously changes, the prediction of the usage status of the in-vehicle equipment will be made at that time. The result is updated, and a new energy generation plan, energy conservation plan, and energy distribution plan are created in the energy balance service 61 described later.

  The energy demand related information providing unit 54 acquires a use result prediction result of the in-vehicle equipment from the equipment use prediction information output unit 53. Then, based on the obtained prediction result of the usage status of the in-vehicle extension, the energy demand related information providing unit 54 determines the energy consumption status when each of the in-vehicle devices is used when the vehicle travels on the traveling route. Predict. The energy demand related information providing unit 54 provides the predicted energy consumption state of the on-vehicle equipment to the energy balance service 61 as energy demand related information.

  Further, the information infrastructure 2 includes an in-vehicle equipment restriction information providing unit 55 that stores information on the performance and the like of each vehicle equipment and the restriction information thereof. Is provided to the energy balance service 61. The information provided by the on-vehicle equipment restriction information providing unit 55 includes, for example, the respective battery capacities of the high-voltage battery and the low-voltage battery, the chargeable amount per unit time, the maximum power generation of the generator, and the maximum power generation of the MG. And the like.

  The energy balance service 61 acquires information from the energy generation related information providing unit 52, the energy demand related information providing unit 54, and the on-vehicle equipment restriction information providing unit 55 described above, and generates an energy generation plan, a storage plan, and a distribution plan. Execute processing for planning. Details of the processing executed by the energy balance service 61 will be described based on the flowchart of FIG.

  First, in step S100, energy generation related information is acquired, and in step S110, energy demand related information is acquired. Then, in step S120, an energy balance plan is drawn up. Specifically, first, from the energy consumption status of each vehicle-mounted device when the vehicle travels the traveling route, obtained from the energy demand related information providing unit 54, the total energy consumption of each vehicle-mounted device, that is, Calculate the required amount of energy required to perform. Then, the total amount of regenerative electric energy in each section of the travel route acquired from the energy generation related information providing unit 52 is calculated and subtracted from the required generation amount. When the subtraction result is a positive value, it indicates that energy corresponding to the total energy consumption of each vehicle-mounted device cannot be obtained only by the regenerative electric energy. Therefore, the insufficient energy is determined as the amount of energy to be generated in addition to the regenerative electric energy. On the other hand, when the subtraction result is a negative value, energy corresponding to the total consumption of energy by each vehicle-mounted device can be obtained only by the regenerative electric energy, so that the amount of energy to be generated in addition to the regenerative electric energy is zero. Set forth in In this way, an energy balance plan is drawn up.

  In this embodiment, in order to preferentially use the regenerative electric energy, the regenerative electric energy when the vehicle travels on the set traveling route is predicted, and the total amount is calculated as the total energy consumption by each vehicle-mounted device. To be subtracted from. However, when the vehicle does not include a regenerative brake (that is, a motor generator rotated by driving wheels) as vehicle equipment, the total energy consumption of each vehicle-mounted equipment is directly changed to the energy amount to be generated. Just do it.

  Also, when the vehicle is equipped with vehicle equipment capable of continuously generating energy, for example, a solar panel or a thermoelectric module that generates electricity by exhaust heat or the like, the vehicle equipment is provided in the same manner as in the case of regenerative electric energy. It is preferable to make an energy balance plan by giving priority to the generated energy.

  In the following step S130, an energy generation plan, a storage plan, and a distribution plan are created from the energy balance plan. Specifically, if there is an amount of energy to be generated in addition to the regenerative electric energy, the energy to be generated is leveled and added to the regenerative electric energy to create an energy generation plan. At this time, energy to be generated is leveled while avoiding a period in which regenerative electric energy of a predetermined amount or more can be generated. Thus, for example, generation of electric energy by the generator and regeneration of electric energy by the regenerative brake are simultaneously performed, so that it is possible to avoid a plan in which excessive electric energy is generated at once. When the energy generation plan is created in this way, the energy balance service 61 then creates an energy conservation plan. The energy conservation plan compares the temporal transition of energy consumption by each vehicle-mounted device acquired as energy demand-related information with the temporal transition of energy generation in the energy generation plan. When the consumption is exceeded, the excess energy is created as being saved. Lastly, the energy balance service 61 creates an energy allocation plan for each domain based on the energy consumption status of each vehicle-mounted device acquired as the energy demand related information. That is, the amount of energy consumed by the on-vehicle equipment is aggregated for each domain, and an energy distribution plan indicating the amount of energy to be supplied to each domain is created.

  Next, in step S140, the in-vehicle equipment restriction information is obtained from the in-vehicle equipment restriction information providing unit 55. Then, in step S150, it is determined whether each plan created in step S130 is executable. For example, the energy generation plan does not plan to temporarily or continuously generate an amount of electrical energy that exceeds the capacity of the generator, or the energy storage plan stores the amount of energy that exceeds the capacity of the high-voltage battery and the low-voltage battery. It is determined whether or not it is feasible, taking into account whether or not is planned. In the determination process of step S150, if it is determined that each plan is executable, the process proceeds to step S170. If it is determined that each plan is not executable, the process proceeds to step S160. In step S160, each plan created in step S130 is corrected to an executable plan based on the constraint information of the vehicle-mounted equipment. Thereafter, the process proceeds to step S170, and the created or modified energy generation plan, storage plan, and distribution plan are output.

  As shown in FIG. 4, the energy balance service 61 can display the created energy generation plan, storage plan, and distribution plan on a display in the vehicle cabin or refer to other control units. The information may be provided to the energy supply related information collection unit 56 of the information infrastructure 2 so as to be able to do so.

  Next, details of the processing executed by the energy generation service 62 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 6 is repeatedly executed at a predetermined control cycle.

  First, in step S200, the energy generation plan created by the energy balance service 61 is read. In the following step S210, it is determined whether or not the on-vehicle equipment capable of generating energy is in a state capable of generating energy. For example, if some abnormality has occurred in the in-vehicle equipment capable of generating energy and energy cannot be generated as instructed, it is determined that energy cannot be generated. In the determination process of step S210, if it is determined that energy can be generated, the process proceeds to step S220. If it is determined that energy cannot be generated, the process illustrated in the flowchart of FIG. 6 ends.

  In step S220, the amount of energy to be generated by the on-vehicle equipment capable of generating energy at the present time is calculated according to the read generation plan. The amount of generated energy is an instantaneous target generated amount that is required to be generated as a whole vehicle at the present time without depending on the equipment to which the energy is linked. Furthermore, the energy generation amount also includes information indicating the minimum sufficiency of the generation amount that does not substantially affect the behavior of the vehicle-mounted equipment. The calculated energy generation amount is output to the generation amount conversion unit 65 of the energy infrastructure 3.

  The generation amount conversion unit 65 controls the amount of energy generation calculated by the energy generation service 62 based on the information about the on-vehicle equipment that can actually generate energy that is actually installed in the vehicle, and controls the on-vehicle equipment that can generate energy. The control target is converted into a control target for performing the operation, that is, an instantaneous target for controlling the vehicle-mounted device, and is output to the control unit of the vehicle-mounted device capable of generating energy, that is, the master power train domain control unit 12. As a result, conversion that connects control spaces managed on different time axes is realized. Note that the control target for controlling the on-vehicle equipment capable of generating energy allows a transient fluctuation as long as the control target does not fall below the above minimum sufficiency.

  As shown in FIG. 4, the master power train domain control unit 12 has VLC 71, PTC 72, MGC 73, and ELC 74 as control functions.

  The VLC (Vehicle Longitudinal Coordinator) 71 controls the behavior of the vehicle in the front-rear direction in principle so as to correspond to the driving operation of the driver, and when the driving support function is activated, a request by the driving support function is issued. The target acceleration (deceleration) in the front-rear direction is calculated in order to realize the front-rear direction behavior according to. Further, the VLC 71 calculates a target drive torque (axle torque target value) for realizing the target acceleration (deceleration). The axle torque target value calculated in this way is output to a PTC (Power Train Coordinator) 72 which is a logical block having a driving force adjustment function.

  The PTC 72 calculates the torque (engine torque and MG torque) shared by the engine and the MG, respectively, in order to achieve the target axle torque output from the VLC 71. At this time, the PTC 72 refers to, for example, an equal fuel efficiency curve of the engine and determines the engine torque of the engine so that the fuel efficiency of the engine is as good as possible. As will be described later, when the PTC 72 receives a torque-up command from the generation amount conversion unit 65, the PTC 72 improves the fuel efficiency of the engine when generating engine torque including the torque-up command. And the engine torque to be generated.

  Then, the PTC 72 determines, as the MG torque, an insufficient amount of the determined engine torque with respect to the target axle torque value. The engine torque and the MG torque calculated in this manner are output to a MGC (Motor Generator Coordinator) 73 which is a logical block having a motor generator adjustment function.

  On the other hand, an ELC (Electric Load Coordinator) 74, which is a logic block for performing an electric load adjustment function, determines the amount of charge remaining relative to the battery capacity based on the detection results of the voltage, current, and temperature for the high-voltage battery and the low-voltage battery. A charge level (SOC), which is a ratio, is calculated. Further, the ELC 74 also calculates a degree of deterioration (SOH) expressed as a ratio of the current battery capacity to the initial battery capacity. The ELC 74 outputs these calculation results to the MGC 73.

  The ELC 74 has a DCDC converter control function as another function. By operating the DCDC converter, the ELC 74 can charge the low-voltage battery using the electric energy charged in the high-voltage battery.

  The MGC 73 calculates the chargeable / dischargeable amount based on the charge levels of the high-voltage battery and the low-voltage battery acquired from the ELC74, and further corrects the engine torque and the MG torque output from the PTC 72 based on the chargeable / dischargeable amount. Execute the torque correction process. For example, when the charge level of the high-voltage battery is low and the MG torque output from the PTC 72 cannot be generated, the instructed MG torque is reduced to a generateable MG torque, and the engine torque is increased by the reduced amount. When the MGC 73 corrects the engine torque by the torque correction process, the MGC 73 returns the corrected engine torque to the PTC 72.

  Next, specific processing contents of the generation amount conversion unit 65 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 7 is also repeatedly executed at the same control cycle as in the flowchart of FIG.

  First, in step S300, information on in-vehicle equipment is acquired from the in-vehicle equipment restriction information providing unit 55 of the information infrastructure 2. The information on the in-vehicle equipment includes at least information indicating the relationship between the electric energy generation capability of each in-vehicle equipment and the control target. The information on the on-vehicle equipment may be obtained from the domain control unit (master power train domain control unit 12) instead of the information infrastructure 2. In the following step S310, the energy generation amount calculated by the energy generation service 62 is acquired, and the acquired energy generation amount is corrected based on the energy amount consumed by the MG. The amount of energy consumed by the MG can be acquired from the MG consumption energy information providing unit 57 of the information infrastructure 2, as shown in FIG. Alternatively, the information may be obtained from the master power train domain control unit 12 that controls the MG.

  The MG is driven when the vehicle starts, accelerates, runs at a high speed, or the like, and generates a driving torque as a propulsion force for propelling the vehicle. At this time, the MG consumes energy corresponding to the generated driving torque. In order to generate energy corresponding to the amount of energy consumed by the MG, the acquired amount of energy generation is corrected based on the amount of energy consumed by the MG.

  As an example of this correction, for example, if the energy consumption of the MG is smaller than a predetermined value, the acquired energy generation may be corrected by adding the energy consumption of the MG as it is. However, if the amount of energy consumed by the MG is larger than a predetermined value, it is preferable to correct the amount of energy generation with a correction value smaller than the amount of consumed energy. By doing so, it is possible to avoid as much as possible a situation in which the generator or the like generates a large amount of electric energy, which in turn lowers the energy efficiency. However, when the energy generation amount is corrected with a correction value smaller than the energy consumption amount of the MG, the energy consumption amount of the MG becomes zero in order to generate the energy corresponding to the energy consumption amount of the MG. It is necessary to continue the correction.

  In the following step S320, the obtained or corrected energy generation amount is converted into a control target of the on-vehicle equipment. This conversion process will be described in detail with reference to the flowchart in FIG.

  First, in step S400, it is determined whether or not the vehicle is decelerating or traveling on a down slope, and it is possible to operate the regenerative brake. When it is determined that the regenerative brake cannot be operated, the process proceeds to step S410, and when it is determined that the regenerative brake can be operated, the process proceeds to step S420.

  In step S410, since it is necessary to secure a necessary amount of energy generation only by the generator, the generator instructs the PTC 72 of the master power train domain control unit 12 that controls the engine that drives the generator. A torque-up command value corresponding to the amount of energy generated by is calculated. That is, in this case, the generation amount conversion unit 65 converts the amount of energy generation into a torque increase command value of the engine that drives the generator. In response to the torque increase command, the PTC 72 controls the engine to generate a torque used for driving the generator in addition to the torque used for traveling the vehicle.

  In step S420, it is determined whether or not the required energy generation amount is secured by the regenerative braking. When it is determined that the required energy generation amount can be secured, the process proceeds to step S430, and the command value of the energy regeneration amount to be instructed to the MGC 73 is calculated. The command value of the energy regeneration amount may be equal to the required energy generation amount, or may be a value equal to or more than the required energy generation amount in a range where the high-voltage battery can be charged. That is, in this case, the energy generation amount is converted by the generation amount conversion unit 65 into a command value of the energy regeneration amount in the regenerative braking.

  If it is determined in the determination process of step S420 that the required energy generation amount cannot be secured by the regenerative brake, the process proceeds to step S440. In step S440, the shared energy generation amount is determined so that the required energy generation amount is shared by the regenerative brake and the generator, and the energy regeneration amount command value and the torque increase command value corresponding to each shared energy generation amount are determined. Is calculated. The amount of shared energy generation between the regenerative brake and the generator depends on the state of the vehicle, for example, the magnitude of the required deceleration of the vehicle, the magnitude of the downgrade of the road on which the vehicle runs, the charge level of each battery, etc. It is determined to change.

  When the amount of energy generation is converted into the control target of the vehicle-mounted device by the above-described process, the process proceeds to the process of step S330 in the flowchart of FIG. ).

  As described above, according to the energy management device for a vehicle according to the present embodiment, when the vehicle travels on the set traveling route, the energy consumption status of the on-vehicle equipment that consumes energy is predicted. Then, based on the predicted energy consumption situation, an energy generation plan is prepared by in-vehicle equipment capable of generating energy so that energy corresponding to the energy demand is generated. Therefore, by generating energy using on-board equipment that can generate energy in accordance with the planned energy generation plan, it is possible to minimize the generation of wasteful energy or the inability to secure the necessary energy. Can be avoided.

  Further, in the vehicle energy management device according to the present embodiment, the control unit of the on-vehicle equipment capable of generating energy calculates the above-described energy generation plan and calculates the amount of required energy generation according to the generation plan. Instead, the energy balance service 61 and the energy generation service 62 provided in the energy infrastructure 3 execute. Furthermore, the vehicular energy management device according to the present embodiment converts the required energy generation amount calculated by the energy generation service 62 into a control target for controlling on-vehicle equipment capable of generating energy, and converts the energy. A generation amount conversion unit 65 that outputs the generated amount to the control unit of the vehicle-mounted equipment is also provided. Therefore, for example, even when the specification of the on-vehicle equipment capable of generating energy is changed, the generation amount conversion unit 65 sets the amount of required energy generation to the actual vehicle according to the change in the difference in the specification. Can be converted to the target value of the in-vehicle equipment capable of generating energy. For this reason, even if the specification of the in-vehicle equipment capable of generating energy is changed, it is not necessary to significantly change the control logic or the like, and the versatility of the vehicle energy management device can be improved.

  Next, details of the processing executed by the energy storage service 63 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 9 is repeatedly executed at predetermined control cycles.

  First, in step S500, the energy storage plan created by the energy balance service 61 is read. In subsequent step S510, it is determined whether or not the in-vehicle equipment capable of storing energy is in a state capable of storing energy. For example, if any abnormality occurs in the high-voltage battery and / or the low-voltage battery, it is determined that energy cannot be stored as instructed. In the determination process of step S510, if it is determined that energy can be stored, the process proceeds to step S520, and if it is determined that energy cannot be generated, the process shown in the flowchart of FIG. 9 ends.

  In step S520, an energy storage amount to be stored by the on-vehicle equipment capable of storing energy at the present time is calculated according to the read storage plan. The storage amount of the energy indicates an instantaneous target storage amount that is required to be stored as the entire vehicle at the present time, without depending on the equipment to be linked. Further, the energy storage amount includes information indicating a minimum sufficiency of the storage amount in which the behavior of the vehicle-mounted equipment is not substantially affected. The calculated energy storage amount is output to the storage amount conversion unit 66 of the energy infrastructure 3.

  The storage amount conversion unit 66 converts the energy storage amount calculated by the energy storage service 63 based on the information about the on-vehicle equipment capable of storing energy actually installed in the vehicle into the energy of the on-vehicle equipment capable of storing energy. It is converted into a target value (instantaneous target value) of the storage amount, and is output to the control unit of the vehicle-mounted equipment capable of storing energy, that is, the ELC 74 of the master power train domain control unit 12. As a result, conversion that connects control spaces managed on different time axes is realized. In addition, the target value of the energy storage amount allows a transient change in the storage amount within a range that does not fall below the minimum sufficiency described above.

  Next, specific processing contents of the storage amount conversion unit 66 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 10 is also repeatedly executed at the same control cycle as in the flowchart of FIG.

  First, in step S600, information on in-vehicle equipment capable of storing energy is acquired from the in-vehicle equipment restriction information providing unit 55 of the information infrastructure 2. The information on the on-vehicle equipment includes at least information indicating a battery capacity and a chargeable / dischargeable SOC range for each battery mounted on the vehicle. The information on the on-vehicle equipment may be obtained from the domain control unit (master power train domain control unit 12) instead of the information infrastructure 2.

  In the following step S610, the energy storage amount calculated by the energy storage service 63 is acquired. Then, in step S620, the obtained energy storage amount is converted into a storage amount target value for the vehicle-mounted equipment (each battery). This conversion process will be described in detail with reference to the flowchart in FIG.

  First, in step S700, the SOC and the SOH of the high-voltage battery and the low-voltage battery are obtained. The SOC and SOH of each battery may be obtained from the information infrastructure 2 or may be obtained from the ELC 74 of the master power train domain control unit 12. In subsequent step S710, the maximum charge amount of each battery is calculated based on the acquired SOC, SOH, SOC range of charge and discharge, and the like.

  In step S720, it is determined based on the maximum charge amount of each battery whether or not each battery can be charged with the power corresponding to the acquired energy storage amount. If it is determined in this determination process that the power corresponding to the energy storage amount can be charged, the process advances to step S730 to calculate a command value of the amount of power to charge each battery, which is instructed to the ELC 74. That is, the storage amount conversion unit 66 converts the energy storage amount into the amount of electric power charged to each battery. In this case, when charging the low-voltage battery in addition to the high-voltage battery, the energy storage amount is shared by the charged amount of each battery. Therefore, the shared energy storage amounts to be shared by the respective batteries are determined, and the respective shared energy storage amounts are converted into target values of the charge amounts in the respective batteries.

  The electric energy generated by the generator and the regenerative brake is temporarily charged in the high-voltage battery. When charging the low-voltage battery, the ELC 74 operates the DCDC converter to charge the low-voltage battery with desired power. As described above, in the present embodiment, charging of the low-voltage battery is performed via the high-voltage battery and the DCDC converter. However, if the vehicle is equipped with on-vehicle equipment that generates electric energy that can be charged to the low-voltage battery, the low-voltage battery may be charged directly.

  If it is determined in step S720 that the power corresponding to the energy storage amount cannot be charged in each battery, the process proceeds to step S740, in which a command value corresponding to the maximum power that can be charged in each battery is set. Is calculated. In this case, each battery is in a fully charged state, and is in a state capable of meeting the energy demand of each vehicle-mounted equipment of the vehicle.

  When the energy storage amount is converted into the storage amount target value (command value of the amount of charge of each battery) in the on-vehicle equipment by the above-described processing, the process proceeds to step S630 in the flowchart of FIG. The target value is output to the corresponding control unit (ELC74).

  Next, details of the processing executed by the energy distribution service 64 will be described based on the flowchart of FIG. The process shown in the flowchart of FIG. 12 is repeatedly executed at predetermined control cycles.

  First, in step S800, the energy distribution plan created by the energy balance service 61 is read. In the following step S810, it is determined whether or not energy can be distributed. For example, if an abnormality occurs in a junction box that is provided for each area and switches on and off the power supply to the vehicle-mounted equipment arranged in each area, it is impossible to allocate energy as instructed. It is determined that there is. In the determination process of step S810, if it is determined that energy can be distributed, the process proceeds to step S820, and if it is determined that energy cannot be distributed, the process proceeds to step S830.

  In step S820, an energy allocation amount to be allocated to each domain at the present time is calculated according to the read allocation plan. This amount of energy distribution indicates an instantaneous target distribution amount that is required to be distributed as a whole vehicle at the present time without depending on the equipment of each area to be linked. Further, the energy distribution amount includes information indicating the minimum degree of satisfaction of the distribution amount in which the behavior of the vehicle-mounted equipment is not substantially affected. Then, the calculated energy distribution amount is output to the distribution amount conversion unit 67 of the energy infrastructure 3.

  On the other hand, in step S830, an energy distribution amount for executing emergency control such as stopping of the vehicle or evacuation traveling is calculated in a domain and an area where energy can be distributed. The calculated energy allocation is output to the allocation converter 67 of the energy infrastructure 3. For example, if energy cannot be distributed to the vehicle-mounted equipment in the rear area of the chassis domain, the energy distribution amount to the front area of the chassis domain should be adjusted so that the front wheel brake can generate braking torque that complements the braking torque of the rear wheel brake. calculate. As shown in FIG. 4, the master chassis domain control unit 11 has, as control functions, a brake coordinator (BRKC) 81 for controlling front and rear brakes, a transmission coordinator (TMC) 82 for controlling transmission, and a control unit for electric power steering. An EPSC (Electric Power Steering Coordinator) 83 for controlling the vehicle and a SUSC (Suspension Coordinator) 84 for controlling the suspension are provided.

  The distribution amount conversion unit 67 determines an area distribution amount (instant distribution) for distributing the energy to each domain to each area in each domain based on information on the in-vehicle equipment belonging to each area in each domain. Amount). That is, the allocation amount conversion unit 67 converts the energy allocation amount to each domain into the area allocation amount to each area of the domain. The distribution amount of each domain and the distribution amount to each area thus calculated are output to each domain control unit. As a result, conversion that connects control spaces managed on different time axes is realized. It should be noted that the amount of distribution to each area allows a transient fluctuation as long as it does not fall below the minimum degree of satisfaction of the above-mentioned distribution amount.

  Next, specific processing contents of the distribution amount conversion unit 67 will be described based on the flowchart of FIG. The processing shown in the flowchart of FIG. 13 is also repeatedly executed at the same control cycle as in the flowchart of FIG.

  First, in step S900, it is determined whether emergency control is being performed. In this determination processing, if it is determined that it is not a situation where emergency control is performed, the process proceeds to step S910, and if it is determined that it is a situation where emergency control is performed, the process proceeds to step S930.

  In step S910, information on the in-vehicle equipment belonging to each area of each domain is obtained from the in-vehicle equipment restriction information providing unit 55. Then, in step S920, based on the information on the in-vehicle equipment belonging to each area of each domain, an area allocation amount to be allocated to each area within each domain is calculated from the amount of energy distribution to each domain. As described above, the allocation amount conversion unit 67 converts the energy allocation amount to each domain into the area allocation amount to each area of the domain.

  On the other hand, in step S930, information on the in-vehicle equipment belonging to each area of the energy distributable domain is acquired from the in-vehicle equipment restriction information providing unit 55. Then, in step S940, based on the emergency control performed by the on-vehicle equipment, the area allocation amount to be allocated to each area in each domain is calculated from the energy distribution amount to each domain.

  Then, in step S950, the distribution amount of each domain and the distribution amount to each area are output to each domain control unit.

  The preferred embodiment of the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and can be variously modified and implemented without departing from the gist of the present invention. .

  For example, in the above-described embodiment, the energy infrastructure 3 manages the generation, storage, and distribution of energy. However, for example, when each domain is not partitioned into areas, there is no need to allocate to each area, so the energy infrastructure 3 only needs to manage the generation and storage of energy. Further, the energy infrastructure 3 may manage only generation of energy.

  Further, in the above-described embodiment, the energy generation service 62, the energy storage service 63, and the energy distribution service 64 are configured to instantaneously obtain the energy generation plan, the energy storage plan, and the energy distribution plan created by the energy balance service 61, respectively. Target value was calculated. However, the functions of the energy generation service 62, the energy storage service 63, and the energy distribution service 64 may be integrated into the generation amount conversion unit 65, the storage amount conversion unit 66, and the distribution amount conversion unit 67, respectively. In this case, for example, the generation amount conversion unit 65 acquires an energy generation plan from the energy balance service 61, calculates an instantaneous energy generation amount, and, based on the calculated energy generation amount, a vehicle-mounted device capable of generating energy. Determine control objectives for the equipment.

  Alternatively, the energy generation service 62, the energy storage service 63, and the energy allocation service 64 may create an energy generation plan, an energy storage plan, and an energy allocation plan based on information from the information infrastructure 2, respectively. . In this case, the energy balance service 61 arbitrates each plan from the viewpoint of whether the created energy generation plan, energy conservation plan, and energy distribution plan are consistent or executable. It can be configured to perform the function of aiming.

1 integrated control unit, 2 information infrastructure, 3 energy infrastructure, 51 driving route information output unit, 52 energy generation related information providing unit, 53 equipment use prediction information output unit, 54 energy demand related information providing unit, 61 energy balance service, 62 Energy generation service, 63 energy storage service, 64 energy distribution service, 65 generation amount conversion unit, 66 storage amount conversion unit, 67 distribution amount conversion unit, 100 vehicle control system

Claims (9)

An on-vehicle energy management device (100) applied to a vehicle including on-vehicle equipment capable of generating energy and on-vehicle equipment that consumes energy as on-vehicle equipment,
An acquisition unit (51) for acquiring information on the traveling route when the traveling route of the vehicle is set;
A prediction unit (54) for predicting a state of energy consumption by on-vehicle equipment that consumes energy when the vehicle travels on a traveling route;
Based on the information on the traveling route of the vehicle acquired by the acquisition unit and the energy consumption status of the on-vehicle equipment predicted by the prediction unit, the energy can be generated so that the energy corresponding to the energy demand is generated. A generation plan drafting unit (61) for drafting a generation plan of energy by the vehicle-mounted equipment ;
After a vehicle starts traveling along a set traveling route, an energy generation amount calculation unit that calculates a required energy generation amount according to an energy generation plan drafted by the generation plan drafting unit at a predetermined cycle. (62),
When controlling the required energy generation amount calculated by the energy generation amount calculation unit based on the information on the vehicle-mounted equipment that can actually generate the energy actually mounted on the vehicle, A generation amount conversion unit (65) that converts the control target into a control target and outputs the energy to a control unit of a vehicle-mounted device capable of generating energy;
The vehicle is provided with a plurality of in-vehicle equipments, and the plurality of in-vehicle equipments are divided into a plurality of domains in advance according to their respective functions. It is divided,
An allocation plan drafting unit (61) for drafting an energy distribution plan for each domain based on the energy consumption status of the vehicle-mounted equipment predicted by the prediction unit;
After the vehicle starts traveling along the set traveling route, an energy distribution for calculating an energy distribution amount to be distributed to each domain in a predetermined cycle according to the energy distribution plan formulated by the distribution planning unit. An amount calculation unit (64);
Based on the information about in-vehicle equipment belonging to each area in each domain, the amount of energy allocated to each domain is converted into an area allocation amount to be allocated to each area in each domain, and the energy amount equivalent to the area allocation amount And a distribution amount conversion unit (67) for notifying the control unit of each area that the information is provided . Equipped with multiple on-board equipment as on-board equipment that can generate energy,
The generation amount conversion unit determines a shared energy generation amount to be shared by a plurality of on-vehicle devices, respectively, in order to obtain a required energy generation amount calculated by the energy generation amount calculation unit, 2. The vehicle energy management device according to claim 1, wherein the vehicle energy management device converts the data into control targets of the plurality of in-vehicle devices and outputs the energy to respective control units of the in-vehicle devices capable of generating a plurality of energies.   The vehicle energy management device according to claim 2, wherein the generation amount conversion unit changes the shared energy generation amount according to a state of the vehicle.   A plurality of in-vehicle devices capable of generating energy include at least a generator driven by an engine of the vehicle to generate electric energy, and a braking torque applied to the wheels by driving the wheels to generate electric energy. The energy management device for a vehicle according to claim 2, further comprising: a regenerative braking device that imparts the following. The vehicle has in-vehicle equipment that can store energy,
Based on the state of energy consumption by the on-vehicle equipment predicted by the predicting unit and the energy generation plan prepared by the generation planning unit, a storage plan for preparing energy storage using on-vehicle equipment capable of storing energy is stored. Planning department (61),
After the vehicle starts traveling along the set traveling route, at a predetermined cycle, an energy storage amount calculation unit that calculates a required energy storage amount according to the energy storage plan formulated by the conservation plan planning unit. (63)
Based on the information on the in-vehicle equipment capable of storing the energy actually installed in the vehicle, the required energy storage amount calculated by the energy storage amount calculation unit is stored in the in-vehicle equipment capable of storing energy. The energy management device for a vehicle according to any one of claims 1 to 4, further comprising: a storage amount conversion unit (66) that converts the energy into a target value and outputs the energy to a control unit of a vehicle-mounted device capable of storing energy. The in-vehicle equipment that can store energy is a battery,
The energy storage amount calculation unit considers the charge state of the battery and the deterioration state, and sets the required energy storage amount calculated by the energy storage amount calculation unit as a target amount of charge to the battery. The energy management device for a vehicle according to claim 5, wherein the energy management device converts the energy into an energy. The vehicle is equipped with multiple on-board equipment that can store energy,
The energy storage amount calculation unit determines the shared energy storage amounts to be shared by the plurality of vehicle-mounted devices, based on the required energy storage amounts calculated by the energy storage amount calculation units, respectively. 7. The vehicle energy management device according to claim 5, wherein the vehicle energy management device converts the energy into a target value of the amount of energy stored in the plurality of in-vehicle devices and outputs the target value to the control unit of each of the plurality of in-vehicle devices capable of generating energy. An on-vehicle energy management device (100) applied to a vehicle including on-vehicle equipment capable of generating energy and on-vehicle equipment that consumes energy as on-vehicle equipment,
An acquisition unit (51) for acquiring information on the traveling route when the traveling route of the vehicle is set;
A prediction unit (54) for predicting a state of energy consumption by on-vehicle equipment that consumes energy when the vehicle travels on a traveling route;
Based on the information on the traveling route of the vehicle acquired by the acquisition unit and the energy consumption status of the on-vehicle equipment predicted by the prediction unit, the energy can be generated so that the energy corresponding to the energy demand is generated. A generation plan drafting unit (61) for drafting a generation plan of energy by the vehicle-mounted equipment;
After a vehicle starts traveling along a set traveling route, an energy generation amount calculation unit that calculates a required energy generation amount according to an energy generation plan drafted by the generation plan drafting unit at a predetermined cycle. (62),
When controlling the required energy generation amount calculated by the energy generation amount calculation unit based on the information on the vehicle-mounted equipment that can actually generate the energy actually mounted on the vehicle, A generation amount conversion unit (65) that converts the control target into a control target and outputs the energy to a control unit of a vehicle-mounted device capable of generating energy;
The vehicle is provided with a plurality of vehicle equipment, a plurality of in-vehicle equipment is divided in advance a plurality of domains according to their functions, each domain, the domain control for overall control of the entire desired domain Parts (11 to 14) are provided,
An allocation plan drafting unit (61) for drafting an energy distribution plan for each domain based on the energy consumption status of the vehicle-mounted equipment predicted by the prediction unit;
After the vehicle starts traveling along the set traveling route, an energy distribution for calculating an energy distribution amount to be distributed to each domain in a predetermined cycle according to the energy distribution plan formulated by the distribution planning unit. An amount calculation unit (64) ;
The distribution of energy for each domain, distribution amount notifying unit for notifying each of the domain control section (67), car dual energy management device Ru comprising a. An integrated control unit that is positioned at an upper hierarchy of the domain control units, causes each of the domain control units to execute cooperative control, and / or arbitrates conflicting control by each of the domain control units;
The vehicle energy management device according to claim 8, wherein the vehicle energy management device is configured in the integrated control unit.

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