JP7081267B2 - Travel control device - Google Patents

Description

The present invention relates to a traveling control device.

Conventionally, as described in Patent Document 1, when the temperature of a motor or a battery mounted on a vehicle rises, traveling on an uphill road or the like is prohibited and a traveling route is set so as to detour. The device is known.

Japanese Patent No. 4400296

In Patent Document 1, in order to suppress overheating of the motor or the battery, uphill roads and the like are avoided, and detours are set. Therefore, the time required for the vehicle to move to the destination may increase.

An object of the present invention is to provide a traveling control device that shortens the time required for traveling to a destination even if there is an uphill road.

The travel control device (1) of the present invention is used for a vehicle (90) having a battery (22) and capable of traveling by a motor (20). The travel control device includes a map management unit (41), a self-position estimation unit (42), a route planning unit (43) , a temperature prediction unit (45) , a required torque calculation unit (61), and a maximum acceleration calculation unit (62). It includes a motor temperature estimation unit (63), a motor temperature limit calculation unit (64), a motor cooling unit (65), and a motor temperature control unit (66) .

The map management unit has map information (M) including road curvature information (Ic) and slope information (Is).
The self-position estimation unit can estimate the self-position (Ps), which is the position of the vehicle in the map information.

The route planning unit can set a travel route (Rv) which is a route from its own position to the destination of the vehicle.
When the route planning unit sets the travel route, the temperature prediction unit sets the predicted motor temperature (Tm_pre), which is the temperature of the motor with respect to the travel route.
The required torque calculation unit calculates the required torque (Tn), which is the required torque of the motor for the travel path, based on the curvature information and the gradient information in the travel path, the weight of the vehicle (Wv), and the travel resistance (Dv) of the vehicle. It is possible.
The maximum acceleration calculation unit can calculate the maximum acceleration (Ac_max) of the vehicle based on the required torque.
The motor temperature estimation unit can estimate the motor temperature (Tm), which is the temperature of the motor, based on the required torque and the maximum acceleration.
The motor temperature limit calculation unit can calculate a motor temperature limit value (Tm_lim) which is an upper limit value of the motor temperature.
The motor cooling unit can cool the motor.
The motor temperature control unit controls the motor cooling unit so that the motor temperature becomes equal to or less than the motor temperature limit value when the motor temperature exceeds the motor temperature limit value.

This makes it possible to predict whether or not the motor will be overheated while the vehicle is traveling, depending on the road condition in the travel route. By predicting the temperature, it is possible to predict whether the motor will be overheated, so that it is possible to prevent the motor from overheating even if there is an uphill road or the like in the traveling path. Therefore, in order to suppress overheating of the motor, it is not necessary to avoid uphill roads and the like, and the time required to move to the destination is shortened.

Another travel control device (2) of the present invention is used for a vehicle (90) having a battery (22) and capable of traveling by a motor (20), as described above. The travel control device includes a map management unit (41), a self-position estimation unit (42), and a route planning unit (43), as described above. Further, the traveling control device includes a temperature prediction unit (245) , an outside air temperature detection unit (248), an indoor temperature control unit (249), an indoor control prediction unit (250), a battery temperature estimation unit (233), and a battery temperature limit calculation. A unit (234), a battery cooling unit (235), and a battery temperature control unit (237) are further provided.

When the route planning unit sets the travel route, the temperature prediction unit sets the predicted battery temperature (Tb_pre), which is the temperature of the battery with respect to the travel route.
The outside air temperature detecting unit can detect the outside air temperature (To), which is the atmospheric temperature outside the vehicle.
The indoor temperature control unit can control the temperature inside the vehicle.
The indoor adjustment prediction unit sets the indoor adjustment operation period (Xr), which is the period during which the indoor temperature control unit operates with respect to the travel route when the route planning unit sets the travel route.
The battery temperature estimation unit estimates the battery temperature (Tb), which is the temperature of the battery, based on the curvature information and the gradient information in the traveling path, the indoor adjustment operation period, the weight of the vehicle (Wv), and the traveling resistance (Dv) of the vehicle. It is possible.
The battery temperature limit calculation unit can calculate the battery temperature limit value (Tb_lim), which is the upper limit of the battery temperature.
The battery cooling unit can cool the battery.
The battery temperature control unit controls the battery cooling unit so that when the battery temperature exceeds the battery temperature limit value, the battery temperature becomes equal to or less than the battery temperature limit value.

This makes it possible to predict whether or not the battery will be overheated while the vehicle is traveling, depending on the road condition on the travel route. By predicting the temperature, it is possible to predict whether the battery will be overheated, so that it is possible to prevent the battery from overheating even if there is an uphill road or the like on the traveling route. Therefore, the same effect as described above is obtained.

The schematic diagram of the drive system of the vehicle which uses the driving control device by this embodiment. The block diagram which shows the traveling control device by 1st Embodiment. The relationship diagram of the travel path and the predicted motor temperature for explaining the temperature prediction unit of the travel control device according to the first embodiment. FIG. 5 is a relationship diagram of a magnetic force of a motor generator and a motor temperature limit value for explaining a motor temperature limit calculation unit of the travel control device according to the first embodiment. The flowchart which shows the control of the traveling control apparatus by 1st Embodiment. The block diagram which shows the traveling control device by 2nd Embodiment. FIG. 6 is a relationship diagram of a travel path and a predicted battery temperature for explaining a temperature prediction unit of the travel control device according to the second embodiment. FIG. 6 is a relationship diagram of a travel route and an indoor adjustment operation period for explaining the indoor adjustment prediction unit of the travel control device according to the second embodiment. FIG. 5 is a relationship diagram of a battery internal resistance and a battery temperature limit value for explaining a battery temperature limit calculation unit of the travel control device according to the second embodiment. The flowchart which shows the control of the traveling control apparatus by 2nd Embodiment.

Hereinafter, the traveling control device according to the embodiment will be described with reference to the drawings. In the description of the plurality of embodiments, substantially the same configuration will be described with the same reference numerals. The present embodiment includes a plurality of embodiments.

The travel control device of the present embodiment is used for a drive system 91 of a vehicle 90 having a battery and capable of traveling by a motor. The vehicle 90 is a so-called electric vehicle. Further, the vehicle 90 can be connected to the charger and can charge the battery. First, the drive system 91 of the vehicle 90 will be described.

As shown in FIG. 1, the drive system 91 includes a motor generator 20 as a motor, a speed reducer 93, an inverter 21, a battery 22 as a battery, and a travel control device 1. In the figure, the motor generator 20 is described as MG.

The motor generator 20 is provided with a rotation speed sensor 23. The rotation speed sensor 23 is, for example, a tachogenerator or a resolver, and can detect the rotation speed of the motor generator 20.

The motor generator 20 has a function as an electric motor that generates torque by being driven by electric power from the battery 22, and a function as a generator that is driven to generate electric power when the vehicle 90 is braked. The motor generator 20 of the present embodiment is, for example, a permanent magnet type synchronous three-phase AC motor. The torque of the motor generator 20 is transmitted to the speed reducer 93.

The speed reducer 93 adjusts the rotation speed of the motor generator 20. The power of the output shaft 94 of the speed reducer 93 is transmitted to the drive wheels 97 via the gear mechanism 95, the drive shaft 96, and the like. A clutch, a transmission, or the like may be provided in place of the speed reducer 93.

Although not shown, the vehicle 90 includes a steering wheel. The steering wheel is a steering member and is connected to the steering shaft. By operating the steering wheel by the driver, the traveling direction of the vehicle 90 is changed.

The inverter 21 is provided between the motor generator 20 and the battery 22. The inverter 21 converts the DC power of the battery 22 into AC power and supplies it to the motor generator 20. Further, the inverter 21 converts the AC power generated by the motor generator 20 into DC power and supplies it to the battery 22.

The battery 22 is a DC power source composed of a rechargeable secondary battery such as nickel hydrogen or lithium ion. Instead of the battery 22, a power storage device such as an electric double layer capacitor may be used as a DC power source.

(First Embodiment)
The travel control device 1 of the first embodiment includes a battery control unit 30, a driver support system control unit 40, a motor generator control unit 60 as a motor control unit, and an automatic alarm unit 70. In the figure, the battery control unit 30 is referred to as BATT-ECU. In the figure, the driver support system control unit 40 is referred to as DSS-ECU. In the figure, the motor generator control unit 60 is described as MG-ECU.

The battery control unit 30, the driver support system control unit 40, and the motor generator control unit 60 are mainly composed of a microcomputer, and include a CPU, a readable non-temporary tangible recording medium, a ROM, an I / O, and these. It is equipped with a bus line, etc. that connects the configurations of. Each process may be software process by executing a program stored in advance in a physical memory device such as ROM by a CPU, or may be hardware process by a dedicated electronic circuit. The battery control unit 30 can control the battery 22.

As shown in FIG. 2, the driver support system control unit 40 includes a map management unit 41, a self-position estimation unit 42, a route planning unit 43, a temperature prediction unit 45, a vehicle speed detection unit 46, and a vehicle speed limit calculation unit 47.

The map management unit 41 has map information M. Map information M includes facilities, place names, addresses, postal codes, road signs, main lanes on roads, merging lanes, climbing lanes, overtaking lanes, curvature information Ic, and slope information Is. The curvature information Ic includes the radius of curvature of each road. The slope information Is includes the slope, slope, and hypotenuse distance of each road. The map management unit 41 can update the map information M. The map information M is output to the self-position estimation unit 42, the route planning unit 43, the temperature prediction unit 45, and the required torque calculation unit 61.

The self-position estimation unit 42 can estimate the self-position Ps, which is the current position of the vehicle 90 in the map information M. The self-position estimation unit 42 receives radio waves from the satellite and estimates the self-position Ps. The estimated self-position Ps is output to the route planning unit 43.

The route planning unit 43 can acquire road traffic information Ir such as traffic congestion or traffic regulation from the road traffic information communication system, and can set a travel route Rv. The travel route Rv is a route from the self-position Ps to an arbitrary destination Pg. Further, the route planning unit 43 can change the travel route Rv and can set the travel reroute Rv_R. The set travel path Rv or travel re-path Rv_R is output to the required torque calculation unit 61 of the temperature prediction unit 45 and the motor generator control unit 60.

As shown in FIG. 3, when the route planning unit 43 sets the travel path Rv or the travel reroute Rv_R, the temperature prediction unit 45 sets the curvature information Ic, the gradient information Is, the map information M and the travel route Rv or the travel reroute. The predicted motor temperature Tm_pre is set based on Rv_R. The predicted motor temperature Tm_pre is the temperature of the motor generator 20 with respect to the travel path Rv or the travel re-path Rv_R. The predicted motor temperature Tm_pre is predicted using experiments, simulations, learning functions, and the like. In the figure, the predicted motor temperature Tm_pre when the route planning unit 43 sets the travel route Rv including the uphill road and the like is described. The set predicted motor temperature Tm_pre is output to the route planning unit 43, the vehicle speed limit calculation unit 47, and the motor temperature control unit 66.

Returning to FIG. 2, the vehicle speed detection unit 46 is provided on the drive shaft 96 and can detect the vehicle speed Vc of the vehicle 90. The vehicle speed detection unit 46 can acquire a pulse wave proportional to the rotation speed of the drive shaft 96. The vehicle speed detection unit 46 is, for example, a non-contact magnetoresistive effect element, and converts a change in magnetic flux into a change in electrical resistance to detect the vehicle speed Vc. The detected vehicle speed Vc is output to the route planning unit 43 and the motor generator control unit 60.

The vehicle speed limit calculation unit 47 can calculate the vehicle speed limit value Vc_lim, which is the upper limit value of the vehicle speed Vc, based on the predicted motor temperature Tm_pre. The vehicle speed limit calculation unit 47 calculates the vehicle speed limit value Vc_lim using, for example, a relationship diagram between the predicted motor temperature Tm_pre and the vehicle speed limit value Vc_lim. For example, in the relationship between the predicted motor temperature Tm_pre and the vehicle speed limit value Vc_lim, when the predicted motor temperature Tm_pre is relatively high, the vehicle speed limit value Vc_lim is set to be small. The calculated vehicle speed limit value Vc_lim is output to the route planning unit 43 and the motor generator control unit 60.

The motor generator control unit 60 controls the motor generator 20 by controlling the on / off operation of the switching element of the inverter 21. Further, the motor generator control unit 60 controls the motor generator 20 so that the vehicle speed Vc is equal to or less than the vehicle speed limit value Vc_lim.

The motor generator control unit 60 includes a required torque calculation unit 61, a maximum acceleration calculation unit 62, a motor temperature estimation unit 63, a motor temperature limit calculation unit 64, a motor cooling unit 65, and a motor temperature control unit 66.

The weight of the vehicle 90 is defined as the vehicle weight Wv. The traveling resistance when the vehicle 90 travels is defined as the vehicle traveling resistance Dv. The vehicle running resistance Dv is an air resistance or a rolling resistance, and is set by using an experiment or a simulation. The required torque related to the motor generator 20 with respect to the traveling path Rv is defined as the required torque Tn.

The required torque calculation unit 61 can calculate the required torque Tn based on the curvature information Ic and the gradient information Is, the vehicle weight Wv, and the vehicle travel resistance Dv in the travel path Rv or the travel re-path Rv_R. The calculated required torque Tn is output to the maximum acceleration calculation unit 62 and the motor temperature estimation unit 63.

The maximum acceleration calculation unit 62 can calculate the maximum acceleration Ac_max of the vehicle 90 based on the required torque Tn. The calculated maximum acceleration Ac_max is output to the motor temperature estimation unit 63.

The motor temperature estimation unit 63 can estimate the motor temperature Tm based on the required torque Tn and the maximum acceleration Ac_max. The motor temperature Tm is the temperature of the motor generator 20. The estimated motor temperature Tm is output to the route planning unit 43 and the motor temperature control unit 66.

The motor temperature limit calculation unit 64 can calculate the motor temperature limit value Tm_lim, which is the upper limit of the motor temperature Tm, based on the demagnetization of the motor generator 20. The motor temperature limit calculation unit 64 calculates the motor temperature limit value Tm_lim by using, for example, the relationship diagram of the magnetic force Φ of the motor generator 20 and the motor temperature limit value Tm_lim.

As shown in FIG. 4, the motor temperature limit value Tm_lim is set to decrease as the magnetic force Φ of the motor generator 20 decreases. The calculated motor temperature limit value Tm_lim is output to the motor temperature control unit 66.

Returning to FIG. 2, the motor cooling unit 65 can cool the motor generator 20. The motor cooling unit 65 is, for example, a heat exchanger.

The motor temperature control unit 66 can control the motor cooling unit 65. The motor temperature control unit 66 controls the motor cooling unit 65 so that the motor generator 20 is pre-cooled when the predicted motor temperature Tm_pre exceeds the motor temperature limit value Tm_lim. When the motor temperature Tm exceeds the motor temperature limit value Tm_lim, the motor cooling unit 65 is driven. The motor generator 20 is pre-cooled.

Further, the motor temperature control unit 66 controls the motor cooling unit 65 so that when the motor temperature Tm exceeds the motor temperature limit value Tm_lim, the motor temperature Tm becomes equal to or less than the motor temperature limit value Tm_lim. When the motor temperature Tm exceeds the motor temperature limit value Tm_lim, the motor cooling unit 65 is driven. The motor generator 20 is cooled, and the motor temperature Tm is lowered.

Further, the route planning unit 43 changes the traveling route Rv when the motor temperature Tm exceeds the motor temperature limit value Tm_lim. The travel route Rv is changed, and the route planning unit 43 re-travels based on the curvature information Ic, the gradient information Is, the map information M, the self-position Ps, the destination Pg, the road traffic information Ir, the vehicle speed Vc, and the vehicle speed limit value Vc_lim. Set the route Rv_R.

When the motor temperature Tm exceeds the motor temperature limit value Tm_lim, the automatic alarm unit 70 determines whether or not the route planning unit 43 has been able to set the travel reroute Rv_R. When the route planning unit 43 can set the travel reroute Rv_R, the automatic alarm unit 70 does not operate. When the route planning unit 43 cannot set the travel reroute Rv_R, the automatic alarm unit 70 issues an alarm to the driver.

The processing of the traveling control device 1 will be described with reference to the flowchart of FIG. In the flow chart, "S" means a step.

In step 101, the route planning unit 43 determines whether or not to set the travel route Rv. When the travel route Rv is not set, the process ends. When the travel path Rv is set, the process proceeds to step 102.

In step 102, the route planning unit 43 acquires the curvature information Ic, the gradient information Is, the map information M, the self-position Ps, the destination Pg, and the road traffic information Ir.
In step 103, the route planning unit 43 sets the travel route Rv based on the curvature information Ic, the gradient information Is, the map information M, the self-position Ps, the destination Pg, and the road traffic information Ir.

In step 104, the temperature prediction unit 45 sets the predicted motor temperature Tm_pre based on the curvature information Ic, the gradient information Is, the map information M, and the travel path Rv or the travel re-path Rv_R.

In step 105, the vehicle speed detection unit 46 detects the vehicle speed Vc. The vehicle speed limit calculation unit 47 calculates the vehicle speed limit value Vc_lim.
In step 106, the motor generator control unit 60 determines whether or not the vehicle speed Vc is equal to or less than the vehicle speed limit value Vc_lim. When the vehicle speed Vc exceeds the vehicle speed limit value Vc_lim, the process proceeds to step 107. When the vehicle speed Vc is equal to or less than the vehicle speed limit value Vc_lim, the process proceeds to step 108.

In step 107, the motor generator control unit 60 controls the motor generator 20 so that the vehicle speed Vc is equal to or less than the vehicle speed limit value Vc_lim. After that, the process returns to step 105.

In step 108, the required torque calculation unit 61 calculates the required torque Tn based on the curvature information Ic, the gradient information Is, the vehicle weight Wv, and the vehicle running resistance Dv. The maximum acceleration calculation unit 62 calculates the maximum acceleration Ac_max based on the required torque Tn. The motor temperature estimation unit 63 estimates the motor temperature Tm based on the required torque Tn and the maximum acceleration Ac_max.

In step 109, the motor temperature limit calculation unit 64 calculates the motor temperature limit value Tm_lim.

In step 110, the motor temperature control unit 66 determines whether or not the predicted motor temperature Tm_pre is equal to or less than the motor temperature limit value Tm_lim. When the predicted motor temperature Tm_pre is equal to or less than the motor temperature limit value Tm_lim, the process proceeds to step 112. When the predicted motor temperature Tm_pre exceeds the motor temperature limit value Tm_lim, the process proceeds to step 111.

In step 111, the motor temperature control unit 66 controls the motor cooling unit 65 so that the motor temperature Tm tends to be equal to or less than the motor temperature limit value Tm_lim. The motor cooling unit 65 cools the motor generator 20 in advance. At this time, the motor cooling unit 65 tends to lower the motor temperature Tm.

In step 112, the motor temperature control unit 66 determines whether or not the motor temperature Tm is equal to or less than the motor temperature limit value Tm_lim. When the motor temperature Tm is equal to or less than the motor temperature limit value Tm_lim, the process ends. When the motor temperature Tm exceeds the motor temperature limit value Tm_lim, the process proceeds to step 113.

In step 113, the motor temperature control unit 66 controls the motor cooling unit 65 so that the motor temperature Tm is equal to or less than the motor temperature limit value Tm_lim. The motor cooling unit 65 cools the motor generator 20. The motor cooling unit 65 lowers the motor temperature Tm.

In step 114, the route planning unit 43 sets the travel reroute Rv_R based on the curvature information Ic, the gradient information Is, the map information M, the self-position Ps, the destination Pg, the road traffic information Ir, the vehicle speed Vc, and the vehicle speed limit value Vc_lim. Determine if it can be set. When the travel reroute Rv_R can be set, the route planning unit 43 sets the travel reroute Rv_R, and the process shifts to step 104. At this time, the route planning unit 43 sets the traveling reroute Rv_R so that the amount of increase in the motor temperature Tm becomes small based on the predicted motor temperature Tm_pre and the motor temperature Tm.

When the travel reroute Rv_R cannot be set, the process proceeds to step 115. When the travel reroute Rv_R cannot be set, for example, when the vehicle speed Vc exceeds the vehicle speed limit value Vc_lim, when the motor temperature Tm exceeds the motor temperature limit value Tm_lim, or when the destination Pg cannot be reached. Is.
In step 115, the automatic alarm unit 70 issues an alarm to the driver.

Conventionally, as described in Patent Document 1, when the temperature of a motor or a battery mounted on a vehicle rises, traveling on an uphill road or the like is prohibited and a traveling route is set so as to detour. The device is known. In Patent Document 1, in order to suppress overheating of the motor or the battery, uphill roads and the like are avoided, and detours are set. Since it goes through a detour, the time required for the vehicle to travel to the destination increases. Therefore, in the travel control device 1 of the present embodiment, the time required to move to the destination can be shortened even if there is an uphill road.

[1] The temperature prediction unit 45 sets the predicted motor temperature Tm_pre. This makes it possible to predict whether or not the motor generator 20 will be overheated while the vehicle 90 is traveling, depending on the road condition in the travel route Rv. Since it is possible to predict whether the motor generator 20 will be overheated by predicting the temperature, it is possible to prevent the motor generator 20 from overheating even if there is an uphill road or the like on the traveling path Rv. Therefore, in order to suppress overheating of the motor generator 20, it is not necessary to avoid an uphill road or the like, and the time required to move to the destination Pg is shortened.

[2] The motor temperature control unit 66 controls the motor cooling unit 65 so that the motor generator 20 is cooled in advance when the predicted motor temperature Tm_pre exceeds the motor temperature limit value Tm_lim. This eliminates the need to momentarily cool the motor generator 20. Since the cooling capacity of the motor cooling unit 65 can be set relatively low, the motor cooling unit 65 can be miniaturized and the traveling control device 1 can be miniaturized.

[3] The motor temperature limit calculation unit 64 calculates the motor temperature limit value Tm_lim based on the demagnetization of the motor generator 20. The motor temperature limit value Tm_lim is set according to the state of the motor generator 20. Therefore, the maximum acceleration Ac_max can be set relatively large while suppressing the overheating of the motor generator 20. The vehicle 90 becomes easier to travel, and the time required for movement can be further shortened.

[4] The route planning unit 43 sets the travel reroute Rv_R when the motor temperature Tm exceeds the motor temperature limit value Tm_lim. When the route planning unit 43 cannot set the travel reroute Rv_R, the automatic alarm unit 70 issues an alarm to the driver. This prevents the motor generator 20 from being unable to reach the destination Pg while suppressing overheating.

(Second Embodiment)
The second embodiment is the same as the first embodiment except that the control of the travel control device, the configuration of the driver support system control unit, and the configuration of the battery control unit are different.

As shown in FIG. 6, the temperature prediction unit 245 in the driver support system control unit 240 of the travel control device 2 of the second embodiment is different from that of the first embodiment. Further, the driver support system control unit 240 further includes an outside air temperature detection unit 248, an indoor temperature adjustment unit 249, and an indoor adjustment prediction unit 250. In the second embodiment, the description of the vehicle speed detection unit 46, the vehicle speed limit calculation unit 47, and the motor generator control unit 60 will be omitted.

As shown in FIG. 7, when the route planning unit 43 sets the travel path Rv or the travel reroute Rv_R, the temperature prediction unit 245 has the curvature information Ic, the gradient information Is, the map information M, and the travel route Rv or the travel reroute. The predicted battery temperature Tb_pre is set based on Rv_R. The predicted battery temperature Tb_pre is the temperature of the motor generator 20 with respect to the traveling path Rv. The predicted battery temperature Tb_pre is predicted by using an experiment, a simulation, a learning function, or the like, similarly to the predicted motor temperature Tm_pre. In the figure, the predicted battery temperature Tb_pre when the route planning unit 43 sets the traveling route Rv including the uphill road and the like is described. The set predicted battery temperature Tb_pre is output to the route planning unit 43, the battery current limit calculation unit 232, and the battery temperature control unit 237.

The outside air temperature detection unit 248 can detect the outside air temperature To, which is the ambient temperature outside the vehicle 90. The detected outside air temperature To is output to the indoor adjustment prediction unit 250.
The indoor temperature control unit 249 can adjust the indoor temperature Tr, which is the indoor temperature of the vehicle 90. The room temperature control unit 249 has, for example, the same configuration as the battery cooling unit 235, and is an air conditioner.

As shown in FIG. 8, when the route planning unit 43 sets the travel route Rv or the travel re-route Rv_R, the indoor adjustment prediction unit 250 sets the indoor adjustment operation period Xr based on the outside air temperature To. The indoor adjustment operation period Xr is a period or distance during which the indoor temperature control unit 249 operates with respect to the travel path Rv or the travel re-path Rv_R. In the figure, it is described as ON when the indoor temperature control unit 249 is operating in the travel path Rv or the travel re-path Rv_R. In the travel path Rv or the travel re-route Rv_R, the time when the room temperature control unit 249 is not operating is described as off. The indoor temperature control unit 249 is predicted by using experiments, simulations, learning functions, and the like. The set indoor adjustment operation period Xr is output to the battery current estimation unit 231.

The battery control unit 230 of the second embodiment includes a battery current estimation unit 231, a battery current limit calculation unit 232, a battery temperature estimation unit 233, a battery temperature limit calculation unit 234, a battery cooling unit 235, a battery heating unit 236, and a battery temperature control unit. It further has a portion 237.

The battery current estimation unit 231 is a battery which is a current flowing through the battery 22 based on the curvature information Ic and the gradient information Is in the travel path Rv or the travel re-path Rv_R, the indoor adjustment operation period Xr, the vehicle weight Wv, and the vehicle travel resistance Dv. The current Ib can be estimated. The estimated battery current Ib is output to the route planning unit 43, the battery temperature estimation unit 233, and the battery temperature control unit 237.

The battery current limit calculation unit 232 can calculate the battery current limit value Ib_lim, which is the upper limit of the battery current Ib. The battery current limit calculation unit 232 calculates the battery current limit value Ib_lim by using, for example, the relationship diagram between the predicted battery temperature Tb_pre and the battery current limit value Ib_lim. For example, in the relationship between the predicted battery temperature Tb_pre and the battery current limit value Ib_lim, when the predicted battery temperature Tb_pre is relatively high, the battery current limit value Ib_lim is set to be low. The calculated battery current limit value Ib_lim is output to the route planning unit 43 and the battery temperature control unit 237.

The battery temperature estimation unit 233 can estimate the battery temperature Tb based on the battery current Ib. The battery temperature Tb is the temperature of the battery 22. The battery temperature estimation unit 233 directly estimates the battery temperature Tb based on the curvature information Ic and the gradient information Is in the travel path Rv or the travel reroute Rv_R, the indoor adjustment operation period Xr, the vehicle weight Wv, and the vehicle travel resistance Dv. You may. The estimated battery temperature Tb is output to the route planning unit 43 and the battery temperature control unit 237.

The battery temperature limit calculation unit 234 can calculate the battery temperature limit value Tb_lim, which is the upper limit of the battery temperature Tb, based on the deterioration of the battery 22. The battery temperature limit calculation unit 234 calculates the battery temperature limit value Tb_lim by using, for example, the relationship diagram between the deterioration of the battery 22 and the battery temperature limit value Tb_lim. Deterioration of the battery 22 is determined, for example, by a change in the battery internal resistance Rb, which is the internal resistance of the battery 22. Although not shown, the battery 22 has a detector that detects the internal resistance Rb of the battery.

As shown in FIG. 9, the battery temperature limit value Tb_lim is set to decrease as the internal resistance Rb of the battery increases. The calculated battery temperature limit value Tb_lim is output to the battery temperature control unit 237.

Returning to FIG. 6, the battery cooling unit 235 can cool the battery 22. The battery cooling unit 235 includes a compressor 251 as a fluid compression unit, a fluid cooling unit 252, an expansion valve 253, an evaporator 254 as a heat absorbing unit, a blower 255 as a fluid blowing unit, a fluid temperature detecting unit 256, and a fluid temperature control unit 257. Have. The battery cooling unit 235 can cool the battery 22.

The compressor 251 compresses the fluid when powered by the battery 22. The compressor 251 may be used as the battery heating unit 236 by using the heat generated by driving the compressor 251.

The fluid cooling unit 252 is, for example, a condenser and a condenser fan, and can cool the fluid compressed by the compressor 251. The fluid compressed by the compressor 251 passes through the capacitor. The fluid passing through the condenser is cooled by the condenser fan.

The expansion valve 253 expands and vaporizes the fluid cooled by the fluid cooling unit 252. The vaporized fluid absorbs the heat around the evaporator 254. This cools the evaporator 254. The blower 255 blows air toward the battery 22 via the cooled evaporator 254. The battery 22 is cooled by the wind of the blower 255 cooled by the evaporator 254. The fluid that has passed through the evaporator 254 returns to the compressor 251.

The fluid temperature detection unit 256 can detect the fluid temperature Tf, which is the temperature of the blower 255 cooled by the evaporator 254.
The fluid temperature control unit 257 controls the compressor 251, the fluid cooling unit 252, the expansion valve 253, the evaporator 254 as the heat absorbing unit, and the blower 255 so that the fluid temperature Tf is equal to or less than the fluid temperature threshold value Tf_th. The fluid temperature threshold Tf_th is set based on the temperature characteristics of the battery 22.

The battery heating unit 236 has a heater 261 as a heater or a vibration current generating unit 262. The heater 261 generates heat when electric power is supplied. The vibration current generation unit 262 is configured by a resonance circuit including an AC power supply. The vibration current generation unit 262 generates heat when an AC voltage including the resonance frequency of the resonance circuit is generated by the AC power supply. The battery heating unit 236 can heat the battery 22 by the heater 261 or the vibration current generating unit 262.

The battery temperature control unit 237 can control the battery heating unit 236. The battery temperature control unit 237 controls the battery heating unit 236 so that when the battery current Ib exceeds the battery temperature limit value Tb_lim, the battery current Ib becomes equal to or less than the battery temperature limit value Tb_lim. When the battery current Ib exceeds the battery temperature limit value Tb_lim, the battery heating unit 236 is driven. The battery 22 is heated and the chemical reaction of the battery 22 is promoted. The battery current Ib and the battery temperature limit value Tb_lim are adjusted. At this time, the battery heating unit 236 is adjusted so that the battery 22 is not overheated.

Further, the battery temperature control unit 237 can control the battery cooling unit 235. The battery temperature control unit 237 controls the battery cooling unit 235 so that the battery 22 is pre-cooled when the predicted battery temperature Tb_pre exceeds the battery temperature limit value Tb_lim. When the battery temperature Tb exceeds the battery temperature limit value Tb_lim, the battery cooling unit 235 is driven. The battery 22 is pre-cooled.

Further, the battery temperature control unit 237 controls the battery cooling unit 235 so that when the battery temperature Tb exceeds the battery temperature limit value Tb_lim, the battery temperature Tb becomes equal to or less than the battery temperature limit value Tb_lim. When the battery temperature Tb exceeds the battery temperature limit value Tb_lim, the battery cooling unit 235 is driven. The battery 22 is cooled and the battery temperature Tb is lowered.

Further, the route planning unit 43 changes the traveling route Rv when the battery temperature Tb exceeds the battery temperature limit value Tb_lim. The travel route Rv is changed, and the route planning unit 43 is based on the curvature information Ic, the gradient information Is, the map information M, the self-position Ps, the destination Pg, the road traffic information Ir, the battery current Ib, and the battery current limit value Ib_lim. Set the travel reroute Rv_R.

When the battery temperature Tb exceeds the battery temperature limit value Tb_lim, the automatic alarm unit 270 determines whether or not the route planning unit 43 has been able to set the travel reroute Rv_R. When the route planning unit 43 can set the travel reroute Rv_R, the automatic alarm unit 70 does not operate. Further, when the route planning unit 43 cannot set the travel reroute Rv_R, the automatic alarm unit 70 issues an alarm to the driver.

The processing of the traveling control device 2 will be described with reference to the flowchart of FIG.
It is the same as step 201-203 and step 101-103 of the first embodiment.

In step 204, the temperature prediction unit 245 sets the predicted battery temperature Tb_pre based on the curvature information Ic, the gradient information Is, the map information M, and the travel path Rv or the travel re-path Rv_R. Further, the outside air temperature detection unit 248 detects the outside air temperature To. Further, the indoor adjustment prediction unit 250 sets the indoor adjustment operation period Xr.

In step 205, the battery current estimation unit 231 estimates the battery current Ib. The battery current limit calculation unit 232 calculates the battery current limit value Ib_lim.
In step 206, the battery temperature control unit 237 determines whether or not the battery current Ib is equal to or less than the battery current limit value Ib_lim. When the battery current Ib exceeds the battery current limit value Ib_lim, the process proceeds to step 207. When the battery current Ib is equal to or less than the battery current limit value Ib_lim, the process proceeds to step 208.

In step 207, the battery temperature control unit 237 controls the battery heating unit 236 so that the battery current Ib is equal to or less than the battery current limit value Ib_lim. The battery heating unit 236 heats the battery 22. The chemical reaction of the battery 22 is promoted. The battery current Ib is adjusted so as to be equal to or less than the battery current limit value Ib_lim. After that, the process returns to step 205.

In step 208, the battery temperature estimation unit 233 estimates the battery temperature Tb based on the battery current Ib.
In step 209, the battery temperature limit calculation unit 234 calculates the battery temperature limit value Tb_lim.

In step 210, the battery temperature control unit 237 determines whether or not the predicted battery temperature Tb_pre is equal to or less than the battery temperature limit value Tb_lim. When the predicted battery temperature Tb_pre is equal to or less than the battery temperature limit value Tb_lim, the process proceeds to step 212. When the predicted battery temperature Tb_pre exceeds the battery temperature limit value Tb_lim, the process proceeds to step 211.

In step 211, the battery temperature control unit 237 controls the battery cooling unit 235 so that the battery temperature Tb tends to be equal to or less than the battery temperature limit value Tb_lim. The battery cooling unit 235 cools the battery 22 in advance. At this time, the battery temperature Tb tends to decrease due to the battery cooling unit 235.

In step 212, the battery temperature control unit 237 determines whether or not the battery temperature Tb is equal to or less than the battery temperature limit value Tb_lim. When the battery temperature Tb is equal to or less than the battery temperature limit value Tb_lim, the process ends. When the battery temperature Tb exceeds the battery temperature limit value Tb_lim, the process proceeds to step 213.

In step 213, the battery temperature control unit 237 controls the battery cooling unit 235 so that the battery temperature Tb is equal to or less than the battery temperature limit value Tb_lim. The battery cooling unit 235 cools the battery 22. The battery temperature Tb is lowered by the battery cooling unit 235.

In step 214, the route planning unit 43 reroutes based on the curvature information Ic, the gradient information Is, the map information M, the self-position Ps, the destination Pg, the road traffic information Ir, the battery current Ib, and the battery current limit value Ib_lim. It is determined whether or not Rv_R can be set. When the travel reroute Rv_R can be set, the route planning unit 43 sets the travel reroute Rv_R, and the process shifts to step 204. At this time, the route planning unit 43 sets the traveling reroute Rv_R so that the amount of increase in the battery temperature Tb becomes small based on the predicted battery temperature Tb_pre and the battery temperature Tb.

When the travel reroute Rv_R cannot be set, the process proceeds to step 215. When the traveling reroute Rv_R cannot be set, for example, when the battery current Ib exceeds the battery current limit value Ib_lim, when the battery temperature Tb exceeds the battery temperature limit value Tb_lim, or when the destination Pg cannot be reached. Is.
In step 215, the automatic alarm unit 270 issues an alarm to the driver.

[5] The temperature prediction unit 245 sets the predicted battery temperature Tb_pre. This makes it possible to predict whether or not the battery 22 will be overheated while the vehicle 90 is traveling, depending on the road condition in the travel route Rv. By predicting the temperature, it is possible to predict whether the battery 22 will be overheated. Therefore, even if the traveling route Rv has an uphill road or the like, overheating of the battery 22 can be prevented. Therefore, also in the second embodiment, the same effect as that described in [1] of the first embodiment is obtained.

[6] The battery temperature control unit 237 controls the battery cooling unit 235 so that the battery 22 is pre-cooled when the predicted battery temperature Tb_pre exceeds the battery temperature limit value Tb_lim. It has the same effect as that described in [2] of the first embodiment.

[8] The battery temperature control unit 237 controls the battery heating unit 236 so that the battery current Ib is equal to or less than the battery temperature limit value Tb_lim. While suppressing overheating of the battery 22, the chemical reaction of the battery 22 is likely to be promoted. Therefore, the vehicle 90 can easily travel, and the time required for movement can be further shortened.

[9] The route planning unit 43 sets the traveling reroute Rv_R when the battery temperature Tb exceeds the battery temperature limit value Tb_lim. When the route planning unit 43 cannot set the travel reroute Rv_R, the automatic alarm unit 70 issues an alarm to the driver. This prevents the battery 22 from being unable to reach the destination Pg while suppressing overheating.

As described above, the present invention is not limited to such an embodiment, and can be implemented in various forms without departing from the spirit of the invention.

(Other embodiments)
(I) The control by the travel control device of the first embodiment and the control by the travel control device of the second embodiment may be used in combination.
(Ii) When the route planning unit cannot set the travel reroute for a predetermined number of times, the automatic alarm unit may issue an alarm to the driver.

1, 2 ... Travel control device,
20 ... Motor,
22 ... Battery,
41 ・ ・ ・ Map management department,
42 ・ ・ ・ Self-position estimation unit,
43 ・ ・ ・ Route Planning Department,
45, 245 ・ ・ ・ Temperature prediction unit,
90 ... Vehicle.

Claims (12)

A travel control device (1) used for a vehicle (90) having a battery (22) and capable of traveling by a motor (20).
A map management unit (41) having map information (M) including road curvature information (Ic) and slope information (Is), and
The self-position estimation unit (42) capable of estimating the self-position (Ps), which is the position of the vehicle in the map information, and the self-position estimation unit (42).
A route planning unit (43) capable of setting a travel route (Rv) that is a route from the self-position to the destination of the vehicle, and
When the route planning unit sets the travel route, the temperature prediction unit (45) that sets the predicted motor temperature (Tm_pre), which is the temperature of the motor with respect to the travel route,
Based on the curvature information and the gradient information in the traveling path, the weight (Wv) of the vehicle, and the traveling resistance (Dv) of the vehicle, the required torque (Tn) which is the torque required in the motor for the traveling path is determined. The required torque calculation unit (61) that can be calculated, and
A maximum acceleration calculation unit (62) capable of calculating the maximum acceleration (Ac_max) of the vehicle based on the required torque, and
A motor temperature estimation unit (63) capable of estimating a motor temperature (Tm), which is the temperature of the motor, based on the required torque and the maximum acceleration.
A motor temperature limit calculation unit (64) capable of calculating a motor temperature limit value (Tm_lim), which is an upper limit value of the motor temperature, and a motor temperature limit calculation unit (64).
A motor cooling unit (65) capable of cooling the motor, and
A motor temperature control unit (66) that controls the motor cooling unit so that the motor temperature becomes equal to or less than the motor temperature limit value when the motor temperature exceeds the motor temperature limit value.
A traveling control device equipped with. The traveling control device according to claim 1 , wherein the motor temperature limit calculation unit calculates the motor temperature limit value based on the demagnetization of the motor. The traveling according to claim 1 or 2 , wherein the motor temperature control unit controls the motor cooling unit so that the motor cooling unit cools the motor when the predicted motor temperature exceeds the motor temperature limit value. Control device. A vehicle speed detection unit (46) capable of detecting the vehicle speed (Vc) of the vehicle, and
A vehicle speed limit calculation unit (47) capable of calculating a vehicle speed limit value (Vc_lim), which is an upper limit value of the vehicle speed, based on the predicted motor temperature.
A motor control unit (60) that controls the motor so that the vehicle speed is equal to or less than the vehicle speed limit value.
The travel control device according to any one of claims 1 to 3 , further comprising. The travel control according to any one of claims 1 to 4 , wherein the route planning unit changes the travel route and sets a travel reroute (Rv_R) when the motor temperature exceeds the motor temperature limit value. Device. The travel control device according to claim 5 , further comprising an automatic alarm unit (70) that issues an alarm when the route planning unit cannot set the travel reroute. A travel control device (2) used for a vehicle (90) having a battery (22) and capable of traveling by a motor (20).
A map management unit (41) having map information (M) including road curvature information (Ic) and slope information (Is), and
The self-position estimation unit (42) capable of estimating the self-position (Ps), which is the position of the vehicle in the map information, and the self-position estimation unit (42).
A route planning unit (43) capable of setting a travel route (Rv) that is a route from the self-position to the destination of the vehicle, and
When the route planning unit sets the travel route, the temperature prediction unit (245) that sets the predicted battery temperature (Tb_pre), which is the temperature of the battery with respect to the travel route,
An outside air temperature detection unit (248) capable of detecting the outside air temperature (To), which is the atmospheric temperature outside the vehicle, and the outside air temperature detection unit (248).
An indoor temperature control unit (249) capable of adjusting the temperature inside the vehicle, and
When the route planning unit sets the travel route, the indoor adjustment prediction unit (250) that sets the indoor adjustment operation period (Xr), which is the period during which the indoor temperature control unit operates with respect to the travel route,
The battery temperature (Tb), which is the temperature of the battery, is determined based on the curvature information and the gradient information in the traveling path, the indoor adjustment operating period, the weight (Wv) of the vehicle, and the traveling resistance (Dv) of the vehicle. Estimable battery temperature estimation unit (233) and
A battery temperature limit calculation unit (234) capable of calculating a battery temperature limit value (Tb_lim), which is an upper limit value of the battery temperature, and a battery temperature limit calculation unit (234).
A battery cooling unit (235) capable of cooling the battery, and
A battery temperature control unit (237) that controls the battery cooling unit so that the battery temperature becomes equal to or lower than the battery temperature limit value when the battery temperature exceeds the battery temperature limit value.
A traveling control device equipped with. The traveling control device according to claim 7 , wherein the battery temperature limit calculation unit calculates the battery temperature limit value based on the deterioration of the battery. The traveling according to claim 7 or 8 , wherein the battery temperature control unit controls the battery cooling unit so that the battery cooling unit cools the battery when the predicted battery temperature exceeds the battery temperature limit value. Control device. Battery current (Ib), which is a current flowing through the battery, based on the curvature information and the gradient information in the traveling path, the indoor adjustment operating period, the weight (Wv) of the vehicle, and the traveling resistance (Dv) of the vehicle. Battery current estimation unit (231) that can estimate
A battery current limit calculation unit (232) capable of calculating a battery current limit value (Ib_lim), which is an upper limit value of the battery current, based on the predicted battery temperature.
A battery heating unit (236) capable of heating the battery, and
Further prepare
The traveling control device according to any one of claims 7 to 9 , wherein the battery temperature control unit controls the battery heating unit so that the battery current is equal to or less than the battery current limit value. The travel control according to any one of claims 7 to 10 , wherein the route planning unit changes the travel route and sets a travel reroute (Rv_R) when the battery temperature exceeds the battery temperature limit value. Device. The travel control device according to claim 11 , further comprising an automatic alarm unit (270) that issues an alarm when the route planning unit cannot set the travel reroute.

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