WO2013072976A1 - 走行環境予測装置および車両制御装置、並びにそれらの方法 - Google Patents
走行環境予測装置および車両制御装置、並びにそれらの方法 Download PDFInfo
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- WO2013072976A1 WO2013072976A1 PCT/JP2011/006452 JP2011006452W WO2013072976A1 WO 2013072976 A1 WO2013072976 A1 WO 2013072976A1 JP 2011006452 W JP2011006452 W JP 2011006452W WO 2013072976 A1 WO2013072976 A1 WO 2013072976A1
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- stop
- stop time
- time rate
- soc
- vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0236—Circuits relating to the driving or the functioning of the vehicle for economical driving
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0833—Vehicle conditions
- F02N11/0837—Environmental conditions thereof, e.g. traffic, weather or road conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
- F02N2200/061—Battery state of charge [SOC]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
- F02N2200/0801—Vehicle speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/12—Parameters used for control of starting apparatus said parameters being related to the vehicle exterior
- F02N2200/125—Information about other vehicles, traffic lights or traffic congestion
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Definitions
- the present invention relates to a technology for predicting a traveling environment of a vehicle that causes a stop and a technology for controlling the vehicle.
- Patent Document 1 predicts a traffic jam as a traveling environment that causes the engine to stop by idling stop control. Furthermore, an apparatus that predicts that the vehicle is traveling in an urban area as a traveling environment that causes the vehicle to stop is proposed (Patent Document 2). In this apparatus, it is predicted that it is an urban area from the average vehicle speed and the number of stops in the past fixed time.
- Patent Document 1 has a problem that it is necessary to use a car navigation system and the configuration is complicated.
- the apparatus described in Patent Document 2 requires relatively long time observation. There was a problem with poor response.
- the present invention has been made to solve the above-described problems, and an object of the present invention is to perform prediction of a driving environment with a simple configuration and high response.
- the present invention can be realized as the following forms or application examples in order to solve at least a part of the above-described problems.
- a travel environment prediction device for predicting a travel environment of a vehicle that causes a stop, A stop time rate calculation unit for calculating a ratio of stop time in a predetermined period; A travel environment prediction device comprising: a travel environment prediction unit that predicts the travel environment based on the ratio of the stop time.
- the traveling environment is obtained based on the ratio of the stop time in a predetermined period. According to this configuration, the driving environment can be predicted with both responsiveness and accuracy while having a simple configuration.
- the stop time rate calculation unit includes a first stop time rate calculation unit that calculates a stop time ratio in the first period as a first stop time rate; A second stop time rate calculation unit that calculates a stop time ratio in a second period longer than the first period as a second stop time rate, and the travel environment prediction unit includes the first stop time.
- a travel environment prediction device that predicts the travel environment based on a rate and a second stop time rate.
- the first stop time rate calculated in the first period, which is the shorter of the first and second periods, and the second period, which is the longer one, are calculated.
- a traveling environment is determined based on the second stop time rate. Since the first stop time rate can be obtained in a short period, the driving environment can be determined with good responsiveness based on the first stop time rate. Since the second stop time rate is obtained over a long period of time, the traveling environment can be accurately determined based on the second stop time rate. Therefore, the driving environment can be predicted with both responsiveness and accuracy while having a simple configuration.
- the travel environment determination unit further determines whether the second stop time rate is equal to or greater than a second threshold value that is smaller than the first threshold value.
- a travel environment prediction device comprising: a second determination unit that determines; and a second determination unit that determines that the city is an urban area when the second determination unit determines that the second determination unit is equal to or greater than a second threshold. According to this traveling environment prediction device, the determination of the urban area is made when the first stop time rate is greater than or equal to the first threshold or when the second stop time rate is greater than or equal to the second threshold. Since an early determination is possible, prediction can be performed with good responsiveness.
- the travel environment determination unit further determines whether the first stop time rate is less than a third threshold that is smaller than the first threshold.
- a third determination unit that determines whether the second stop time rate is less than a fourth threshold value that is smaller than the second threshold value, and the third determination unit.
- a third determination unit that determines that the vehicle is located in the suburb when it is determined by the fourth determination unit that it is less than the fourth threshold.
- Environmental prediction device According to this traveling environment prediction apparatus, it is possible to prevent hunting of the prediction result by providing hysteresis in the determination of the urban area and the suburbs.
- a vehicle control device mounted on a vehicle having an engine and a battery that can be charged by a power generation amount of a generator driven by power of the engine, An idling stop control unit for performing idling stop control; An SOC detector for detecting a state of charge (SOC) of the battery; When the vehicle is running, an idling stop capacity for setting an idling stop capacity that is expected to be used in a stop-and-start period from engine stop to restart by the idling stop control with respect to the usable SOC range of the battery.
- SOC state of charge
- a capacity setting section The amount of power generated by the generator so as to avoid that the remaining capacity in the usable SOC range corresponding to the SOC detected by the SOC detection unit during traveling of the vehicle is less than the idling stop capacity.
- a remaining capacity control unit for controlling The idling stop capacity setting unit includes: A stop time rate calculation unit for calculating a ratio of stop time in a predetermined period; A vehicle control device comprising: a capacity setting unit that sets the idling stop capacity based on the ratio of the stop time.
- this vehicle control device it is possible to appropriately determine the idling stop capacity in the SOC range where the battery can be used in consideration of the traveling environment of the vehicle that causes the vehicle to stop.
- the stop time rate calculation unit includes a first stop time rate calculation unit that calculates a stop time ratio in a first period as a first stop time rate, A second stop time rate calculating unit that calculates a stop time ratio in a second period longer than the first period as a second stop time rate, wherein the capacity setting unit includes the first stop time rate and A vehicle control device that sets the idling stop capacity based on a second stop time rate.
- the idling stop capacity can be more appropriately determined in the SOC range where the battery can be used.
- the capacity setting unit includes a first determination unit that determines whether the first stop time rate is equal to or greater than a first threshold value, and the first determination unit.
- a first determining unit that sets the idling stop capacity to a value larger than a capacity that is set when it is determined not to be equal to or greater than the first threshold when A vehicle control device comprising: According to this vehicle control device, when it is determined that the first stop time rate is equal to or greater than the first threshold value, the idling stop capacity can be increased. As a result, the idling stop capacity can be more appropriately increased. Can be determined.
- the capacity setting unit further determines whether or not the second stop time rate is equal to or greater than a second threshold value that is smaller than the first threshold value.
- the idling is set to a value larger than a capacity that is set when it is determined that the value is not equal to or greater than the second threshold.
- a vehicle control device comprising: a second determination unit that sets a stop capacity. According to this vehicle control device, the idling stop capacity can be increased when it is determined that the second stopping time rate is equal to or greater than the second threshold value which is smaller than the first threshold value. The stop capacity can be determined more appropriately.
- [Application Example 10] 10 The vehicle control device according to Application Example 8 or 9, wherein the idling stop capacity setting unit is further configured such that the first stop time rate is less than a third threshold value that is smaller than the first threshold value.
- a third determination unit that determines whether or not, a fourth determination unit that determines whether or not the second stoppage time rate is less than a fourth threshold that is smaller than the second threshold, and the third determination A first value that reduces the idling stop capacity when the fourth determination unit determines that the idling stop capacity is less than the third threshold value.
- a vehicle control device comprising: 3 determination unit.
- the idling stop capacity can be decreased. As a result, it is possible to determine the idling stop capacity more appropriately and to prevent the control of the idling stop capacity from being hunted.
- this traveling environment prediction method similarly to the traveling environment prediction device of Application Example 1, it is possible to perform prediction of the traveling environment while achieving both responsiveness and prediction accuracy.
- a vehicle control method for controlling a vehicle having an engine and a battery that can be charged by a power generation amount of a generator driven by power of the engine (A) performing idling stop control; (B) detecting a state of charge (SOC) of the battery; (C) When the vehicle is running, an idling stop capacity that is expected to be used in a stop-and-start period from engine stop to restart by the idling stop control is set for the usable SOC range of the battery.
- the generator is configured to avoid a remaining capacity in the usable SOC range corresponding to the SOC detected by the SOC detection unit during traveling of the vehicle from being less than the idling stop capacity.
- a process for controlling the amount of power generation of The step (c) Calculate the ratio of stop time in a given period, A vehicle control method for setting the idling stop capacity based on a ratio of the stop time.
- the idling stop capacity can be appropriately determined in the SOC range in which the battery can be used as in the vehicle control device of Application Example 5.
- the present invention can be implemented in various forms in addition to the application example described above.
- the present invention is a vehicle equipped with the travel environment prediction device according to any one of Application Examples 1 to 5, a vehicle equipped with the vehicle control device according to any one of Application Examples 6 to 10, and Application Examples 2 to 5.
- a driving environment prediction method including a process corresponding to each part included in the traveling environment prediction device according to any one of the above, and a vehicle control method including a process corresponding to each part included in the vehicle control device according to any one of Application Examples 6 to 10.
- a computer program for causing a computer to execute each step included in the traveling environment prediction method according to Application Example 11 and a computer program for causing a computer to execute each step included in the vehicle control method according to Application Example 12.
- FIG. 4 is an explanatory diagram showing an example of a first storage stack ST1.
- FIG. It is explanatory drawing which shows the change of the memory content of 1st memory
- FIG. 1 is an explanatory diagram showing a configuration of an automobile 200 as an embodiment of the present invention.
- the automobile 200 is a vehicle equipped with an idling stop function.
- the automobile 200 includes an engine 10, an automatic transmission 15, a differential gear 20, drive wheels 25, a starter 30, an alternator 35, a battery 40, and an electronic control unit (ECU) 50. ing.
- ECU electronice control unit
- Engine 10 is an internal combustion engine that generates power by burning fuel such as gasoline or light oil.
- the power of the engine 10 is transmitted to the automatic transmission 15 and is also transmitted to the alternator 35 via the drive mechanism 34.
- the output of the engine 10 is changed by an engine control computer (not shown) according to the amount of depression of an accelerator pedal (not shown) operated by the driver.
- the automatic transmission 15 automatically changes the gear ratio (so-called shift change).
- the power (rotation speed / torque) of the engine 10 is shifted by the automatic transmission 15 and transmitted to the left and right drive wheels 25 through the differential gear 20 as a desired rotation speed / torque.
- the power of the engine 10 is transmitted to the drive wheels 25 through the automatic transmission 15 while being changed according to the amount of depression of the accelerator pedal, and the vehicle (automobile 200) is accelerated or decelerated. .
- the drive mechanism 34 that transmits the power of the engine 10 to the alternator 35 adopts a belt drive configuration.
- the alternator 35 generates power using a part of the power of the engine 10.
- the alternator 35 is a kind of generator.
- the generated electric power is used for charging the battery 40 via an inverter (not shown).
- power generation by the power of the engine 10 using the alternator 35 is referred to as “fuel power generation”.
- the battery 40 is a lead storage battery as a DC power supply having a voltage of 14 V, and supplies power to peripheral devices provided in addition to the engine body.
- peripheral devices provided in addition to the engine main body and operating using the power of the battery 40 are referred to as “auxiliary devices”.
- a collection of auxiliary machines is called “auxiliary machines”.
- the automobile 200 includes a headlight 72, an air conditioner (A / C) 74, and the like as auxiliary machines 70.
- the starter 30 is a cell motor that starts the engine 10 with electric power supplied from the battery 40. Normally, when the driver operates an ignition switch (not shown) when starting the operation of the stopped vehicle, the starter 30 is started and the engine 10 is started. The starter 30 is also used when restarting the engine 10 from the idling stop state, as will be described below.
- the “idling stop state” refers to a stop state by idling stop control.
- the ECU 50 includes a CPU that executes a computer program, a ROM that stores a computer program, a RAM that temporarily stores data, an input / output port connected to various sensors, actuators, and the like.
- Sensors connected to the ECU 50 include a wheel speed sensor 82 that detects the rotational speed of the drive wheel 25, a brake pedal sensor 84 that detects whether or not a brake pedal (not shown) is depressed, and an accelerator pedal (not shown).
- An accelerator opening sensor 86 that detects the amount of depression as an accelerator opening
- a battery current sensor 88 that detects a charging / discharging current of the battery 40
- an alternator current sensor 89 that detects an output current of the alternator 35, and the like are provided.
- the actuator corresponds to the starter 30, the alternator 35, or the like.
- the ECU 50 is supplied with electric power from the battery 40.
- the ECU 50 controls the engine stop and restart (idling stop control) by controlling the starter 30 and the alternator 35 based on signals from the various sensors and the engine control computer (not shown) and the battery. 40 SOCs are controlled.
- FIG. 2 is an explanatory diagram functionally showing the configuration of the ECU 50.
- the ECU 50 includes an idling stop control unit 90 and an SOC control unit 100.
- the idling stop control unit 90 and the SOC control unit 100 actually show functions realized by the CPU provided in the ECU 50 executing a computer program stored in the ROM.
- the idling stop control unit 90 acquires the wheel speed Vh detected by the wheel speed sensor 82 and the accelerator opening Tp detected by the accelerator opening sensor 86, and gives an instruction Ss to stop / start the engine 10 to the starter 30. Output. Specifically, the idling stop control unit 90 outputs an engine stop instruction Ss to the starter 30 assuming that the engine stop condition is satisfied when the wheel speed Vh decreases and becomes less than a predetermined speed (for example, 10 km / h). Thereafter, when it is detected that the accelerator pedal is depressed from the accelerator opening Tp, an engine restart instruction Ss is output to the starter 30 assuming that the engine restart condition is satisfied.
- a predetermined speed for example, 10 km / h
- the idling stop control unit 90 stops the engine 10 when the engine stop condition is satisfied, and restarts the engine 10 when the engine restart condition is satisfied after the stop.
- the engine stop condition and the engine restart condition are not limited to those described above.
- the engine stop condition can be that the wheel speed Vh is completely 0 km / h
- the engine restart condition can be that the foot is off the brake pedal.
- the SOC control unit 100 includes a target SOC estimation unit 110, a battery SOC calculation unit 120, and a feedback control unit 130.
- the target SOC estimation unit 110 is a period from engine stop to restart by idling stop control when the vehicle is traveling (for example, when the wheel speed Vh> 0 km / h) (hereinafter referred to as “stop and start period”). 1 is estimated as a target SOC (hereinafter also referred to as “target SOC value”) C1, and a detailed configuration will be described in section C.
- target SOC value is defined as a value obtained by dividing the amount of electricity remaining in the battery by the amount of electricity stored when the battery is fully charged.
- the battery SOC calculation unit 120 is referred to as the current SOC of the battery 40 (hereinafter referred to as “current SOC value”) based on the charge / discharge current (referred to as “battery current”) Ab of the battery 40 detected by the battery current sensor 88. ) Calculate C2. Specifically, the current SOC value C2 is calculated by integrating the charging / discharging current Ab with the charging current of the battery 40 as a positive value and the discharging current of the battery 40 as a negative value.
- the configurations of the battery current sensor 88 and the battery SOC calculation unit 120 correspond to the “SOC detection unit” described in the section “Means for Solving the Problems”.
- the SOC detection unit need not be limited to the one calculated based on the battery current detected by the battery current sensor 88.
- the SOC detection unit is obtained based on a battery electrolyte specific gravity sensor, a cell voltage sensor, a battery terminal voltage sensor, or the like. Also good.
- the SOC detection unit need not be limited to a configuration that detects the amount of electricity remaining in the battery, and may be configured to detect the storage state using another parameter such as a chargeable amount.
- the feedback control unit 130 obtains a difference value obtained by subtracting the current SOC value C2 from the target SOC value C1 during traveling of the vehicle, and obtains a voltage instruction value Sv that matches the difference value to the value 0 by feedback control.
- the voltage instruction value Sv indicates the amount of power generated by the alternator 35 and is sent to the alternator 35.
- the current SOC value C2 is controlled to the target SOC value C1 by fuel power generation.
- the SOC control unit 100 is provided with a function called “battery control” and a function called “charge control” in addition to the above. Battery control will be described.
- the usable SOC range (operating SOC range) of the battery is determined in advance from the request for a long life. For this reason, when the SOC of the battery 40 falls below the lower limit value (for example, 60%) of the SOC range, the power of the engine 10 is increased so that the SOC is within the SOC range, and the upper limit value (for example, 90%) of the SOC range is set.
- the SOC exceeds, “battery control” is performed in which the SOC is consumed to be within the SOC range. Even when the engine is stopped by the idling stop control, if the SOC falls below the lower limit value, the engine is started and the SOC is set within the SOC range by fuel power generation.
- Charge control is a control process in which fuel consumption is reduced by suppressing charging of the battery by fuel power generation during normal traveling, and the battery is charged by regenerative power generation during deceleration traveling. Since charging control is a well-known configuration, it will not be described in detail, but the following processing is generally performed.
- charging control feedback control by the feedback control unit 130 during normal traveling is executed when the target SOC value C1 exceeds the current SOC value C2, and when the target SOC value C1 is equal to or lower than the current SOC value C2 during normal traveling.
- the predetermined power generation cut voltage is set as a voltage instruction value Sv to the alternator 35. With this configuration, charging during normal driving can be suppressed and fuel consumption can be saved.
- “normal traveling” is a state of the automobile 200 that does not correspond to either “stop” in which the vehicle speed is 0 km / h or “decelerated traveling” in which the regenerative power generation is performed.
- the target SOC estimation unit 110 includes a travel environment prediction unit 112, a host vehicle state prediction unit 114, an SOC distribution request level calculation unit 116, and a target SOC calculation unit 118.
- the traveling environment prediction unit 112 predicts the traveling environment of the vehicle.
- “traveling environment” indicates a distinction between whether the future travel region of the vehicle (from now on) corresponds to an urban area or a suburb.
- the travel environment prediction unit 112 determines whether the travel environment up to the present is an urban area or a suburb, and the determination result is determined in the future (from now on).
- the city / suburb section P1 can take a value of 1 for an urban area and a value of 0 for a suburb. A detailed method for determining whether the area is an urban area or a suburb will be described in section D.
- the own vehicle state prediction unit 114 predicts the state of the automobile 200 (own vehicle state).
- the “own vehicle state” is a parameter indicating how much SOC the automobile 200 will consume in the future.
- the host vehicle state prediction unit 114 calculates the amount of power consumed by the auxiliary machinery 70 based on the battery current Ab detected by the battery current sensor 88 and the alternator current Aa detected by the alternator current sensor 89. And the electric energy is output as the own vehicle state P2. Since the speed at which the SOC is consumed is high when the amount of power consumed by the auxiliary machinery 70 is large, in the present embodiment, the own vehicle state prediction unit 114 obtains the amount of power consumed by the auxiliary machinery 70 as the own vehicle state P2.
- the own vehicle state P2 was calculated
- the air conditioner information for example, the difference between the target temperature and the in-vehicle temperature
- the engine warm-up status such as the difference between the engine water temperature and the ambient temperature are shown. It can be set as the structure calculated
- required the present operation condition of auxiliary machinery by the sensor signal detected now, and considered the present operation condition as the future own vehicle state, but instead, It is good also as a structure which estimates the future own vehicle state by catching the sign that an operation condition changes from the present operation condition calculated
- the driving environment prediction unit 112 and the own vehicle state prediction unit 114 having the above-described configuration always perform the prediction after the driving of the automobile 200 is started.
- the units 122 to 124 are actually realized by the CPU provided in the ECU 50 executing a computer program stored in the ROM.
- the urban / suburban section P1 calculated by the traveling environment prediction unit 112 and the host vehicle state P2 calculated by the host vehicle state prediction unit 114 are sent to the SOC distribution request level calculation unit 116.
- the SOC distribution request level calculation unit 116 calculates the SOC distribution request level P3 based on the city / suburb section P1 and the own vehicle state P2, and the target SOC calculation unit 118 calculates the target SOC value C1 based on the SOC distribution request level P3. To do.
- the contents of the SOC distribution request level calculation unit 116 and the target SOC calculation unit 118 will be described in detail below.
- FIG. 3 is a flowchart showing a target SOC estimation routine.
- This target SOC estimation routine is repeatedly executed every predetermined time (for example, 60 sec) when the vehicle is traveling. That is, the target SOC estimation routine is not executed when the engine 10 is stopped by the idling stop control.
- the CPU of the ECU 50 acquires the city / suburb section P1 obtained by the traveling environment prediction unit 112 (FIG. 2) (step S100) and the own vehicle state prediction unit 114.
- the own vehicle state P2 obtained by (FIG. 2) is acquired (step S200).
- step S300 the CPU performs a process of calculating the SOC distribution request level based on the city / suburb section P1 and the own vehicle state P2 using the SOC distribution request level calculation map MP (step S300).
- the usable SOC range is determined for each type of battery.
- the available SOC range is allocated to idling stop and charge control, and the “SOC allocation request level” is a parameter for designating the allocation level.
- FIG. 4 is an explanatory diagram showing the SOC allocation request level calculation map MP.
- the SOC allocation required level calculation map MP has an urban area / suburb section P1 on the horizontal axis, a host vehicle state P2 on the vertical axis, and SOCs corresponding to the values on the horizontal axis and the values on the vertical axis.
- This is map data in which the distribution request level P3 is mapped.
- An SOC allocation request level calculation map MP has been created by previously determining the relationship among the urban / suburban division P1, the own vehicle state P2, and the SOC allocation request level P3 experimentally or by simulation, and is stored in the ROM. I remember it.
- step S300 the SOC allocation request level calculation map MP is called from the ROM, and by referring to the map MP, the SOC corresponding to the urban / suburban division P1 obtained in step S100 and the own vehicle state P2 obtained in step S200.
- the distribution request level P3 is acquired.
- four values A, B, C, and D are prepared as the SOC distribution request level P3.
- A, B, C, and D are higher in this order.
- the SOC allocation request level P3 is higher when the city / suburb section P1 is a value 1 indicating a city area than when the value 0 is a city area. Further, the higher the host vehicle state P2, the higher the SOC distribution request level P3.
- step S400 the CPU performs a process of calculating the target SOC value C1 based on the SOC distribution request level P3 using the target SOC calculation table TB (step S400).
- FIG. 5 is an explanatory diagram showing the target SOC calculation table TB.
- the target SOC calculation table TB has an SOC distribution request level P3 on the horizontal axis, a target SOC value C1 on the vertical axis, and a relationship between the SOC distribution request level P3 and the target SOC value C1 on a straight line L. Show.
- the target SOC calculation table TB is created and stored in the ROM.
- the target SOC calculation table TB is called from the ROM, and the target SOC value C1 corresponding to the SOC distribution request level P3 calculated in step S300 is acquired by referring to the table TB.
- the target SOC value C1 indicated by the straight line L is a value set within the usable SOC range W of the battery 40, and the usable SOC range W is defined as a charge control capacity and an idling stop capacity.
- the distribution rate when allocated to is shown.
- the idling stop capacity area is set on the lower side
- the charge control capacity area is set on the upper side
- the boundary between both areas is the target SOC value. C1.
- a level obtained by adding the idling stop capacity to the lower limit value of the usable SOC range W is set as the target SOC value C1.
- the charge control capacity is a battery capacity required by suppressing the fuel power generation by the charge control described above.
- the idling stop capacity is a capacity that is expected to be used in a future stop-and-start period. In this embodiment, the idling stop capacity is set to the maximum expected size.
- the idling stop capacity increases as the SOC distribution request level P3 becomes higher.
- the target SOC value C1 indicated by the straight line L indicates the SOC that can completely perform the idling stop control in the future and that can minimize the power generation amount for storing the SOC.
- the target SOC value C1 increases linearly as the SOC distribution request level P3 increases as indicated by the straight line L, but the present invention is not limited to this.
- the target SOC value C1 is set to increase linearly as the SOC distribution request level P3 increases when the SOC distribution request level P3 is equal to or less than a predetermined value, and to maintain a constant value when the SOC distribution request level P3 exceeds a predetermined value.
- a predetermined configuration may be adopted. This configuration is effective for a battery having a relatively small usable SOC range.
- it can also be set as the structure shown with a curve instead of the structure which shows the change of the target SOC value C1 with a straight line.
- step S400 after executing step S400, the CPU outputs the target SOC value C1 calculated in step S400 to the feedback control unit 130 (step S500), and then temporarily ends the target SOC estimation routine.
- the feedback control unit 130 (FIG. 2), the current SOC value C2 is controlled to the calculated target SOC value C1.
- the current SOC value C2 indicates the remaining capacity of the battery 40 in the usable SOC range.
- the remaining capacity can be prevented from falling below the idling stop capacity during vehicle travel. That is, in FIG. 5, when the current SOC value is located in the charge control capacity region, that is, when the remaining capacity exceeds the idling stop capacity, charge control is performed and the battery 40 is charged by fuel power generation. It is suppressed.
- the SOC is controlled to the target SOC value C1 indicated by the straight line L by the fuel power generation, so that the idling stop capacity is attempted to fall below. It is avoided.
- FIG. 6 is an explanatory diagram showing a time chart regarding the vehicle speed and the SOC of the battery 40 (current SOC value C2) while the automobile 200 is in operation.
- the vertical axis represents vehicle speed and SOC
- the horizontal axis represents time.
- the vehicle stops at time t2.
- regenerative power generation by deceleration is performed, and the SOC gradually increases as shown by the solid line.
- a period from time t2 (strictly speaking, when the engine stop condition is satisfied) to time t3 when the vehicle speed rises is a stop-and-start period SST, and the engine 10 is stopped.
- the stop-and-start period SST the SOC gradually decreases due to power consumption by auxiliary equipment.
- the solid line when the SOC reaches the lower limit value SL during this stop (time tb), the engine 10 is restarted by battery control. After restarting, as indicated by the solid line, power is generated by the power of the engine 10 and the SOC increases.
- the SOC when the SOC decreases during normal driving and the remaining capacity of the battery 40 in the usable SOC range falls below the idling stop capacity (time ta), the SOC is increased by fuel power generation. As indicated by the two-dot chain line in the figure, the SOC increases during the ta-t2 period. This increase takes into account the maximum battery capacity expected to be used in the future stop-and-start period. Therefore, even if the SOC decreases in the stop-and-start period t2-t3, the SOC reaches the lower limit SL. It wo n’t happen.
- the “future stop-and-start period” is not limited to the illustrated stop-and-start period SST.
- the entire stop-and-start period is the same. is there. Therefore, in this embodiment, unlike the conventional example, the SOC does not reach the lower limit value and the engine 10 is not restarted in the stop-and-start period t2-t3.
- FIG. 7 is a flowchart showing a driving environment prediction routine.
- the traveling environment prediction unit 112 By executing the traveling environment prediction routine by the CPU of the ECU 50, the traveling environment prediction unit 112 (FIG. 2) is realized.
- the CPU of the ECU 50 first determines whether or not the key is started (step S610). “Key start” refers to starting the engine in response to an operation of an ignition key (not shown) by the driver. If it is determined in step S610 that the key is not started, the process of step S610 is repeated to wait for the key to be started.
- the CPU executes an initialization process for clearing a storage stack and variables described later (step S620).
- the CPU sets the wheel speed Vh detected by the wheel speed sensor 82 as the vehicle speed V, and determines whether the vehicle speed V exceeds a predetermined speed V0 (for example, 15 km / h) (step S630).
- a predetermined speed V0 for example, 15 km / h
- the CPU waits for the vehicle speed V to exceed V0, and proceeds to step S640.
- the vehicle speed V may be a configuration using a detection value of a vehicle speed sensor (not shown) instead of a configuration using the detection value of the wheel speed sensor 82.
- the CPU starts execution of a stop time acquisition routine and a stop time rate calculation routine described later.
- FIG. 8 is an explanatory diagram of a time chart showing the relationship between the start time of the stop time acquisition routine and the stop time rate calculation routine and the vehicle speed V.
- the horizontal axis of the time chart indicates time t, and the vertical axis indicates speed V.
- the vehicle speed V rises.
- execution of a stop time acquisition routine and a stop time rate calculation routine is started at the time t2 when the vehicle speed V reaches the predetermined speed V0. This is because the period (t1-t2) from when the key is started until the predetermined speed V0 is reached is not counted as the stop time acquired by the stop time acquisition routine.
- step S640 the CPU determines whether or not a start limit time (TL described later) has elapsed since the vehicle speed V exceeded V0 (step S650), and sets the start limit time TL. Waiting for the elapse of time, the CPU executes a later-described urbanization / suburb determination routine (step S660). After execution of step S660, it is determined whether or not an operation for switching off the ignition key is performed by the driver (step S670), and the process of step S660 is repeatedly performed until the operation is performed. When the turning-off operation is performed, the CPU ends the traveling environment prediction routine.
- FIG. 9 is a flowchart showing the stop time acquisition routine started in step S640.
- the CPU repeatedly executes the next stop time acquisition process in the first cycle G1 (step S710).
- This stop time acquisition process calculates the stop time in the period of the first cycle G1, and stores the calculated stop time in the first storage stack ST1.
- the first period G1 is 60 [sec].
- FIG. 10 is an explanatory diagram showing an example of the first storage stack ST1.
- the first storage stack ST1 is composed of ten stack elements M (1), M (2),..., M (10).
- the CPU obtains the stopping time for 60 seconds every 60 seconds, and sequentially stores the obtained results in the stack element M (n) provided in the first storage stack ST1.
- n is a variable from 1 to 10
- the stored stack element M (n) sequentially moves from M (1) to M (10).
- the determination of whether the vehicle is stopped may be a configuration using a detection value of a vehicle speed sensor (not shown) instead of the configuration using the detection value of the wheel speed sensor 82.
- step S710 the CPU sequentially obtains stop times in a period of 60 seconds in a cycle of 60 seconds, and stores the obtained stop times one by one from the stack elements M (1) to M (10).
- the stop time of 20 seconds is stored in the stack element M (1) when 60 seconds have elapsed
- the stop time of 0 seconds is stored in the stack element M (2) when 120 seconds have elapsed, and 180 seconds have elapsed.
- the stop time of 60 seconds is stored in the stack element M (3). In this way, stop times are sequentially stored in a cycle of 60 seconds. As shown in FIG.
- step S720 the CPU repeatedly executes the next stop time acquisition process in the second period G2 (step S720).
- This stop time acquisition process calculates the stop time in the period of the second period G2, and stores the calculated stop time in the second storage stack ST2.
- the second period G2 is 90 [sec].
- step S720 is shown as a process following step S710 in the figure, but this is based on the convenience of the figure, and actually, the process of this stop time acquisition routine is started in the same manner as the process of step S710 described above. Later, it is executed immediately. That is, the process of step S710 and the process of step S720 are executed in parallel by time sharing.
- FIG. 12 is an explanatory diagram showing an example of the second storage stack ST2.
- the second storage stack ST2 is composed of ten stack elements N (1), N (2),..., N (10).
- the CPU obtains the stop time for 90 seconds every 90 seconds, and the obtained results are sequentially stored in the stack element N (n) provided in the second storage stack ST2.
- n is a variable from 1 to 10, and the stored stack element N (n) sequentially moves from N (1) to N (10).
- the stop time is calculated by detecting the stop of the vehicle based on the wheel speed Vh detected by the wheel speed sensor 82, and calculating the stop time over the period of the second period G2. Obtained by measuring.
- step S720 the CPU sequentially obtains stop times in the period of 90 seconds in a cycle of 90 seconds, and stores the obtained stop times one by one from the stack elements N (1) to N (10).
- the stop time of 20 seconds is stored in the stack element N (1) when 90 seconds have elapsed
- the stop time of 0 seconds is stored in the stack element N (2) when 180 seconds have elapsed, and 270 seconds have elapsed.
- the stop time of 0 seconds is stored in the stack element N (3). In this way, the stop time is sequentially stored in a cycle of 90 seconds.
- the stop time is filled up to the last stack element N (10), that is, when the total time of 15 minutes (900 seconds) has elapsed, it returns to the head and is updated one by one from the head. Going is the same as the first storage stack ST1.
- FIG. 13 is a flowchart showing a stoppage time rate calculation routine started in step S640 (FIG. 7).
- the CPU repeatedly calculates the short-term stoppage time rate RS with the first period G1 after 10 minutes have elapsed from the start of the process (step S810). Specifically, the total value of the values stored in the stack elements M (1) to M (10) of the first storage stack ST1 is obtained, and the time required to fill the first storage stack ST1 is 600 seconds. Divide the total value and use the quotient as the short-term stoppage time rate RS. Since the stack element M (n) is updated one by one every 60 seconds that is the first period G1, the first storage stack ST1 obtains the short-term stoppage time rate RS each time this update is made.
- the ratio of the stop time in the latest past 600 seconds can be obtained as the short-term stop time rate RS by using the stored contents of the first storage stack ST1.
- the ratio of the stop time is a ratio of the stop time to the entire time (here, 600 seconds).
- step S820 the CPU repeatedly calculates the long-term stop time rate RL with the second period G2 after 15 minutes have elapsed from the start of the process (step S820).
- the process of step S820 is shown as a process subsequent to step S810 in the figure, but this is based on the convenience of the figure.
- Executed immediately the process of step S810 and the process of step S820 are executed in parallel by time sharing.
- step S820 the total value of the values stored in the stack elements N (n) to N (10) of the second storage stack ST2 is obtained, and the time required to fill the second storage stack ST2 is obtained.
- the total value is divided by a certain 900 seconds, and the quotient is set as the long-term stoppage time rate RL. Since the stack element N (n) is updated one by one every 90 seconds that is the second period G2, the second storage stack ST2 obtains a long-term stoppage time rate RL every time this update is made. . That is, according to the process of step S820, the ratio of the stopping time in the latest 900 seconds can be obtained as the long-term stopping time rate RL by using the stored contents of the second storage stack ST2. The ratio of the stop time is the ratio of the stop time to the entire time (900 seconds here).
- the time required to fill the second storage stack ST2 is 900 seconds, which corresponds to the start limit period TL in step S650 described above.
- the short-term stoppage time rate RS corresponds to the “first stoppage time rate” described in the column “Problems to be solved by the invention”, and the long-term stoppage time rate RL is [problem to be solved by the invention]. This corresponds to the “second stop time rate” described in the column.
- the configuration of the ECU 50 and the stop time acquisition routine and the stop time rate calculation routine executed by the CPU of the ECU 50 includes a “first stop time rate calculation unit” described in the section “Problems to be solved by the invention” and This corresponds to a “second stoppage time rate calculation unit”.
- the short-term stopping time rate RS is obtained after 10 minutes from the start of processing
- the long-term stopping time rate RL is obtained after 15 minutes from the start of processing. This is to delay the time until the first value is determined using the first and second storage stacks ST1 and ST2.
- the grace period may be configured to set a predetermined initial value requested from the system.
- FIG. 14 is a flowchart showing the urbanization / suburb determination routine executed in step S660 (FIG. 7).
- This urbanization / suburb determination routine determines whether the city is a suburb or a suburb based on the latest short-term stoppage time rate RS and long-term stoppage time rate RL obtained in the stoppage time rate calculation routine. That is, the ECU 50 and the configuration of the urbanization / suburb determination routine executed by the CPU of the ECU 50 correspond to the “running environment prediction unit” described in the section “Problems to be solved by the invention”.
- step S910 when the process is started, the CPU indicates that the short-term stoppage time rate RS is greater than or equal to the first threshold value R1, and the long-term stoppage time rate RL is greater than or equal to the second threshold value R2. It is determined whether at least one of the conditions is satisfied (step S910). There is a relationship of R1> R2 between the first threshold value R1 and the second threshold value R2. For example, R1 is 48% and R2 is 44%. If it is determined in step S910 that at least one of the conditions is satisfied, it is determined as an urban area (step S920). That is, the value 1 is set in the urban area / suburb section P1. After the execution of step S920, the process returns to “RETURN” and the routine is temporarily terminated.
- step S910 determines that the short-term stoppage time rate RS is less than the third threshold R3 and the long-term stoppage time rate RL. It is determined whether or not both are less than the fourth threshold value R4 (step S930).
- R1> R3 between the third threshold R3 and the first threshold R1 described above.
- R2> R4 between the fourth threshold value R4 and the second threshold value R2 described above.
- R3 is 42% and R4 is 40%.
- R3> R4 between the third threshold value R3 and the fourth threshold value R4. That is, in this embodiment, there is a relationship of R1> R2> R3> R4.
- step S940 When it is determined in step S930 that both are satisfied, it is determined as a suburb (step S940). That is, the value 0 is set in the city / suburb section P1. After execution of step S940, the process returns to “RETURN”, and this routine is temporarily terminated. On the other hand, if a negative determination is made in step S930, that is, it is determined that at least one of the conditions is not satisfied, the routine immediately returns to “RETURN” and this routine is once ended. That is, when a negative determination is made in step S930, the value at the time of the previous processing of the urban area / suburb section P1 is maintained as it is, and this routine is finished.
- the algorithm according to the city / suburb determination routine configured as described above determines whether the city is a suburb or suburb based on the short-term stop time rate RS and the long-term stop time rate RL. The reason why it is constructed for the following reasons will be described.
- FIG. 15 is a graph showing the frequency distribution of the short-term stoppage time rate RS in each of the urban area and the suburbs.
- FIG. 16 is a graph showing the frequency distribution of the long-term stoppage time ratio RL in the urban area and the suburbs. Both graphs are obtained by actually driving a car in an urban area and a suburb and obtaining a short-term stoppage time rate RS and a long-term stoppage time rate RL.
- the suburbs and the urban areas are mixed between 35 to 53%.
- the suburbs and the urban areas are separated by about 42%.
- the determination when the determination is made based on the short-term stoppage time rate RS, the determination can be made with good responsiveness because it is a short period of 10 minutes, but the accuracy is poor.
- the determination when the determination is made based on the long-term stoppage time ratio RL, the response time is poor because it is a long period of 15 minutes, but the determination can be made with high accuracy.
- the short-term stoppage time rate RS is 48%, and a relatively higher value in the mixed range (35 to 53%) is used as a threshold value in step S910. It is possible to judge the approach to the city area with good responsiveness. On the other hand, it is possible to determine the approach to the suburbs with high accuracy by using the value for the long-term stoppage time RL of 40%, which is slightly lower than 42% that clearly separates the urban area from the suburbs, as a threshold value in step S930. Yes. The determination on the long-term stoppage time rate RL in step S910 and the determination on the short-term stoppage time rate RS in step S930 are added to increase the determination accuracy.
- R2 is not the same value but a value having a width between them. For this reason, the hunting of the determination result can be prevented.
- Example effect According to the automobile 200 configured as described above, based on the short-term stoppage time rate RS calculated in a short period of 10 minutes and the long-term stoppage time rate RL calculated in a long period of 15 minutes, It is determined whether the current traveling environment corresponds to an urban area or a suburb, and the traveling environment is predicted assuming that the determination result is for a future traveling area. As described above, this prediction can achieve both responsiveness and accuracy. In addition, since a complicated configuration as in the car navigation system is not required, the device configuration can be simplified.
- the stop time rate is not calculated during the period from when the key is started until the predetermined speed V0 is reached, the obtained stop time rate is effectively used for the idling stop control system. be able to.
- appropriate control can be performed by excluding the stop time rate calculation target.
- the SOC does not reach the lower limit value and the engine 10 is not restarted in the stop-and-start period t2-t3.
- the amount of fuel is required to be three to five times greater than when the power is increased and the SOC is increased during engine operation. That is, the fuel consumption effect per unit SOC (for example, SOC 1%) during engine operation is three to five times better than when the engine is restarted due to insufficient SOC during the stop-and-start period. Therefore, the automobile 200 of the present embodiment also has an effect that the fuel efficiency can be improved as compared with the conventional example.
- the SOC allocation request level P3 is obtained by the city / suburb determination routine based on the city / suburb segment P1 obtained by achieving both responsiveness and accuracy (see FIG. 4).
- the idling stop capacity is obtained based on P3 (see FIG. 5). Therefore, it is possible to appropriately determine the idling stop capacity in the SOC range W in which the battery 40 can be used.
- the SOC allocation request level P3 increases, and the idling stop capacity is set to a value larger than the capacity set when the condition 1 is not satisfied (in the suburbs).
- the long-term stoppage time rate RL is equal to or greater than the second threshold value R2 (condition 2), it is determined as an urban area, and in the urban area, the SOC allocation request level P3 becomes large, and the idling stop capacity is It is set to a value larger than the capacity set when 2 is not satisfied (in the suburbs). As a result, the idling stop capacity can be determined more appropriately.
- the short-term stoppage time rate RS is less than the third threshold value R3 and the long-term stoppage time rate RL is less than the fourth threshold value R4 (condition 3), it is determined as a suburb.
- the SOC allocation request level P3 becomes small, and the idling stop capacity is set to a value smaller than the capacity set when the condition 3 is not satisfied (in the urban area).
- the short-term stoppage time rate RS is less than the third threshold value R3 and the long-term stoppage time rate RL is less than the fourth threshold value R4
- the capacity that is set when this condition is not satisfied The charging control capacity is set to a larger value.
- the charge control capacity is appropriately determined, and accordingly, the idling stop capacity is also appropriate.
- the idling stop capacity can be appropriately determined, so that it is ensured that the SOC reaches the lower limit value and the engine 10 is restarted in the stop-and-start period t2-t3. Can be prevented. Therefore, the automobile 200 of this embodiment can further improve fuel efficiency.
- the SOC allocation request level P3 is obtained once based on the city / suburb segment P1 and the own vehicle state P2, and the target SOC is calculated based on the SOC distribution request level P3.
- the target SOC may be directly calculated based on the city / suburb section P1 and the host vehicle state P2.
- a configuration may be used in which the distribution rate for allocating the battery usable SOC range for charge control and idling stop is directly calculated based on the city / suburb section P1 and the own vehicle state P2.
- the SOC allocation request level is calculated based on both the city / suburb segment P1 and the own vehicle state P. Instead, the SOC allocation request level is calculated based only on the city / suburb segment P1. Also good.
- the vehicle driving environment is determined to be a city area or a suburb, but the present invention is not limited to this. Instead of being divided into two values, urban or suburban, an index that can take a value of 3 or more as the degree of urbanization may be obtained. In this case, it is possible to cope by setting two or more thresholds for comparing the short-term stoppage time rate RS and the long-term stoppage time rate RL.
- the first to fourth threshold values R1 to R4 are 48%, 44%, 42%, and 40%, but this is only an example, and other values may be used in the present invention. Further, the threshold values R1 to R4 do not have to be positions, and can be changed based on the remaining fuel amount or the remaining battery amount.
- Modification 5 In the above-described embodiments and modified examples 1 to 4, the driving environment is predicted by comparing the short-term stoppage time rate RS and the long-term stoppage time rate RL with threshold values.
- the present invention is not limited to this.
- the traveling environment may be predicted based on a change in the short-term stoppage time rate RS or a change in the long-term stoppage time rate RL.
- any configuration can be used as long as the traveling environment is predicted based on the short-term stoppage time rate RS and the long-term stoppage time rate RL.
- the vehicle running environment is determined to be a city area or a suburb or a degree of urbanization.
- the present invention is not limited thereto.
- the degree of traffic congestion may be used, and any parameter can be used as long as the driving environment includes a factor that causes the vehicle to stop (stop).
- Modification 7 In the above-described embodiments and modifications 1 to 6, the configuration is such that the traveling environment of the vehicle is predicted. However, the vehicle control device of the present invention does not necessarily have a configuration that predicts the traveling environment. For example, the idling stop capacity can be directly set based on the short-term stoppage time rate RS and the long-term stoppage time rate RL.
- the short-term stoppage time rate RS being R1 or more and the long-term stoppage time rate RL being R2 or more is satisfied by the urbanization / suburb determination routine (FIG. 14).
- the urbanization / suburb determination routine (FIG. 14)
- the long-term stoppage time rate RL may be used for determining whether or not the vehicle is in the suburbs. That is, for example, in FIG. 14, step S910 may be replaced with determination of RS ⁇ R1, and step S930 may be replaced with determination of RL ⁇ R4.
- the driving environment is predicted based on the short-term stoppage time rate RS and the long-term stoppage time rate RL.
- one stoppage time rate that is, a predetermined stoppage rate
- the battery was a lead acid battery, in this invention, it is not restricted to this.
- the battery can be replaced with another type of battery such as a lithium ion storage battery or a rocking chair type power storage unit.
- the vehicle was a motor vehicle, it may replace with this and may be vehicles other than motor vehicles, such as a train.
- a part of the function realized by software may be realized by hardware (for example, an integrated circuit), or a part of the function realized by hardware may be realized by software. .
- SYMBOLS 10 Engine 15 ... Automatic transmission 20 ... Differential gear 25 ... Drive wheel 30 ... Starter 34 ... Drive mechanism 35 ... Alternator 40 ... Battery 50 ... ECU DESCRIPTION OF SYMBOLS 70 ... Auxiliary machines 72 ... Headlight 74 ... Air conditioner 82 ... Wheel speed sensor 84 ... Brake pedal sensor 86 ... Accelerator opening sensor 88 ... Battery current sensor 89 ... Alternator current sensor 90 ... Idling stop control part 100 ... SOC control part DESCRIPTION OF SYMBOLS 110 ... Target SOC estimation part 112 ... Running environment prediction part 114 ... Own vehicle state prediction part 116 ... SOC distribution request
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Abstract
Description
停車を引き起こす車両の走行環境を予測する走行環境予測装置であって、
所定の期間における停車時間の比率を算出する停車時間率算出部と、
前記停車時間の比率に基づいて前記走行環境を予測する走行環境予測部と
を備える走行環境予測装置。
適用例1に記載の走行環境予測装置であって、前記停車時間率算出部は、第1の期間における停車時間の比率を、第1停車時間率として算出する第1停車時間率算出部と、前記第1の期間よりも長い第2の期間における停車時間の比率を、第2停車時間率として算出する第2停車時間率算出部とを備え、前記走行環境予測部は、前記第1停車時間率および第2停車時間率に基づいて、前記走行環境を予測する、走行環境予測装置。
適用例2に記載の走行環境予測装置であって、前記走行環境は、車両の走行地域が市街地か郊外かの区別であり、前記走行環境予測部は、前記第1停車時間率が第1の閾値以上であるか否かを判定する第1判定部と、前記第1判定部によって第1の閾値以上であると判定されたときに、前記市街地であると決定する第1決定部とを備える、走行環境予測装置。
この走行環境予測装置によれば、第1停車時間率が第1の閾値以上であるか否かを判定することで、市街地の判定を応答性よく行うことができる。
適用例3に記載の走行環境予測装置であって、前記走行環境判定部は、さらに、前記第2停車時間率が、前記第1の閾値よりも小さい第2の閾値以上であるか否かを判定する第2判定部と、前記第2判定部によって第2の閾値以上であると判定されたときに、前記市街地であると決定する第2決定部とを備える、走行環境予測装置。
この走行環境予測装置によれば、市街地の判定を、第1停車時間率が第1の閾値以上であるとき、または第2停車時間率が第2の閾値以上であるときとすることで、より早い判定が可能となることから、応答性よく予測を行うことができる。
適用例3または4に記載の走行環境予測装置であって、前記走行環境判定部は、さらに、前記第1停車時間率が、前記第1の閾値よりも小さい第3の閾値未満であるか否かを判定する第3判定部と、前記第2停車時間率が、前記第2の閾値よりも小さい第4の閾値未満であるか否かを判定する第4判定部と、前記第3判定部によって第3の閾値未満であると判定され、且つ、前記第4判定部によって前記第4の閾値未満であると判定されたときに、前記郊外であると決定する第3決定部とを備える走行環境予測装置。
この走行環境予測装置によれば、市街地と郊外との判定にヒステリシスを持たせることで、予測結果のハンチングを防止することができる。
エンジンと、前記エンジンの動力によって駆動される発電機の発電量によって充電可能なバッテリと、を有する車両に搭載される車両制御装置であって、
アイドリングストップ制御を行うアイドリングストップ制御部と、
前記バッテリの蓄電状態(SOC)を検出するSOC検出部と、
前記車両の走行時に、前記バッテリの使用可能なSOC範囲に対して、前記アイドリングストップ制御によるエンジン停止から再始動までのストップアンドスタート期間において使用すると予想されるアイドリングストップ用容量を設定するアイドリングストップ用容量設定部と、
前記車両の走行時に、前記SOC検出部によって検出されたSOCに対応する、前記使用可能なSOC範囲における残存容量が、前記アイドリングストップ用容量を下回ることを回避するように、前記発電機の発電量を制御する残存容量制御部と
を備え、
前記アイドリングストップ用容量設定部は、
所定の期間における停車時間の比率を算出する停車時間率算出部と、
前記停車時間の比率に基づいて前記アイドリングストップ用容量を設定する容量設定部と
を備える車両制御装置。
適用例6に記載の車両制御装置であって、前記停車時間率算出部は、第1の期間における停車時間の比率を、第1停車時間率として算出する第1停車時間率算出部と、前記第1の期間よりも長い第2の期間における停車時間の比率を、第2停車時間率として算出する第2停車時間率算出部とを備え、前記容量設定部は、前記第1停車時間率および第2停車時間率に基づいて、前記アイドリングストップ用容量を設定する、車両制御装置。
この車両制御装置によれば、バッテリの使用可能なSOC範囲において、アイドリングストップ用容量をより適切に定めることができる。
適用例7に記載の車両制御装置であって、前記容量設定部は、前記第1停車時間率が第1の閾値以上であるか否かを判定する第1判定部と、前記第1判定部によって第1の閾値以上であると判定されたときに、第1の閾値以上でないと判定されたときに設定される容量よりも大きな値に、前記アイドリングストップ用容量を設定する第1決定部とを備える車両制御装置。
この車両制御装置によれば、第1停車時間率が第1の閾値以上であると判定されたときに、アイドリングストップ用容量を増大することができ、この結果、アイドリングストップ用容量をより適切に定めることができる。
適用例8に記載の車両制御装置であって、前記容量設定部は、さらに、前記第2停車時間率が、前記第1の閾値よりも小さい第2の閾値以上であるか否かを判定する第2判定部と、前記第2判定部によって第2の閾値以上であると判定されたときに、第2の閾値以上でないと判定されたときに設定される容量よりも大きな値に、前記アイドリングストップ用容量を設定する第2決定部とを備える、車両制御装置。
この車両制御装置によれば、第2停車時間率が第1の閾値よりも小さい第2の閾値以上であると判定されたときに、アイドリングストップ用容量を増大することができ、この結果、アイドリングストップ用容量をより適切に定めることができる。
適用例8または9に記載の車両制御装置であって、前記アイドリングストップ用容量設定部は、さらに、前記第1停車時間率が、前記第1の閾値よりも小さい第3の閾値未満であるか否かを判定する第3判定部と、前記第2停車時間率が、前記第2の閾値よりも小さい第4の閾値未満であるか否かを判定する第4判定部と、前記第3判定部によって第3の閾値未満であると判定され、且つ、前記第4判定部によって前記第4の閾値未満であると判定されたときに、前記アイドリングストップ用容量を減らす側の値に設定する第3決定部とを備える、車両制御装置。
この車両制御装置によれば、第1停車時間率が第1の閾値よりも小さい第3の閾値未満であると判定され、且つ、第2停車時間率が第2の閾値よりも小さい第4の閾値未満であると判定されたときに、アイドリングストップ用容量を減少することができる。この結果、アイドリングストップ用容量をより適切に定めることができるとともに、アイドリングストップ用容量の制御がハンチングされることを防止することができる。
停車を引き起こす車両の走行環境を予測する走行環境予測方法であって、
所定の期間における停車時間の比率を算出し、
前記停車時間の比率に基づいて前記走行環境を予測する、走行環境予測方法。
エンジンと、前記エンジンの動力によって駆動される発電機の発電量によって充電可能なバッテリと、を有する車両を制御する車両制御方法であって、
(a)アイドリングストップ制御を行う工程と、
(b)前記バッテリの蓄電状態(SOC)を検出する工程と、
(c)前記車両の走行時に、前記バッテリの使用可能なSOC範囲に対して、前記アイドリングストップ制御によるエンジン停止から再始動までのストップアンドスタート期間において使用すると予想されるアイドリングストップ用容量を設定する工程と、
(d)前記車両の走行時に、前記SOC検出部によって検出されたSOCに対応する、前記使用可能なSOC範囲における残存容量が、前記アイドリングストップ用容量を下回ることを回避するように、前記発電機の発電量を制御する工程と
を備え、
前記工程(c)は、
所定の期間における停車時間の比率を算出し、
前記停車時間の比率に基づいて前記アイドリングストップ用容量を設定する、車両制御方法。
A.全体構成:
B.ECUの構成:
C.目標SOC推定部の構成:
D.走行環境の予測方法:
E.実施例効果:
F.変形例:
図1は、本発明の一実施例としての自動車200の構成を示す説明図である。自動車200は、アイドリングストップ機能を搭載した車両である。自動車200は、エンジン10と、自動変速機15と、ディファレンシャルギア20と、駆動輪25と、スタータ30と、オルタネータ35と、バッテリ40と、電子制御ユニット(ECU:Electrical Control Unit)50とを備えている。
図2は、ECU50の構成を機能的に示す説明図である。図示するように、ECU50は、アイドリングストップ制御部90と、SOC制御部100とを備える。アイドリングストップ制御部90およびSOC制御部100は、実際は、ECU50に備えられたCPUが、ROMに記憶されたコンピュータプログラムを実行することで実現する機能を示す。
目標SOC推定部110は、走行環境予測部112と、自車両状態予測部114と、SOC配分要求レベル算出部116と、目標SOC算出部118とを備える。
図7は、走行環境予測ルーチンを示すフローチャートである。ECU50のCPUにより走行環境予測ルーチンを実行することで、走行環境予測部112(図2)が実現される。図示するように、処理が開始されると、ECU50のCPUは、まず、キー始動がなされたか否かの判定を行う(ステップS610)。「キー始動」とは、運転者によるイグニッションキー(図示せず)の操作を受けてエンジンを始動することである。ステップS610でキー始動がなされていないと判定されると、ステップS610の処理を繰り返し、キー始動がなされるのを待つ。キー始動がなされると、CPUは、後述する記憶スタックや変数をクリアする初期化処理を実行する(ステップS620)。
以上のように構成された自動車200によれば、10分間という短期間において算出された短期間停車時間率RSと、15分間という長期間において算出された長期間停車時間率RLとに基づいて、現在の走行環境が市街地と郊外のいずれに該当するかが判定され、その判定結果が今後の走行地域のものであるとみなして、走行環境が予測される。この予測は、前述したように、応答性と精度を両立させることができる。しかも、カーナビゲーションシステムのような複雑な構成を必要としないことから、装置構成が簡易で済む。
なお、この発明は上記の実施例や実施形態に限られるものではなく、その要旨を逸脱しない範囲において種々の態様において実施することが可能であり、例えば次のような変形も可能である。
上記実施例では、市街地/郊外区分P1と自車両状態P2に基づいてSOC配分要求レベルP3を一旦求め、SOC配分要求レベルP3に基づいて目標SOCを算出する構成であったが、これに換えて、市街地/郊外区分P1と自車両状態P2に基づいて、目標SOCを直接、算出する構成としてもよい。すなわち、市街地/郊外区分P1と自車両状態P2に基づいて、バッテリの使用可能SOC範囲を充電制御用とアイドリングストップ用とを配分する配分率を直接算出する構成としてもよい。
上記実施例では、SOC配分要求レベルは、市街地/郊外区分P1と自車両状態Pの両方に基づいて算出していたが、これに換えて、市街地/郊外区分P1だけに基づいて算出する構成としてもよい。
上記実施例や変形例1~2では、車両の走行環境として市街地か郊外かの区分を求めていたが、本発明はこれに限られない。市街地か郊外かの2値に分けるのではなく、市街化度として3以上の値を取り得る指数を求める構成としてもよい。この場合には、短期間停車時間率RSや長期間停車時間率RLの比較する閾値を2つ以上とすることで対応が可能である。
前記実施例では、第1ないし第4の閾値R1~R4は48%、44%、42%、40%としたが、これはあくまでも一例であり、本発明では他の値に替えることもできる。さらに、各閾値R1~R4は言って位置である必要はなく、燃料残量や、バッテリ残量に基づいて変更する構成とすることもできる。
上記実施例や変形例1~4では、短期間停車時間率RSや長期間停車時間率RLを閾値と比較することで走行環境の予測を行っていたが、本発明では、これに限られない。例えば、短期間停車時間率RSの変化や、長期間停車時間率RLの変化に基づいて、走行環境の予測を行う構成としてもよい。要は、短期間停車時間率RSおよび長期間停車時間率RLに基づいて走行環境を予測する構成であれば、いずれの構成とすることもできる。
上記実施例や変形例1~5では、車両の走行環境として、市街地か郊外かの区分もしくは市街化度を求める構成としたが、本発明ではこれらに限られない。例えば渋滞度としてもよく、車両の停止(停車)を引き起こす要因を含む走行環境であればいずれのパラメータとすることもできる。
上記実施例や変形例1~6では、車両の走行環境を予測する構成であったが、本発明の車両制御装置では、必ずしも走行環境の予測を行う構成である必要はない。例えば、短期間停車時間率RSと長期間停車時間率RLに基づいて、直接、アイドリングストップ容量を設定する構成とすることもできる。
上記実施例では、市街化/郊外判定ルーチン(図14)によって、短期間停車時間率RSがR1以上であることと、長期間停車時間率RLがR2以上であることの少なくとも一方が満たされたときに、市街地であると判定していたが、本発明では、これに限られない。RSがR1以上であると判定されたときだけで、市街地であると判定する構成としてもよい。この場合に、長期間停車時間率RLは郊外であるか否かの判定に用いればよい。すなわち、例えば、図14において、ステップS910をRS≧R1の判定に替え、ステップS930をRL<R4の判定に替えた構成とすればよい。この構成によって、走行環境の予測を、簡易な構成でありながら、応答性と精度を両立させて行うことができる。
上記実施例では、短期間停車時間率RSと長期間停車時間率RLに基づいて、走行環境を予測していたが、本発明では、これに替えて、一つの停車時間率、すなわち、所定の期間における停車時間の比率に基づいて、走行環境を予測する構成としてもよい。
上記実施例では、バッテリは鉛蓄電池としたが、本発明ではこれに限られない。例えば、リチウムイオン蓄電池、ロッキングチェア型蓄電体等の他の種類のバッテリに替えることもできる。また、上記実施例では、車両は自動車であったが、これに換えて、電車等の自動車以外の車両としてもよい。
上記実施例においてソフトウェアで実現されている機能の一部をハードウェア(例えば集積回路)で実現してもよく、あるいは、ハードウェアで実現されている機能の一部をソフトウェアで実現してもよい。
なお、前述した実施例および各変形例における構成要素の中の、独立請求項で記載された要素以外の要素は、付加的な要素であり、適宜省略可能である。例えば、通常走行中はバッテリへの充電を抑えることで燃料消費量を節約し、減速走行中に回生発電によりバッテリへの充電を行なう充電制御についても省略することができる。
15…自動変速機
20…ディファレンシャルギア
25…駆動輪
30…スタータ
34…駆動機構
35…オルタネータ
40…バッテリ
50…ECU
70…補機類
72…ヘッドライト
74…空調装置
82…車輪速センサ
84…ブレーキペダルセンサ
86…アクセル開度センサ
88…バッテリ電流センサ
89…オルタネータ電流センサ
90…アイドリングストップ制御部
100…SOC制御部
110…目標SOC推定部
112…走行環境予測部
114…自車両状態予測部
116…SOC配分要求レベル算出部
118…目標SOC算出部
120…バッテリSOC算出部
130…フィードバック制御部
200…自動車
Claims (12)
- 停車を引き起こす車両の走行環境を予測する走行環境予測装置であって、
所定の期間における停車時間の比率を算出する停車時間率算出部と、
前記停車時間の比率に基づいて前記走行環境を予測する走行環境予測部と
を備える走行環境予測装置。 - 請求項1に記載の走行環境予測装置であって、
前記停車時間率算出部は、
第1の期間における停車時間の比率を、第1停車時間率として算出する第1停車時間率算出部と、
前記第1の期間よりも長い第2の期間における停車時間の比率を、第2停車時間率として算出する第2停車時間率算出部と
を備え、
前記走行環境予測部は、
前記第1停車時間率および第2停車時間率に基づいて、前記走行環境を予測する、走行環境予測装置。 - 請求項2に記載の走行環境予測装置であって、
前記走行環境は、車両の走行地域が市街地か郊外かの区別であり、
前記走行環境予測部は、
前記第1停車時間率が第1の閾値以上であるか否かを判定する第1判定部と、
前記第1判定部によって第1の閾値以上であると判定されたときに、前記市街地であると決定する第1決定部と
を備える、走行環境予測装置。 - 請求項3に記載の走行環境予測装置であって、
前記走行環境判定部は、さらに、
前記第2停車時間率が、前記第1の閾値よりも小さい第2の閾値以上であるか否かを判定する第2判定部と、
前記第2判定部によって第2の閾値以上であると判定されたときに、前記市街地であると決定する第2決定部と
を備える、走行環境予測装置。 - 請求項3または4に記載の走行環境予測装置であって、
前記走行環境判定部は、さらに、
前記第1停車時間率が、前記第1の閾値よりも小さい第3の閾値未満であるか否かを判定する第3判定部と、
前記第2停車時間率が、前記第2の閾値よりも小さい第4の閾値未満であるか否かを判定する第4判定部と、
前記第3判定部によって第3の閾値未満であると判定され、且つ、前記第4判定部によって前記第4の閾値未満であると判定されたときに、前記郊外であると決定する第3決定部と
を備える走行環境予測装置。 - エンジンと、前記エンジンの動力によって駆動される発電機の発電量によって充電可能なバッテリと、を有する車両に搭載される車両制御装置であって、
アイドリングストップ制御を行うアイドリングストップ制御部と、
前記バッテリの蓄電状態(SOC)を検出するSOC検出部と、
前記車両の走行時に、前記バッテリの使用可能なSOC範囲に対して、前記アイドリングストップ制御によるエンジン停止から再始動までのストップアンドスタート期間において使用すると予想されるアイドリングストップ用容量を設定するアイドリングストップ用容量設定部と、
前記車両の走行時に、前記SOC検出部によって検出されたSOCに対応する、前記使用可能なSOC範囲における残存容量が、前記アイドリングストップ用容量を下回ることを回避するように、前記発電機の発電量を制御する残存容量制御部と
を備え、
前記アイドリングストップ用容量設定部は、
所定の期間における停車時間の比率を算出する停車時間率算出部と、
前記停車時間の比率に基づいて前記アイドリングストップ用容量を設定する容量設定部と
を備える車両制御装置。 - 請求項6に記載の車両制御装置であって、
前記停車時間率算出部は、
第1の期間における停車時間の比率を、第1停車時間率として算出する第1停車時間率算出部と、
前記第1の期間よりも長い第2の期間における停車時間の比率を、第2停車時間率として算出する第2停車時間率算出部と
を備え、
前記容量設定部は、
前記第1停車時間率および第2停車時間率に基づいて、前記アイドリングストップ用容量を設定する、車両制御装置。 - 請求項7に記載の車両制御装置であって、
前記容量設定部は、
前記第1停車時間率が第1の閾値以上であるか否かを判定する第1判定部と、
前記第1判定部によって第1の閾値以上であると判定されたときに、第1の閾値以上でないと判定されたときに設定される容量よりも大きな値に、前記アイドリングストップ用容量を設定する第1決定部と
を備える車両制御装置。 - 請求項8に記載の車両制御装置であって、
前記容量設定部は、さらに、
前記第2停車時間率が、前記第1の閾値よりも小さい第2の閾値以上であるか否かを判定する第2判定部と、
前記第2判定部によって第2の閾値以上であると判定されたときに、第2の閾値以上でないと判定されたときに設定される容量よりも大きな値に、前記アイドリングストップ用容量を設定する第2決定部と
を備える、車両制御装置。 - 請求項8または9に記載の車両制御装置であって、
前記アイドリングストップ用容量設定部は、さらに、
前記第1停車時間率が、前記第1の閾値よりも小さい第3の閾値未満であるか否かを判定する第3判定部と、
前記第2停車時間率が、前記第2の閾値よりも小さい第4の閾値未満であるか否かを判定する第4判定部と、
前記第3判定部によって第3の閾値未満であると判定され、且つ、前記第4判定部によって前記第4の閾値未満であると判定されたときに、前記アイドリングストップ用容量を減らす側の値に設定する第3決定部と
を備える、車両制御装置。 - 停車を引き起こす車両の走行環境を予測する走行環境予測方法であって、
所定の期間における停車時間の比率を算出し、
前記停車時間の比率に基づいて前記走行環境を予測する、走行環境予測方法。 - エンジンと、前記エンジンの動力によって駆動される発電機の発電量によって充電可能なバッテリと、を有する車両を制御する車両制御方法であって、
(a)アイドリングストップ制御を行う工程と、
(b)前記バッテリの蓄電状態(SOC)を検出する工程と、
(c)前記車両の走行時に、前記バッテリの使用可能なSOC範囲に対して、前記アイドリングストップ制御によるエンジン停止から再始動までのストップアンドスタート期間において使用すると予想されるアイドリングストップ用容量を設定する工程と、
(d)前記車両の走行時に、前記SOC検出部によって検出されたSOCに対応する、前記使用可能なSOC範囲における残存容量が、前記アイドリングストップ用容量を下回ることを回避するように、前記発電機の発電量を制御する工程と
を備え、
前記工程(c)は、
所定の期間における停車時間の比率を算出し、
前記停車時間の比率に基づいて前記アイドリングストップ用容量を設定する、車両制御方法。
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EP11875960.4A EP2781411B1 (en) | 2011-11-18 | 2011-11-18 | Traveling environment prediction device, vehicle control device, and methods therefor |
JP2013543995A JP5729484B2 (ja) | 2011-11-18 | 2011-11-18 | 走行環境予測装置および車両制御装置、並びにそれらの方法 |
US14/357,815 US9827925B2 (en) | 2011-11-18 | 2011-11-18 | Driving environment prediction device, vehicle control device and methods thereof |
PCT/JP2011/006452 WO2013072976A1 (ja) | 2011-11-18 | 2011-11-18 | 走行環境予測装置および車両制御装置、並びにそれらの方法 |
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KR102225748B1 (ko) * | 2019-09-03 | 2021-03-11 | 한국과학기술원 | 교통 정체 상황을 고려한 지능형 isg 제어를 위한 전자 장치 및 그의 동작 방법 |
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EP2781411A4 (en) | 2016-01-06 |
US20140316628A1 (en) | 2014-10-23 |
CN103946068B (zh) | 2016-11-23 |
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EP2781411B1 (en) | 2020-05-06 |
CN103946068A (zh) | 2014-07-23 |
JP5729484B2 (ja) | 2015-06-03 |
EP2781411A1 (en) | 2014-09-24 |
JPWO2013072976A1 (ja) | 2015-04-02 |
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