WO2013121541A1 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- WO2013121541A1 WO2013121541A1 PCT/JP2012/053559 JP2012053559W WO2013121541A1 WO 2013121541 A1 WO2013121541 A1 WO 2013121541A1 JP 2012053559 W JP2012053559 W JP 2012053559W WO 2013121541 A1 WO2013121541 A1 WO 2013121541A1
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- power generation
- motor generator
- generation amount
- downhill road
- hybrid vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0097—Predicting future conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control device for a hybrid vehicle.
- hybrid vehicles that run using an engine and a motor generator as a power source are known.
- the motor generator can be driven by the power of the battery to generate power, and when the vehicle decelerates, it regenerates power using the rotation of the drive wheels and the power of the engine to charge the battery. it can.
- the state of charge (SOC) of the battery is within a predetermined range, and in order to maintain this state appropriately, the increase / decrease of the SOC when traveling on the planned traveling route ahead is determined. It is desirable that the amount of change can be estimated with high accuracy. Further, for example, even at the same vehicle speed, the amount of regenerative power generated by the motor generator differs depending on the uphill road, downhill road, flat road, etc., and the amount of change in the SOC varies depending on the gradient of the travel road. Therefore, conventionally, a technique for predicting the amount of regenerative power generated when traveling on a downhill road based on gradient information of a planned travel route has been disclosed (for example, Patent Documents 1 to 3).
- Patent Documents 1 to 3 have room for further improvement in order to accurately predict the amount of regenerative power generated when traveling downhill.
- the present invention has been made in view of the above, and an object of the present invention is to provide a control device for a hybrid vehicle that can accurately predict the amount of regenerative power generated when traveling on a downhill road.
- a hybrid vehicle control device includes an engine, at least one motor generator capable of generating power and generating regenerative power, a power storage device that transmits and receives power to the motor generator,
- a control device for a hybrid vehicle comprising: a plurality of power generation amount prediction means for predicting a regenerative power generation amount generated by the motor generator when traveling on a downhill road in a planned travel route of the host vehicle; According to the slope of the slope, any one of the plurality of power generation amount prediction means is selected and used for prediction of the regenerative power generation amount.
- the regenerative power generation amount is predicted based on only the altitude difference of the downhill road among the plurality of power generation amount prediction means. It is preferable that the power generation amount prediction means to be selected is selected.
- the regenerative power generation amount is predicted based on the altitude difference and the slope of the downhill road among the plurality of power generation amount prediction means. It is preferable that the power generation amount prediction means to be selected is selected.
- the power generation for predicting the regenerative power generation amount as in the case of running on a flat road is selected.
- control apparatus for a hybrid vehicle selects one of the plurality of power generation amount prediction means according to the slope of the downhill road and uses it for the prediction of the regenerative power generation amount, a method suitable for the slope of the downhill road
- the amount of regenerative power generation can be predicted, and as a result, the amount of regenerative power generation when traveling on a downhill road can be accurately predicted.
- FIG. 1 is a diagram showing a schematic configuration of a control apparatus for a hybrid vehicle according to an embodiment of the present invention.
- FIG. 2 is a diagram showing the relationship between the average gradient and the ⁇ SOC increase amount when traveling on a downhill road.
- FIG. 3 is a flowchart showing the prediction process of the increase amount of ⁇ SOC during traveling on the downhill road implemented in the present embodiment.
- FIG. 1 is a diagram showing a schematic configuration of a control apparatus for a hybrid vehicle according to an embodiment of the present invention.
- the hybrid vehicle 1 has an engine 2, a first motor generator 3 that is an electric motor capable of generating electricity, and a second motor generator 4 as a prime mover to drive and drive the drive wheels 9.
- a first motor generator 3 that is an electric motor capable of generating electricity
- a second motor generator 4 as a prime mover to drive and drive the drive wheels 9.
- the engine 2 is an internal combustion engine that outputs power by combustion of a hydrocarbon fuel such as gasoline or light oil, and is a well-known engine that includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. is there.
- the engine 2 is subjected to operation control such as fuel injection control, ignition control, and intake air amount adjustment control by the ECU 10 to which signals are input from various sensors that detect the operation state of the engine 2.
- the first motor generator 3 and the second motor generator 4 function as an electric motor (power running function) that outputs motor torque with supplied electric power, and function as a generator that converts input mechanical power into electric power ( It is a well-known AC synchronous generator motor that also has a regenerative function.
- the first motor generator 3 is mainly used as a generator, while the second motor generator 4 is mainly used as an electric motor.
- the first motor generator 3 and the second motor generator 4 exchange power with the battery 6 (power storage device) via the inverter 5.
- Power running control as a motor or regeneration control as a generator of the first motor generator 3 and the second motor generator 4 is controlled by the ECU 10.
- the inverter 5 is configured so that the electric power generated by one of the first motor generator 3 and the second motor generator 4 can be consumed by the other.
- the inverter 5 basically converts the electric power stored in the battery 6 from direct current to alternating current and supplies it to the second motor generator 4 and converts the electric power generated by the first motor generator 3 from alternating current to direct current. Stored in the battery 6. Therefore, the battery 6 is charged / discharged by electric power generated by one of the first motor generator 3 and the second motor generator 4 or insufficient electric power. In addition, when the balance of electric power is balanced by the first motor generator 3 and the second motor generator 4, the battery 6 is not charged / discharged.
- the power supply and power recovery of the inverter 5 are controlled by the ECU 10.
- the engine 2, the first motor generator 3, the second motor generator 4, and the drive wheels 9 are connected by a power distribution mechanism 7.
- the power distribution mechanism 7 divides the engine torque output from the engine 2 into the first motor generator 3 and the drive wheels 9 and transmits the motor torque output from the second motor generator 4 to the drive wheels 9.
- the power distribution mechanism 7 includes, for example, a planetary gear unit.
- the engine torque output from the engine 2 or the motor torque output from the second motor generator 4 is transmitted to the pair of drive wheels 9 via the power distribution mechanism 7 and the differential gear 8. Further, the first motor generator 3 regenerates electric power using the engine torque distributed and supplied by the power distribution mechanism 7.
- the hybrid vehicle 1 is an ECU (Electronic Control Unit: electronic) that controls the operation of the engine 2, the first motor generator 3, the second motor generator 4, the inverter 5, the power distribution mechanism 7, and the like to control vehicle travel.
- Control unit 10 The ECU 10 is configured to be able to acquire information on the storage state (state of charge: SOC) of the battery 6 from the battery 6 and to monitor the SOC.
- SOC state of charge
- the hybrid vehicle 1 includes an infrastructure information acquisition device 11.
- the infrastructure information acquisition device 11 acquires infrastructure information around the vehicle 1 that can be acquired by cooperating with the infrastructure.
- the infrastructure information acquisition device 11 is, for example, a device that transmits / receives various information to / from the road-to-vehicle communication device of the vehicle 1 from a transmission / reception device such as an optical beacon installed on the roadside, a GPS device, a navigation device, a vehicle-to-vehicle communication device, VICS (registration).
- Traffic Information and Communication System Road Traffic Information Communication System
- It is configured by various devices such as a device that receives information from a center.
- the infrastructure information acquisition device 11 acquires, for example, road information of a road on which the vehicle 1 travels, signal information regarding a traffic signal ahead of the vehicle 1 in the travel direction, and the like as infrastructure information.
- the road information typically includes slope information of a road on which the vehicle 1 travels, speed limit information, stop line position information of an intersection, and the like.
- the signal information typically includes signal cycle information such as the lighting cycle of the traffic light, the yellow signal, and the red signal, and signal change timing.
- the infrastructure information acquisition device 11 is connected to the ECU 10 and transmits the acquired infrastructure information to the ECU 10.
- the ECU10 is comprised so that the variation
- the ECU 10, for example, uses a regenerative power generation amount by a generator (for example, the first motor generator 3) and a motor (for example, a second motor generator) when traveling on a forward travel path based on the infrastructure information acquired by the infrastructure information acquisition device 11.
- ⁇ SOC can be calculated based on the difference between the predicted regenerative power generation amount and the power consumption amount.
- the regenerative power generation amount of the generator increases due to the influence of positional energy due to the altitude difference compared to when traveling on a flat road. Therefore, when predicting the amount of regenerative power generation when traveling on a downhill road on the planned travel route of the vehicle, in addition to the amount of regenerative power generation that can be predicted when traveling on a flat road, the amount of rotational power generation due to further downhill road travel (Hereinafter also referred to as “ ⁇ SOC increase amount” or “downhill ⁇ SOC”). Therefore, the ECU 10 of the present embodiment is configured to be able to predict the ⁇ SOC increase amount when there is a downhill road in the forward path.
- FIG. 2 is a diagram showing the relationship between the average gradient and the ⁇ SOC increase amount when traveling on a downhill road.
- the horizontal axis in FIG. 2 indicates the average slope [%] of the downhill road.
- the average gradient is 0 at the left end of the horizontal axis, and increases in the negative direction as it progresses to the right of the horizontal axis, that is, the descending gradient increases.
- the vertical axis in FIG. 2 indicates the amount of ⁇ SOC increase per unit elevation difference ( ⁇ SOC increase amount / elevation difference), and increases in the positive direction as it progresses upward.
- the downhill road has a region A that is greatly affected by potential energy, a region B that is affected by both acceleration energy and potential energy, according to the gradient of the downhill section,
- the region is classified into three regions, region C, where the influence of acceleration energy is large. More specifically, two threshold values satisfying the relationship of SlpA> SlpB with respect to the gradient are set, and a region smaller than SlpB (first threshold) (larger gradient) is larger than region A and SlpA (second threshold) (gradient). (Region is small) is divided into region C, and region from SlpB to SlpA is divided into region B.
- the ECU 10 has a plurality of prediction calculation formulas f1, f2, and f3 (power generation amount prediction means) for predicting the ⁇ SOC increase amount, and each of the three regions A, B, and C classified according to the gradient. 1 is configured to select a different one from the plurality of prediction calculation formulas f1, f2, and f3 and use it for prediction of the ⁇ SOC increase amount.
- the prediction calculation formula f1 selected in the region A is expressed by the following formula (1).
- f1 (distance, gradient) Kh ⁇ elevation difference (1)
- the “elevation difference” on the right side of the equation (1) can be calculated from the distance and the gradient.
- the prediction calculation formula f1 can predict the regenerative power generation amount based only on the altitude difference of the downhill road.
- the prediction calculation formula f3 selected in the region B is expressed by the following formula (3).
- f3 (distance, gradient) Kh / (SlpB-SlpA) ⁇ (mean slope ⁇ SlpA) ⁇ Elevation difference (3) That is, the prediction calculation formula f3 can predict the regenerative power generation amount based on the altitude difference and the slope of the downhill road.
- the parameters Kh, SlpA, and SlpB used in the above equations (1) to (3) are vehicle compatible values (constants) obtained from test data.
- the ECU 10 predicts and calculates the regenerative power generation amount on the downhill road by adding the ⁇ SOC increase amount (downhill ⁇ SOC) calculated by these prediction arithmetic expressions f1, f2, and f3 to the change amount of the regenerative power generation amount on the flat road. can do.
- the ECU 10 is physically an electronic circuit mainly including a well-known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an interface.
- the function of the ECU 10 described above is to load various application programs stored in the ROM into the RAM and execute them by the CPU, thereby operating various devices in the vehicle 1 under the control of the CPU, and data in the RAM and ROM. This is realized by reading and writing.
- the ECU 10 is not limited to the above functions, and includes other various functions used as the ECU of the vehicle 1.
- the ECU is a configuration including a plurality of ECUs such as an engine ECU that controls the engine 2, a motor ECU that controls the first motor generator 3 and the second motor generator 4, and a battery ECU that monitors the battery 6. May be.
- FIG. 3 is a flowchart showing the prediction process of the increase amount of ⁇ SOC during traveling on the downhill road implemented in the present embodiment.
- the series of processing shown in the flowchart of FIG. 3 is performed by the ECU 10 in a situation where the vehicle 1 is close to or passing through the downhill road.
- forward route information is acquired (S01).
- the forward route information includes distance information and gradient information of each section for a predetermined N section of the planned traveling route ahead of the vehicle.
- the distance information is information related to the road distance in the section
- the gradient information is information related to the road gradient in the section, and more specifically, the average slope of the section.
- the forward route information can be acquired, for example, by extracting from the infrastructure information acquired by the infrastructure information acquisition device 11.
- the downhill ⁇ SOC indicating the total ⁇ SOC increase amount for the N sections and the counter are set to 0 (S02), and the downhill ⁇ SOC calculation process is started.
- a calculation process of ⁇ SOC_SLP indicating the amount of increase in ⁇ SOC of each section is performed based on the forward route information of the first section. Using the gradient information of the forward route information, it is confirmed whether the average gradient of the section is smaller than the first threshold value SlpB (S03).
- step S03 When it is determined in step S03 that the average gradient of the section is smaller than the first threshold value SlpB (Yes in S03), the area where the descending slope of the section is large and the influence of potential energy is large, that is, shown in FIG. Since this is the region A, the prediction calculation formula f1 is selected. Then, by substituting the distance and average gradient of the section into the prediction calculation formula f1 shown as the above formula (1), ⁇ SOC_SLP of the section is calculated (S04), and the process proceeds to step S08.
- step S03 when it is determined in step S03 that the average slope of the section is equal to or greater than the first threshold value SlpB (No in S03), it is subsequently confirmed whether the average slope of the section is greater than the second threshold value SlpA. (S05).
- step S05 When it is determined in step S05 that the average gradient of the section is larger than the second threshold value SlpA (Yes in S05), a region where the descending slope of the section is small and the influence of acceleration energy is large, that is, shown in FIG. Since it is the area C, the prediction calculation formula f2 is selected, ⁇ SOC_SLP of the section is calculated (S06), and the process proceeds to step S08. Specifically, in step S06, ⁇ SOC_SLP becomes 0 regardless of the gradient of the section.
- step S05 when it is determined in step S05 that the average gradient of the section is equal to or less than the second threshold value SlpA (No in S05), the descending slope of the section is between SlpA and SlpB, and acceleration energy and potential energy Since it is the area affected by both, that is, the area B shown in FIG. 2, the prediction calculation formula f3 is selected. Then, by substituting the distance and average gradient of the section into the prediction calculation formula f3 shown as the above expression (3), the increase amount ⁇ SOC_SLP of the section is calculated (S07), and the process proceeds to step S08.
- the counter is smaller than N (S10). If the counter is smaller than N, the process returns to step S03, and the calculation of the increase amount in the next section and the update of the descending slope ⁇ SOC are repeated N times a predetermined number of times. On the other hand, if the counter is greater than or equal to N, it is determined that the predetermined number of loops has been completed, and after processing such as storing downhill ⁇ SOC, which is an integrated value of the increase amount for N sections, in ECU 10, Exit.
- the ECU 10 includes an engine 2, a first motor generator 3 and a second motor generator 4 that can generate power and regenerative power, and a battery 6 that transmits and receives power to the first motor generator 3 and the second motor generator 4. It is a control apparatus of the hybrid vehicle 1 provided.
- the ECU 10 as a control device of the hybrid vehicle 1 is for predicting a regenerative power generation amount generated by the first motor generator 3 (or the second motor generator 4) when traveling on a downhill road in the planned travel route of the host vehicle.
- a plurality of prediction calculation formulas f1, f2, and f3 are provided, and any one of the plurality of prediction calculation formulas f1, f2, and f3 is selected according to the slope of the downhill road and used for prediction of the regenerative power generation amount.
- the amount of regenerative power generated on the downhill road is correlated with the altitude difference (positional energy) and acceleration energy of the downhill road, but each correlation varies depending on the slope of the downhill road.
- one of a plurality of prediction calculation formulas is selected according to the slope of the downhill road and used for the prediction of the regenerative power generation amount. Therefore, the regenerative power generation is performed by a method suitable for the slope of the downhill road.
- the amount can be predicted, and the amount of regenerative power generated when traveling downhill can be accurately predicted.
- the regeneration is based on only the altitude difference of the downhill road among the plurality of predictive arithmetic expressions f1, f2, and f3.
- a prediction formula f1 for predicting the power generation amount is selected.
- the regenerative power generation amount can be predicted based on the altitude difference of the descending slope using the prediction calculation formula f1 shown as the equation (1).
- the amount of regenerative power generated when traveling downhill can be accurately predicted.
- the ECU 10 as the control device of the hybrid vehicle 1, in the region B where the slope of the downhill road is lower than the first threshold value SlpB, among the plurality of prediction calculation formulas f1, f2, and f3, based on the altitude difference and the slope of the downhill road.
- a prediction formula f3 for predicting the regenerative power generation amount is selected.
- the altitude difference and the gradient of the descending slope are calculated using the prediction calculation formula f3 expressed as the equation (3). Since the regenerative power generation amount can be predicted based on the above, the regenerative power generation amount when traveling downhill can be predicted with higher accuracy.
- the regenerative power generation amount is predicted in the same manner as when traveling on a flat road.
- the prediction calculation formula f2 to be selected is selected.
- the prediction calculation formula f2 shown as the equation (2) is used. Since the regenerative power generation amount can be predicted in the same manner as when traveling on a flat road while ignoring the influence of the downhill road, the regenerative power generation amount when traveling on the downhill road can be predicted more accurately.
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Abstract
Description
f1(距離、勾配)=Kh×標高差 ・・・(1)
なお、(1)式の右辺の「標高差」は、距離と勾配から算出可能である。予測演算式f1は、降坂路の標高差のみに基づき回生発電量を予測することができる。
f2()=0 ・・・(2)
つまり、予測演算式f2は、平坦路走行時と同様に回生発電量を予測するものであるので、領域Cでは、勾配によらずΔSOC増加量が0となり、平坦路走行時と同様に回生発電量が予測されることになる。
f3(距離、勾配)=
Kh/(SlpB-SlpA)×(平均勾配-SlpA)
×標高差 ・・・(3)
つまり、予測演算式f3は、降坂路の標高差及び勾配に基づき回生発電量を予測することができる。
2 エンジン
3 第一モータジェネレータ
4 第二モータジェネレータ
6 バッテリ(蓄電装置)
10 ECU(制御装置)
f1,f2,f3 予測演算式(発電量予測手段)
SlpB 第一閾値
SlpA 第二閾値
Claims (4)
- エンジンと、
動力発生及び回生発電が可能な少なくとも1つのモータジェネレータと、
前記モータジェネレータに電力の授受を行う蓄電装置と、
を備えるハイブリッド車両の制御装置であって、
自車の走行予定経路における降坂路を走行する際に前記モータジェネレータにより生成される回生発電量を予測する複数の発電量予測手段を有し、
前記降坂路の勾配に応じて、前記複数の発電量予測手段のいずれか1つを選択して回生発電量の予測に用いることを特徴とする、ハイブリッド車両の制御装置。 - 前記降坂路の勾配が第一閾値より高い領域では、前記複数の発電量予測手段のうち、前記降坂路の標高差のみに基づき前記回生発電量を予測する発電量予測手段が選択されることを特徴とする、請求項1に記載のハイブリッド車両の制御装置。
- 前記降坂路の勾配が第一閾値より低い領域では、前記複数の発電量予測手段のうち、前記降坂路の標高差及び勾配に基づき前記回生発電量を予測する発電量予測手段が選択されることを特徴とする、請求項1または2に記載のハイブリッド車両の制御装置。
- 前記降坂路の勾配が、前記第一閾値より低勾配側の第二閾値より低い領域では、平坦路走行時と同様に前記回生発電量を予測する発電量予測手段が選択されることを特徴とする、請求項2または3に記載のハイブリッド車両の制御装置。
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DE201211005898 DE112012005898T5 (de) | 2012-02-15 | 2012-02-15 | Steuerungsvorrichtung eines Hybridfahrzeugs |
US14/379,097 US20150032317A1 (en) | 2012-02-15 | 2012-02-15 | Control device of hybrid vehicle |
PCT/JP2012/053559 WO2013121541A1 (ja) | 2012-02-15 | 2012-02-15 | ハイブリッド車両の制御装置 |
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WO2020090341A1 (ja) * | 2018-10-31 | 2020-05-07 | パナソニックIpマネジメント株式会社 | 情報処理システム、制御装置、及び車両用電源システム |
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US9702718B2 (en) | 2015-05-08 | 2017-07-11 | Toyota Motor Engineering & Manufacturing North America, Inc. | Systems and methods for improving energy efficiency of a vehicle based on route prediction |
DE102015012900B4 (de) | 2015-10-06 | 2021-06-10 | Audi Ag | Verfahren zum Betreiben eines Kraftfahrzeugs sowie entsprechendes Kraftfahrzeug |
JP6686384B2 (ja) * | 2015-11-20 | 2020-04-22 | いすゞ自動車株式会社 | ハイブリッド車両の回生電力量制御システム、ハイブリッド車両及びハイブリッド車両の回生電力量制御方法 |
JP6326403B2 (ja) * | 2015-12-25 | 2018-05-16 | 本田技研工業株式会社 | ハイブリッド車両 |
JP6344429B2 (ja) * | 2016-06-09 | 2018-06-20 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
CN113811927B (zh) * | 2019-05-24 | 2024-09-13 | 3M创新有限公司 | 基于操作者熟练度的基础设施制品 |
JP7459514B2 (ja) * | 2020-01-10 | 2024-04-02 | 株式会社豊田自動織機 | 回生ブレーキシステム |
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JP2008024306A (ja) * | 2007-09-10 | 2008-02-07 | Equos Research Co Ltd | 駆動制御装置、及びハイブリッド車両 |
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WO2015104131A1 (de) * | 2014-01-08 | 2015-07-16 | Robert Bosch Gmbh | Verfahren zum betreiben eines hydraulikhybridfahrzeugs |
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