WO2019073741A1

WO2019073741A1 - Vehicle control system, vehicle control method, and program

Info

Publication number: WO2019073741A1
Application number: PCT/JP2018/033809
Authority: WO
Inventors: 晋一奥西; 賢華山; 一彦山本
Original assignee: 本田技研工業株式会社
Priority date: 2017-10-10
Filing date: 2018-09-12
Publication date: 2019-04-18

Abstract

This vehicle control system derives generation power to be generated by a generator on the basis of the amount of power stored in a storage battery and the required amount of power that is required to reach a destination, derives a scheduled power generation amount for each divided section into which a route to the destination is divided, selects divided sections in order of priority, and, over a selected divided section, operates an internal combustion engine during travel using a travel electric motor to generate the scheduled power generation amount.

Description

Vehicle control system, vehicle control method, and program

The present invention relates to a vehicle control system, a vehicle control method, and a program.
Priority is claimed on Japanese Patent Application No. 2017-197086, filed Oct. 10, 2017, the content of which is incorporated herein by reference.

Hybrid vehicles equipped with storage batteries and internal combustion engines that output power for power generation are in widespread use. In connection with this, there is disclosed a hybrid vehicle that draws up a charge / discharge plan that is advantageous for improving fuel consumption along the entire route from the departure point to the destination (see, for example, Patent Document 1).

JP, 2015-155261, A

In the prior art, there have been cases in which it has not been possible to simultaneously achieve securing of power by operation of the internal combustion engine and suppression of operation noise generated by the operation.

The present invention has been made in consideration of such circumstances, and provides a vehicle control system, a vehicle control method, and a program that can improve the comfort for the occupant while eliminating the fear of the power shortage. One of the goals.

(1): One aspect of the present invention is an internal combustion engine that outputs power, a generator that generates electric power using the power output from the internal combustion engine, a storage battery that stores electric power generated by the generator, Based on a traveling motor driven by using a generator or power supplied from the storage battery, the amount of power stored in the storage battery at a predetermined time, and the amount of power required to reach the destination A first derivation unit that derives generated power to be generated by the generator; and a second derivation unit that derives a power generation scheduled power amount that is a power amount scheduled to be generated for each divided section where the route to the destination is divided A selection unit for selecting the divided sections in descending order of priority set for each of the divided sections; and the divided engine selected by the selecting section during traveling using the traveling motor. Get up and running A vehicle control system comprising a control unit for generating the power of the serial generation planned power amount.

(2) In the aspect of the above (1), the vehicle control system, wherein the selection unit selects the divided section such that the electric energy obtained by integrating the electric power generation scheduled electric energy exceeds the generated electric power. It is.

(3) The vehicle control system according to the above aspect (1) or (2), wherein, when arriving at a preset check point, storage of the storage battery upon arrival at the checkpoint predicted in advance The check unit further includes a difference deriving unit that derives a difference between an amount and an actual storage amount at the time of arrival at the check point, and the control unit performs the check so as to compensate the difference derived by the difference deriving unit. The planned power generation amount of one or more post-passage division sections traveling after passing the point is corrected, and the power of the corrected planned power generation amount is generated in the one or more post-passage division sections.

(4): The vehicle control system according to any one of the above (1) to (3), wherein, when arriving at a preset check point, the previously predicted checkpoint upon arrival arrives at the checkpoint. The apparatus further comprises a difference deriving unit that derives a difference between a storage amount of the storage battery and an actual storage amount at the time of arrival at the check point, and the selection unit determines that the difference derived by the difference derivation unit is equal to or greater than a threshold. In some cases, the one or more post-passage divisions are selected such that the power of the difference is compensated in the descending order of priority set for each of one or more post-passage divisions traveling after passing the check point And the control unit operates the internal combustion engine during traveling using the traveling motor in the one or more post-passage division sections selected by the selection unit to operate the check point It is intended to power the necessary power amount to reach the Luo destination.

(5) The vehicle control system according to any one of the above (1) to (4), wherein the vehicle speed is predicted to travel in the divided section, and the vehicle is predicted to stop in the divided section The apparatus further includes a setting unit configured to set the priority based on at least one of the frequency, the distance from the divided section to the destination, or the information on the upward slope of the divided section.

(6) The vehicle control system according to the aspect (5), wherein the setting unit sets the priority of the divided section where the vehicle speed of the vehicle is high to the priority of the divided section where the vehicle speed of the vehicle is low. It is set relatively high.

(7): The vehicle control system according to the aspect (5) or (6), wherein the setting unit sets the priority of the divided section having a high degree of upslope to the division according to a low degree of the upslope. It is set higher than the priority of the section.

(8) The vehicle control system according to any one of the aspects (5) to (7), wherein the setting unit is configured to prioritize the divided section with a low frequency at which the vehicle is predicted to stop. It is set to be higher than the priority of the divided section which is predicted to stop the vehicle at a high frequency.

(9): The vehicle control system according to any one of the aspects (5) to (8), wherein the setting unit sets the priority of the divided section having a long distance to the destination to the destination. The distance up to the distance is set to be higher than the priority of the divided section which is short.

(10) The vehicle control system according to any one of the above (1) to (9), wherein the control unit controls the internal combustion engine based on an operation amount of an accelerator pedal during traveling of the divided section. Control the amount of power generated by the

(11): The vehicle control system according to any one of the above (1) to (10), wherein the second derivation unit predicts the operation amount of the accelerator pedal during traveling of the divided section, and predicts The electric power generation scheduled electric energy is derived based on the operation amount of the accelerator pedal and the electric power generation amount generated by the internal combustion engine associated with each operation amount of the accelerator pedal.

(12) The vehicle control system according to any one of the above (1) to (11), wherein the threshold speed of the vehicle for operating the generator is determined based on the amount of power stored in the storage battery. The speed determining unit further includes a speed determining unit that determines the threshold speed to be a larger speed as the amount of power increases, and the control unit determines the speed of the vehicle by the speed determining unit. When the threshold speed is reached, the internal combustion engine is operated during traveling using the traveling motor.

(13): One aspect of the present invention relates to an amount of electric power stored in a storage battery that stores electric power generated by a generator that generates electric power using an electric power output from an internal combustion engine that outputs electric power at a predetermined time. Based on the amount of power required to reach the destination, the generated power to be generated by the generator is derived, and the amount of power scheduled to be generated for each of the divided sections into which the route to the destination is divided A power generation scheduled power amount is derived, the divided sections are selected in descending order of priority set for each of the divided sections, and the selected divided sections are supplied with electric power supplied from the generator or the storage battery. The present invention is a vehicle control method for operating the internal combustion engine during traveling using a traveling motor driven by using to generate electric power of the planned power generation amount.

(14): One aspect of the present invention relates to an amount of electric power stored in a storage battery that stores electric power generated by a generator that generates electric power using an electric power output from an internal combustion engine that outputs electric power to a computer at a predetermined time. And the power generation amount to be generated by the generator based on the necessary power amount required to reach the destination, and the power amount scheduled to be generated for each divided section where the route to the destination is divided A power generation scheduled power amount is derived, and the divided sections are selected in descending order of priority set for each of the divided sections, and the selected divided sections are supplied with electric power supplied from the generator or the storage battery. This is a program for operating the internal combustion engine to generate electric power of the planned power generation amount while traveling using a traveling motor driven by using.

(15) One aspect of the present invention is an internal combustion engine that outputs power, a generator that generates electric power using the power output from the internal combustion engine, and a storage battery that stores electric power generated by the generator. A driving electric motor driven using an electric power supplied from a generator or the storage battery, and a speed determining unit determining a threshold speed of a vehicle operating the electric generator based on the amount of electric power stored in the storage battery, A speed determination unit that determines the threshold speed to be a higher speed as the amount of power increases, and the traveling motor is used when the speed of the vehicle reaches the threshold speed determined by the speed determination unit And a control unit for operating the internal combustion engine while traveling.

According to the above aspects (1) to (14), it is possible to improve the comfort for the occupant while eliminating the fear of the power shortage.

According to the above aspect (15), even when the destination is not set, the comfort for the occupant can be improved while eliminating the fear of the power shortage.

It is a figure which shows an example of a structure of the vehicle carrying a vehicle system. It is a block diagram which shows the function structure of a plan control part. It is a figure which shows an example of the information output by an information processing part. It is a figure which shows an example of the priority set to the division area. It is a figure for demonstrating the process of the availability determination part. It is a figure which shows an example of a 1st map. It is a figure which shows an example of a 2nd map. It is a figure for demonstrating determination of a priority threshold value. It is a flowchart which shows the flow of the process performed by a plan control part. It is a flowchart which shows the flow of the feedback process performed by a plan control part. It is a figure which shows an example of a vehicle speed threshold value map. It is a figure showing an example of the hardware constitutions of the vehicle control device of an embodiment.

Hereinafter, embodiments of a vehicle control system, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

[overall structure]
FIG. 1 is a diagram showing an example of the configuration of a vehicle equipped with a vehicle system 1. The vehicle on which the vehicle system 1 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and a driving source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. When the motor is provided, the motor operates using the power generated by the generator connected to the internal combustion engine or the discharge power of the secondary battery or the fuel cell. In the following description, a hybrid vehicle adopting a series system will be described as an example. The series system is a system in which the engine and the drive wheels are not mechanically connected, the motive power of the engine is used exclusively for power generation by a generator, and the generated power is supplied to a motor for traveling. In addition, this vehicle may be a vehicle capable of plug-in charge of a battery.

As shown in FIG. 1, the vehicle includes, for example, an engine 10, a first motor (generator) 12, a second motor (electric motor) 18, a drive wheel 25, and a PCU (Power Control Unit) 30. A battery 60 is mounted.

The engine 10 is an internal combustion engine that outputs power by burning a fuel such as gasoline. The engine 10 is, for example, a reciprocating engine including a cylinder and a piston, an intake valve, an exhaust valve, a fuel injection device, a spark plug, a connecting rod, a crankshaft, and the like. Also, the engine 10 may be a rotary engine. The power that can be output by the engine 10 is to generate an amount of power for the first motor 12 to drive the second motor 18 in real time (or an amount of power that can cause the host vehicle M to travel at a predetermined speed or more). Power less than necessary power. Since the engine is small and light, it has the advantage of a high degree of freedom in vehicle layout.

The first motor 12 is, for example, a three-phase alternating current generator. The first motor 12 has a rotor connected to an output shaft (e.g., a crankshaft) of the engine 10 and generates electric power using power output from the engine 10.

The second motor 18 is, for example, a three-phase alternating current motor. The rotor of the second motor 18 is coupled to the drive wheel 25. The second motor 18 outputs power to the drive wheel 25 using the supplied power. In addition, the second motor 18 generates electric power using the kinetic energy of the vehicle at the time of deceleration of the vehicle. Hereinafter, the power generation operation by the second motor 18 may be referred to as regeneration.

The PCU 30 includes, for example, a first converter 32, a second converter 38, and a VCU (Voltage Control Unit) 40. It is an example to the last to set these components as PCU30 to one group, and these components may be arrange | positioned distributedly.

The first converter 32 and the second converter 38 are, for example, AC-DC converters. The DC side terminals of the first converter 32 and the second converter 38 are connected to the DC link DL. A battery 60 is connected to the DC link DL via the VCU 40. The first converter 32 converts alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current to convert the first motor 12 Supply to Similarly, the second converter 38 converts alternating current generated by the second motor 18 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current to 2) Supply to the motor 18 or the like.

The VCU 40 is, for example, a DC-DC converter. The VCU 40 boosts the power supplied from the battery 60 and outputs it to the DC link DL.

The battery 60 is, for example, a secondary battery such as a lithium ion battery.

The power control unit 70 includes, for example, a hybrid control unit 70A, an engine control unit 71, a motor control unit 72, a brake control unit 73, and a battery control unit 74. Hybrid control unit 70A outputs instructions to engine control unit 71, motor control unit 72, brake control unit 73, and battery control unit 74. The instruction by the hybrid control unit 70A will be described later.

The engine control unit 71 performs ignition control of the engine 10, throttle opening control, fuel injection control, fuel cut control, and the like according to an instruction from the plan control unit 100. Further, the engine control unit 71 may calculate the engine rotational speed based on the output of the crank angle sensor attached to the crankshaft, and may output it to the hybrid control unit 70A.

The motor control unit 72 performs switching control of the first converter 32 and / or the second converter 38 in accordance with an instruction from the hybrid control unit 70A.

The brake control unit 73 controls a brake device (not shown) in accordance with an instruction from the hybrid control unit 70A. The brake device is a device that outputs a brake torque corresponding to the driver's braking operation to each wheel.

The battery control unit 74 calculates the amount of power (for example, State Of Charge; charging rate) of the battery 60 based on the output of the battery sensor 62 attached to the battery 60, and outputs it to the hybrid control unit 70A. Hereinafter, the amount of power of the battery 60 may be referred to as “SOC”.

The vehicle sensor 75 includes, for example, an accelerator opening sensor, a vehicle speed sensor, a brake depression amount sensor, and the like. The accelerator opening degree sensor is attached to an accelerator pedal, which is an example of an operating element that receives an acceleration instruction from a driver. The accelerator opening degree sensor detects the amount of operation of the accelerator pedal, and outputs the detected amount to the power control unit 70 or the plan control unit 100 as the accelerator opening degree. The vehicle speed sensor includes, for example, a wheel speed sensor and a speed calculator attached to each wheel. The vehicle speed sensor integrates the wheel speeds detected by the wheel speed sensors to derive the speed (vehicle speed) of the vehicle, and outputs the derived speed to the power control unit 70. The brake depression amount sensor is attached to a brake pedal that is an example of an operating element that receives a deceleration or stop instruction from the driver. The brake depression amount sensor detects the operation amount of the brake pedal, and outputs the detected operation amount to the power control unit 70 as the brake depression amount.

Here, control by the hybrid control unit 70A will be described. Hybrid control unit 70A determines engine power Pe to be output from engine 10 based on an instruction from plan control unit 100. The hybrid control unit 70A determines the reaction torque of the first motor 12 to balance with the engine power Pe in accordance with the determined engine power Pe. Hybrid control unit 70A outputs the determined information to engine control unit 71. When the driver operates the brake, the hybrid control unit 70A determines the distribution between the brake torque that can be output by the regeneration of the second motor 18 and the brake torque that is to be output by the brake device. It outputs to the brake control unit 73.

[Planning control unit]
The plan control unit 100 derives a power generation scheduled power amount which is a power amount scheduled to be generated for each divided section in which the route to the destination is divided. Then, the plan control unit 100 selects the divided sections in the descending order of priority set for each divided section so that the power amount obtained by integrating the planned power generation amount exceeds the generated power covered by power generation, and the selected division While traveling on the section, the internal combustion engine is operated to generate electric power of divided section electric energy. Since the power generation is performed in the high-priority divided sections in which the comfort for the vehicle occupant is taken into consideration, the comfort for the vehicle occupant is improved.

Further, the plan control unit 100 confirms the difference between the current SOC, which is the current SOC, and the predicted SOC at a predetermined check point, and if the power to be generated is insufficient, the next selected division Generate electricity to compensate for the shortage in the section. Thereby, necessary power can be generated. Details will be described below.

FIG. 2 is a block diagram showing a functional configuration of the plan control unit 100. As shown in FIG. The plan control unit 100 includes, for example, an information processing unit 110, a section information processing unit 120, a plan processing unit 130, an output control unit 140, and an adjustment processing unit 150. These functional units are realized, for example, by execution of a program (software) by a hardware processor such as a CPU (Central Processing Unit). In addition, some or all of these components may be hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), etc. Circuit (including circuitry) or may be realized by cooperation of software and hardware. The program may be stored in advance in a storage device such as a hard disk drive (HDD) or a flash memory, or is stored in a removable storage medium such as a DVD or a CD-ROM. It may be installed in the storage device by being attached. Among the functional configurations included in the plan control unit 100, some or all of the configurations may be installed in other devices.

[Information processing unit]
The information processing unit 110 includes, for example, a navigation information acquisition unit 112, a section determination unit 114, and a vehicle information acquisition unit 116.

The navigation information acquisition unit 112 receives, from the navigation device 90, the route from the departure point to the destination, information on the road included in the route, environmental information on the road, and the like. Road information includes, for example, road type (general road or expressway), width and shape of road, number of lanes, speed limit, stop information (for example, signal position, stop line position, crossing position, toll gate Position information, etc.). The environmental information of the road is information indicating the road environment or the environment around the road, and is information indicating the degree of congestion of the road, the weather around the road, and the like. The navigation information acquisition unit 112 acquires road information, road environment information, and the like included in the route from the departure point to the destination point, for example, by acquiring the above information for each predetermined section.

The section determination unit 114 divides the route from the departure place to the destination according to a predetermined standard. The predetermined reference is, for example, a predetermined distance or a distance estimated to travel in a predetermined unit time. Hereinafter, the section divided as described above is referred to as a "division section".

The vehicle information acquisition unit 116 acquires information on the vehicle including the information acquired by the vehicle sensor 75, the SOC of the battery 60, the amount of power consumed by the on-vehicle device, and the like.

The information processing unit 110 outputs the acquired information and the information generated by processing the acquired information to the section information processing unit 120, the plan processing unit 130, the output control unit 140, or the adjustment processing unit 150.

[Information to be output]
FIG. 3 is a diagram showing an example of information output by the information processing unit 110. As shown in FIG. FIG. 3 also includes information (1-5) output to the plan processing unit 130 by the section information processing unit 120 described later. For example, the information processing unit 110 outputs the information (1-1) to (1-4).

(1-1) The information output to the section information processing unit 120 includes, for example, the distance to the destination, the estimated arrival time to the destination, the average vehicle speed, the altitude of the route, the time zone for traveling the route, and the vehicle Information indicating the position where it is expected to stop (stop information), the weather of the route, information indicating the presence or absence of a charging facility at the destination, and information indicating whether all information regarding the route from the departure location to the destination has been received ( Reception completion information). The information output to the section information processing unit 120 is, for example, the current SOC, information indicating traveling resistance when traveling on a route, the weight of a vehicle, the distance of divided sections, and the like.

(1-2) The information output to the plan processing unit 130 is, for example, the current SOC.

(1-3) The information output to the output control unit 140 is, for example, information indicating that the divided section has been passed (division section passing information), the distance to the destination, the actual vehicle speed, and the operation amount of the accelerator pedal (Opening degree) etc.

(1-4) The information output to the adjustment processing unit 150 is, for example, information indicating that the divided section has been passed, power consumed by the on-vehicle device (on-vehicle power consumption), actual vehicle speed and the like.

[Section information processing unit]
The section information processing unit (an example of a first derivation unit) 120 includes, for example, an implementation determination unit 122, a target SCO setting unit 124, and a section information derivation unit 126.

The implementation determination unit 122 determines, for example, whether or not to execute the section information processing. Section information processing is processing executed by the target SCO setting unit 124 or the section information derivation unit 126 included in the section information processing unit 120. For example, when departure from the departure point to the destination, or when the adjustment processing unit 150 outputs a section information processing instruction, the execution determination section 122 determines to execute the section information processing, and Generate implementation flag.

The target SCO setting unit 124 sets, for example, the SOC (the target SOC of the destination) when arriving at the destination. For example, when there is no charging facility at the destination, the target SOC setting unit 124 determines the SOC at the time of arrival, taking into consideration the power necessary for the departure place and the next destination. For example, when there is a charging facility at the destination, the target SOC setting unit 124 determines the SOC at the time of arrival at the destination to be 0 to several tens percent.

The section information derivation unit 126 generates division section information (see (1-5) in FIG. 3) which is information corresponding to the division section based on the information acquired from the information processing section 110. The section information deriving unit 126 generates divided section information using, for example, the traffic condition of the road in the time zone in which the vehicle travels, the weather of the road, a predetermined algorithm, a function, or the like. The divided section information is, for example, the amount of power consumed by the acceleration / deceleration of the vehicle in the divided section (acceleration / deceleration power amount), information indicating the running resistance when traveling the divided section, and consumed by vehicle equipment in the divided section SOC (vehicle power consumption), average vehicle speed in divided sections, time zone for traveling divided sections, priority of divided sections to be described later, and the like. The priority may be set in advance for each section of the road.

If the time zone for traveling the divided sections is nighttime, the section information deriving unit 126 turns on the headlights and the like of the vehicle, so the SOC consumed by the on-vehicle equipment is also taken into consideration in consideration of the SOC consumed by the control. Derive

The information acquired or generated by the section information processing unit 120 is output to the plan processing unit 130.

[priority]
The priority is, for example, based on (2-1) vehicle speed, (2-2) possibility of stopping, (2-3) remaining distance to destination, (2-4) size of upslope (degree) It is set. FIG. 4 is a diagram showing an example of the priority set to the divided section. The section information derivation unit 126 sets scores or indices (“high, middle, low”, “low” or “low” in FIG. a1 to d3 ′ ′) and the like, and the given score, index and the like are applied to a predetermined algorithm, function or the like to derive a priority (“high, middle, low” in the drawing).

(2-1) For example, in a divided section in which the average vehicle speed traveling in the divided section is faster than other divided sections, the priority is set higher. When traveling at a high vehicle speed, road noise generated by the tires of the vehicle and the road is larger than when traveling at a low vehicle speed. Therefore, for the vehicle occupant, the power generation unit (for example, the engine 10 and / or the first This is because the operation noise when the motor 12) is operated is not a concern.

(2-2) A divided section in which the frequency of stopping the vehicle is predicted to be lower than that of the other divided sections is set to have high priority. When the power generation unit is in operation when the vehicle stops, the occupants of the vehicle may feel the operation noise uncomfortable. Therefore, when the vehicle stops, it is desirable to stop the operation of the power generation unit. When the vehicle frequently stops, the power generation unit is repeatedly turned on and off, and the operation noise at this time may be uncomfortable for the occupants of the vehicle. The frequency of stopping is derived by the section information processing unit 120 based on the stop information.

(2-3) The division interval having the longer remaining distance to the destination is set to have higher priority than the other division intervals. When the remaining distance is long, when the SOC decreases, the occupants of the vehicle feel uneasy, so actively generate power in the divided sections where the remaining distance is long, maintain or increase the SOC, and ease the occupant's anxiety Because it is desirable to

(2-4) The divided section having a higher degree of upslope is set to have higher priority than the other divided sections. The degree of the upslope is, for example, an index derived based on the distance of the upslope in the divided section, the time for traveling the upslope, the slope of the slope, and the like. If the degree of upslope is large, the amount of power consumed will be large, and the occupants of the vehicle may feel uneasy, so actively generate electricity, maintain or increase the SOC, and alleviate the occupant's anxiety. Is desirable.

[Planning Processing Department]
The plan processing unit 130 includes, for example, a section SOC derivation unit 132, an availability determination unit 134, a priority threshold derivation unit 136, a plan control unit 138, and a storage unit 139. The storage unit 139 is realized by, for example, a non-volatile storage medium such as a read only memory (ROM), a flash memory, a hard disk drive (HDD), and a volatile storage medium such as a random access memory (RAM) or a register. Be done. The storage unit 139 stores a first map 139A and a second map 139B described later. The section SOC derivation unit 132 is an example of the “second derivation unit”, and the priority threshold derivation unit 136 or the plan control unit 138 is an example of the “selection unit”.

Section SOC derivation unit 132 derives the necessary amount of power for each divided section based on the information acquired from section information processing section 120. The amount of power is, for example, the amount of power consumed by the traveling of the vehicle and the amount of power consumed by the on-vehicle device.

The availability determination unit 134 integrates the amount of power derived by the section SOC derivation unit 132, and determines whether or not power generation is required before reaching the destination. FIG. 5 is a diagram for explaining the process of the availability determination unit 134. The vertical axis of FIG. 5 indicates the SOC [%], and the horizontal axis indicates the distance. A transition line M indicates the transition of the SOC when traveling at the current SOC without generating power to the destination. The transition line M1 indicates the transition of the SOC when power generation is performed using a first map 139A described later in all sections of the route to the destination. The transition line M2 indicates the transition of the SOC when power generation is performed using a second map 139B described later in all sections of the route to the destination.

When, for example, the possibility determination unit 134 travels to the destination based on the SOC required for each section derived by the section SOC derivation unit 132 and the current SOC (or the SOC at a predetermined time such as after charge) Derive the consumption trend of SOC. Then, in the case where the SOC at the time of traveling to the destination is lower than the target SOC of the destination, the availability determination unit 134 covers the difference between the target SOC of the destination and the SOC at the destination by power generation ( It determines that it is SOC).

Based on the tendency shown in FIG. 5, the availability determination unit 134 uses which one of the first map 139A and the second map 139B to use in order for the SOC at the time of arrival at the destination to exceed the target SOC. Decide. Even if the first map 139A is used, the second map 139B is used when the SOC at the time of arrival at the destination does not exceed the target SOC (the SOC obtained by adding the SOC for the allowance to the target SOC). .

The availability determination unit 134 predicts the traveling state of the vehicle in the divided section based on the information acquired from the section information processing unit 120, and the amount of power generation to be generated for each divided section based on the predicted result and the determined map , And the SOC when arriving at the destination when using the map. At this time, as the accelerator pedal opening degree, the average accelerator pedal opening degree predicted when traveling the divided section is applied to the map, and the power generation amount is predicted.

[First map]
FIG. 6 is a diagram showing an example of the first map 139A. The vertical axis in FIG. 6 indicates the output of the power generation unit, and the horizontal axis indicates the vehicle speed. The output is, for example, β1 <β2 <β3... <Β6), and the vehicle speed is, for example, α1 <α2 <α3. The four control lines in the figure indicate the powers output to the power generation unit according to the vehicle speed when the accelerator pedal opening is AP1, AP2, AP3, AP4 [percent], for example (for example, AP1 <AP2 < AP3 <AP4). As the accelerator pedal opening degree is larger, the output value output by the power generation unit at the later stage of the vehicle speed is larger than when the accelerator pedal opening degree is smaller.

As the accelerator pedal opening degree is larger, the vehicle speed at which the degree of output by the power generation unit becomes maximum is slower than when the accelerator pedal opening degree is small. For example, when the accelerator pedal opening is AP4 [percent], the output by the power generation unit is maximum (for example, β 3.5 [kW]) before the vehicle speed exceeds α2 [km / h], and the accelerator pedal opening is AP3 In the case of [percent], the output by the power generation unit is maximum (for example, β 3.5 [kW]) before the vehicle speed exceeds α3 [km / h], and when the accelerator pedal opening is AP2 [percent], the vehicle speed The power output by the power generation unit is maximum (β 3.5 [kW]) near α 3.5 [km / h]. For example, when the accelerator pedal opening is AP4 [percent], the output by the power generation unit is maximum (for example, β3 [kW]) when the vehicle speed is around α 3.5 [km / h], and the accelerator pedal opening is large. In comparison, the maximum output also decreases.

When the accelerator pedal opening degree is different from the above-described accelerator pedal opening degree, an output value obtained by linearly changing the tendency of the above control line may be set according to the accelerator pedal opening degree. For example, if the accelerator pedal opening is between AP1 and AP2 [percent], the maximum power is set between the maximum power of the accelerator pedal opening AP1 [percent] and the maximum power of AP4 [percent] .

If the accelerator pedal position is less than AP1 [percent], the control line of AP1 [percent] is applied, and if it is greater than AP1 [percent] and less than AP2 [percent], then AP1 [percent] A control line is applied, if it exceeds AP2 [percent] and is less than AP3 [percent], a control line of AP3 [percent] is applied, if it exceeds AP4 [percent], control of AP4 [percent] Lines may be applied.

As described above, when the first map 139A is used, the power generation unit is controlled in such a manner that the operation noise of the power generation unit increases as the operation amount of the accelerator pedal by the vehicle occupant increases. As a result, it is possible to reduce the discomfort of the occupant due to the operation noise of the power generation unit.

[The second map]
FIG. 7 is a diagram showing an example of the second map 139B. The description similar to that of FIG. 6 is omitted. In the first map 139A, the maximum value of the power generation unit output is β 3.5 [kW], but in the second map 139B, the maximum value is β 5 [kW]. For example, when the accelerator pedal opening degree is AP1 [percent], the maximum value in the second map 139B is β 3.5 [kW].

As described above, when the second map 139B is used, the amount of power generation is larger than that of the first map 139A even if the vehicle speed is the same, so the power generation capacity is insufficient even if the first map 139A is used Even in this case, it is possible to reduce the discomfort of the occupant due to the operation noise of the power generation unit.

[Priority threshold derivation unit]
When it is determined by the availability determination unit 134 that the SOC needs to be covered by power generation, the priority threshold derivation unit 136 determines a priority threshold. For example, the priority threshold derivation unit 136 sequentially selects divided sections with high priority, integrates the electric energy that can be generated in the selected divided area, and performs the above process until the integrated electric energy needs to be covered repeat. The amount of power that can be generated in the divided section is the amount of power when control according to the map (the first map 139A or the second map 139B) determined by the availability determination unit 134 is performed in the divided section.

More specifically, as shown in FIG. 8, the priority threshold derivation unit 136 first needs to integrate, for example, the amount of power that can be generated in the divided section with the priority “high”, and the accumulated amount of power needs to be covered If it does not reach a certain amount of power, it integrates the amount of power that can be generated in the "middle" divided section with the next highest priority. Then, when the integrated power amount reaches the required power amount, the priority threshold derivation unit 136 sets the lowest priority as the priority threshold among the priorities of the division sections selected at that time. Do. That is, the priority threshold is determined to be "middle" in priority.

For example, when the priority threshold deriving unit 136 determines that the amount of power obtained by integrating the amount of power generation generated in the divided sections of the preset priority (or the lowest priority) does not reach the amount of power that needs to be covered, Instead of the first map 139A, the second map 139B may be used to derive an electric energy obtained by integrating the amount of electric power generated in the divided section.

FIG. 8 is a diagram for explaining the determination of the priority threshold. The upper drawing of FIG. 8 shows the relationship between the distance to the destination (horizontal axis in the drawing) and the velocity (vertical axis in the drawing). The middle view of FIG. 8 shows the possibility (stoppability) of the vehicle stopping on the route to the destination. The vertical axis in the middle view of FIG. 8 indicates the size of the index indicating the possibility of stopping. The lower part of FIG. 8 shows the remaining distance to the destination. The vertical axis in the lower part of FIG. 8 indicates the length of the remaining distance.

The plan control unit 138 sets a divided section for performing power generation based on the determined priority threshold, and sets a vehicle speed threshold in the set divided section and an amount of generated power to be generated in the divided section. The vehicle speed threshold is a vehicle speed serving as a trigger for starting power generation. The vehicle speed threshold is, for example, a vehicle speed preset for each divided section. The plan control unit 138 predicts the predicted SOC, which is the SOC when the check point (for example, the end point of the divided section) arrives, and outputs the predicted predicted SOC to the adjustment processing unit 150.

[Output control unit]
The output control unit (an example of the control unit) 140 includes, for example, a vehicle speed threshold updating unit 142 and an output deriving unit 144.

The vehicle speed threshold update unit 142 determines, based on the vehicle speed threshold acquired from the plan control unit 138, whether the vehicle speed in the divided section has reached the vehicle speed threshold of the divided section.

When it is determined by the vehicle speed threshold updating unit 142 that the vehicle speed has reached the vehicle speed threshold of the divided section, the output deriving unit 144 powers an instruction to operate the power generation unit based on the map determined by the plan processing unit 130. It outputs to the control unit 70. Then, the power control unit 70 controls the power generation unit based on the instruction of the output derivation unit 144.

The output deriving unit 144 operates the power generation unit based on information (adjustment execution flag, life correction value, and travel correction value) acquired from the adjustment processing unit 150 described later. The power generation amount generated at this time is a power generation amount that compensates for the insufficient SOC (the difference between the predicted SOC and the current SOC) in the previous or two or more previous divided sections. In this case, the map is corrected as described below, or the time for generating power in the divided section is adjusted.

The output deriving unit 144 may adjust the amount of power generated by the power generation unit by correcting the map determined by the plan processing unit 130. For example, the output deriving unit 144 refers to the correspondence relationship between the position in the division section predicted in advance and the amount of power generation, and when the amount of power actually generated is smaller than the planned amount of power generation, the amount of power generation is large. The map may be adjusted to increase the output of the power generation unit.

[Adjustment processing unit]
The adjustment processing unit 150 includes, for example, an adjustment execution determination unit 152, a life correction unit 154, and a travel correction unit 156. The adjustment processing unit 150 feeds back the difference between the predicted SOC and the current SOC at the check point to the output control unit 140.

The adjustment execution determination unit 152 obtains the difference between the current SOC acquired from the information processing unit 110 and the predicted SOC acquired from the plan control unit 138, and if this difference is equal to or greater than the first threshold, life correction as described later The unit 154 is caused to derive a life correction value to be described later, and the travel correction unit 156 is to derive a travel correction value to be described later.

If the above difference is equal to or greater than the second threshold larger than the first threshold, the adjustment execution determination unit 152 may cause the section information processing unit 120 to execute the section information processing. That is, when the above difference is large, the power consumed for each divided section is recalculated, and further, the priority threshold is reset. In this case, the priority may be reset. Thus, the vehicle system 1 can execute control on the power generation unit more accurately.

The life correction unit 154 derives the SOC (life SOC) consumed by the in-vehicle device in the divided section based on the information acquired from the information processing unit 110. Furthermore, the life correction unit 154 derives a life correction value for correcting the power generation amount of the next divided section based on the life SOC. For example, if the life correction value is larger than the SOC (for example, the SOC derived by the section information processing unit 120) where the life SOC is assumed in advance, the amount of power generation in the divided section after passing the check point will be large. It is derived.

The traveling correction unit 156 derives SOC (traveling SOC) consumed by traveling of the vehicle in the divided section based on the information acquired from the information processing unit 110. The traveling SOC is an SOC obtained by further subtracting the living SOC from the SOC obtained by subtracting the SOC at the end point of the divided section from the SOC of the battery 60 at the start point of the divided section. The traveling correction unit 156 derives a traveling correction value for correcting the power generation amount of the next divided section based on the traveling SOC. For example, if the running correction value is larger than the running SOC (for example, the SOC derived by the section information processing unit 120), the amount of power generation of the divided section after passing the check point is increased. It is derived.

The adjustment processing unit 150 outputs the adjustment execution flag, the lifestyle correction value, and the traveling correction value, which are generated when the difference is equal to or more than the first threshold value, by the adjustment execution determination unit 152 to the plan processing unit 130.

[flowchart]
FIG. 9 is a flowchart showing the flow of processing executed by the plan control unit 100. This process is, for example, a process executed when a destination is set in the navigation device 90 at the departure place.

First, the section information processing unit 120 divides the route to the destination and generates a divided section (step S100). Next, the section information processing unit 120 sets the priority for each divided section (step S102). Next, the section information processing unit 120 determines the target SOC at the time of arrival at the destination, and determines the determined target SOC and division section information including the execution flag of the section information processing which is the generated information and the priority. It outputs to the plan process part 130 (step S104).

Next, based on the information acquired from the section information processing unit 120 in step S102, the plan processing unit 130 derives the necessary power for each divided section, integrates the derived power and arrives at the destination The required amount of power is predicted (step S106).

Next, based on the amount of electric power necessary for the plan processing unit 130 to arrive at the destination predicted in step S106 and the current SOC, the SOC of the battery 60 at the destination is the target SOC acquired in step S104. As above, the amount of power generation that needs to be generated and covered while traveling to the destination is derived (step S108).

Next, the plan processing unit 130 selects a divided section with high priority acquired in step S104, and integrates the amount of power generation to be generated in the selected divided section (step S110).

Next, the plan processing unit 130 determines whether or not the accumulated power generation amount exceeds the power generation amount that is required to be obtained in step S108 (step S112). If the accumulated power generation amount does not exceed the power generation amount that is required to be met, the processing returns to step S110.

If the accumulated power generation amount exceeds the necessary power generation amount, the plan processing unit 130 sets a threshold of priority based on the selected divided section (step S114).

Next, the plan processing unit 130 sets a divided section to be generated based on the threshold of the priority set in step S114 (step S116). Then, the vehicle travels to a destination. Thus, the processing of one routine of this flowchart ends.

According to the above-described process, power generation is preferentially performed in the high-priority divided sections set based on the comfort for the occupant of the vehicle, so that the comfort for the occupant of the vehicle can be improved.

FIG. 10 is a flowchart showing the flow of the feedback process executed by the plan control unit 100. The flowchart is, for example, processing executed after the vehicle departs to a destination.

First, the information processing unit 110 sets a check point (step S200). Next, when the vehicle speed exceeds the vehicle speed threshold, the output control unit 140 causes the power generation unit to generate power based on the map (step S202).

Next, the information processing unit 110 determines whether the vehicle has reached the check point (step S204).

When the vehicle reaches the check point, the adjustment processing unit 150 obtains a difference between the current SOC at the time of arrival at the check point and the predicted SOC acquired from the plan control unit 138, and the difference between them is equal to or greater than the first threshold. It is determined whether or not (step S206). If the difference between the current SOC and the predicted SOC is less than the first threshold, the process proceeds to step S212.

If the difference between the current SOC and the predicted SOC is equal to or greater than the first threshold value, the adjustment processing unit 150 derives a life correction value and a travel correction value (step S208).

Next, the plan processing unit 130 reflects the traveling correction value and the living correction value generated in step S208 on the power generation amount of the division section existing after passing the check point, and the division existing after passing the check point The amount of power generation to be generated in the section is derived (step S210). That is, “the power generation scheduled power amount of one or more post-passage division sections traveling after passing the check point is corrected” so as to compensate for the difference derived by the difference derivation unit. The amount of power generation generated in the divided section is an example of “the power generation scheduled power amount corrected in the divided section after passing”. This amount of power generation includes the amount of power generation that was planned to be generated in the previous division but was insufficient. The power generation amount reflects the travel correction value and the life correction value. For example, if the life SOC (or traveling SOC) actually consumed is larger than the life SOC (or traveling SOC) assumed, then the SOC assumed (for example, the SOC derived by the section information processing unit 120) The difference between the and the SOC actually consumed is included in the above-mentioned power generation amount.

Next, the plan processing unit 130 executes the processing of step S110 to step S116 described in the flowchart of FIG. 9 (step S211). That is, the process of “generating power of the corrected planned power amount in the one or more post-pass divided sections” (a process in which the divided sections to be generated are selected again), or “pass that travels after passing the check point” The post-passage division sections are selected in the order of high priority set for each post-division section and so that the difference power is compensated.

Then, the plan processing unit 130 outputs the power generation amount derived in step S210, the divided section set in the process of step S211, and the vehicle speed threshold of the divided section to the output control unit 140.

Here, since the traveling correction value is derived separately from the life correction value, the plan processing unit 130 can predict the SOC consumed in traveling more accurately. Specifically, for example, the plan processing unit 130 further calculates the traveling resistance, the average vehicle speed, etc. acquired from the section information processing unit 120 (the traveling resistance to be generated in the future, the average vehicle speed in the future, etc.) By adding it, the SOC consumed in traveling can be derived more accurately.

Next, when the vehicle speed reaches the threshold or more, the output control unit 140 controls the power generation unit to output the amount of power generation derived in step S210 (step S212). When the environment in which the vehicle is traveling is rain, the output control unit 140 may increase the output of the power generation unit more than when the environment is not rain. It is because the occupants of the vehicle do not mind the operation noise of the power generation unit due to the sound of rain. The output control unit 140 acquires, from the information processing unit 110, information on the weather of the environment in which the vehicle is traveling.

Next, the information processing unit 110 determines whether the vehicle has arrived at the destination (step S214). If the vehicle has not arrived at the destination, the process proceeds to step S204. When the vehicle arrives at the destination, the processing of one routine of this flowchart ends.

In step S206, when the difference between the current SOC and the predicted SOC is equal to or greater than the first threshold, or equal to or greater than the second threshold larger than the first threshold, the processing of steps S102 to S116 in the flowchart of FIG. It may be In this case, the section information processing unit 120 sets the priority for each divided section, and determines the target SOC at the time of arrival at the destination. Next, based on the information acquired from the section information processing unit 120, the plan processing unit 130 derives a necessary amount of power for each divided section after passing the check point, integrates the derived power amounts, and outputs the result as the destination. Predict the amount of power required to arrive. The plan processing unit 130 sets the SOC of the battery 60 at the destination so as to exceed the target SOC based on the amount of power required to arrive at the predicted destination and the current SOC, while traveling to the destination. Deriving the amount of power that needs to be generated. Then, the plan processing unit 130 selects a divided section having a high priority, integrates the power generation amount scheduled to be generated in the selected divided section, and determines whether the accumulated power generation amount exceeds the generated power amount required judge. When the accumulated power generation amount exceeds the necessary power generation amount, the plan processing unit 130 sets a threshold of priority based on the selected divided section, and the divided section to generate power based on the set threshold of priority. Set

As described above, the vehicle system 1 determines whether or not the amount of power generation is insufficient at each check point, and if the amount of power generation is insufficient, the power generation is then performed to compensate for the shortage in the divided section. By doing this, it is possible to generate the necessary power while improving the comfort for the vehicle occupants.

The processing of part of the flowchart of FIG. 9 or FIG. 10 described above may be omitted, or the order of processing may be changed.

[When the destination is not set]
In the above-described example, the processing in the case where the destination is set is described, but when the destination is not set, the following method is used. The priority threshold derivation unit 136 determines the vehicle speed threshold, for example, with reference to the vehicle speed threshold map 139C. FIG. 11 is a diagram showing an example of the vehicle speed threshold map 139C. The vertical axis in FIG. 11 indicates the vehicle speed threshold, and the horizontal axis indicates the SOC of the battery 60 at present. For example, in the vehicle speed threshold map 139C, when the SOC is equal to or less than Th (for example, S5) [percent], the vehicle speed threshold is set to α2 [km / h], and when the SOC exceeds Th [percent], the SOC increases. The vehicle speed of the vehicle speed threshold is set to increase in accordance with. That is, when the SOC is equal to or less than a predetermined value, the vehicle speed threshold is set to start power generation even when the vehicle speed is lower than when the SOC exceeds the predetermined value.

As described above, since power generation is started based on the correspondence relationship between the vehicle speed threshold value set in the vehicle speed threshold value map 139C and the SOC, even if the destination is not set, the state of the SOC is set to a predetermined value. It is possible to improve the comfort for the occupant while maintaining the state.

For example, when the SOC exceeds a first predetermined value (for example, S8 percent), power generation is not performed, and when the SOC is in a predetermined range (for example, S1 to S8 percent), the process performed by the above-described embodiment It will be. When the SOC is less than the second predetermined value, power generation may be performed at all times.

According to the embodiment described above, the engine 11 that outputs power, the first motor 12 that generates electric power using the power output by the engine 11, and the battery 60 that stores the electric power generated by the first motor 12; A second motor 18 driven by using the power supplied from the first motor 12 or the battery 60, the amount of power stored in the battery 60 at a predetermined time, and the necessary amount of power required to reach the destination On the basis of the section information processing unit 120 for deriving the generated power to be generated by the first motor 12 and the generation scheduled power amount which is the amount of power scheduled for power generation for each divided section where the route to the destination is divided. A section SOC derivation unit 132, a priority threshold derivation unit 136 which selects divided sections in descending order of priority set for each divided section, and a priority threshold derivation unit 136 By providing the output control unit 140 that operates the internal combustion engine while the selected divided section is traveling using the traveling motor to generate the electric power of the planned power generation amount, the fear of power shortage is eliminated In addition, the comfort for the occupant can be improved.

[Hardware configuration]
The plan control unit 100 of the vehicle system 1 according to the above-described embodiment is realized, for example, by a hardware configuration as shown in FIG. FIG. 12 is a diagram illustrating an example of a hardware configuration of the plan control unit 100 according to the embodiment.

The plan control unit 100 includes a communication controller 100-1, a CPU 100-2, a RAM 100-3, a ROM 100-4, a storage device 100-5 such as a flash memory or an HDD, and a drive device 100-6, which are internal buses or dedicated communication lines Are mutually connected. A portable storage medium such as an optical disk is attached to the drive device 100-6. The program 100-5a stored in the storage device 100-5 is expanded on the RAM 100-3 by a DMA controller (not shown) or the like and executed by the CPU 100-2, whereby the plan control unit 100 is realized. The program referred to by the CPU 100-2 may be stored in a portable storage medium attached to the drive device 100-6, or may be downloaded from another device via the network NW.

The above embodiment can be expressed as follows.
An internal combustion engine that outputs power;
A generator that generates electricity using the power output by the internal combustion engine;
A storage battery for storing electric power generated by the generator;
A traveling motor driven using electric power supplied from the generator or the storage battery;
Storage device,
A hardware processor that executes a program stored in the storage device, and is based on the amount of power stored in the storage battery at a predetermined time and the amount of power required to reach a destination. Derive the generated power to be generated by the generator,
The power generation scheduled power amount, which is the power amount scheduled to be generated, is derived for each divided section in which the route to the destination is divided,
Select the divided sections in descending order of priority set for each of the divided sections;
The internal combustion engine is operated during traveling using the traveling electric motor to generate the electric power of the electric power generation scheduled electric energy in the selected divided section.
Vehicle control system.

As mentioned above, although the form for carrying out the present invention was explained using an embodiment, the present invention is not limited at all by such an embodiment, and various modification and substitution within the range which does not deviate from the gist of the present invention Can be added.

DESCRIPTION OF SYMBOLS 10 engine 12 1st motor 18 2nd motor 60 battery 100 plan control part 110 information processing part 120 zone information processing part 130 plan processing part 139A 1st map 139B 2nd map 139C vehicle speed threshold map 140 output control part 150 adjustment processing part

Claims

An internal combustion engine that outputs power;
A generator that generates electricity using the power output by the internal combustion engine;
A storage battery for storing electric power generated by the generator;
A traveling motor driven using electric power supplied from the generator or the storage battery;
A first derivation unit that derives generated power to be generated by the generator based on the amount of power stored in the storage battery at a predetermined time and the amount of power required to reach a destination;
A second derivation unit that derives a power generation scheduled power amount that is a power amount scheduled to be generated for each divided section in which the route to the destination is divided;
A selection unit that selects the divided sections in descending order of priority set for each of the divided sections;
A control unit that operates the internal combustion engine during traveling using the traveling motor and generates electric power of the planned power generation amount during the divided section selected by the selection unit;
Vehicle control system comprising:
The selection unit selects the divided section such that an amount of power obtained by integrating the planned power generation amount exceeds the generated power.
The vehicle control system according to claim 1.
A difference derivation for deriving a difference between the storage amount of the storage battery at arrival at the check point predicted in advance and the actual storage amount at arrival at the check point when arriving at a check point set in advance Further equipped with
The control unit corrects the planned power generation amount of one or more post-passage division sections traveling after passing the check point so as to compensate for the difference derived by the difference derivation unit, and after the one or more passes Generating power of the corrected planned power generation amount in the divided section;
The vehicle control system according to claim 1 or 2.
A difference derivation for deriving a difference between the storage amount of the storage battery at arrival at the check point predicted in advance and the actual storage amount at arrival at the check point when arriving at a check point set in advance Further equipped with
When the difference derived by the difference deriving unit is equal to or greater than a threshold, the selecting unit is configured to increase the difference in order of priority set for each of one or more post-passage division sections traveling after passing the check point. Select the one or more post-passage divisions so that the power of
The control unit operates the internal combustion engine during traveling using the traveling motor in the one or more post-passage division sections selected by the selection unit to reach the destination from the check point. Generate the required power,
The vehicle control system according to any one of claims 1 to 3.
At least one of the vehicle speed predicted to travel in the divided section, the frequency at which the vehicle is predicted to stop in the divided section, the distance from the divided section to the destination, or the upward slope of the divided section And a setting unit configured to set the priority based on the above elements.
The vehicle control system according to any one of claims 1 to 4.
The setting unit sets the priority of the divided section in which the vehicle speed of the vehicle is high relative to the priority of the divided section in which the vehicle speed of the vehicle is low.
The vehicle control system according to claim 5.
The setting unit sets the priority of the divided section having a large degree of uplink slope higher than the priority of the divided section having a low degree of uplink gradient.
A vehicle control system according to claim 5 or 6.
The setting unit sets the priority of the divided section where the frequency at which the vehicle is predicted to stop is low is higher than the priority of the divided section where the frequency at which the vehicle is predicted to stop is high.
The vehicle control system according to any one of claims 5 to 7.
The setting unit sets the priority of the division section having a long distance to the destination higher than the priority of the division section having a short distance to the destination.
A vehicle control system according to any one of claims 5 to 8.
The control unit controls an amount of power generated by the internal combustion engine based on an operation amount of an accelerator pedal during traveling of the divided section.
The vehicle control system according to any one of claims 1 to 9.
The second derivation unit predicts the operation amount of the accelerator pedal during traveling of the divided section, and generates electric power to be generated by the internal combustion engine associated with the predicted operation amount of the accelerator pedal and the operation amount of the accelerator pedal. Deriving the planned power generation amount based on the amount;
The vehicle control system according to any one of claims 1 to 10.
A speed determination unit that determines a threshold speed of a vehicle that operates the generator based on the amount of power stored in the storage battery, wherein the speed determination unit determines the threshold speed as the speed increases as the amount of power increases. And further,
The control unit operates the internal combustion engine during traveling using the traveling motor, when the speed of the vehicle reaches a threshold speed determined by the speed determination unit.
The vehicle control system according to any one of claims 1 to 10.
The computer is
The amount of power stored in the storage battery storing the power generated by the generator that generates power using the power output by the internal combustion engine that outputs power at a predetermined time, and the amount of power required to reach the destination Derive the generated power to be generated by the generator based on
The power generation scheduled power amount, which is the power amount scheduled to be generated, is derived for each divided section in which the route to the destination is divided,
Select the divided sections in descending order of priority set for each of the divided sections;
The internal combustion engine is operated to generate the electric power of the planned electric energy during traveling using the traveling electric motor which drives the selected divided section using the electric power supplied from the generator or the storage battery. Let
Vehicle control method.
On the computer
The amount of power stored in the storage battery storing the power generated by the generator that generates power using the power output by the internal combustion engine that outputs power at a predetermined time, and the amount of power required to reach the destination Causing the generator to derive generated power based on the
The power generation scheduled power amount, which is the power amount scheduled for power generation, is derived for each divided section where the route to the destination is divided,
Selecting the divided sections in the descending order of the priority set for each of the divided sections;
The internal combustion engine is operated to generate the electric power of the planned electric energy during traveling using the traveling electric motor which drives the selected divided section using the electric power supplied from the generator or the storage battery. Let
program.
An internal combustion engine that outputs power;
A generator that generates electricity using the power output by the internal combustion engine;
A storage battery for storing electric power generated by the generator;
A traveling motor driven using electric power supplied from the generator or the storage battery;
A speed determination unit that determines a threshold speed of a vehicle that operates the generator based on the amount of power stored in the storage battery, wherein the speed determination unit determines the threshold speed as the speed increases as the amount of power increases. When,
A control unit that operates the internal combustion engine during traveling using the traveling motor when the speed of the vehicle reaches a threshold speed determined by the speed determination unit;
Vehicle control system comprising: