WO2023095725A1 - Vehicle travel control device and vehicle travel control method - Google Patents

Vehicle travel control device and vehicle travel control method Download PDF

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Publication number
WO2023095725A1
WO2023095725A1 PCT/JP2022/042860 JP2022042860W WO2023095725A1 WO 2023095725 A1 WO2023095725 A1 WO 2023095725A1 JP 2022042860 W JP2022042860 W JP 2022042860W WO 2023095725 A1 WO2023095725 A1 WO 2023095725A1
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WIPO (PCT)
Prior art keywords
speed
vehicle
control
predetermined section
value
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PCT/JP2022/042860
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French (fr)
Japanese (ja)
Inventor
達也 大久保
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株式会社アドヴィックス
株式会社アイシン
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Publication of WO2023095725A1 publication Critical patent/WO2023095725A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors

Definitions

  • control device even when the electric vehicle is running in the predetermined section by inertia, when the running speed reaches the predetermined speed and the end condition is satisfied, the inertia running of the electric vehicle is terminated and the end condition is satisfied.
  • Speed control is started.
  • driving or braking by the motor generator, which causes energy loss is started.
  • the control device described above has room for improvement in terms of reducing energy loss when traveling on a predetermined section including an uphill road and a downhill road.
  • a first speed prediction value which is a prediction value of the running speed when the electric vehicle reaches the end point of the first slope, and the electric vehicle has reached the end point of the second slope.
  • a predicted speed value derivation unit configured to derive a second predicted speed value, which is a predicted value of the running speed at a time, based on the road surface gradient. The control unit determines whether or not the permission condition is satisfied based on the relationship between the first predicted speed value and the set speed and the relationship between the second predicted speed value and the set speed. configured as
  • a vehicle travel control device that is applied to an electric vehicle that includes a battery and a motor generator.
  • the vehicle travel control device is configured to control the motor generator to adjust the travel speed of the electric vehicle based on a set speed.
  • a series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope.
  • the vehicle travel control device maintains the driving force of the motor generator at a predetermined driving force when the electric vehicle travels on the uphill road in the predetermined section, and maintains the driving force of the motor generator at a predetermined driving force when the electric vehicle travels on the downhill road in the predetermined section.
  • a control unit configured to control the motor generator so that the amount of power generated by the motor generator is maintained at a predetermined amount when the vehicle is running.
  • the control unit is configured to set the predetermined driving force and the predetermined power generation amount so that the travel speed at the end point of the predetermined section becomes equal to the set speed.
  • Controlling the motor generator determines whether the permission condition is satisfied based on the relationship between the first predicted speed value and the set speed and the relationship between the second predicted speed value and the set speed. including determining whether
  • FIG. 1 is a diagram showing a schematic configuration of a vehicle equipped with a control device that is one embodiment of a vehicle travel control device.
  • FIG. 2 is a flowchart showing a processing procedure of a first selection process executed by the control device of FIG. 1;
  • FIG. 3 is a diagram showing an example of transition of each parameter of the vehicle of FIG. 1 when coasting control and constant speed control are performed in the first predetermined section.
  • FIG. 4 is a diagram for explaining fluctuation characteristics of electric energy loss of a motor generator provided in the vehicle of FIG.
  • FIG. 5 is a diagram showing an example of a road surface gradient and a required driving force output by a motor generator included in the vehicle of FIG. 1 according to the road gradient.
  • FIG. 1 is a diagram showing a schematic configuration of a vehicle equipped with a control device that is one embodiment of a vehicle travel control device.
  • FIG. 2 is a flowchart showing a processing procedure of a first selection process executed by the control device of FIG. 1
  • FIG. 3 is
  • FIG. 1 shows an electric vehicle 100 to which a control device 50, which is a vehicle travel control device, is applied.
  • a control device 50 which is a vehicle travel control device
  • electric vehicle 100 is simply referred to as "vehicle 100".
  • a vehicle 100 includes a motor generator 10 , an inverter 20 and a battery 30 .
  • the motor generator 10 is a drive source for the vehicle 100 .
  • Motor generator 10 is electrically connected to battery 30 via inverter 20 .
  • Inverter 20 performs DC/AC power conversion between motor generator 10 and battery 30 .
  • Battery 30 supplies electric power to motor generator 10 and stores electric power supplied from motor generator 10 . That is, by supplying power from the battery 30 to the motor generator 10 via the inverter 20, the motor generator 10 functions as an electric motor. In this case, since the motor generator 10 outputs the driving force for running the vehicle 100, the vehicle 100 accelerates.
  • motor generator 10 functions as a power generator, vehicle 100 decelerates because regenerative braking force corresponding to the amount of power generated by motor generator 10 is generated in vehicle 100 . At this time, the electric power generated by the motor generator 10 is supplied to the battery 30 via the inverter 20, so that the battery 30 is charged.
  • the information detection system has, for example, a vehicle speed sensor 91 , a GNSS (Global Navigation Satellite System) receiver 92 and a peripheral monitoring device 93 .
  • Vehicle speed sensor 91 detects vehicle speed V, which is the running speed of vehicle 100 .
  • the GNSS receiver 92 receives signals regarding the current position G of the vehicle 100 from GNSS satellites such as GPS satellites.
  • the perimeter monitoring device 93 includes an imaging device such as a camera, and a radar.
  • the surroundings monitoring device 93 acquires surroundings monitoring information J of the vehicle 100 , such as a captured image of the surroundings of the vehicle 100 and the presence or absence of obstacles around the vehicle 100 .
  • the sensors and devices that make up the information detection system output signals to the control device 50 according to the information that they have detected or acquired.
  • the navigation device 80 can communicate with the control device 50 .
  • the navigation device 80 stores map data.
  • the map data includes road network information and road surface gradient information for each road. That is, the map data has multiple nodes and multiple links. Each node indicates position coordinates represented by latitude and longitude. Each link is defined as a line segment connecting adjacent nodes. Each link represents a road. Map data includes road surface gradient information between adjacent nodes.
  • the navigation device 80 is an in-vehicle navigation device.
  • the controller 50 has a processing circuit 51 .
  • the processing circuitry 51 includes a CPU 52 and a memory 53 .
  • Various programs executed by the CPU 52 are stored in the memory 53 .
  • the memory 53 stores a program for the automatic driving function.
  • the “automatic driving function” referred to here is a function that allows the vehicle 100 to run autonomously without the occupant of the vehicle 100 performing any accelerator operation, brake operation, or steering operation.
  • the processing circuit 51 By executing the program for the automatic driving function by the CPU 52, the processing circuit 51 functions as a control section, an information acquisition section, a speed prediction value derivation section, a running resistance loss derivation section, and an electrical energy loss derivation section.
  • the control unit drives the motor generator 10 by controlling the inverter 20 . Specifically, the control unit causes the motor generator 10 to output driving force by controlling the motor generator 10 to be in the power running state. On the other hand, the control unit controls the motor generator 10 to be in a regenerative state, causing the motor generator 10 to generate electric power and apply regenerative braking force to the vehicle 100 . The controller adjusts the vehicle speed V through such control of the motor generator 10 .
  • the control unit performs automatic driving control targeting the motor generator 10 while the vehicle 100 is running with the automatic driving function.
  • This automatic driving control includes automatic speed control and coasting control.
  • Automatic speed control includes constant speed control and leveling control.
  • the automatic speed control controls the motor generator 10 to adjust the vehicle speed V based on the set speed VS.
  • the set speed VS can be set by an occupant of the vehicle 100 .
  • the coasting control and the leveling control are mainly performed when the vehicle 100 travels through a predetermined section, which is a series of sections passing through the second slope after passing through the first slope.
  • the first slope is either one of the uphill road and the downhill road
  • the second slope is the other slope of the uphill road and the downhill road.
  • the control unit controls the motor generator 10 so as to keep the vehicle speed V at the set speed VS. That is, the control unit causes the motor generator 10 to output the driving force when the vehicle speed V is lower than the set speed VS. On the other hand, the controller causes the motor generator 10 to generate power when the vehicle speed V is higher than the set speed VS.
  • the control unit keeps the driving force of the motor generator 10 at a constant predetermined driving force KF from the starting point to the ending point of the uphill road in the predetermined section. Further, the control unit keeps the power generation amount of the motor generator 10 from the start point to the end point of the downhill road in the predetermined section at a constant predetermined power generation amount RF.
  • the control unit sets the torque of the motor generator 10 to zero for the flat road.
  • the control unit sets the predetermined driving force KF and the predetermined amount of power generation RF through a setting process which will be described later. The definition of the start point and the end point of each of the uphill road and the downhill road will be described later together with the description of the setting process.
  • the information acquisition unit acquires the road surface gradient within the predetermined section. Specifically, the information acquisition unit acquires travel road information including the route on which the vehicle 100 will travel from now on from the navigation device 80 . Such travel road information includes gradient information of the travel route. If the route on which the vehicle 100 is to travel includes an uphill road, the information acquisition unit obtains the position coordinates of the start point and end point of the uphill road, the length of the uphill road, and the starting point and end point of the uphill road. Acquire driving road information, including changes in road surface gradients, etc.
  • the information acquisition unit obtains the position coordinates of the start point and the end point of the downhill road, the length of the downhill road, and the distance from the start point of the downhill road. Acquire driving road information including changes in road surface gradient up to the end point.
  • the predicted speed value deriving unit derives the first predicted speed value and the second predicted speed value based on the road surface gradient obtained by the information obtaining unit before the vehicle 100 travels in the predetermined section.
  • the first speed prediction value is a prediction value of the vehicle speed V when the vehicle 100 reaches the end point of the first slope, assuming that the vehicle 100 has traveled a predetermined section by performing coasting control.
  • the second predicted speed value is a predicted value of the traveling speed when the vehicle 100 reaches the end point of the second slope, assuming that the vehicle 100 has traveled a predetermined section by performing coasting control. A specific method of deriving the first speed prediction value and the second speed prediction value will be described later.
  • the running resistance loss derivation unit derives the running resistance loss difference ⁇ D.
  • the running resistance loss difference ⁇ D is the difference between the vehicle 100 when it is assumed that the vehicle 100 travels a predetermined section by performing constant speed control, and the vehicle 100 when it is assumed that the vehicle 100 travels a predetermined section by performing coasting control.
  • 100 is an estimate of the difference in energy loss due to running resistance of 100; A specific derivation method for the running resistance loss difference ⁇ D will be described later.
  • Vehicle 100 converts the electric energy of battery 30 into kinetic energy and utilizes it for running vehicle 100 . At that time, not all of the electric energy becomes kinetic energy, and various energy losses occur. A similar energy loss occurs when the regenerated energy of motor generator 10 is recovered as electrical energy.
  • the energy loss related to electrical energy is mainly caused by running resistance of the vehicle 100 and by heat release in the path between the battery 30 and the motor generator 10 .
  • the former is called running resistance loss D
  • the latter is called electric energy loss E.
  • the running resistance loss D is a loss that occurs when part of the electric power supplied by the battery 30 to the motor generator 10 or the electric power generated by the motor generator 10 is consumed as work against the running resistance of the vehicle 100.
  • the running resistance loss difference ⁇ D is the difference between the running resistance loss D when the constant speed control is performed and when the coasting control is performed.
  • the electrical energy loss E is due to heat release occurring in the path between the battery 30 and the motor generator 10, as described above. Therefore, whether the battery 30 is discharged or charged, the electrical energy loss E increases as the amount of current flowing between the battery 30 and the motor generator 10 increases. That is, the electrical energy loss E is an energy loss according to the increase or decrease in the state of charge SOC of the battery 30 .
  • the electric energy loss difference ⁇ E is the difference between the electric energy loss E when the constant speed control is performed and when the coasting control is performed.
  • the control unit sets the predetermined driving force KF and the predetermined amount of power generation RF so that the vehicle speed V becomes equal to the set speed VS when the vehicle 100 reaches the end point of the predetermined section.
  • the control section sets the predetermined driving force KF in the following manner together with the information acquisition section.
  • the information acquisition unit acquires travel road information for the entire predetermined section from the navigation device 80 . That is, the traveling road information includes the position coordinates of the start point and the end point, the length of each slope, the transition of the road surface gradient from the start point to the end point, etc. for both the downhill road and the uphill road included in the predetermined section. contains.
  • the starting point of the uphill road is the lowest point of the uphill road, and the end point of the uphill road is the highest point of the uphill road.
  • the start point of the downhill route is the highest point of the downhill route, and the end point of the downhill route is the lowest point of the downhill route.
  • the control unit refers to the traveling road information and specifies the lowest point that is the start point of the uphill road and the highest point that is the end point of the predetermined section. Then, the control unit sets a plurality of points at regular intervals, for example, on the route between the lowest point and the highest point. When a plurality of points are set between the lowest point and the highest point of the uphill road, the control unit sets the uphill road on the assumption that the vehicle 100 is caused to run on the uphill road by performing the constant speed control described above. A driving force to be output to the motor generator 10 is derived at each of the above points.
  • control unit integrates the driving force at each point considering the distance between the points, and divides the value obtained by the integration by the length of the uphill road. In this manner, the control unit derives the average value of the driving force when the vehicle 100 is caused to run on an uphill road by constant speed control.
  • the controller sets the value thus derived as the predetermined driving force KF.
  • the control unit adjusts the vehicle speed V by performing any one of constant speed control, coasting control, and leveling control while the vehicle 100 is running by the automatic driving function.
  • the control unit basically performs constant speed control among these three controls.
  • the information acquisition unit repeatedly acquires the traveling road information and the information of the current position G of the vehicle 100 during constant speed control.
  • the control unit based on these pieces of information, the control unit, on the route on which the vehicle 100 travels after this, i. It is repeatedly determined whether or not the predetermined section exists. If there is a predetermined section on the route ahead, the control unit executes selection processing prior to traveling in the predetermined section.
  • the selection process is a process for determining which of coasting control and leveling control is to be performed when the vehicle 100 travels in a predetermined section.
  • the control unit selects the coasting control as the control to be performed in the predetermined section when a predetermined permission condition is satisfied. In this case, when the vehicle 100 travels in the predetermined section, the control unit suspends constant speed control and performs coasting control from the start point to the end point of the predetermined section.
  • the control unit selects the leveling control as the control to be performed in the predetermined section when the permission condition is not satisfied. In this case, when the vehicle 100 travels in the predetermined section, the control unit suspends constant speed control and performs leveling control from the start point to the end point of the predetermined section.
  • Predetermined section and selection process> a section in which the first slope is a downhill road and the second slope is an uphill road is referred to as a "first predetermined section P".
  • first predetermined section P a section in which the first slope is an uphill road and the second slope is a downhill road is referred to as a "second predetermined section Q.”
  • the above selection process includes a first selection process and a second selection process.
  • the first selection process is a selection process with the first predetermined section P as the target.
  • the second selection process is a selection process for the second predetermined section Q.
  • the control unit determines the relationship between the first speed prediction value A1 and the set speed VS, the relationship between the second speed prediction value A2 and the set speed VS, and the relationship between the running resistance loss difference ⁇ D and the electrical energy loss difference ⁇ E. Based on this, it is determined whether or not the first permission condition is satisfied. More specifically, the first permission condition includes the following three items.
  • (X1) A value obtained by subtracting the set speed VS from the first speed prediction value A1 is less than the first difference determination value V1.
  • (X2) The second speed prediction value A2 is smaller than the set speed VS.
  • the running resistance loss difference ⁇ D is smaller than the electrical energy loss difference ⁇ E.
  • the first difference determination value V1 is, for example, the minimum value of the amount of deviation of the vehicle speed V from the set speed VS during traveling on a downhill using the automatic driving function, which may cause the occupant to feel uncomfortable.
  • the first difference determination value V1 is predetermined, for example, by experiment or simulation. The reason why the contents of (X1) to (X3) are set as items of permission conditions will be described later.
  • the processing circuit 51 executes this processing routine by the CPU 52 executing a program stored in the memory 53 of the processing circuit 51 .
  • the processing circuit 51 derives the first speed prediction value A1 by functioning as a speed prediction value derivation unit.
  • the first speed prediction value A1 is obtained when it is assumed that the vehicle 100 travels the first predetermined section P by coasting control, and the vehicle 100 reaches the lowest point P2, which is the end point of the downhill road (first slope road). It is a predicted value of the vehicle speed V when The processing circuit 51 also functions as an information acquisition unit when acquiring traveling road information including the road surface gradient in deriving the first speed prediction value A1.
  • the processing circuit 51 acquires traveling road information for the entire first predetermined section P from the navigation device 80 . That is, the traveling road information includes the positional coordinates of the start point and the end point, the length of each slope, and the transition of the road surface gradient from the start point to the end point for both the downhill road and the uphill road in the first predetermined section P. etc. After acquiring the traveling road information, the processing circuit 51 specifies the highest point P1, which is the starting point of the downhill road, and the lowest point P2, which is the ending point, of the first predetermined section P.
  • the processing circuit 51 sets a plurality of points at regular intervals, for example, on the route between the highest point P1 and the lowest point P2 of the downhill road. Subsequently, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the highest point P1 to the lowest point P2 of the downhill road. At that time, the processing circuit 51 derives the predicted value of the vehicle speed V at the next point based on the predicted value of the vehicle speed V at the previous point and the road gradient. The predicted value of the vehicle speed V at the highest point P1 on the downhill road is derived as the set speed VS. The predicted value of the vehicle speed V at the point next to the highest point P1 on the downhill road can be derived as follows.
  • the processing circuit 51 derives the vehicle speed V at the highest point P1 of the downhill road, that is, the running resistance corresponding to the set speed VS.
  • Running resistance includes air resistance and rolling resistance, and increases as vehicle speed V increases.
  • the processing circuit 51 grasps the road surface gradient between the highest point P1 of the downhill road and the next point from the road surface gradient information included in the traveling road information. Then, the processing circuit 51 predicts the driving force generated by the vehicle 100 between the highest point P1 and the next point on the premise that the torque of the motor generator 10 is zero based on the running resistance and the road gradient. Derive the value.
  • processing circuit 51 derives a predicted value of acceleration of vehicle 100 between highest point P1 and the next point based on the predicted value of generated driving force.
  • the processing circuit 51 also derives a predicted value of the vehicle speed V at the next point based on this predicted value of acceleration.
  • the processing circuit 51 sequentially calculates the predicted value of the vehicle speed V from the highest point P1 to the lowest point P2 of the downhill road.
  • the processing circuit 51 calculates the predicted value of the vehicle speed V at the lowest point P2 of the downhill road as the first speed predicted value A1.
  • step S120 the processing circuit 51 functions as a control unit to determine whether the first difference value A1X, which is the value obtained by subtracting the set speed VS from the first predicted speed value A1, is less than the first difference determination value V1. determine whether That is, the processing circuit 51 determines whether or not the item (X1) of the first permission condition is satisfied.
  • the processing circuit 51 determines that the item (X1) of the first permission condition is not satisfied, and proceeds to step S190. Transition.
  • step S190 the processing circuit 51 selects the leveling control as the control to be executed in the first predetermined section P by functioning as a control section. After that, the processing circuit 51 terminates this processing routine.
  • step S120 when the first difference value A1X is less than the first difference determination value V1 (YES), the processing circuit 51 determines that the item (X1) of the first permission condition is satisfied, and performs the process. to step S130.
  • step S130 the processing circuit 51 derives the second speed prediction value A2 by functioning as a speed prediction value deriving unit. Assuming that the vehicle 100 is caused to travel the first predetermined section P by coasting control, the second predicted speed value A2 is calculated as follows: It is a predicted value of the vehicle speed V when it reaches.
  • the processing circuit 51 can derive the second speed prediction value A2 in the same manner as in step S110. That is, the processing circuit 51 refers to the traveling road information acquired in step S110, and specifies the lowest point P3, which is the starting point of the uphill road, and the highest point P4, which is the ending point, of the first predetermined section P. . A plurality of points are set on these routes. Then, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the lowest point P3 toward the highest point P4. At that time, the predicted value of the vehicle speed V at the lowest point P3 of the uphill road is the first speed predicted value A1 derived in step S110.
  • the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point based on the running resistance corresponding to the vehicle speed V and the road surface gradient, as in step S110 described above.
  • the processing circuit 51 finally derives the predicted value of the vehicle speed V at the highest point P4 of the uphill road as the second speed predicted value A2.
  • step S140 the processing circuit 51 determines whether or not the second speed prediction value A2 is smaller than the set speed VS by functioning as a control section. If the second speed prediction value A2 is equal to or greater than the set speed VS (S140: NO), the processing circuit 51 determines that the item (X2) of the first permission condition is not satisfied, and shifts the process to step S190. .
  • the content of step S190 has already been described.
  • step S140 if the second speed prediction value A2 is smaller than the set speed VS (YES), the processing circuit 51 determines that the item (X2) of the first permission condition is satisfied, and proceeds to step S140. Move to S150.
  • step S150 the processing circuit 51 derives the running resistance loss difference ⁇ D by functioning as a running resistance loss derivation unit.
  • the running resistance loss difference ⁇ D is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the coasting control. is a predicted value of the difference in running resistance loss D between
  • the processing circuit 51 In deriving the running resistance loss difference ⁇ D, the processing circuit 51 first assumes that the vehicle 100 is caused to travel the first predetermined section P by coasting control. A predicted value D1 that is an integrated value of the running resistance loss D up to is derived. Below, this predicted value D1 may be referred to as predicted value D1 of running resistance loss D associated with coasting control.
  • the processing circuit 51 can derive the above predicted value D1, for example, as follows. That is, the processing circuit 51 derives the running resistance loss D for each point based on the running resistance for each point on the downhill road derived in step S110. Then, the processing circuit 51 integrates the running resistance loss D for each point in consideration of the distance between adjacent points.
  • the processing circuit 51 derives the integrated value of the running resistance loss D from the highest point P1 to the lowest point P2 of the downhill road.
  • the processing circuit 51 derives an integrated value of running resistance loss D from the lowest point P3 to the highest point P4 on the uphill road based on the running resistance on the uphill road derived in step S130.
  • the processing circuit 51 adds them to derive a predicted value D1 of the running resistance loss D associated with the coasting control. If there is a flat road between the downhill road and the uphill road, it is assumed that the same running resistance as the lowest point P2 of the downhill road is acting on the flat road. That is, the processing circuit 51 assumes that the running resistance loss D corresponding to the running resistance at the lowest point P2 of the downhill road is generated for the distance of the flat road, and adds the running resistance loss D for the distance to the predicted value D1.
  • the processing circuit 51 assumes that the vehicle 100 is caused to travel the first predetermined section P by constant speed control.
  • a predicted value D2 which is an integrated value of the running resistance loss D up to P4, is derived.
  • this predicted value D2 may be referred to as a predicted value D2 of the running resistance loss D associated with constant speed control.
  • the processing circuit 51 can derive the predicted value D2, for example, as follows. That is, the processing circuit 51 derives the running resistance loss D corresponding to the set speed VS based on the running resistance corresponding to the set speed VS.
  • the processing circuit 51 derives the predicted value D2 assuming that the running resistance loss D continues from the start point P1 of the first predetermined section P to the end point P4. That is, the processing circuit 51 integrates the running resistance loss D according to the set speed VS according to the distance of the first predetermined section P. FIG. In this manner, the processing circuit 51 derives the predicted value D2 of the running resistance loss D associated with the constant speed control.
  • the processing circuit 51 When the processing circuit 51 derives the predicted value D1 of the running resistance loss D associated with coasting control and the predicted value D2 of the running resistance loss D associated with constant speed control, the processing circuit 51 subtracts the latter value D2 from the former value D1. to derive the running resistance loss difference ⁇ D.
  • step S160 the processing circuit 51 derives the electrical energy loss difference ⁇ E by functioning as an electrical energy loss deriving section.
  • the electric energy loss difference ⁇ E is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the coasting control. is a predicted value of the difference in electrical energy loss E between .
  • the processing circuit 51 In calculating the electrical energy loss difference ⁇ E, the processing circuit 51 first assumes that the vehicle 100 travels the first predetermined section P by coasting control. A predicted value E1, which is an integrated value of the electrical energy loss E up to , is derived. Below, this predicted value E1 may be referred to as predicted value E1 of electric energy loss E associated with coasting control. As described above, when coasting control is performed, the amount of power supplied from battery 30 to motor generator 10 is close to 0 (zero). Therefore, in the present embodiment, the processing circuit 51 sets the predicted value E1 of the electric energy loss E associated with the coasting control to 0 (zero).
  • the processing circuit 51 assumes that the vehicle 100 is caused to travel the first predetermined section P by constant speed control.
  • a predicted value E2 which is an integrated value of the electrical energy loss E up to P4, is derived.
  • this predicted value E2 may be referred to as predicted value E2 of electric energy loss E associated with constant speed control.
  • the battery 30 is charged as the motor generator 10 generates power on the downhill road.
  • electric power is supplied from the battery 30 to the motor generator 10 so that the motor generator 10 outputs driving force.
  • the processing circuit 51 derives the integrated values of the electrical energy loss E for each of the downhill road and the uphill road, they are added. Then, the processing circuit 51 derives the added value as the predicted value E2 of the electric energy loss E associated with the constant speed control. Even if there is a flat road between the downhill road and the uphill road, the electric energy loss E can be regarded as 0 (zero).
  • step S170 the processing circuit 51 determines whether the running resistance loss difference ⁇ D is smaller than the electrical energy loss difference ⁇ E by functioning as a control unit. If the running resistance loss difference ⁇ D is greater than or equal to the electrical energy loss difference ⁇ E (S170: NO), the processing circuit 51 determines that the permission condition item (X3) is not satisfied, and proceeds to step S190.
  • three items (X1) to (X3) are set as the first permission condition.
  • the vehicle 100 travels in the predetermined section, based on the relationship between the first predicted speed value A1 and the set speed and the relationship between the second predicted speed value A2 and the set speed VS, the 1 It is determined whether or not the permission condition is satisfied. Then, when the first permission condition is satisfied, the vehicle 100 coasts to the end point of the predetermined section. That is, according to the present embodiment, it is possible to prevent the inertia running from ending while the vehicle 100 is running in the predetermined section.
  • the motor generator 10 when performing coasting control, the motor generator 10 neither outputs driving force nor generates power from the start point P1 to the end point P4 of the first predetermined section P.
  • the vehicle speed V increases from the highest point P1 to the lowest point P2 on the downhill road. Then, the vehicle speed V at the lowest point P2 of the downhill road becomes higher than the set speed VS. After that, the vehicle speed V gradually decreases on an uphill road through a flat road where the vehicle speed V is maintained.
  • the vehicle speed V In relation to the permission condition item (X2), although the vehicle speed V eventually becomes lower than the set speed VS before the highest point P4 of the uphill road, the vehicle speed remains the same in most of the first predetermined section P. V exceeds the set speed VS. Accordingly, as indicated by the solid line in FIG. 3(c), the integrated value of the running resistance loss D occurring in the first predetermined section P becomes larger than in the steady state control in which the vehicle speed V is the set speed VS.
  • the vehicle speed V at the lowest point P2 of the downhill road becomes higher than the set speed VS. If the vehicle speed V at this time is excessively high relative to the set speed VS, the occupant may feel uncomfortable. Therefore, as one of the first permission conditions, the value obtained by subtracting the set speed VS from the first speed prediction value A1, which is the prediction value of the vehicle speed V at the lowest point P2 of the downhill road, is less than the first difference judgment value V1. There is an item (X1) defined. As a result, the coasting control can be performed only when the occupant does not feel uncomfortable.
  • the vehicle speed V at the top point P4 of the uphill road is higher than the set speed VS as described above, for example, when the coasting control is continued even on the downhill road following the top point P4 of the uphill road, the vehicle speed V may become excessively high. could be higher. In this case, the coasting control must be interrupted on the downhill road following the highest point P4 of the uphill road.
  • one of the items of the first permission condition is that the second speed prediction value A2, which is the prediction value of the vehicle speed V at the highest point P4 of the uphill road, is smaller than the set speed VS.
  • (X2) is defined. That is, by defining the item (X2), restrictions on the content of control after the first predetermined section P can be eliminated as much as possible.
  • item (X3) will be described.
  • the vehicle speed V becomes higher than the set speed VS in most of the first predetermined section P. Accordingly, when the coasting control is performed, the integrated value of the running resistance loss D becomes larger than when the constant speed control is performed. If the total energy loss, which is the sum of the integrated value of the running resistance loss D and the integrated value of the electrical energy loss E, is larger when coasting control is performed than when constant speed control is performed, the viewpoint of energy loss Therefore, it is better to suspend the implementation of the coasting control. From this point of view, item (X3) is defined. Item (X3) will be described in further detail below.
  • the sum of the predicted value D1 of the running resistance loss D associated with the coasting control derived in step S150 and the predicted value E1 of the electrical energy loss E associated with the coasting control derived in step S160 is the total energy associated with the coasting control. Call it loss T1. Further, the sum of the predicted value D2 of the running resistance loss D associated with the constant speed control derived in step S150 and the predicted value E2 of the electrical energy loss E associated with the constant speed control derived in step S160 is calculated as Call it total energy loss T2. As shown in the following equation (1), if the total energy loss T1 accompanying coasting control shown on the left side is smaller than the total energy loss T2 accompanying constant speed control shown on the right side, then coasting is more likely than performing constant speed control. Control is advantageous because energy loss can be suppressed. Conversely, when the magnitude relationship of the formula (1) is not satisfied, coasting control causes an increase in energy loss compared to constant speed control.
  • Equation (2) corresponds to the content of determination in step S170, that is, the content of item (X3) that the running resistance loss D is smaller than the electrical energy loss E. If the magnitude relationship of this formula (2) holds, the total energy loss T1 associated with coasting control will be smaller than the total energy loss T2 associated with steady control, as explained with equation (1). Then, by setting the magnitude relationship of this formula (2) as one of the first permission conditions, the coasting can be controlled.
  • the battery 30 when the vehicle 100 is caused to run in a predetermined section under constant speed control, the battery 30 is charged and discharged. Electrical energy loss occurs as power is transferred between the battery 30 and the motor generator 10 at this time.
  • a positive driving force means that motor generator 10 outputs driving force
  • a negative driving force means that motor generator 10 generates power
  • the electrical energy loss E increases as the driving force output by the motor generator 10 increases. This is for the following reasons. As the driving force output by motor generator 10 increases, the amount of power supplied from battery 30 to motor generator 10 increases. Then, the amount of heat released between the battery 30 and the motor generator 10 increases accordingly. As a result, electrical energy loss E increases. Similarly, the greater the amount of power generated by the motor generator 10, the greater the transfer of electric power between the motor generator 10 and the battery 30, the greater the amount of heat released, and the greater the electrical energy loss E.
  • the electrical energy loss E is proportional to the product of the resistance between the battery 30 and the motor generator 10 and the square of the current flowing between the battery 30 and the motor generator 10 .
  • the electrical energy loss E is proportional to the square of the driving force of the motor generator 10 .
  • the electrical energy loss E sharply increases as the driving force output by the motor generator 10 increases. Also, the electrical energy loss E sharply increases as the amount of power generated by the motor generator 10 increases.
  • the road surface gradient may increase or decrease between the lowest point P3 and the highest point P4.
  • the road gradient from the middle PA to the highest point P4 of the uphill road may be steeper than the road gradient from the lowest point P3 to the middle PA of the uphill road. could be.
  • the driving force output by the motor generator 10 from the lowest point P3 to the highest point P4 of the uphill road is a predetermined driving force regardless of the increase or decrease in the road surface gradient on the uphill road.
  • the force remains KF.
  • the predetermined driving force KF is a value between the minimum driving force KMIN and the maximum driving force KMAX in constant speed control.
  • the electric energy loss E corresponding to this predetermined driving force KF is called a predetermined loss value EF.
  • the electrical energy loss E is proportional to the square of the driving force of the motor generator 10, the electrical energy loss E is amplified as the driving force output from the motor generator 10 increases.
  • the maximum loss value EMAX in constant speed control becomes a considerably higher value than the predetermined loss value EF in leveling control.
  • the electric energy loss E in the steep slope section becomes considerably larger than in the case of leveling control. Due to the considerably large electrical energy loss E in this steep slope section, the integrated value of the electrical energy loss E from the lowest point P3 to the highest point P4 of the uphill road is higher in constant speed control than in leveling control. growing. Therefore, from the viewpoint of suppressing the electrical energy loss E, the leveling control is more advantageous than the constant speed control.
  • the priority of the control to be executed when traveling in the first predetermined section P is set as follows. That is, when the first permission condition including the above item (X3) is satisfied, coasting control is performed instead of constant speed control or leveling control. As a result, energy loss when traveling in the first predetermined section P can be suppressed as much as possible. On the other hand, when the first permission condition is not satisfied, leveling control is performed instead of constant speed control. By performing the leveling control, the energy loss when traveling in the first predetermined section P can be suppressed as compared with the case where the vehicle travels in the first predetermined section P under constant speed control. In this way, by selecting control that generates less energy loss in the driving environment according to the driving environment, power consumption during driving of the vehicle 100 can be suppressed as much as possible.
  • leveling control is performed.
  • the motor-generator 10 is caused to generate power correspondingly to apply regenerative braking force to the vehicle 100 on a downhill road. Therefore, the vehicle speed V at the lowest point P2 of the downhill road does not become excessively higher than the set speed VS. Further, in the leveling control, the motor generator 10 is caused to output a corresponding driving force on the uphill road, so that the vehicle speed V at the highest point P4 of the uphill road can be returned to the set speed VS.
  • the second predetermined section Q exists in addition to the first predetermined section P in the predetermined section.
  • the selection process includes a second selection process for the second predetermined section Q. FIG. These are described below.
  • the second predetermined section Q is a series of sections that pass through an uphill road and then a downhill road.
  • the second predetermined section Q is a section from the lowest point Q1 of the uphill road to the highest point Q2 of the uphill road and from the highest point Q3 of the downhill road to the lowest point Q4 of the downhill road. Therefore, the starting point Q1 of the second predetermined section Q is the starting point of the uphill road, that is, the lowest point Q1 of the uphill road.
  • the end point Q4 of the second predetermined section Q is the end point of the downhill road, that is, the lowest point Q4 of the downhill road.
  • a flat road may or may not exist between the uphill road and the downhill road. The transition of each parameter shown in FIG. 7 will be described later.
  • the conditions for permitting coasting control targeting the second predetermined section Q are referred to as second permit conditions.
  • the predicted speed value derivation unit derives various parameters necessary for determining whether or not the second permission condition is satisfied.
  • the various parameters are a first speed prediction value B1 and a second speed prediction value B2 for the second predetermined section Q.
  • the control unit determines whether or not the second permission condition is satisfied based on these parameters. That is, the control unit determines whether or not the second permission condition is satisfied based on the relationship between the first predicted speed value B1 and the set speed VS and the relationship between the second predicted speed value B2 and the set speed VS. More specifically, the second permission condition includes the following two items.
  • the processing circuit 51 executes this processing routine by the CPU 52 executing a program stored in the memory 53 of the processing circuit 51 .
  • the processing circuit 51 derives the first speed prediction value B1 by functioning as a speed prediction value derivation unit.
  • the first speed prediction value B1 is calculated when the vehicle 100 reaches the highest point Q2, which is the end point of the uphill road (first slope road), assuming that the vehicle 100 is caused to travel the second predetermined section Q by coasting control. is a predicted value of the vehicle speed V at .
  • the processing circuit 51 also functions as an information acquisition unit when acquiring the above travel road information including the road surface gradient in deriving the first speed prediction value B1.
  • the processing circuit 51 derives the first speed prediction value B1 in the same manner as in step S110 of the first selection process.
  • the processing circuit 51 acquires traveling road information for the entire second predetermined section Q from the navigation device 80 .
  • the processing circuit 51 identifies the lowest point Q1 and the highest point Q2 of the uphill road in the second predetermined section Q, and sets a plurality of points on the route between them.
  • the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the lowest point Q1 toward the highest point Q2. At that time, the predicted value of the vehicle speed V at the lowest point Q1 of the uphill road is set to the set speed VS.
  • the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point based on the running resistance corresponding to the vehicle speed V and the road surface gradient, as in step S110 described above. Then, the processing circuit 51 finally derives the predicted value of the vehicle speed V at the highest point Q2 of the uphill road as the first speed predicted value B1.
  • step S220 the processing circuit 51 functions as a control unit to determine whether the second difference value B1X, which is the value obtained by subtracting the first speed prediction value B1 from the set speed VS, is less than the second difference determination value V2. determine whether When the second difference value B1X is equal to or greater than the second difference determination value V2 (S220: NO), the processing circuit 51 determines that the item (Y1) of the second permission condition is not satisfied, and proceeds to step S260. Transition. In step S260, the processing circuit 51 selects the leveling control as the control to be executed in the second predetermined section Q by functioning as a control section. After that, the processing circuit 51 terminates this processing routine.
  • step S220 the processing circuit 51 functions as a control unit to determine whether the second difference value B1X, which is the value obtained by subtracting the first speed prediction value B1 from the set speed VS, is less than the second difference determination value V2. determine whether When the second difference value B1X is equal to or greater than the second difference determination value V2 (S220: NO
  • step S220 when the second difference value B1X is less than the second difference determination value V2 (S220: YES), the processing circuit 51 determines that the item (Y1) of the second permission condition is satisfied. , the process proceeds to step S230.
  • step S230 the processing circuit 51 derives the second speed prediction value B2 by functioning as a speed prediction value derivation unit.
  • the second speed prediction value B2 is the vehicle speed V when the vehicle 100 reaches the lowest point Q4, which is the end point of the downhill road, assuming that the vehicle 100 is caused to travel through the second predetermined section Q by coasting control. is the predicted value of
  • two items (Y1) and (Y2) are set as the second permission condition.
  • the 2 It is determined whether or not the permission condition is satisfied. Then, when the second permission condition is satisfied, the vehicle 100 coasts to the end point of the predetermined section. That is, according to the present embodiment, it is possible to prevent the inertia running from ending while the vehicle 100 is running in the predetermined section.
  • the method of deriving the predicted value D1 of the running resistance loss D associated with coasting control is not limited to the example of the above embodiment. Any derivation method can be used as long as an appropriate value can be derived as the predicted value D1. The same applies to the predicted value D2 of the running resistance loss D associated with steady control.
  • the method of deriving the predicted value E1 of the electrical energy loss E associated with coasting control is not limited to the example of the above embodiment. Any derivation method can be used as long as an appropriate value can be calculated as the predicted value E1. The same applies to the predicted value E2 of the electrical energy loss E associated with steady control.
  • the method of deriving the running resistance loss difference ⁇ D is not limited to the example of the above embodiment. That is, it is not necessary to derive the integrated value of the running resistance loss D in the first predetermined section P and then derive the running resistance loss difference ⁇ D as the difference between them, as in the above embodiment.
  • the difference in running resistance loss D between coasting control and steady state control may be derived for each point.
  • the difference in running resistance loss D between coasting control and steady control may be derived for only a specific region in the first predetermined section P, and used as the running resistance loss difference ⁇ D. In this case, the method of deriving the electrical energy loss difference ⁇ E should be changed accordingly.
  • the running resistance loss difference ⁇ D is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the coasting control. and the difference in the running resistance loss D.
  • the method of deriving the electrical energy loss difference ⁇ E is not limited to the example of the above embodiment.
  • the electric energy loss difference ⁇ E is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the coasting control. and the difference in electrical energy loss E between .
  • the method of deriving the predetermined driving force KF and the predetermined amount of power generation RF in the leveling control is not limited to the example of the above embodiment. It is sufficient that the predetermined driving force KF and the predetermined power generation amount RF are derived so that the vehicle speed V at the end point of the predetermined section becomes equal to the set speed VS. Furthermore, the predetermined driving force KF and the predetermined power generation amount RF may be such that the vehicle speed V at the end point of the predetermined section does not reach the set speed VS. As described above, the electrical energy loss E is proportional to the square of the driving force output by the motor generator 10 or the power generation amount. Therefore, if the predetermined driving force KF and the predetermined power generation amount RF are set to correspondingly low values, it is possible to suppress the occurrence of an excessively large electrical energy loss E.
  • leveling control it is not essential to implement leveling control when the conditions for permitting coasting control are not satisfied. That is, steady control may be performed instead of leveling control when conditions for permitting coasting control are not satisfied.
  • the vehicle speed V can be maintained at the set speed VS at least from the start point to the end point of the predetermined section. Therefore, the occupant does not feel uncomfortable in the middle of the predetermined section, and other controls are not affected by the deviation of the vehicle speed V from the set speed VS at the end point of the predetermined section.
  • the content of the conditions for permitting coasting control is not limited to the example of the above embodiment.
  • other items may be set instead of or in addition to the items (X1) to (X3).
  • the number of items may be two or less.
  • the first permission condition may define the relationship between the first predicted speed value A1 and the set speed VS, and the relationship between the second predicted speed value A2 and the set speed VS.
  • the first permission condition may be any condition as long as the coasting can be continued to the end point P4 of the first predetermined section P when the first permission condition is satisfied and the coasting is performed. The same applies to the second permission condition targeting the second predetermined section Q.
  • the predicted end point of the constant speed control is set to P4 and Q4. You can also set Similarly, when it is expected that the constant speed running will end due to a temporary stop or a curve on the way of the uphill road or the downhill road corresponding to the first slope in the above embodiment, the constant speed control is performed after the temporary stop or the curve.
  • P1 and Q1 may be set as points at which the speed is expected to resume and return to the set speed VS.
  • the processing circuit 51 of the control device 50 is not limited to having a CPU and a ROM and executing software processing. That is, the processing circuit 51 may have any one of the following configurations (a) to (c).
  • the processing circuit 51 includes one or more dedicated hardware circuits for executing various types of processing.
  • Dedicated hardware circuits may include, for example, application specific integrated circuits, ie ASICs or FPGAs.
  • ASIC is an abbreviation for "Application Specific Integrated Circuit”.
  • FPGA is an abbreviation for "Field Programmable Gate Array”.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A vehicle travel control device (50) comprising: a control unit configured to control, when a permission condition is satisfied in a case in which an electric vehicle (100) travels in a predetermined section, a motor generator (10) so as to cause the electric vehicle (100) to coast to an end point of the predetermined section; and a predicted speed value deriving unit configured to derive, on the basis of a road surface gradient in the predetermined section, when the electric vehicle (100) is caused to coast in the predetermined section, a first predicted speed value, which is a predicted value of the travel speed at the time when the electric vehicle (100) reaches an end point of a first slope road, and a second predicted speed value, which is a predicted value of the travel speed at the time when the electric vehicle (100) reaches an end point of a second slope road. The control unit is configured to determine whether or not the permission condition is satisfied on the basis of a relationship between the first predicted speed value and a set speed and a relationship between the second predicted speed value and the set speed.

Description

車両走行制御装置及び車両走行制御方法VEHICLE DRIVING CONTROL DEVICE AND VEHICLE DRIVING CONTROL METHOD
　本開示は、動力源としてモータジェネレータを備える電動車両に適用される車両走行制御装置及び車両走行制御方法に関する。 The present disclosure relates to a vehicle travel control device and a vehicle travel control method applied to an electric vehicle having a motor generator as a power source.
　特許文献１には、動力源としてモータジェネレータを備える電動車両に適用される制御装置の一例が記載されている。制御装置は、登坂路及び降坂路を含む所定区間において電動車両の走行速度を設定速度で維持する定速制御を実施している場合に所定の許可条件が成立すると、定速制御を終了して電動車両の惰性走行を開始させる。また、電動車両に惰性走行を行わせている場合に走行速度が所定の速度に到達することで所定の終了条件が成立すると、制御装置は惰性走行を終了させて定速制御を開始させ設定速度で走行する。 Patent Document 1 describes an example of a control device applied to an electric vehicle having a motor generator as a power source. The control device terminates the constant speed control when a predetermined permitting condition is satisfied while performing constant speed control for maintaining the running speed of the electric vehicle at a set speed in a predetermined section including an uphill road and a downhill road. Start the coasting of the electric vehicle. Further, when the electric vehicle is coasting and the running speed reaches a predetermined speed and a predetermined termination condition is satisfied, the control device terminates the coasting and starts constant speed control to set the speed to the set speed. run with
特開２０１２－１３１２７３号公報JP 2012-131273 A
　上記の制御装置では、惰性走行で電動車両が所定区間内を走行している場合であっても走行速度が所定の速度に到達して終了条件が成立すると電動車両の惰性走行が終了されて定速制御が開始される。その結果、エネルギ損失の発生するモータジェネレータによる駆動や制動が開始されてしまう。上記の制御装置は登坂路及び降坂路を含む所定区間を走行する際のエネルギ損失をより小さくする面から改良の余地がある。 In the above-described control device, even when the electric vehicle is running in the predetermined section by inertia, when the running speed reaches the predetermined speed and the end condition is satisfied, the inertia running of the electric vehicle is terminated and the end condition is satisfied. Speed control is started. As a result, driving or braking by the motor generator, which causes energy loss, is started. The control device described above has room for improvement in terms of reducing energy loss when traveling on a predetermined section including an uphill road and a downhill road.
　本開示の一態様では、バッテリ及びモータジェネレータを備える電動車両に適用される車両走行制御装置が提供される。前記車両走行制御装置は、前記電動車両の走行速度を設定速度に基づいて調整すべく前記モータジェネレータを制御する自動速度制御を行うように構成される。第１坂路を経た後に第２坂路を経る一連の区間が所定区間であり、前記第１坂路が登坂路及び降坂路のうちの一方の坂路であり、前記第２坂路が他方の坂路である。前記車両走行制御装置は、前記自動速度制御の実施中に前記所定区間を前記電動車両が走行する場合、予め定められた許可条件が成立すると、前記所定区間の終了地点まで前記電動車両に惰性走行を行わせるべく前記モータジェネレータを制御するように構成される制御部と、前記所定区間内における路面勾配を取得するように構成される情報取得部と、前記所定区間で前記電動車両に惰性走行させた場合に、当該電動車両が前記第１坂路の終了地点に到達したときにおける前記走行速度の予測値である第１速度予測値、及び、当該電動車両が前記第２坂路の終了地点に到達したときにおける前記走行速度の予測値である第２速度予測値を、前記路面勾配に基づいて導出するように構成される速度予測値導出部と、を備える。前記制御部は、前記第１速度予測値と前記設定速度との関係、及び、前記第２速度予測値と前記設定速度との関係を基に、前記許可条件が成立したか否かを判定するように構成される。 One aspect of the present disclosure provides a vehicle travel control device that is applied to an electric vehicle that includes a battery and a motor generator. The vehicle travel control device is configured to perform automatic speed control for controlling the motor generator to adjust the travel speed of the electric vehicle based on a set speed. A series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope. When the electric vehicle travels in the predetermined section during the execution of the automatic speed control, the vehicle travel control device causes the electric vehicle to coast to the end point of the predetermined section when a predetermined permission condition is satisfied. an information acquisition unit configured to acquire a road surface gradient in the predetermined section; and causing the electric vehicle to coast in the predetermined section. a first speed prediction value, which is a prediction value of the running speed when the electric vehicle reaches the end point of the first slope, and the electric vehicle has reached the end point of the second slope. a predicted speed value derivation unit configured to derive a second predicted speed value, which is a predicted value of the running speed at a time, based on the road surface gradient. The control unit determines whether or not the permission condition is satisfied based on the relationship between the first predicted speed value and the set speed and the relationship between the second predicted speed value and the set speed. configured as
　本開示の別の態様では、バッテリ及びモータジェネレータを備える電動車両に適用される車両走行制御装置が提供される。前記車両走行制御装置は、前記電動車両の走行速度を設定速度に基づいて調整すべく前記モータジェネレータを制御するように構成される。第１坂路を経た後に第２坂路を経る一連の区間が所定区間であり、前記第１坂路が登坂路及び降坂路のうちの一方の坂路であり、前記第２坂路が他方の坂路である。前記車両走行制御装置は、前記所定区間のうちの登坂路を前記電動車両が走行する際における前記モータジェネレータの駆動力が所定駆動力で保持され、前記所定区間のうちの前記降坂路を前記電動車両が走行する際における前記モータジェネレータの発電量が所定発電量に保持されるように、前記モータジェネレータを制御するように構成される制御部を備える。前記制御部は、前記所定区間の終了地点での前記走行速度が前記設定速度と等しくなるように前記所定駆動力及び前記所定発電量を設定するように構成される。 Another aspect of the present disclosure provides a vehicle travel control device that is applied to an electric vehicle that includes a battery and a motor generator. The vehicle travel control device is configured to control the motor generator to adjust the travel speed of the electric vehicle based on a set speed. A series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope. The vehicle travel control device maintains the driving force of the motor generator at a predetermined driving force when the electric vehicle travels on the uphill road in the predetermined section, and maintains the driving force of the motor generator at a predetermined driving force when the electric vehicle travels on the downhill road in the predetermined section. A control unit configured to control the motor generator so that the amount of power generated by the motor generator is maintained at a predetermined amount when the vehicle is running. The control unit is configured to set the predetermined driving force and the predetermined power generation amount so that the travel speed at the end point of the predetermined section becomes equal to the set speed.
　本開示のさらなる態様では、バッテリ及びモータジェネレータを備える電動車両に適用される車両走行制御方法が提供される。第１坂路を経た後に第２坂路を経る一連の区間が所定区間であり、前記第１坂路が登坂路及び降坂路のうちの一方の坂路であり、前記第２坂路が他方の坂路である。前記車両走行制御方法は、前記電動車両の走行速度を設定速度に基づいて調整すべく前記モータジェネレータを制御する自動速度制御を行うことと、前記自動速度制御の実施中に前記所定区間を前記電動車両が走行する場合、予め定められた許可条件が成立すると、前記所定区間の終了地点まで前記電動車両に惰性走行を行わせるべく前記モータジェネレータを制御することと、前記所定区間内における路面勾配を取得することと、前記所定区間で前記電動車両に惰性走行させた場合に、当該電動車両が前記第１坂路の終了地点に到達したときにおける前記走行速度の予測値である第１速度予測値、及び、当該電動車両が前記第２坂路の終了地点に到達したときにおける前記走行速度の予測値である第２速度予測値を、前記路面勾配に基づいて導出することと、を含む。前記モータジェネレータを制御することは、前記第１速度予測値と前記設定速度との関係、及び、前記第２速度予測値と前記設定速度との関係を基に、前記許可条件が成立したか否かを判定することを含む。 A further aspect of the present disclosure provides a vehicle travel control method applied to an electric vehicle including a battery and a motor generator. A series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope. The vehicle travel control method includes: performing automatic speed control for controlling the motor generator to adjust the travel speed of the electric vehicle based on a set speed; When the vehicle travels, when a predetermined permission condition is satisfied, the motor generator is controlled to cause the electric vehicle to coast to the end point of the predetermined section, and the road gradient in the predetermined section is reduced. obtaining a first speed prediction value that is a prediction value of the running speed when the electric vehicle reaches the end point of the first slope when the electric vehicle coasts in the predetermined section; and deriving a second predicted speed value, which is a predicted value of the running speed when the electric vehicle reaches the end point of the second slope, based on the road surface gradient. Controlling the motor generator determines whether the permission condition is satisfied based on the relationship between the first predicted speed value and the set speed and the relationship between the second predicted speed value and the set speed. including determining whether
図１は、車両走行制御装置の一実施形態である制御装置を備える車両の概略構成を示す図である。FIG. 1 is a diagram showing a schematic configuration of a vehicle equipped with a control device that is one embodiment of a vehicle travel control device. 図２は、図１の制御装置が実行する第１選択処理の処理手順を示すフローチャートである。FIG. 2 is a flowchart showing a processing procedure of a first selection process executed by the control device of FIG. 1; 図３は、第１所定区間で惰行制御及び定速制御を実施した場合における図１の車両の各パラメータの推移の一例を示す図である。FIG. 3 is a diagram showing an example of transition of each parameter of the vehicle of FIG. 1 when coasting control and constant speed control are performed in the first predetermined section. 図４は、図１の車両が備えるモータジェネレータの電気エネルギ損失の変動特性を説明する図である。FIG. 4 is a diagram for explaining fluctuation characteristics of electric energy loss of a motor generator provided in the vehicle of FIG. 図５は、路面勾配とそれに応じて図１の車両が備えるモータジェネレータが出力する必要駆動力の例を表した図である。FIG. 5 is a diagram showing an example of a road surface gradient and a required driving force output by a motor generator included in the vehicle of FIG. 1 according to the road gradient. 図６は、図１の制御装置が実行する第２選択処理の処理手順を示すフローチャートである。FIG. 6 is a flowchart showing a processing procedure of a second selection process executed by the control device of FIG. 1; 図７は、第２所定区間で惰行制御及び定速制御を実施した場合における図１の車両の各パラメータの推移の一例を示す図である。FIG. 7 is a diagram showing an example of transition of each parameter of the vehicle of FIG. 1 when coasting control and constant speed control are performed in the second predetermined section.
　以下、車両走行制御装置の一実施形態を、図１～図７を参照して説明する。
　図１には、車両走行制御装置である制御装置５０が適用される電動車両１００が図示されている。以降の記載において、電動車両１００を、単に「車両１００」という。 An embodiment of a vehicle travel control device will be described below with reference to FIGS. 1 to 7. FIG.
FIG. 1 shows an electric vehicle 100 to which a control device 50, which is a vehicle travel control device, is applied. In the following description, electric vehicle 100 is simply referred to as "vehicle 100".
　＜車両の構成＞
　車両１００は、モータジェネレータ１０、インバータ２０及びバッテリ３０を備えている。 <Vehicle configuration>
A vehicle 100 includes a motor generator 10 , an inverter 20 and a battery 30 .
　モータジェネレータ１０は、車両１００の駆動源である。モータジェネレータ１０は、インバータ２０を介してバッテリ３０に電気的に接続している。インバータ２０は、モータジェネレータ１０とバッテリ３０との間で直流交流の電力変換を行う。バッテリ３０は、モータジェネレータ１０に電力を供給したり、モータジェネレータ１０から供給される電力を蓄えたりする。すなわち、バッテリ３０からインバータ２０を介してモータジェネレータ１０に給電することにより、モータジェネレータ１０が電動機として機能する。この場合、車両１００を走行させる駆動力をモータジェネレータ１０が出力するため、車両１００が加速する。一方、モータジェネレータ１０が発電機として機能する場合、モータジェネレータ１０の発電量に応じた回生制動力が車両１００で発生するため、車両１００が減速する。このとき、モータジェネレータ１０が発電した電力がインバータ２０を介してバッテリ３０に供給されるため、バッテリ３０が充電される。 The motor generator 10 is a drive source for the vehicle 100 . Motor generator 10 is electrically connected to battery 30 via inverter 20 . Inverter 20 performs DC/AC power conversion between motor generator 10 and battery 30 . Battery 30 supplies electric power to motor generator 10 and stores electric power supplied from motor generator 10 . That is, by supplying power from the battery 30 to the motor generator 10 via the inverter 20, the motor generator 10 functions as an electric motor. In this case, since the motor generator 10 outputs the driving force for running the vehicle 100, the vehicle 100 accelerates. On the other hand, when motor generator 10 functions as a power generator, vehicle 100 decelerates because regenerative braking force corresponding to the amount of power generated by motor generator 10 is generated in vehicle 100 . At this time, the electric power generated by the motor generator 10 is supplied to the battery 30 via the inverter 20, so that the battery 30 is charged.
　＜情報検出系及びナビゲーション装置＞
　制御装置５０には、情報検出系から検出結果に応じた信号が入力される。情報検出系は、例えば、車速センサ９１、ＧＮＳＳ（Global Navigation Satellite System）受信機９２及び周辺監視機器９３を有している。車速センサ９１は、車両１００の走行速度である車速Ｖを検出する。ＧＮＳＳ受信機９２は、車両１００の現在位置Ｇに関する信号をＧＰＳ衛星等のＧＮＳＳ衛星から受信する。周辺監視機器９３は、カメラなどの撮像装置、及びレーダを含んでいる。周辺監視機器９３は、例えば、車両１００の周囲の撮像画像、車両１００の周囲の障害物の有無といった、車両１００の周辺監視情報Ｊを取得する。情報検出系を構成するセンサ及び機器は、自身が検出したり取得したりした情報に応じた信号を制御装置５０に出力する。 <Information detection system and navigation device>
A signal corresponding to the detection result is input to the control device 50 from the information detection system. The information detection system has, for example, a vehicle speed sensor 91 , a GNSS (Global Navigation Satellite System) receiver 92 and a peripheral monitoring device 93 . Vehicle speed sensor 91 detects vehicle speed V, which is the running speed of vehicle 100 . The GNSS receiver 92 receives signals regarding the current position G of the vehicle 100 from GNSS satellites such as GPS satellites. The perimeter monitoring device 93 includes an imaging device such as a camera, and a radar. The surroundings monitoring device 93 acquires surroundings monitoring information J of the vehicle 100 , such as a captured image of the surroundings of the vehicle 100 and the presence or absence of obstacles around the vehicle 100 . The sensors and devices that make up the information detection system output signals to the control device 50 according to the information that they have detected or acquired.
　制御装置５０には、ナビゲーション装置８０から情報が入力される。すなわち、ナビゲーション装置８０は、制御装置５０と通信可能である。ナビゲーション装置８０は、地図データを記憶している。地図データは、道路網の情報と、道路毎の路面勾配の情報とを含んでいる。すなわち、地図データは、複数のノード及び複数のリンクを有する。各ノードは、緯度及び経度で表された位置座標を示している。各リンクは、隣り合うノード間を結ぶ線分として定められている。各リンクは、道路を示している。地図データは、隣り合うノード間についての路面勾配の情報を含んでいる。本実施形態では、ナビゲーション装置８０は車載のナビゲーション装置である。 Information is input to the control device 50 from the navigation device 80 . That is, the navigation device 80 can communicate with the control device 50 . The navigation device 80 stores map data. The map data includes road network information and road surface gradient information for each road. That is, the map data has multiple nodes and multiple links. Each node indicates position coordinates represented by latitude and longitude. Each link is defined as a line segment connecting adjacent nodes. Each link represents a road. Map data includes road surface gradient information between adjacent nodes. In this embodiment, the navigation device 80 is an in-vehicle navigation device.
　＜制御装置の概略構成＞
　制御装置５０は処理回路５１を有している。処理回路５１はＣＰＵ５２及びメモリ５３を含んでいる。メモリ５３には、ＣＰＵ５２が実行する各種のプログラムが記憶されている。本実施形態では、自動運転機能用のプログラムがメモリ５３に記憶されている。ここでいう「自動運転機能」とは、車両１００の乗員がアクセル操作、ブレーキ操作及びステアリング操作の何れをも行わなくても車両１００を自律的に走行させる機能である。 <Schematic configuration of control device>
The controller 50 has a processing circuit 51 . The processing circuitry 51 includes a CPU 52 and a memory 53 . Various programs executed by the CPU 52 are stored in the memory 53 . In this embodiment, the memory 53 stores a program for the automatic driving function. The “automatic driving function” referred to here is a function that allows the vehicle 100 to run autonomously without the occupant of the vehicle 100 performing any accelerator operation, brake operation, or steering operation.
　自動運転機能用のプログラムをＣＰＵ５２が実行することにより、処理回路５１は、制御部、情報取得部、速度予測値導出部、走行抵抗損失導出部、及び電気エネルギ損失導出部として機能する。 By executing the program for the automatic driving function by the CPU 52, the processing circuit 51 functions as a control section, an information acquisition section, a speed prediction value derivation section, a running resistance loss derivation section, and an electrical energy loss derivation section.
　制御部は、インバータ２０を制御することによってモータジェネレータ１０を駆動させる。具体的には、制御部は、モータジェネレータ１０を力行状態に制御することによってモータジェネレータ１０に駆動力を出力させる。一方、制御部は、モータジェネレータ１０を回生状態に制御することで、モータジェネレータ１０に発電させて車両１００に回生制動力を付与する。制御部は、こうしたモータジェネレータ１０の制御を通じて車速Ｖを調整する。 The control unit drives the motor generator 10 by controlling the inverter 20 . Specifically, the control unit causes the motor generator 10 to output driving force by controlling the motor generator 10 to be in the power running state. On the other hand, the control unit controls the motor generator 10 to be in a regenerative state, causing the motor generator 10 to generate electric power and apply regenerative braking force to the vehicle 100 . The controller adjusts the vehicle speed V through such control of the motor generator 10 .
　制御部は、自動運転機能による車両１００の走行中、モータジェネレータ１０を対象とした自動運転制御を実施する。この自動運転制御は、自動速度制御と、惰行制御とを含む。自動速度制御は、定速制御と、平準化制御とを含む。自動速度制御は、設定速度ＶＳに基づいて車速Ｖを調整すべくモータジェネレータ１０を制御するものである。設定速度ＶＳは、車両１００の乗員が設定できる。また、惰行制御及び平準化制御は、主として、第１坂路を経た後に第２坂路を経る一連の区間である所定区間を車両１００が走行する際に実施される制御である。第１坂路は登坂路及び降坂路のうちのいずれか一方の坂路であり、第２坂路は登坂路及び降坂路のうちの他方の坂路である。 The control unit performs automatic driving control targeting the motor generator 10 while the vehicle 100 is running with the automatic driving function. This automatic driving control includes automatic speed control and coasting control. Automatic speed control includes constant speed control and leveling control. The automatic speed control controls the motor generator 10 to adjust the vehicle speed V based on the set speed VS. The set speed VS can be set by an occupant of the vehicle 100 . The coasting control and the leveling control are mainly performed when the vehicle 100 travels through a predetermined section, which is a series of sections passing through the second slope after passing through the first slope. The first slope is either one of the uphill road and the downhill road, and the second slope is the other slope of the uphill road and the downhill road.
　制御部は、定速制御では、車速Ｖを設定速度ＶＳに保つようにモータジェネレータ１０を制御する。すなわち、制御部は、車速Ｖが設定速度ＶＳよりも小さい場合にはモータジェネレータ１０から駆動力を出力させる。一方、制御部は、車速Ｖが設定速度ＶＳよりも大きい場合にはモータジェネレータ１０に発電させる。 In constant speed control, the control unit controls the motor generator 10 so as to keep the vehicle speed V at the set speed VS. That is, the control unit causes the motor generator 10 to output the driving force when the vehicle speed V is lower than the set speed VS. On the other hand, the controller causes the motor generator 10 to generate power when the vehicle speed V is higher than the set speed VS.
　制御部は、平準化制御では、所定区間における登坂路の開始地点から終了地点までのモータジェネレータ１０の駆動力を一定の所定駆動力ＫＦに保持する。また、制御部は、所定区間における降坂路の開始地点から終了地点までのモータジェネレータ１０の発電量を一定の所定発電量ＲＦに保持する。制御部は、登坂路及び降坂路の間に平坦路が存在する場合、平坦路についてはモータジェネレータ１０のトルクをゼロにする。制御部は、後述の設定処理を通じて上記の所定駆動力ＫＦ及び所定発電量ＲＦを設定する。登坂路及び降坂路のそれぞれの開始地点及び終了地点の定義については、設定処理の説明に合わせて後述する。 In the leveling control, the control unit keeps the driving force of the motor generator 10 at a constant predetermined driving force KF from the starting point to the ending point of the uphill road in the predetermined section. Further, the control unit keeps the power generation amount of the motor generator 10 from the start point to the end point of the downhill road in the predetermined section at a constant predetermined power generation amount RF. When a flat road exists between an uphill road and a downhill road, the control unit sets the torque of the motor generator 10 to zero for the flat road. The control unit sets the predetermined driving force KF and the predetermined amount of power generation RF through a setting process which will be described later. The definition of the start point and the end point of each of the uphill road and the downhill road will be described later together with the description of the setting process.
　制御部は、惰行制御では、車両１００に惰性走行させるべくモータジェネレータ１０を制御する。すなわち、制御部は、モータジェネレータ１０のトルクをゼロにする。したがって、惰行制御の実施中、モータジェネレータ１０は駆動力を出力しないし発電もしない。なお、この惰行制御の実施中は、モータジェネレータ１０のトルクをゼロに調整すべくインバータ２０への給電がある。しかし、このときの給電量は、ゼロに近い。 In the coasting control, the control unit controls the motor generator 10 to cause the vehicle 100 to coast. That is, the control unit makes the torque of the motor generator 10 zero. Therefore, the motor generator 10 neither outputs driving force nor generates power during coasting control. During the coasting control, power is supplied to the inverter 20 in order to adjust the torque of the motor generator 10 to zero. However, the amount of power supplied at this time is close to zero.
　情報取得部は、所定区間内における路面勾配を取得する。具体的には、情報取得部は、車両１００がこれから走行する経路を含む走行道路情報をナビゲーション装置８０から取得する。こうした走行道路情報には、走行経路の勾配情報が含まれている。車両１００がこれから走行する経路に登坂路が含まれている場合、情報取得部は、登坂路の開始地点と終了地点の位置座標、登坂路の長さ、及び、登坂路の開始地点から終了地点までの路面勾配の推移等を含む走行道路情報を取得する。また、車両１００がこれから走行する経路に降坂路が含まれている場合、情報取得部は、降坂路の開始地点と終了地点の位置座標、降坂路の長さ、及び、降坂路の開始地点から終了地点までの路面勾配の推移等を含む走行道路情報を取得する。 The information acquisition unit acquires the road surface gradient within the predetermined section. Specifically, the information acquisition unit acquires travel road information including the route on which the vehicle 100 will travel from now on from the navigation device 80 . Such travel road information includes gradient information of the travel route. If the route on which the vehicle 100 is to travel includes an uphill road, the information acquisition unit obtains the position coordinates of the start point and end point of the uphill road, the length of the uphill road, and the starting point and end point of the uphill road. Acquire driving road information, including changes in road surface gradients, etc. Further, when the route on which the vehicle 100 is to travel includes a downhill road, the information acquisition unit obtains the position coordinates of the start point and the end point of the downhill road, the length of the downhill road, and the distance from the start point of the downhill road. Acquire driving road information including changes in road surface gradient up to the end point.
　速度予測値導出部は、車両１００が所定区間を走行するに先立って、第１速度予測値及び第２速度予測値を、情報取得部によって取得された路面勾配に基づいて導出する。第１速度予測値は、惰行制御の実施によって車両１００に所定区間を走行させたと仮定した場合に車両１００が第１坂路の終了地点に到達したときにおける車速Ｖの予測値である。第２速度予測値は、惰行制御の実施によって車両１００に所定区間を走行させたと仮定した場合に車両１００が第２坂路の終了地点に到達したときにおける走行速度の予測値である。第１速度予測値及び第２速度予測値の具体的な導出手法については後述する。 The predicted speed value deriving unit derives the first predicted speed value and the second predicted speed value based on the road surface gradient obtained by the information obtaining unit before the vehicle 100 travels in the predetermined section. The first speed prediction value is a prediction value of the vehicle speed V when the vehicle 100 reaches the end point of the first slope, assuming that the vehicle 100 has traveled a predetermined section by performing coasting control. The second predicted speed value is a predicted value of the traveling speed when the vehicle 100 reaches the end point of the second slope, assuming that the vehicle 100 has traveled a predetermined section by performing coasting control. A specific method of deriving the first speed prediction value and the second speed prediction value will be described later.
　走行抵抗損失導出部は、走行抵抗損失差ΔＤを導出する。走行抵抗損失差ΔＤとは、定速制御の実施によって車両１００に所定区間を走行させたと仮定した場合と、惰行制御の実施によって車両１００に所定区間を走行させたと仮定した場合とでの、車両１００の走行抵抗に起因するエネルギ損失の差の予測値である。走行抵抗損失差ΔＤの具体的な導出手法については後述する。 The running resistance loss derivation unit derives the running resistance loss difference ΔD. The running resistance loss difference ΔD is the difference between the vehicle 100 when it is assumed that the vehicle 100 travels a predetermined section by performing constant speed control, and the vehicle 100 when it is assumed that the vehicle 100 travels a predetermined section by performing coasting control. 100 is an estimate of the difference in energy loss due to running resistance of 100; A specific derivation method for the running resistance loss difference ΔD will be described later.
　電気エネルギ損失導出部は、電気エネルギ損失差ΔＥを導出する。電気エネルギ損失差ΔＥとは、定速制御の実施によって車両１００に所定区間を走行させたと仮定した場合と、惰行制御の実施によって車両１００に所定区間を走行させたと仮定した場合とでの、バッテリ３０の蓄電量ＳＯＣの増減に応じたエネルギ損失の差の予測値である。 The electrical energy loss derivation unit derives the electrical energy loss difference ΔE. The electric energy loss difference ΔE is the difference between the battery power when it is assumed that the vehicle 100 runs a predetermined section by executing the constant-speed control and the vehicle 100 that runs the predetermined section by executing the coasting control. 30 is a predicted value of a difference in energy loss according to an increase or decrease in the amount of stored electricity SOC.
　＜エネルギ損失＞
　車両１００は、バッテリ３０の電気エネルギを運動エネルギに変換して車両１００の走行に利用する。その際、電気エネルギの全てが運動エネルギになるわけではなく、種々のエネルギ損失が発生する。モータジェネレータ１０の回生エネルギを電気エネルギとして回収する際にも、同様のエネルギ損失が発生する。 <Energy loss>
Vehicle 100 converts the electric energy of battery 30 into kinetic energy and utilizes it for running vehicle 100 . At that time, not all of the electric energy becomes kinetic energy, and various energy losses occur. A similar energy loss occurs when the regenerated energy of motor generator 10 is recovered as electrical energy.
　電気エネルギに係るエネルギ損失には、主として、車両１００の走行抵抗に起因するものと、バッテリ３０及びモータジェネレータ１０間の経路での熱放出に起因するものとがある。これらのうち、前者を走行抵抗損失Ｄと呼称し、後者を電気エネルギ損失Ｅと呼称する。走行抵抗損失Ｄは、具体的には、バッテリ３０がモータジェネレータ１０に供給した電力、又はモータジェネレータ１０が発電した電力の一部が、車両１００の走行抵抗に対する仕事として消費されることで生じる損失である。上記の走行抵抗損失差ΔＤは、この走行抵抗損失Ｄに関する、定速制御を実施した場合と惰行制御を実施した場合とでの、差である。 The energy loss related to electrical energy is mainly caused by running resistance of the vehicle 100 and by heat release in the path between the battery 30 and the motor generator 10 . Among these, the former is called running resistance loss D, and the latter is called electric energy loss E. Specifically, the running resistance loss D is a loss that occurs when part of the electric power supplied by the battery 30 to the motor generator 10 or the electric power generated by the motor generator 10 is consumed as work against the running resistance of the vehicle 100. is. The running resistance loss difference ΔD is the difference between the running resistance loss D when the constant speed control is performed and when the coasting control is performed.
　電気エネルギ損失Ｅは、上記のとおり、バッテリ３０及びモータジェネレータ１０間の経路で生じる熱放出に起因する。このことから、電気エネルギ損失Ｅは、バッテリ３０の放電時であれ充電時であれ、これらバッテリ３０及びモータジェネレータ１０間に流れる電流量が多いほど大きくなる。すなわち、電気エネルギ損失Ｅは、バッテリ３０の蓄電量ＳＯＣの増減に応じたエネルギ損失である。上記の電気エネルギ損失差ΔＥは、この電気エネルギ損失Ｅに関する、定速制御を実施した場合と惰行制御を実施した場合とでの、差である。 The electrical energy loss E is due to heat release occurring in the path between the battery 30 and the motor generator 10, as described above. Therefore, whether the battery 30 is discharged or charged, the electrical energy loss E increases as the amount of current flowing between the battery 30 and the motor generator 10 increases. That is, the electrical energy loss E is an energy loss according to the increase or decrease in the state of charge SOC of the battery 30 . The electric energy loss difference ΔE is the difference between the electric energy loss E when the constant speed control is performed and when the coasting control is performed.
　＜所定駆動力ＫＦ及び所定発電量ＲＦの設定処理＞
　制御部は、設定処理では、車両１００が所定区間の終了地点に到達したときの車速Ｖが設定速度ＶＳと等しくなるように、所定駆動力ＫＦ及び所定発電量ＲＦを設定する。具体的には、制御部は、情報取得部とともに次のようにして所定駆動力ＫＦを設定する。先ず、情報取得部は、ナビゲーション装置８０から、所定区間全体についての走行道路情報を取得する。すなわち、この走行道路情報は、所定区間に含まれる降坂路及び登坂路の双方に関して、開始地点と終了地点の位置座標、それぞれの坂路の長さ、開始地点から終了地点までの路面勾配の推移等を含んでいる。 <Processing for Setting Predetermined Driving Force KF and Predetermined Power Generation RF>
In the setting process, the control unit sets the predetermined driving force KF and the predetermined amount of power generation RF so that the vehicle speed V becomes equal to the set speed VS when the vehicle 100 reaches the end point of the predetermined section. Specifically, the control section sets the predetermined driving force KF in the following manner together with the information acquisition section. First, the information acquisition unit acquires travel road information for the entire predetermined section from the navigation device 80 . That is, the traveling road information includes the position coordinates of the start point and the end point, the length of each slope, the transition of the road surface gradient from the start point to the end point, etc. for both the downhill road and the uphill road included in the predetermined section. contains.
　なお、登坂路の開始地点は登坂路の最下地点であり、登坂路の終了地点は登坂路の最上地点である。降坂路の開始地点は降坂路の最上地点であり、降坂路の終了地点は降坂路の最下地点である。 The starting point of the uphill road is the lowest point of the uphill road, and the end point of the uphill road is the highest point of the uphill road. The start point of the downhill route is the highest point of the downhill route, and the end point of the downhill route is the lowest point of the downhill route.
　取得部が走行道路情報を取得すると、制御部は、走行道路情報を参照し、所定区間のうち登坂路の開始地点となる最下地点と、終了地点となる最上地点とを特定する。そして、制御部は、最下地点と最上地点との間の経路上に、例えば等間隔で複数の地点を設定する。制御部は、登坂路の最下地点と最上地点との間に複数の地点を設定すると、上記の定速制御の実施によって車両１００に登坂路を走行させると仮定して、登坂路に設定した上記のそれぞれの地点でモータジェネレータ１０に出力させる駆動力を導出する。そして、制御部は、それぞれの地点の駆動力を、地点間の距離を考慮して積分し、積分によって得た値を登坂路の長さで除す。このようにして制御部は、定速制御によって車両１００に登坂路を走行させた場合における駆動力の平均値を導出する。制御部は、このようにして導出した値を所定駆動力ＫＦに設定する。 When the acquisition unit acquires the traveling road information, the control unit refers to the traveling road information and specifies the lowest point that is the start point of the uphill road and the highest point that is the end point of the predetermined section. Then, the control unit sets a plurality of points at regular intervals, for example, on the route between the lowest point and the highest point. When a plurality of points are set between the lowest point and the highest point of the uphill road, the control unit sets the uphill road on the assumption that the vehicle 100 is caused to run on the uphill road by performing the constant speed control described above. A driving force to be output to the motor generator 10 is derived at each of the above points. Then, the control unit integrates the driving force at each point considering the distance between the points, and divides the value obtained by the integration by the length of the uphill road. In this manner, the control unit derives the average value of the driving force when the vehicle 100 is caused to run on an uphill road by constant speed control. The controller sets the value thus derived as the predetermined driving force KF.
　同様の要領で、制御部は所定発電量ＲＦを設定する。すなわち、制御部は、定速制御の実施によって車両１００に降坂路を走行させると仮定して、降坂路の開始地点である最上地点から終了地点である最下地点までの各地点でモータジェネレータ１０に要求する発電量を導出する。そして、制御部は、所定駆動力ＫＦと同様、定速制御によって車両１００に降坂路を走行させた場合における発電量の平均値を所定発電量ＲＦに設定する。 In a similar manner, the control unit sets the predetermined amount of power generation RF. That is, assuming that the vehicle 100 is caused to run on a downhill road by performing constant speed control, the control unit controls the motor generator 10 at each point from the highest point that is the start point of the downhill road to the lowest point that is the end point of the downhill road. to derive the amount of power generation required for Then, similarly to the predetermined driving force KF, the control unit sets the predetermined power generation amount RF to the average value of the power generation amount when the vehicle 100 is caused to run on a downhill road by the constant speed control.
　＜３つの制御の選択の仕方＞
　制御部は、自動運転機能による車両１００の走行中、定速制御、惰行制御、及び平準化制御の何れかを実施して車速Ｖを調整する。制御部は、基本的には、これら３つの制御のうち、定速制御を実施する。ここで、情報取得部は、定速制御の実施中、走行道路情報、及び車両１００の現在位置Ｇの情報を繰り返し取得する。制御部は、定速制御の実施中、これらの情報に基づいて、車両１００がこの後走行する経路上、すなわち車両１００の現在位置Ｇから視た前方道路に関して例えば数百メートルの範囲内に、所定区間が存在するか否かを繰り返し判定する。制御部は、この先の経路上に所定区間が存在する場合、当該所定区間を走行するのに先立って、選択処理を実行する。選択処理は、車両１００が所定区間を走行するのに際し、惰行制御と平準化制御とのいずれを実施するかを決めるための処理である。制御部は、選択処理では、予め定められた許可条件が成立する場合、所定区間で実施する制御として惰行制御を選択する。この場合、制御部は、車両１００が所定区間を走行するのに際し、定速制御の実施を中断し、所定区間の開始地点から終了地点まで惰行制御を実施する。一方、制御部は、選択処理では、上記の許可条件が成立しない場合、所定区間で実施する制御として平準化制御を選択する。この場合、制御部は、車両１００が所定区間を走行するのに際し、定速制御の実施を中断し、所定区間の開始地点から終了地点まで平準化制御を実施する。 <How to select three controls>
The control unit adjusts the vehicle speed V by performing any one of constant speed control, coasting control, and leveling control while the vehicle 100 is running by the automatic driving function. The control unit basically performs constant speed control among these three controls. Here, the information acquisition unit repeatedly acquires the traveling road information and the information of the current position G of the vehicle 100 during constant speed control. During constant speed control, based on these pieces of information, the control unit, on the route on which the vehicle 100 travels after this, i. It is repeatedly determined whether or not the predetermined section exists. If there is a predetermined section on the route ahead, the control unit executes selection processing prior to traveling in the predetermined section. The selection process is a process for determining which of coasting control and leveling control is to be performed when the vehicle 100 travels in a predetermined section. In the selection process, the control unit selects the coasting control as the control to be performed in the predetermined section when a predetermined permission condition is satisfied. In this case, when the vehicle 100 travels in the predetermined section, the control unit suspends constant speed control and performs coasting control from the start point to the end point of the predetermined section. On the other hand, in the selection process, the control unit selects the leveling control as the control to be performed in the predetermined section when the permission condition is not satisfied. In this case, when the vehicle 100 travels in the predetermined section, the control unit suspends constant speed control and performs leveling control from the start point to the end point of the predetermined section.
　＜所定区間及び選択処理＞
　所定区間のうち、第１坂路が降坂路であり、第２坂路が登坂路となる区間を「第１所定区間Ｐ」という。一方、所定区間のうち、第１坂路が登坂路であり、第２坂路が降坂路となる区間を「第２所定区間Ｑ」という。 <Predetermined section and selection process>
Among the predetermined sections, a section in which the first slope is a downhill road and the second slope is an uphill road is referred to as a "first predetermined section P". On the other hand, among the predetermined sections, a section in which the first slope is an uphill road and the second slope is a downhill road is referred to as a "second predetermined section Q."
　上記の選択処理には、第１選択処理と第２選択処理とが存在する。第１選択処理は第１所定区間Ｐを対象とした選択処理である。第２選択処理は第２所定区間Ｑを対象とした選択処理である。 The above selection process includes a first selection process and a second selection process. The first selection process is a selection process with the first predetermined section P as the target. The second selection process is a selection process for the second predetermined section Q. FIG.
　＜第１所定区間の詳細、及び第１選択処理の概要＞
　図３に示すように、第１所定区間Ｐは、降坂路を経た後に登坂路を経る一連の区間である。詳細には、第１所定区間Ｐは、降坂路の最上地点Ｐ１から降坂路の最下地点Ｐ２を経て、登坂路の最下地点Ｐ３から登坂路の最上地点Ｐ４へと至る区間である。したがって、第１所定区間Ｐの開始地点Ｐ１は、降坂路の開始地点、すなわち降坂路の最上地点Ｐ１である。また、第１所定区間Ｐの終了地点Ｐ４は、登坂路の終了地点、すなわち登坂路の最上地点Ｐ４である。降坂路と登坂路との間には平坦路が存在していることもあれば、平坦路が存在しないこともある。なお、図３に示す各パラメータの推移については後述する。 <Details of First Predetermined Section and Overview of First Selection Processing>
As shown in FIG. 3, the first predetermined section P is a series of sections that pass through a downhill road and then an uphill road. Specifically, the first predetermined section P is a section from the highest point P1 of the downhill road to the lowest point P2 of the downhill road and from the lowest point P3 of the uphill road to the highest point P4 of the uphill road. Therefore, the starting point P1 of the first predetermined section P is the starting point of the downhill road, that is, the highest point P1 of the downhill road. Also, the end point P4 of the first predetermined section P is the end point of the uphill road, that is, the highest point P4 of the uphill road. A flat road may or may not exist between the downhill road and the uphill road. The transition of each parameter shown in FIG. 3 will be described later.
　上記の第１所定区間Ｐを対象とした惰行制御の許可条件を第１許可条件という。第１選択処理では、速度予測値導出部、走行抵抗損失導出部、及び電気エネルギ損失導出部が、第１許可条件の成立可否の判定に必要となる各種パラメータを導出する。各種パラメータとは、第１所定区間Ｐを対象とした、第１速度予測値Ａ１、第２速度予測値Ａ２、走行抵抗損失差ΔＤ、及び電気エネルギ損失差ΔＥである。そして、第１選択処理では、制御部がこれらのパラメータを基に、第１許可条件の成立可否を判定する。すなわち、制御部は、第１速度予測値Ａ１と設定速度ＶＳとの関係、第２速度予測値Ａ２と設定速度ＶＳとの関係、及び走行抵抗損失差ΔＤと電気エネルギ損失差ΔＥとの関係を基に、第１許可条件の成立可否を判定する。より具体的は、第１許可条件は、次の３つの項目を含んでいる。 The conditions for permitting the coasting control targeting the first predetermined section P are referred to as the first permit conditions. In the first selection process, the predicted speed value derivation unit, the running resistance loss derivation unit, and the electrical energy loss derivation unit derive various parameters necessary for determining whether or not the first permission condition is satisfied. The various parameters are a first speed prediction value A1, a second speed prediction value A2, a running resistance loss difference ΔD, and an electrical energy loss difference ΔE for the first predetermined section P. Then, in the first selection process, the control unit determines whether or not the first permission condition is satisfied based on these parameters. That is, the control unit determines the relationship between the first speed prediction value A1 and the set speed VS, the relationship between the second speed prediction value A2 and the set speed VS, and the relationship between the running resistance loss difference ΔD and the electrical energy loss difference ΔE. Based on this, it is determined whether or not the first permission condition is satisfied. More specifically, the first permission condition includes the following three items.
　（Ｘ１）第１速度予測値Ａ１から設定速度ＶＳを減じた値が第１差分判定値Ｖ１未満であること。
　（Ｘ２）第２速度予測値Ａ２が設定速度ＶＳよりも小さいこと。 (X1) A value obtained by subtracting the set speed VS from the first speed prediction value A1 is less than the first difference determination value V1.
(X2) The second speed prediction value A2 is smaller than the set speed VS.
　（Ｘ３）走行抵抗損失差ΔＤが電気エネルギ損失差ΔＥよりも小さいこと。
　第１差分判定値Ｖ１は、例えば、自動運転機能を利用した降坂路の走行中における設定速度ＶＳからの車速Ｖのずれ量として、乗員が違和感を覚える可能性のある値の最小値である。第１差分判定値Ｖ１は、例えば実験又はシミュレーションで予め定めてある。許可条件の項目として（Ｘ１）～（Ｘ３）の内容を設定している理由については後述する。 (X3) The running resistance loss difference ΔD is smaller than the electrical energy loss difference ΔE.
The first difference determination value V1 is, for example, the minimum value of the amount of deviation of the vehicle speed V from the set speed VS during traveling on a downhill using the automatic driving function, which may cause the occupant to feel uncomfortable. The first difference determination value V1 is predetermined, for example, by experiment or simulation. The reason why the contents of (X1) to (X3) are set as items of permission conditions will be described later.
　＜第１選択処理の具体的な処理手順＞
　図２を参照し、処理回路５１が実行する第１選択処理の具体的な処理内容を説明する。処理回路５１のメモリ５３に記憶されているプログラムをＣＰＵ５２が実行することにより、処理回路５１が本処理ルーチンを実行する。 <Specific Processing Procedure of First Selection Processing>
The specific processing contents of the first selection processing executed by the processing circuit 51 will be described with reference to FIG. The processing circuit 51 executes this processing routine by the CPU 52 executing a program stored in the memory 53 of the processing circuit 51 .
　本処理ルーチンにおいてステップＳ１１０では、処理回路５１は、速度予測値導出部として機能することにより、第１速度予測値Ａ１を導出する。第１速度予測値Ａ１は、惰行制御によって車両１００に第１所定区間Ｐを走行させたと仮定した場合に、当該車両１００が降坂路（第１坂路）の終了地点である最下地点Ｐ２に到達したときにおける車速Ｖの予測値である。また、処理回路５１は、第１速度予測値Ａ１の導出にあたって、路面勾配を含む走行道路情報を取得する際には情報取得部としても機能する。 At step S110 in this processing routine, the processing circuit 51 derives the first speed prediction value A1 by functioning as a speed prediction value derivation unit. The first speed prediction value A1 is obtained when it is assumed that the vehicle 100 travels the first predetermined section P by coasting control, and the vehicle 100 reaches the lowest point P2, which is the end point of the downhill road (first slope road). It is a predicted value of the vehicle speed V when The processing circuit 51 also functions as an information acquisition unit when acquiring traveling road information including the road surface gradient in deriving the first speed prediction value A1.
　第１速度予測値Ａ１の導出処理の一例について説明する。すなわち、処理回路５１は、ナビゲーション装置８０から第１所定区間Ｐ全体についての走行道路情報を取得する。すなわち、この走行道路情報は、第１所定区間Ｐにおける降坂路及び登坂路の双方に関して、開始地点と終了地点の位置座標、それぞれの坂路の長さ、開始地点から終了地点までの路面勾配の推移等を含んでいる。処理回路５１は、走行道路情報を取得すると、第１所定区間Ｐのうちの降坂路の開始地点である最上地点Ｐ１と終了地点である最下地点Ｐ２とを特定する。そして、処理回路５１は、降坂路の最上地点Ｐ１と最下地点Ｐ２との間の経路上に例えば等間隔で複数の地点を設定する。続いて、処理回路５１は、降坂路の最上地点Ｐ１から最下地点Ｐ２に向けて順に各地点の車速Ｖの予測値を導出していく。その際、処理回路５１は、１つ前の地点の車速Ｖの予測値と路面勾配とに基づいて、次の地点の車速Ｖの予測値を導出する。降坂路の最上地点Ｐ１の車速Ｖの予測値は設定速度ＶＳとして導出する。降坂路の最上地点Ｐ１の次の地点の車速Ｖの予測値は、つぎのようにして導出できる。先ず、処理回路５１は、降坂路の最上地点Ｐ１での車速Ｖ、すなわち設定速度ＶＳに対応する走行抵抗を導出する。走行抵抗は、空気抵抗及び転がり抵抗を含み、車速Ｖが高いほど大きくなる。次に、処理回路５１は、走行道路情報に含まれる路面勾配の情報から、降坂路の最上地点Ｐ１と次の地点との間の路面勾配を把握する。そして、処理回路５１は、走行抵抗及び路面勾配に基づいて、モータジェネレータ１０のトルクがゼロであることを前提に、最上地点Ｐ１と次の地点との間での車両１００の発生駆動力の予測値を導出する。続いて、処理回路５１は、この発生駆動力の予測値に基づいて、最上地点Ｐ１と次の地点との間での車両１００の加速度の予測値を導出する。また、処理回路５１は、この加速度の予測値に基づいて次の地点での車速Ｖの予測値を導出する。こういった要領で、処理回路５１は、降坂路の最上地点Ｐ１から最下地点Ｐ２に向けて順に車速Ｖの予測値を算出していく。そして、処理回路５１は、降坂路の最下地点Ｐ２での車速Ｖの予測値を第１速度予測値Ａ１として算出する。 An example of derivation processing of the first speed prediction value A1 will be described. That is, the processing circuit 51 acquires traveling road information for the entire first predetermined section P from the navigation device 80 . That is, the traveling road information includes the positional coordinates of the start point and the end point, the length of each slope, and the transition of the road surface gradient from the start point to the end point for both the downhill road and the uphill road in the first predetermined section P. etc. After acquiring the traveling road information, the processing circuit 51 specifies the highest point P1, which is the starting point of the downhill road, and the lowest point P2, which is the ending point, of the first predetermined section P. Then, the processing circuit 51 sets a plurality of points at regular intervals, for example, on the route between the highest point P1 and the lowest point P2 of the downhill road. Subsequently, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the highest point P1 to the lowest point P2 of the downhill road. At that time, the processing circuit 51 derives the predicted value of the vehicle speed V at the next point based on the predicted value of the vehicle speed V at the previous point and the road gradient. The predicted value of the vehicle speed V at the highest point P1 on the downhill road is derived as the set speed VS. The predicted value of the vehicle speed V at the point next to the highest point P1 on the downhill road can be derived as follows. First, the processing circuit 51 derives the vehicle speed V at the highest point P1 of the downhill road, that is, the running resistance corresponding to the set speed VS. Running resistance includes air resistance and rolling resistance, and increases as vehicle speed V increases. Next, the processing circuit 51 grasps the road surface gradient between the highest point P1 of the downhill road and the next point from the road surface gradient information included in the traveling road information. Then, the processing circuit 51 predicts the driving force generated by the vehicle 100 between the highest point P1 and the next point on the premise that the torque of the motor generator 10 is zero based on the running resistance and the road gradient. Derive the value. Subsequently, processing circuit 51 derives a predicted value of acceleration of vehicle 100 between highest point P1 and the next point based on the predicted value of generated driving force. The processing circuit 51 also derives a predicted value of the vehicle speed V at the next point based on this predicted value of acceleration. In this manner, the processing circuit 51 sequentially calculates the predicted value of the vehicle speed V from the highest point P1 to the lowest point P2 of the downhill road. Then, the processing circuit 51 calculates the predicted value of the vehicle speed V at the lowest point P2 of the downhill road as the first speed predicted value A1.
　第１速度予測値Ａ１を導出すると、処理回路５１は、処理をステップＳ１２０に移行する。ステップＳ１２０において、処理回路５１は、制御部として機能することにより、第１速度予測値Ａ１から設定速度ＶＳを減算した値である第１差分値Ａ１Ｘが第１差分判定値Ｖ１未満であるか否かを判定する。すなわち、処理回路５１は、第１許可条件の項目（Ｘ１）が成立したか否かを判定する。第１差分値Ａ１Ｘが第１差分判定値Ｖ１以上である場合（Ｓ１２０：ＮＯ）、処理回路５１は、第１許可条件の項目（Ｘ１）は成立していないと判定し、処理をステップＳ１９０に移行する。ステップＳ１９０において、処理回路５１は、制御部として機能することにより、第１所定区間Ｐで実行する制御として平準化制御を選択する。この後、処理回路５１は、本処理ルーチンを終了する。 After deriving the first speed prediction value A1, the processing circuit 51 shifts the processing to step S120. In step S120, the processing circuit 51 functions as a control unit to determine whether the first difference value A1X, which is the value obtained by subtracting the set speed VS from the first predicted speed value A1, is less than the first difference determination value V1. determine whether That is, the processing circuit 51 determines whether or not the item (X1) of the first permission condition is satisfied. When the first difference value A1X is equal to or greater than the first difference determination value V1 (S120: NO), the processing circuit 51 determines that the item (X1) of the first permission condition is not satisfied, and proceeds to step S190. Transition. In step S190, the processing circuit 51 selects the leveling control as the control to be executed in the first predetermined section P by functioning as a control section. After that, the processing circuit 51 terminates this processing routine.
　一方、ステップＳ１２０において、第１差分値Ａ１Ｘが第１差分判定値Ｖ１未満である場合（ＹＥＳ）、処理回路５１は、第１許可条件の項目（Ｘ１）が成立していると判定し、処理をステップＳ１３０に移行する。 On the other hand, in step S120, when the first difference value A1X is less than the first difference determination value V1 (YES), the processing circuit 51 determines that the item (X1) of the first permission condition is satisfied, and performs the process. to step S130.
　ステップＳ１３０において、処理回路５１は、速度予測値導出部として機能することにより、第２速度予測値Ａ２を導出する。第２速度予測値Ａ２は、惰行制御によって車両１００に第１所定区間Ｐを走行させたと仮定した場合に、車両１００が登坂路（第２坂路）の終了地点、すなわち登坂路の最上地点Ｐ４に到達したときにおける車速Ｖの予測値である。 In step S130, the processing circuit 51 derives the second speed prediction value A2 by functioning as a speed prediction value deriving unit. Assuming that the vehicle 100 is caused to travel the first predetermined section P by coasting control, the second predicted speed value A2 is calculated as follows: It is a predicted value of the vehicle speed V when it reaches.
　処理回路５１は、ステップＳ１１０と同様の手法で第２速度予測値Ａ２を導出できる。すなわち、処理回路５１は、ステップＳ１１０で取得した走行道路情報を参照し、第１所定区間Ｐのうちの登坂路の開始地点である最下地点Ｐ３と終了地点である最上地点Ｐ４とを特定する。そして、これらの経路上に複数の地点に設定する。そして、処理回路５１は、各地点の車速Ｖの予測値を最下地点Ｐ３から最上地点Ｐ４に向けて順に導出していく。その際、登坂路の最下地点Ｐ３における車速Ｖの予測値は、ステップＳ１１０で導出した第１速度予測値Ａ１とする。そして、処理回路５１は、上記のステップＳ１１０と同様、車速Ｖに応じた走行抵抗と、路面勾配とに基づいて、各地点の車速Ｖの予測値を順次導出する。処理回路５１は、最終的に登坂路の最上地点Ｐ４での車速Ｖの予測値を第２速度予測値Ａ２として導出する。 The processing circuit 51 can derive the second speed prediction value A2 in the same manner as in step S110. That is, the processing circuit 51 refers to the traveling road information acquired in step S110, and specifies the lowest point P3, which is the starting point of the uphill road, and the highest point P4, which is the ending point, of the first predetermined section P. . A plurality of points are set on these routes. Then, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the lowest point P3 toward the highest point P4. At that time, the predicted value of the vehicle speed V at the lowest point P3 of the uphill road is the first speed predicted value A1 derived in step S110. Then, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point based on the running resistance corresponding to the vehicle speed V and the road surface gradient, as in step S110 described above. The processing circuit 51 finally derives the predicted value of the vehicle speed V at the highest point P4 of the uphill road as the second speed predicted value A2.
　第２速度予測値Ａ２を導出すると、処理回路５１は、処理をステップＳ１４０に移行する。ステップＳ１４０において、処理回路５１は、制御部として機能することにより、第２速度予測値Ａ２が設定速度ＶＳよりも小さいか否かを判定する。第２速度予測値Ａ２が設定速度ＶＳ以上である場合（Ｓ１４０：ＮＯ）、処理回路５１は、第１許可条件の項目（Ｘ２）は成立していないと判定し、処理をステップＳ１９０に移行する。ステップＳ１９０の内容は、既に説明したとおりである。 After deriving the second speed prediction value A2, the processing circuit 51 shifts the process to step S140. In step S140, the processing circuit 51 determines whether or not the second speed prediction value A2 is smaller than the set speed VS by functioning as a control section. If the second speed prediction value A2 is equal to or greater than the set speed VS (S140: NO), the processing circuit 51 determines that the item (X2) of the first permission condition is not satisfied, and shifts the process to step S190. . The content of step S190 has already been described.
　一方、ステップＳ１４０において、第２速度予測値Ａ２が設定速度ＶＳよりも小さい場合（ＹＥＳ）、処理回路５１は、第１許可条件の項目（Ｘ２）が成立していると判定し、処理をステップＳ１５０に移行する。 On the other hand, in step S140, if the second speed prediction value A2 is smaller than the set speed VS (YES), the processing circuit 51 determines that the item (X2) of the first permission condition is satisfied, and proceeds to step S140. Move to S150.
　ステップＳ１５０において、処理回路５１は、走行抵抗損失導出部として機能することにより、走行抵抗損失差ΔＤを導出する。走行抵抗損失差ΔＤは、定速制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合と、惰行制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合とでの、走行抵抗損失Ｄの差の予測値である。 In step S150, the processing circuit 51 derives the running resistance loss difference ΔD by functioning as a running resistance loss derivation unit. The running resistance loss difference ΔD is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the coasting control. is a predicted value of the difference in running resistance loss D between
　処理回路５１は、走行抵抗損失差ΔＤを導出するにあたり、先ず、惰行制御によって車両１００に第１所定区間Ｐを走行させたと仮定した場合の、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４までの走行抵抗損失Ｄの積算値である予測値Ｄ１を導出する。以下では、この予測値Ｄ１を、惰行制御に伴う走行抵抗損失Ｄの予測値Ｄ１と呼称することがある。処理回路５１は、例えば次のようにして上記の予測値Ｄ１を導出できる。すなわち、処理回路５１は、ステップＳ１１０で導出した降坂路における地点毎の走行抵抗に基づいて、地点毎の走行抵抗損失Ｄを導出する。そして、処理回路５１は、地点毎の走行抵抗損失Ｄを、隣り合う地点間の距離を考慮して積分する。このことにより、処理回路５１は、降坂路の最上地点Ｐ１から最下地点Ｐ２までの走行抵抗損失Ｄの積算値を導出する。処理回路５１は、同様の要領で、ステップＳ１３０で導出した登坂路での走行抵抗に基づいて、登坂路における最下地点Ｐ３から最上地点Ｐ４までの走行抵抗損失Ｄの積算値を導出する。処理回路５１は、降坂路と登坂路との双方で走行抵抗損失Ｄの積算値を導出すると、それらを加算することによって惰行制御に伴う走行抵抗損失Ｄの予測値Ｄ１を導出する。なお、降坂路と登坂路との間に平坦路が存在する場合、当該平坦路では降坂路の最下地点Ｐ２と同一の走行抵抗が作用しているものとして取り扱う。つまり、処理回路５１は、降坂路の最下地点Ｐ２の走行抵抗に応じた走行抵抗損失Ｄが平坦路の距離分生じるものとして、当該距離分の走行抵抗損失Ｄを予測値Ｄ１に加味する。 In deriving the running resistance loss difference ΔD, the processing circuit 51 first assumes that the vehicle 100 is caused to travel the first predetermined section P by coasting control. A predicted value D1 that is an integrated value of the running resistance loss D up to is derived. Below, this predicted value D1 may be referred to as predicted value D1 of running resistance loss D associated with coasting control. The processing circuit 51 can derive the above predicted value D1, for example, as follows. That is, the processing circuit 51 derives the running resistance loss D for each point based on the running resistance for each point on the downhill road derived in step S110. Then, the processing circuit 51 integrates the running resistance loss D for each point in consideration of the distance between adjacent points. Thereby, the processing circuit 51 derives the integrated value of the running resistance loss D from the highest point P1 to the lowest point P2 of the downhill road. In a similar manner, the processing circuit 51 derives an integrated value of running resistance loss D from the lowest point P3 to the highest point P4 on the uphill road based on the running resistance on the uphill road derived in step S130. When the processing circuit 51 derives the integrated values of the running resistance loss D on both the downhill road and the uphill road, the processing circuit 51 adds them to derive a predicted value D1 of the running resistance loss D associated with the coasting control. If there is a flat road between the downhill road and the uphill road, it is assumed that the same running resistance as the lowest point P2 of the downhill road is acting on the flat road. That is, the processing circuit 51 assumes that the running resistance loss D corresponding to the running resistance at the lowest point P2 of the downhill road is generated for the distance of the flat road, and adds the running resistance loss D for the distance to the predicted value D1.
　また、処理回路５１は、走行抵抗損失差ΔＤを算出するにあたり、定速制御によって車両１００に第１所定区間Ｐを走行させたと仮定した場合の、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４までの走行抵抗損失Ｄの積算値である予測値Ｄ２を導出する。以下では、この予測値Ｄ２を、定速制御に伴う走行抵抗損失Ｄの予測値Ｄ２と呼称することがある。処理回路５１は、例えばつぎのようにして上記の予測値Ｄ２を導出できる。すなわち、処理回路５１は、設定速度ＶＳに応じた走行抵抗に基づいて、設定速度ＶＳに応じた走行抵抗損失Ｄを導出する。そして、処理回路５１は、この走行抵抗損失Ｄが第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４まで継続して生じるものとして上記の予測値Ｄ２を導出する。すなわち、処理回路５１は、設定速度ＶＳに応じた走行抵抗損失Ｄを第１所定区間Ｐの距離に応じて積分する。このようにして処理回路５１は定速制御に伴う走行抵抗損失Ｄの予測値Ｄ２を導出する。 Further, in calculating the running resistance loss difference ΔD, the processing circuit 51 assumes that the vehicle 100 is caused to travel the first predetermined section P by constant speed control. A predicted value D2, which is an integrated value of the running resistance loss D up to P4, is derived. Hereinafter, this predicted value D2 may be referred to as a predicted value D2 of the running resistance loss D associated with constant speed control. The processing circuit 51 can derive the predicted value D2, for example, as follows. That is, the processing circuit 51 derives the running resistance loss D corresponding to the set speed VS based on the running resistance corresponding to the set speed VS. Then, the processing circuit 51 derives the predicted value D2 assuming that the running resistance loss D continues from the start point P1 of the first predetermined section P to the end point P4. That is, the processing circuit 51 integrates the running resistance loss D according to the set speed VS according to the distance of the first predetermined section P. FIG. In this manner, the processing circuit 51 derives the predicted value D2 of the running resistance loss D associated with the constant speed control.
　処理回路５１は、惰行制御に伴う走行抵抗損失Ｄの予測値Ｄ１と、定速制御に伴う走行抵抗損失Ｄの予測値Ｄ２とを導出すると、前者の値Ｄ１から後者の値Ｄ２を減算することで、走行抵抗損失差ΔＤを導出する。 When the processing circuit 51 derives the predicted value D1 of the running resistance loss D associated with coasting control and the predicted value D2 of the running resistance loss D associated with constant speed control, the processing circuit 51 subtracts the latter value D2 from the former value D1. to derive the running resistance loss difference ΔD.
　走行抵抗損失差ΔＤを導出すると、処理回路５１は処理をステップＳ１６０に移行する。ステップＳ１６０において、処理回路５１は、電気エネルギ損失導出部として機能することにより、電気エネルギ損失差ΔＥを導出する。電気エネルギ損失差ΔＥは、定速制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合と、惰行制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合とでの、電気エネルギ損失Ｅの差の予測値である。 After deriving the running resistance loss difference ΔD, the processing circuit 51 shifts the processing to step S160. In step S160, the processing circuit 51 derives the electrical energy loss difference ΔE by functioning as an electrical energy loss deriving section. The electric energy loss difference ΔE is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the coasting control. is a predicted value of the difference in electrical energy loss E between .
　処理回路５１は、電気エネルギ損失差ΔＥを算出するにあたり、先ず、惰行制御によって車両１００に第１所定区間Ｐを走行させたと仮定した場合の、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４までの電気エネルギ損失Ｅの積算値である予測値Ｅ１を導出する。以下では、この予測値Ｅ１を、惰行制御に伴う電気エネルギ損失Ｅの予測値Ｅ１と呼称することがある。上記のとおり、惰行制御を実施する際、バッテリ３０からモータジェネレータ１０への給電量は０（零）に近い。そこで、本実施形態において、処理回路５１は、惰行制御に伴う電気エネルギ損失Ｅの予測値Ｅ１を０（零）とする。 In calculating the electrical energy loss difference ΔE, the processing circuit 51 first assumes that the vehicle 100 travels the first predetermined section P by coasting control. A predicted value E1, which is an integrated value of the electrical energy loss E up to , is derived. Below, this predicted value E1 may be referred to as predicted value E1 of electric energy loss E associated with coasting control. As described above, when coasting control is performed, the amount of power supplied from battery 30 to motor generator 10 is close to 0 (zero). Therefore, in the present embodiment, the processing circuit 51 sets the predicted value E1 of the electric energy loss E associated with the coasting control to 0 (zero).
　また、処理回路５１は、電気エネルギ損失差ΔＥを算出するにあたり、定速制御によって車両１００に第１所定区間Ｐを走行させたと仮定した場合の、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４までの電気エネルギ損失Ｅの積算値である予測値Ｅ２を導出する。以下では、この予測値Ｅ２を、定速制御に伴う電気エネルギ損失Ｅの予測値Ｅ２と呼称することがある。ここで、第１所定区間Ｐで定速制御を実施すると、降坂路では、モータジェネレータ１０の発電に伴ってバッテリ３０が充電される。一方、登坂路では、モータジェネレータ１０から駆動力を出力すべくバッテリ３０からモータジェネレータ１０に電力が供給される。そこで、処理回路５１は、上記予測値Ｅ２を導出するにあたり、降坂路の最上地点Ｐ１から最下地点Ｐ２までの間の、モータジェネレータ１０の発電量さらにはバッテリ３０の蓄電量ＳＯＣの増加量の予測値を導出する。処理回路５１は、例えば、定速制御中の車速Ｖである設定速度ＶＳ、及びステップＳ１１０で取得した走行道路情報に含まれる降坂路の路面勾配の推移等に基づいて、バッテリ３０の蓄電量ＳＯＣの増加量の予測値を導出できる。処理回路５１は、この予測値を導出すると、当該予測値に基づいて、降坂路の最上地点Ｐ１から最下地点Ｐ２までの間の電気エネルギ損失Ｅの積算値を導出する。 Further, in calculating the electrical energy loss difference ΔE, the processing circuit 51 assumes that the vehicle 100 is caused to travel the first predetermined section P by constant speed control. A predicted value E2, which is an integrated value of the electrical energy loss E up to P4, is derived. Hereinafter, this predicted value E2 may be referred to as predicted value E2 of electric energy loss E associated with constant speed control. Here, when the constant speed control is performed in the first predetermined section P, the battery 30 is charged as the motor generator 10 generates power on the downhill road. On the uphill road, on the other hand, electric power is supplied from the battery 30 to the motor generator 10 so that the motor generator 10 outputs driving force. Therefore, in deriving the predicted value E2, the processing circuit 51 calculates the amount of power generated by the motor generator 10 and the amount of increase in the amount of charge SOC of the battery 30 between the highest point P1 and the lowest point P2 of the downhill road. Derive the predicted value. The processing circuit 51 calculates the charge amount SOC of the battery 30 based on, for example, the set speed VS, which is the vehicle speed V during constant speed control, and the change in the slope of the downhill road included in the traveling road information acquired in step S110. can derive the predicted value of the increase in After deriving this predicted value, the processing circuit 51 derives an integrated value of the electric energy loss E from the highest point P1 to the lowest point P2 of the downhill road based on the predicted value.
　次に、処理回路５１は、登坂路の最下地点Ｐ３から最上地点Ｐ４までの間の、バッテリ３０の積算消費電力、さらにはバッテリ３０の蓄電量ＳＯＣの減少量の予測値を導出する。処理回路５１は、例えば、設定速度ＶＳ、及びステップＳ１１０で取得した走行道路情報に含まれる登坂路の路面勾配の推移等に基づいて、バッテリ３０の蓄電量ＳＯＣの減少量の予測値を導出できる。処理回路５１は、この予測値を導出すると、当該予測値に基づいて、登坂路における最下地点Ｐ３から最上地点Ｐ４までの間の電気エネルギ損失Ｅの積算値を導出する。ちなみに、バッテリ３０の蓄電量ＳＯＣが増加する際も減少する際もバッテリ３０及びモータジェネレータ１０間の電力の授受に伴い熱放出があることから、降坂路及び登坂路の双方において電気エネルギ損失Ｅは増加することになる。処理回路５１は、降坂路と登坂路とのそれぞれに関して電気エネルギ損失Ｅの積算値を導出すると、それらを加算する。そして、処理回路５１は、加算した値を、定速制御に伴う電気エネルギ損失Ｅの予測値Ｅ２として導出する。なお、降坂路と登坂路との間に平坦路が存在したとしても、平坦路ではモータジェネレータ１０及びバッテリ３０間での電力の授受が極僅かであることから、平坦路での電気エネルギ損失Ｅは０（零）と見なすことができる。 Next, the processing circuit 51 derives a predicted value of the integrated power consumption of the battery 30 and the amount of decrease in the state of charge SOC of the battery 30 between the lowest point P3 and the highest point P4 of the uphill road. The processing circuit 51 can derive a predicted value of the amount of decrease in the state of charge SOC of the battery 30 based on, for example, the set speed VS and the transition of the road surface gradient of the uphill road included in the traveling road information acquired in step S110. . After deriving this predicted value, the processing circuit 51 derives an integrated value of the electrical energy loss E from the lowest point P3 to the highest point P4 on the uphill road based on the predicted value. Incidentally, both when the storage amount SOC of the battery 30 increases and when it decreases, heat is emitted as power is transferred between the battery 30 and the motor generator 10. Therefore, the electrical energy loss E on both the downhill road and the uphill road is will increase. When the processing circuit 51 derives the integrated values of the electrical energy loss E for each of the downhill road and the uphill road, they are added. Then, the processing circuit 51 derives the added value as the predicted value E2 of the electric energy loss E associated with the constant speed control. Even if there is a flat road between the downhill road and the uphill road, the electric energy loss E can be regarded as 0 (zero).
　処理回路５１は、惰行制御に伴う電気エネルギ損失Ｅの予測値Ｅ１と、定速制御に伴う電気エネルギ損失Ｅの予測値Ｅ２とを導出すると、後者の値Ｅ２から前者のＥ１を減算することで、電気エネルギ損失差ΔＥを導出する。上記のとおり、惰行制御に伴う電気エネルギ損失Ｅの予測値Ｅ１は０（零）であることから、処理回路５１は、実質的には、定速制御に伴う電気エネルギ損失Ｅの予測値Ｅ２をそのまま電気エネルギ損失差ΔＥとして導出することになる。処理回路５１は、電気エネルギ損失差ΔＥを導出すると、処理をステップＳ１７０に移行する。 When the processing circuit 51 derives the predicted value E1 of the electrical energy loss E associated with the coasting control and the predicted value E2 of the electrical energy loss E associated with the constant speed control, the processing circuit 51 subtracts the former E1 from the latter value E2. , to derive the electrical energy loss difference ΔE. As described above, the predicted value E1 of the electrical energy loss E associated with coasting control is 0 (zero). This is directly derived as the electrical energy loss difference ΔE. After deriving the electrical energy loss difference ΔE, the processing circuit 51 shifts the processing to step S170.
　ステップＳ１７０において、処理回路５１は、制御部として機能することにより、走行抵抗損失差ΔＤが電気エネルギ損失差ΔＥよりも小さいか否かを判定する。走行抵抗損失差ΔＤが電気エネルギ損失差ΔＥ以上である場合（Ｓ１７０：ＮＯ）、処理回路５１は、許可条件の項目（Ｘ３）は成立していないと判定し、処理をステップＳ１９０に移行する。 At step S170, the processing circuit 51 determines whether the running resistance loss difference ΔD is smaller than the electrical energy loss difference ΔE by functioning as a control unit. If the running resistance loss difference ΔD is greater than or equal to the electrical energy loss difference ΔE (S170: NO), the processing circuit 51 determines that the permission condition item (X3) is not satisfied, and proceeds to step S190.
　一方、ステップＳ１７０において、走行抵抗損失差ΔＤが電気エネルギ損失差ΔＥよりも小さい場合（ＹＥＳ）、処理回路５１は、第１許可条件の項目（Ｘ３）は成立していると判定し、処理をステップＳ１８０に移行する。ステップＳ１８０において、処理回路５１は、第１所定区間Ｐで実行する制御として惰行制御を選択する。この後、処理回路５１は、第１選択処理の一連の処理を終了する。 On the other hand, in step S170, when the running resistance loss difference ΔD is smaller than the electrical energy loss difference ΔE (YES), the processing circuit 51 determines that the item (X3) of the first permission condition is satisfied, and executes the process. The process proceeds to step S180. In step S180, the processing circuit 51 selects the coasting control as the control to be executed in the first predetermined section P. After that, the processing circuit 51 ends the series of processes of the first selection process.
　＜実施形態の作用及び効果：その１＞
　（１－１）第１許可条件の内容に関して
　上記のとおり、第１許可条件として、３つの項目（Ｘ１）～（Ｘ３）を設定している。本実施形態によれば、車両１００が所定区間を走行する場合、第１速度予測値Ａ１と設定速度との関係、及び、第２速度予測値Ａ２と設定速度ＶＳとの関係を基に、第１許可条件が成立したか否かが判定される。そして、第１許可条件が成立した場合、所定区間の終了地点まで車両１００が惰性走行を行う。すなわち、本実施形態によれば、所定区間を車両１００が走行している途中で惰性走行が終了されることを抑制できるようになる。 <Actions and effects of the embodiment: Part 1>
(1-1) Contents of First Permission Condition As described above, three items (X1) to (X3) are set as the first permission condition. According to the present embodiment, when the vehicle 100 travels in the predetermined section, based on the relationship between the first predicted speed value A1 and the set speed and the relationship between the second predicted speed value A2 and the set speed VS, the 1 It is determined whether or not the permission condition is satisfied. Then, when the first permission condition is satisfied, the vehicle 100 coasts to the end point of the predetermined section. That is, according to the present embodiment, it is possible to prevent the inertia running from ending while the vehicle 100 is running in the predetermined section.
　以下、第１許可条件にこれら３つの項目を設定している理由を説明する。その前提として、先ず、定速制御によって車両１００に第１所定区間Ｐを走行させた場合と、惰行制御によって車両１００に第１所定区間Ｐを走行させた場合とでの、各パラメータの推移の仕方の違いを、図３を参照して説明する。なお、図３は、各パラメータの推移の特徴をあくまでも模式的に表したものであり、実際の推移の仕方とは必ずしも一致しない。 The reason for setting these three items in the first permission condition is explained below. As a premise, first, the transition of each parameter in the case where the vehicle 100 is caused to travel the first predetermined section P by constant speed control and the case where the vehicle 100 is caused to travel the first predetermined section P by coasting control. The difference in method will be described with reference to FIG. It should be noted that FIG. 3 only schematically shows the characteristics of the transition of each parameter, and does not necessarily match the actual transition.
　先ず、定速制御を実施する場合の各パラメータの推移を説明する。図３の（ｂ）の二点鎖線で示すように、定速制御を実施する場合、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４まで、車速Ｖを設定速度ＶＳに維持することになる。この場合、図３の（ａ）の二点鎖線で示すように、降坂路ではモータジェネレータ１０に発電させ、登坂路ではモータジェネレータ１０に駆動力を出力させる。なお、図３の（ａ）において、駆動力が正であることは、モータジェネレータ１０が駆動力を出力することを意味し、駆動力が負であることは、モータジェネレータ１０が発電することを意味する。図３の（ｄ）の二点鎖線で示すように、降坂路では、モータジェネレータ１０の発電に応じてバッテリ３０が充電されて当該バッテリ３０の蓄電量ＳＯＣが増えていく。このときのモータジェネレータ１０及びバッテリ３０間の電力の授受に伴う熱放出により、降坂路では電気エネルギ損失Ｅが発生する。そして、図３の（ｅ）の二点鎖線で示すように、降坂路では、第１所定区間Ｐで発生する電気エネルギ損失Ｅの積算値が増えていく。その後、電力の授受が０（零）と見なせる平坦路を経て、登坂路では、図３の（ｄ）の二点鎖線で示すように、モータジェネレータ１０から駆動力を出力させるべくバッテリ３０からモータジェネレータ１０に電力が供給される。つまり、バッテリ３０の蓄電量ＳＯＣは減っていく。このときのモータジェネレータ１０及びバッテリ３０間の電力の授受に伴う熱放出により、図３の（ｅ）の二点鎖線で示すように、登坂路では、第１所定区間Ｐで発生する電気エネルギ損失Ｅの積算値は増加していく。なお、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４まで、車両１００が設定速度ＶＳで走行することに応じた走行抵抗損失Ｄが発生する。それに伴い、図３の（ｃ）の二点鎖線で示すように、第１所定区間Ｐで発生する走行抵抗損失Ｄの積算値は増加していく。 First, the transition of each parameter when performing constant speed control will be explained. As indicated by the two-dot chain line in FIG. 3(b), when performing constant speed control, the vehicle speed V is maintained at the set speed VS from the start point P1 to the end point P4 of the first predetermined section P. . In this case, as indicated by the two-dot chain line in (a) of FIG. 3, the motor generator 10 is caused to generate power on the downhill road, and the motor generator 10 is caused to output the driving force on the uphill road. In FIG. 3A, a positive driving force means that the motor generator 10 outputs the driving force, and a negative driving force means that the motor generator 10 generates power. means. As indicated by the two-dot chain line in FIG. 3(d), on a downhill road, the battery 30 is charged according to the power generation of the motor generator 10, and the state of charge SOC of the battery 30 increases. Electric energy loss E occurs on the downhill road due to heat release associated with transfer of electric power between the motor generator 10 and the battery 30 at this time. Then, as indicated by the chain double-dashed line in FIG. 3(e), on the downhill road, the integrated value of the electrical energy loss E occurring in the first predetermined section P increases. After that, after passing through a flat road where the transfer of electric power can be assumed to be 0 (zero), on an uphill road, as indicated by a two-dot chain line in FIG. Power is supplied to the generator 10 . That is, the state of charge SOC of the battery 30 decreases. Due to the heat release associated with the transfer of electric power between the motor generator 10 and the battery 30 at this time, as indicated by the two-dot chain line in (e) of FIG. The integrated value of E increases. Note that a running resistance loss D occurs in accordance with the vehicle 100 running at the set speed VS from the start point P1 to the end point P4 of the first predetermined section P. Along with this, as indicated by the two-dot chain line in FIG. 3(c), the integrated value of the running resistance loss D that occurs in the first predetermined section P increases.
　次に、惰行制御によって第１所定区間Ｐを走行させた場合の各パラメータの推移を説明する。なお、第１所定区間Ｐの開始地点Ｐ１の前まで定速制御を行っていることに伴い、図３の（ｂ）の実線で示すように、第１所定区間Ｐの開始地点Ｐ１での車速Ｖは設定速度ＶＳである。 Next, the transition of each parameter when the first predetermined section P is traveled by coasting control will be described. Since the constant speed control is performed until before the start point P1 of the first predetermined section P, the vehicle speed at the start point P1 of the first predetermined section P is V is the set speed VS.
　さて、図３の（ａ）の実線で示すように、惰行制御を行う場合、モータジェネレータ１０は、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４まで駆動力を出力しないし発電もしない。この場合、図３の（ｂ）の実線で示すように、降坂路では、最上地点Ｐ１から最下地点Ｐ２に向けて車速Ｖが増加していく。そして、降坂路の最下地点Ｐ２での車速Ｖは、設定速度ＶＳよりも高くなる。この後、車速Ｖが保持される平坦路を経て、登坂路では徐々に車速Ｖが低下していく。許可条件の項目（Ｘ２）との関連で、最終的には登坂路の最上地点Ｐ４よりも手前で車速Ｖは設定速度ＶＳよりも低くなるものの、第１所定区間Ｐのうちの大部分において車速Ｖは設定速度ＶＳを上回る。それに伴い、図３の（ｃ）の実線で示すように、第１所定区間Ｐで発生する走行抵抗損失Ｄの積算値は、車速Ｖが設定速度ＶＳである定常制御の場合よりも大きくなる。 Now, as shown by the solid line in FIG. 3(a), when performing coasting control, the motor generator 10 neither outputs driving force nor generates power from the start point P1 to the end point P4 of the first predetermined section P. In this case, as indicated by the solid line in FIG. 3(b), the vehicle speed V increases from the highest point P1 to the lowest point P2 on the downhill road. Then, the vehicle speed V at the lowest point P2 of the downhill road becomes higher than the set speed VS. After that, the vehicle speed V gradually decreases on an uphill road through a flat road where the vehicle speed V is maintained. In relation to the permission condition item (X2), although the vehicle speed V eventually becomes lower than the set speed VS before the highest point P4 of the uphill road, the vehicle speed remains the same in most of the first predetermined section P. V exceeds the set speed VS. Accordingly, as indicated by the solid line in FIG. 3(c), the integrated value of the running resistance loss D occurring in the first predetermined section P becomes larger than in the steady state control in which the vehicle speed V is the set speed VS.
　また、惰行制御を行う場合、図３の（ｄ）の実線で示すように、バッテリ３０及びモータジェネレータ１０間では電力の授受は無いに等しく、バッテリ３０の蓄電量ＳＯＣは略同じ値のままである。そのため、第１所定区間Ｐの開始地点Ｐ１から終了地点Ｐ４まで電気エネルギ損失Ｅは略発生しない。つまり、図３の（ｅ）の実線で示すように、第１所定区間Ｐで発生する電気エネルギ損失Ｅの積算値は略０（零）のままである。ただし、厳密には、惰行制御の実施中はモータジェネレータ１０のトルクを０（零）にすべくインバータ２０を動作させる必要があることから、僅かながらバッテリ３０から電力が供給される。図３では、その電力供給に伴うバッテリ３０の蓄電量ＳＯＣ、及び電気エネルギ損失Ｅの積算値の変化については図示していない。 Further, when performing coasting control, as shown by the solid line in FIG. be. Therefore, substantially no electric energy loss E occurs from the start point P1 to the end point P4 of the first predetermined section P. That is, as indicated by the solid line in FIG. 3(e), the integrated value of the electrical energy loss E that occurs in the first predetermined section P remains approximately 0 (zero). Strictly speaking, however, since it is necessary to operate the inverter 20 to make the torque of the motor generator 10 zero (0) during coasting control, a small amount of electric power is supplied from the battery 30 . FIG. 3 does not show changes in the accumulated value SOC of the battery 30 and the integrated value of the electrical energy loss E accompanying the power supply.
　定速制御と惰行制御との上記のような特徴を踏まえ、第１許可条件として、項目（Ｘ１）～（Ｘ３）を設定している理由を説明する。
　先ず、項目（Ｘ１）について説明する。 Based on the above characteristics of constant speed control and coasting control, the reason why items (X1) to (X3) are set as the first permission condition will be explained.
First, item (X1) will be described.
　上記のとおり、第１所定区間Ｐで惰行制御を実施した場合、降坂路の最下地点Ｐ２での車速Ｖは、設定速度ＶＳよりも高くなる。このときの車速Ｖが、設定速度ＶＳに対して過度に高い場合、乗員が違和感を覚えるおそれがある。そこで、第１許可条件の一つとして、降坂路の最下地点Ｐ２での車速Ｖの予測値である第１速度予測値Ａ１から設定速度ＶＳを減じた値が第１差分判定値Ｖ１未満である、という項目（Ｘ１）を定めている。このことにより、乗員が違和感を覚えるおそれのない場合にのみ、惰行制御を行うことができる。 As described above, when coasting control is performed in the first predetermined section P, the vehicle speed V at the lowest point P2 of the downhill road becomes higher than the set speed VS. If the vehicle speed V at this time is excessively high relative to the set speed VS, the occupant may feel uncomfortable. Therefore, as one of the first permission conditions, the value obtained by subtracting the set speed VS from the first speed prediction value A1, which is the prediction value of the vehicle speed V at the lowest point P2 of the downhill road, is less than the first difference judgment value V1. There is an item (X1) defined. As a result, the coasting control can be performed only when the occupant does not feel uncomfortable.
　次に、項目（Ｘ２）について説明する。
　上記のとおり、第１所定区間Ｐで惰行制御を実施した場合、登坂路の最下地点Ｐ３での車速Ｖは、設定速度ＶＳよりも高くなる。この後、車両１００が登坂路を進んでいくと車速Ｖは徐々に低下する。このとき、仮に登坂路の勾配が小さかったり登坂路の距離が短かったりすると、次のようなことが生じ得る。すなわち、登坂路の走行中には降坂路での車速Ｖの増加分を吸収できず、登坂路の最上地点Ｐ４に到達した時点での車速Ｖが設定速度ＶＳよりも高すぎることがあり得る。ここで、登坂路の最上地点Ｐ４の後には降坂路が続くことがあり得る。仮に上記のように登坂路の最上地点Ｐ４での車速Ｖが設定速度ＶＳよりも高い場合、例えば登坂路の最上地点Ｐ４の後に続く降坂路でも惰行制御を継続したときに、車速Ｖが過度に高くなるおそれがある。この場合、登坂路の最上地点Ｐ４に続く降坂路では、惰行制御を中断せざるを得なくなる。このような事態を避けるべく、第１許可条件の項目の一つとして、登坂路の最上地点Ｐ４での車速Ｖの予測値である第２速度予測値Ａ２が設定速度ＶＳよりも小さい、という項目（Ｘ２）を定めている。つまり、項目（Ｘ２）を定めることで、第１所定区間Ｐの後における制御内容の制約を極力排除できる。 Next, item (X2) will be described.
As described above, when coasting control is performed in the first predetermined section P, the vehicle speed V at the lowest point P3 of the uphill road becomes higher than the set speed VS. Thereafter, as the vehicle 100 proceeds on the uphill road, the vehicle speed V gradually decreases. At this time, if the gradient of the uphill road is small or the distance of the uphill road is short, the following may occur. That is, during traveling on an uphill road, the increase in the vehicle speed V on the downhill road cannot be absorbed, and the vehicle speed V at the time of reaching the highest point P4 of the uphill road may be too higher than the set speed VS. Here, a downhill road may continue after the highest point P4 of the uphill road. If the vehicle speed V at the top point P4 of the uphill road is higher than the set speed VS as described above, for example, when the coasting control is continued even on the downhill road following the top point P4 of the uphill road, the vehicle speed V may become excessively high. could be higher. In this case, the coasting control must be interrupted on the downhill road following the highest point P4 of the uphill road. In order to avoid such a situation, one of the items of the first permission condition is that the second speed prediction value A2, which is the prediction value of the vehicle speed V at the highest point P4 of the uphill road, is smaller than the set speed VS. (X2) is defined. That is, by defining the item (X2), restrictions on the content of control after the first predetermined section P can be eliminated as much as possible.
　次に、項目（Ｘ３）について説明する。
　上記のとおり、第１所定区間Ｐで惰行制御を実施した場合、当該第１所定区間Ｐのうちの大部分では車速Ｖが設定速度ＶＳよりも高くなる。そして、それに伴い、惰行制御を実施した場合、定速制御を実施した場合に比べ、走行抵抗損失Ｄの積算値が大きくなる。仮に走行抵抗損失Ｄの積算値と電気エネルギ損失Ｅの積算値との和である総エネルギ損失が、定速制御を実施した場合よりも惰行制御を実施した場合のほうが大きい場合、エネルギ損失の観点からいって、惰行制御の実施を見合わせたほうがよいことになる。こうした観点から、項目（Ｘ３）を定めている。以下、項目（Ｘ３）についてさらに詳述する。 Next, item (X3) will be described.
As described above, when the coasting control is performed in the first predetermined section P, the vehicle speed V becomes higher than the set speed VS in most of the first predetermined section P. Accordingly, when the coasting control is performed, the integrated value of the running resistance loss D becomes larger than when the constant speed control is performed. If the total energy loss, which is the sum of the integrated value of the running resistance loss D and the integrated value of the electrical energy loss E, is larger when coasting control is performed than when constant speed control is performed, the viewpoint of energy loss Therefore, it is better to suspend the implementation of the coasting control. From this point of view, item (X3) is defined. Item (X3) will be described in further detail below.
　ここで、ステップＳ１５０で導出した惰行制御に伴う走行抵抗損失Ｄの予測値Ｄ１と、ステップＳ１６０で導出した惰行制御に伴う電気エネルギ損失Ｅの予測値Ｅ１との和を、惰行制御に伴う総エネルギ損失Ｔ１と呼称する。また、ステップＳ１５０で導出した定速制御に伴う走行抵抗損失Ｄの予測値Ｄ２と、ステップＳ１６０で導出した定速制御に伴う電気エネルギ損失Ｅの予測値Ｅ２との和を、定速制御に伴う総エネルギ損失Ｔ２と呼称する。次の式（１）で示すように、左辺に示す惰行制御に伴う総エネルギ損失Ｔ１が、右辺に示す定速制御に伴う総エネルギ損失Ｔ２よりも小ければ、定速制御を行うよりも惰行制御を行ったほうが、エネルギ損失を抑えることができて有利ということになる。逆に、式（１）の大小関係が満たされない場合、惰行制御を行うと、定速制御を行うよりもエネルギ損失の増大を招くことになる。 Here, the sum of the predicted value D1 of the running resistance loss D associated with the coasting control derived in step S150 and the predicted value E1 of the electrical energy loss E associated with the coasting control derived in step S160 is the total energy associated with the coasting control. Call it loss T1. Further, the sum of the predicted value D2 of the running resistance loss D associated with the constant speed control derived in step S150 and the predicted value E2 of the electrical energy loss E associated with the constant speed control derived in step S160 is calculated as Call it total energy loss T2. As shown in the following equation (1), if the total energy loss T1 accompanying coasting control shown on the left side is smaller than the total energy loss T2 accompanying constant speed control shown on the right side, then coasting is more likely than performing constant speed control. Control is advantageous because energy loss can be suppressed. Conversely, when the magnitude relationship of the formula (1) is not satisfied, coasting control causes an increase in energy loss compared to constant speed control.
　Ｄ１＋Ｅ１＜Ｄ２＋Ｅ２　・・・（１）
　さて、上記の式（１）に関して、走行抵抗損失Ｄの項を左辺にまとめ、電気エネルギ損失Ｅの項を右辺にまとめると、式（２）のような関係が成立する。 D1+E1<D2+E2 (1)
Now, with respect to the above formula (1), if the term of the running resistance loss D is put together on the left side and the term of the electrical energy loss E is put together on the right side, the relationship shown in the formula (2) is established.
　Ｄ１－Ｄ２＜Ｅ２－Ｅ１　・・・（２）
　式（２）における左辺の項は、ステップＳ１５０で導出した走行抵抗損失差ΔＤであり、図３の（ｃ）における斜線領域に対応している。また、式（２）における右辺の項は、ステップＳ１６０で導出した電気エネルギ損失差ΔＥであり、図３の（ｅ）における斜線領域に対応している。そして、式（２）は、ステップＳ１７０の判定内容、すなわち走行抵抗損失Ｄが電気エネルギ損失Ｅよりも小さいという項目（Ｘ３）の内容に対応している。この式（２）の大小関係が成立していれば、式（１）で説明したとおり、惰行制御に伴う総エネルギ損失Ｔ１が定常制御に伴う総エネルギ損失Ｔ２よりも小さいことになる。そして、この式（２）の大小関係を第１許可条件の一つとして設定することで、惰行制御に伴う総エネルギ損失Ｔ１が定常制御に伴う総エネルギ損失Ｔ２よりも小さい場合に限って、惰行制御を行うことができる。 D1-D2<E2-E1 (2)
The term on the left side of equation (2) is the running resistance loss difference ΔD derived in step S150, and corresponds to the hatched area in FIG. 3(c). The term on the right side of equation (2) is the electrical energy loss difference ΔE derived in step S160, and corresponds to the hatched area in FIG. 3(e). Equation (2) corresponds to the content of determination in step S170, that is, the content of item (X3) that the running resistance loss D is smaller than the electrical energy loss E. If the magnitude relationship of this formula (2) holds, the total energy loss T1 associated with coasting control will be smaller than the total energy loss T2 associated with steady control, as explained with equation (1). Then, by setting the magnitude relationship of this formula (2) as one of the first permission conditions, the coasting can be controlled.
　（１－２）平準化制御について
　本実施形態では、惰行制御の許可条件が成立しない場合、定速制御ではなく平準化制御を実施する。そして、設定処理では、車両１００が所定区間の終了地点に到達したときの車速Ｖが設定速度ＶＳと等しくなるように、所定駆動力ＫＦ及び所定発電量ＲＦを設定する。 (1-2) Leveling Control In this embodiment, when the conditions for permitting coasting control are not satisfied, leveling control is performed instead of constant speed control. In the setting process, the predetermined driving force KF and the predetermined power generation RF are set so that the vehicle speed V becomes equal to the set speed VS when the vehicle 100 reaches the end point of the predetermined section.
　ここで、所定区間を定速制御で車両１００に走行させた場合、バッテリ３０の充放電がある。このときのバッテリ３０及びモータジェネレータ１０間での電力の授受に伴い、電気的なエネルギ損失が生じる。この点、本実施形態によれば、登坂路においてモータジェネレータ１０から駆動力を出力させるに際にバッテリ３０からモータジェネレータ１０への給電量が大きくなることを抑制できる。また、降坂路においてモータジェネレータ１０に発電させる際にモータジェネレータ１０からバッテリ３０への給電量が大きくなることを抑制できる。したがって、定速制御で所定区間を走行する場合と比較して電気的なエネルギ損失が大きくなることを抑制できる。 Here, when the vehicle 100 is caused to run in a predetermined section under constant speed control, the battery 30 is charged and discharged. Electrical energy loss occurs as power is transferred between the battery 30 and the motor generator 10 at this time. In this respect, according to the present embodiment, it is possible to suppress an increase in the amount of power supplied from the battery 30 to the motor generator 10 when the motor generator 10 outputs driving force on an uphill road. In addition, it is possible to suppress an increase in the amount of power supplied from motor generator 10 to battery 30 when motor generator 10 is caused to generate power on a downhill road. Therefore, it is possible to suppress the electrical energy loss from increasing as compared with the case where the vehicle travels in the predetermined section under constant speed control.
　以下、惰行制御の許可条件が成立しない場合、定速制御ではなく平準化制御を実施する理由を詳細に説明する。
　前提として、図４を参照し、電気エネルギ損失Ｅの変動特性を、モータジェネレータ１０が出力する駆動力又は発電量との関連で説明する。なお、図４において、駆動力が正であることは、モータジェネレータ１０が駆動力を出力することを意味し、駆動力が負であることは、モータジェネレータ１０が発電することを意味する。 Hereinafter, the reason why leveling control is performed instead of constant speed control when the conditions for permitting coasting control are not satisfied will be described in detail.
As a premise, with reference to FIG. 4, the variation characteristics of the electrical energy loss E will be described in relation to the driving force output by the motor generator 10 or the power generation amount. In FIG. 4, a positive driving force means that motor generator 10 outputs driving force, and a negative driving force means that motor generator 10 generates power.
　電気エネルギ損失Ｅは、モータジェネレータ１０が出力する駆動力が大きいほど多くなる。これは、次の理由に因る。モータジェネレータ１０が出力する駆動力が大きい程、バッテリ３０からモータジェネレータ１０への給電量が多くなる。すると、その分だけバッテリ３０及びモータジェネレータ１０間での熱放出も多くなる。この結果として、電気エネルギ損失Ｅが大きくなる。同様に、モータジェネレータ１０の発電量が多い程、モータジェネレータ１０及びバッテリ３０間の電力の授受が多くなって熱放出が多くなることから、電気エネルギ損失Ｅは大きくなる。ここで、電気エネルギ損失Ｅは、詳細には、バッテリ３０及びモータジェネレータ１０間の抵抗と、バッテリ３０及びモータジェネレータ１０間に流れる電流値の２乗との積に比例する。図４は、この関係を駆動力と電気エネルギ損失Ｅとの関係に置き換えて表したものである。すなわち、電気エネルギ損失Ｅは、モータジェネレータ１０の駆動力の２乗に比例する。そして、電気エネルギ損失Ｅは、モータジェネレータ１０が出力する駆動力の増加に伴い急増する。また、電気エネルギ損失Ｅは、モータジェネレータ１０の発電量の増加に応じて急増する。 The electrical energy loss E increases as the driving force output by the motor generator 10 increases. This is for the following reasons. As the driving force output by motor generator 10 increases, the amount of power supplied from battery 30 to motor generator 10 increases. Then, the amount of heat released between the battery 30 and the motor generator 10 increases accordingly. As a result, electrical energy loss E increases. Similarly, the greater the amount of power generated by the motor generator 10, the greater the transfer of electric power between the motor generator 10 and the battery 30, the greater the amount of heat released, and the greater the electrical energy loss E. Here, in detail, the electrical energy loss E is proportional to the product of the resistance between the battery 30 and the motor generator 10 and the square of the current flowing between the battery 30 and the motor generator 10 . FIG. 4 shows this relationship by replacing it with the relationship between the driving force and the electrical energy loss E. In FIG. That is, the electrical energy loss E is proportional to the square of the driving force of the motor generator 10 . The electrical energy loss E sharply increases as the driving force output by the motor generator 10 increases. Also, the electrical energy loss E sharply increases as the amount of power generated by the motor generator 10 increases.
　さて、図５の（ａ）に示すように、第１所定区間Ｐのうちの登坂路においては、その最下地点Ｐ３と最上地点Ｐ４との間に路面勾配の増減が存在し得る。例えば、図５の（ａ）に示すように、登坂路の最下地点Ｐ３から途中ＰＡまでの路面勾配に比べ、当該登坂路の途中ＰＡから最上地点Ｐ４までの路面勾配のほうが急なこともあり得る。 Now, as shown in FIG. 5(a), on the uphill road in the first predetermined section P, the road surface gradient may increase or decrease between the lowest point P3 and the highest point P4. For example, as shown in FIG. 5(a), the road gradient from the middle PA to the highest point P4 of the uphill road may be steeper than the road gradient from the lowest point P3 to the middle PA of the uphill road. could be.
　ここで、上記のような登坂路で定速制御を実施する場合を考える。この場合、図５の（ｂ）の二点鎖線で示すように、路面勾配の増減に応じて、地点毎にモータジェネレータ１０から出力する駆動力を変化させる必要がある。上記した電気エネルギ損失Ｅとモータジェネレータ１０が出力する駆動力との関係上、路面勾配の増減に応じてモータジェネレータ１０が出力する駆動力が変化すると、電気エネルギ損失Ｅは急減又は急増する。したがって、登坂路の最下地点Ｐ３と最上地点Ｐ４との間の各地点で発生する電気エネルギ損失Ｅの大きさは、これら最下地点Ｐ３と最上地点Ｐ４との間で大きく変化する。例えば、図５の（ｂ）に示すように、登坂路の最下地点Ｐ３から最上地点Ｐ４の間においてモータジェネレータ１０から出力する駆動力の最小値を最小駆動力ＫＭＩＮと呼称する。また、モータジェネレータ１０から出力する駆動力の最大値を最大駆動力ＫＭＡＸと呼称する。そして、図４に示すように、最小駆動力ＫＭＩＮに対応する電気エネルギ損失Ｅを最小損失値ＥＭＩＮと呼称する。また、最大駆動力ＫＭＡＸに対応する電気エネルギ損失Ｅを最大損失値ＥＭＡＸと呼称する。定速制御によって車両１００に登坂路を走行させる場合、電気エネルギ損失Ｅは、最小損失値ＥＭＩＮと最大損失値ＥＭＡＸとの間で変化する。そして、電気エネルギ損失Ｅとモータジェネレータ１０の駆動力との関係上、最大損失値ＥＭＡＸは最小損失値ＥＭＩＮに比べて相当に大きな値になる。 Here, consider the case of performing constant speed control on an uphill road as described above. In this case, as indicated by the two-dot chain line in FIG. 5B, it is necessary to change the driving force output from the motor generator 10 for each point according to the increase or decrease of the road surface gradient. Due to the relationship between the electrical energy loss E and the driving force output by the motor-generator 10, the electrical energy loss E rapidly decreases or increases when the driving force output by the motor-generator 10 changes according to the increase or decrease of the road surface gradient. Therefore, the magnitude of the electrical energy loss E that occurs at each point between the lowest point P3 and the highest point P4 on the uphill road varies greatly between the lowest point P3 and the highest point P4. For example, as shown in FIG. 5B, the minimum value of the driving force output from the motor generator 10 between the lowest point P3 and the highest point P4 of the uphill road is referred to as the minimum driving force KMIN. Also, the maximum value of the driving force output from the motor generator 10 is referred to as maximum driving force KMAX. Then, as shown in FIG. 4, the electrical energy loss E corresponding to the minimum driving force KMIN is called the minimum loss value EMIN. Also, the electrical energy loss E corresponding to the maximum driving force KMAX is called a maximum loss value EMAX. When the vehicle 100 is driven on an uphill road by constant speed control, the electrical energy loss E changes between the minimum loss value EMIN and the maximum loss value EMAX. Due to the relationship between the electrical energy loss E and the driving force of the motor generator 10, the maximum loss value EMAX is considerably larger than the minimum loss value EMIN.
　次に、上と同じ登坂路で平準化制御を実施する場合を考える。この場合、図５の（ｂ）の実線で示すように、登坂路における路面勾配の増減に拘わらず、登坂路の最下地点Ｐ３から最上地点Ｐ４までモータジェネレータ１０が出力する駆動力は所定駆動力ＫＦのままである。所定駆動力ＫＦは、定速制御における最小駆動力ＫＭＩＮと最大駆動力ＫＭＡＸとの間の値である。図４に示すように、この所定駆動力ＫＦに対応する電気エネルギ損失Ｅを所定損失値ＥＦと呼称する。平準化制御によって車両１００に登坂路を走行させる場合、当該登坂路の最下地点Ｐ３から最上地点Ｐ４まで、所定損失値ＥＦに相当する大きさの電気エネルギ損失Ｅが発生し続ける。 Next, consider the case of performing leveling control on the same uphill road as above. In this case, as indicated by the solid line in FIG. 5B, the driving force output by the motor generator 10 from the lowest point P3 to the highest point P4 of the uphill road is a predetermined driving force regardless of the increase or decrease in the road surface gradient on the uphill road. The force remains KF. The predetermined driving force KF is a value between the minimum driving force KMIN and the maximum driving force KMAX in constant speed control. As shown in FIG. 4, the electric energy loss E corresponding to this predetermined driving force KF is called a predetermined loss value EF. When the vehicle 100 is driven on an uphill road by leveling control, an electrical energy loss E corresponding to a predetermined loss value EF continues to occur from the lowest point P3 to the highest point P4 of the uphill road.
　さて、電気エネルギ損失Ｅがモータジェネレータ１０の駆動力の２乗に比例する関係上、モータジェネレータ１０から出力する駆動力が大きい程、電気エネルギ損失Ｅは増幅されることになる。これに伴い、定速制御における最大損失値ＥＭＡＸは、平準化制御における所定損失値ＥＦに比べても相当に高い値になる。つまり、定速制御の場合、平準化制御の場合に比べて、急勾配の区間での電気エネルギ損失Ｅが相当に大きくなる。この急勾配の区間における相当に大きな電気エネルギ損失Ｅに起因して、登坂路の最下地点Ｐ３から最上地点Ｐ４までの電気エネルギ損失Ｅの積算値は、平準化制御よりも定速制御のほうが大きくなる。したがって、電気エネルギ損失Ｅを抑制する観点からいって、定速制御よりも平準化制御は有利である。 Since the electrical energy loss E is proportional to the square of the driving force of the motor generator 10, the electrical energy loss E is amplified as the driving force output from the motor generator 10 increases. As a result, the maximum loss value EMAX in constant speed control becomes a considerably higher value than the predetermined loss value EF in leveling control. In other words, in the case of constant speed control, the electric energy loss E in the steep slope section becomes considerably larger than in the case of leveling control. Due to the considerably large electrical energy loss E in this steep slope section, the integrated value of the electrical energy loss E from the lowest point P3 to the highest point P4 of the uphill road is higher in constant speed control than in leveling control. growing. Therefore, from the viewpoint of suppressing the electrical energy loss E, the leveling control is more advantageous than the constant speed control.
　以上では、登坂路を例として説明したが、同様のことは、降坂路についてもいえる。つまり、降坂路でも、平準化制御は、定速制御に比べ、エネルギ損失を抑制する観点で有利である。 Uphill roads have been explained above as an example, but the same can be said for downhill roads. That is, even on a downhill road, the leveling control is more advantageous than the constant speed control from the viewpoint of suppressing energy loss.
　（１－３）第１選択処理全体の利点について
　前提として、惰行制御では電気エネルギ損失Ｅが略発生しないこととの関連で、次のことが実験的にわかっている。すなわち、上記のとおり、平準化制御と定速制御とでは、詳細にみると総エネルギ損失に上記のような違いがある。しかし、これら２つの制御での総エネルギ損失の違いは、惰行制御と定速制御とでの総エネルギ損失の違いよりも相当に小さい。これは、電気エネルギ損失Ｅが略生じない惰行制御に比べると、平準化制御でも定速制御でも相当に電気エネルギ損失Ｅが発生することに因る。そして、平準化制御と定速制御とでの総エネルギ損失の違いが、惰行制御と定速制御とでの総エネルギ損失の違いよりも相当に小さいことから、つぎのことがいえる。すなわち、上記の条件（Ｘ３）が成立する場合、定速制御よりも惰行制御を実施するほうが有利であるとともに、平準化制御よりも惰行制御を実施したほうが有利である。 (1-3) Overall Advantages of the First Selection Process As a premise, the following has been found experimentally in relation to the fact that the electric energy loss E does not substantially occur in coasting control. That is, as described above, there is a difference in the total energy loss between the leveling control and the constant speed control as described above. However, the difference in total energy loss for these two controls is considerably smaller than the difference in total energy loss between coasting control and constant speed control. This is because a considerable amount of electrical energy loss E occurs in both the leveling control and the constant speed control as compared with coasting control in which almost no electrical energy loss E occurs. Since the difference in total energy loss between leveling control and constant speed control is much smaller than the difference in total energy loss between coasting control and constant speed control, the following can be said. That is, when the above condition (X3) is satisfied, it is more advantageous to perform coasting control than constant speed control, and it is more advantageous to perform coasting control than leveling control.
　そこで、第１選択処理では、第１所定区間Ｐの走行に際して実施する制御の優先順位を次のように設定している。つまり、上記の項目（Ｘ３）を含む第１許可条件が成立する場合、定速制御でも平準化制御でもなく惰行制御を行う。このことにより、第１所定区間Ｐを走行する際のエネルギ損失を極力抑えることができる。一方、第１許可条件が成立しない場合には、定速制御ではなく平準化制御を行う。平準化制御を行うことにより、仮に定速制御で第１所定区間Ｐを走行する場合に比べて、第１所定区間Ｐを走行する際のエネルギ損失を抑えることができる。このようにして、走行環境に合わせて、その走行環境においてよりエネルギ損失の発生量が少ない制御を選択することで、車両１００の走行時の電力消費を極力抑えることができる。 Therefore, in the first selection process, the priority of the control to be executed when traveling in the first predetermined section P is set as follows. That is, when the first permission condition including the above item (X3) is satisfied, coasting control is performed instead of constant speed control or leveling control. As a result, energy loss when traveling in the first predetermined section P can be suppressed as much as possible. On the other hand, when the first permission condition is not satisfied, leveling control is performed instead of constant speed control. By performing the leveling control, the energy loss when traveling in the first predetermined section P can be suppressed as compared with the case where the vehicle travels in the first predetermined section P under constant speed control. In this way, by selecting control that generates less energy loss in the driving environment according to the driving environment, power consumption during driving of the vehicle 100 can be suppressed as much as possible.
　また、本実施形態では、第１許可条件のうちの項目（Ｘ１）又は（Ｘ２）が成立しない場合、平準化制御を実施する。平準化制御を実施すると、降坂路では、モータジェネレータ１０に相応に発電させて車両１００に回生制動力を付与する。したがって、降坂路の最下地点Ｐ２での車速Ｖが設定速度ＶＳよりも過度に高くなることはない。また、平準化制御では、登坂路において、モータジェネレータ１０から相応に駆動力を出力させることから、登坂路の最上地点Ｐ４での車速Ｖを設定速度ＶＳに戻せる。 In addition, in this embodiment, if item (X1) or (X2) in the first permission condition is not satisfied, leveling control is performed. When the leveling control is performed, the motor-generator 10 is caused to generate power correspondingly to apply regenerative braking force to the vehicle 100 on a downhill road. Therefore, the vehicle speed V at the lowest point P2 of the downhill road does not become excessively higher than the set speed VS. Further, in the leveling control, the motor generator 10 is caused to output a corresponding driving force on the uphill road, so that the vehicle speed V at the highest point P4 of the uphill road can be returned to the set speed VS.
　＜第２所定区間の詳細、及び第２選択処理の概要＞
　上記のとおり、所定区間には、第１所定区間Ｐの他に、第２所定区間Ｑが存在する。そして、選択処理には、この第２所定区間Ｑを対象とした第２選択処理がある。以下では、これらについて説明する。 <Details of Second Predetermined Section and Overview of Second Selection Processing>
As described above, the second predetermined section Q exists in addition to the first predetermined section P in the predetermined section. The selection process includes a second selection process for the second predetermined section Q. FIG. These are described below.
　図７に示すように、第２所定区間Ｑは、登坂路を経た後に降坂路を経る一連の区間である。詳細には、第２所定区間Ｑは、登坂路の最下地点Ｑ１から登坂路の最上地点Ｑ２を経て、降坂路の最上地点Ｑ３から降坂路の最下地点Ｑ４へと至る区間である。したがって、第２所定区間Ｑの開始地点Ｑ１は、登坂路の開始地点、すなわち登坂路の最下地点Ｑ１である。また、第２所定区間Ｑの終了地点Ｑ４は、降坂路の終了地点、すなわち降坂路の最下地点Ｑ４である。登坂路と降坂路との間には平坦路が存在していることもあれば、平坦路が存在しないこともある。なお、図７に示す各パラメータの推移については後述する。 As shown in FIG. 7, the second predetermined section Q is a series of sections that pass through an uphill road and then a downhill road. Specifically, the second predetermined section Q is a section from the lowest point Q1 of the uphill road to the highest point Q2 of the uphill road and from the highest point Q3 of the downhill road to the lowest point Q4 of the downhill road. Therefore, the starting point Q1 of the second predetermined section Q is the starting point of the uphill road, that is, the lowest point Q1 of the uphill road. Also, the end point Q4 of the second predetermined section Q is the end point of the downhill road, that is, the lowest point Q4 of the downhill road. A flat road may or may not exist between the uphill road and the downhill road. The transition of each parameter shown in FIG. 7 will be described later.
　上記の第２所定区間Ｑを対象とした惰行制御の許可条件を第２許可条件という。第２選択処理では、速度予測値導出部が、第２許可条件の成立可否の判定に必要となる各種パラメータを導出する。各種パラメータとは、第２所定区間Ｑを対象とした、第１速度予測値Ｂ１、及び第２速度予測値Ｂ２である。そして、第２制御処理では、制御部がこれらのパラメータを基に、第２許可条件の成立可否を判定する。すなわち、制御部は、第１速度予測値Ｂ１と設定速度ＶＳとの関係、及び第２速度予測値Ｂ２と設定速度ＶＳとの関係を基に、第２許可条件の成立可否を判定する。より具体的は、第２許可条件は、次の２つの項目を含んでいる。 The conditions for permitting coasting control targeting the second predetermined section Q are referred to as second permit conditions. In the second selection process, the predicted speed value derivation unit derives various parameters necessary for determining whether or not the second permission condition is satisfied. The various parameters are a first speed prediction value B1 and a second speed prediction value B2 for the second predetermined section Q. FIG. Then, in the second control process, the control unit determines whether or not the second permission condition is satisfied based on these parameters. That is, the control unit determines whether or not the second permission condition is satisfied based on the relationship between the first predicted speed value B1 and the set speed VS and the relationship between the second predicted speed value B2 and the set speed VS. More specifically, the second permission condition includes the following two items.
　（Ｙ１）設定速度ＶＳから第１速度予測値Ｂ１を減じた値が第２差分判定値Ｖ２未満であること。
　（Ｙ２）第２速度予測値Ｂ２が設定速度ＶＳよりも大きいこと。 (Y1) The value obtained by subtracting the first speed prediction value B1 from the set speed VS is less than the second difference judgment value V2.
(Y2) The second speed prediction value B2 is greater than the set speed VS.
　第２差分判定値Ｖ２は、例えば、自動運転機能を利用した登坂路の走行中における設定速度ＶＳからの車速Ｖのずれ量として、乗員が違和感を覚える可能性のある値の最小値である。第２差分判定値Ｖ２は、例えば実験又はシミュレーションで予め定めてある。なお、許可条件の項目として（Ｙ１）（Ｙ２）の内容を設定している理由については後述する。 The second difference determination value V2 is, for example, the minimum value at which the occupant may feel uncomfortable as the amount of deviation of the vehicle speed V from the set speed VS while traveling on an uphill road using the automatic driving function. The second difference determination value V2 is predetermined, for example, by experiment or simulation. The reason why the contents of (Y1) and (Y2) are set as items of permission conditions will be described later.
　＜第２選択処理の具体的な処理手順＞
　図６を参照し、処理回路５１が実行する第２選択処理の具体的な内容を説明する。処理回路５１のメモリ５３に記憶されているプログラムをＣＰＵ５２が実行することにより、処理回路５１が本処理ルーチンを実行する。 <Specific Processing Procedure of Second Selection Processing>
Specific contents of the second selection process executed by the processing circuit 51 will be described with reference to FIG. The processing circuit 51 executes this processing routine by the CPU 52 executing a program stored in the memory 53 of the processing circuit 51 .
　本処理ルーチンにおいてステップＳ２１０では、処理回路５１は、速度予測値導出部として機能することにより、第１速度予測値Ｂ１を導出する。第１速度予測値Ｂ１は、惰行制御によって車両１００に第２所定区間Ｑを走行させたと仮定した場合に、車両１００が登坂路（第１坂路）の終了地点である最上地点Ｑ２に到達したときにおける車速Ｖの予測値である。また、処理回路５１は、第１速度予測値Ｂ１の導出にあたって、路面勾配を含む上記の走行道路情報を取得する際には情報取得部としても機能する。 At step S210 in this processing routine, the processing circuit 51 derives the first speed prediction value B1 by functioning as a speed prediction value derivation unit. The first speed prediction value B1 is calculated when the vehicle 100 reaches the highest point Q2, which is the end point of the uphill road (first slope road), assuming that the vehicle 100 is caused to travel the second predetermined section Q by coasting control. is a predicted value of the vehicle speed V at . The processing circuit 51 also functions as an information acquisition unit when acquiring the above travel road information including the road surface gradient in deriving the first speed prediction value B1.
　例えば、処理回路５１は、第１選択処理のステップＳ１１０と同様の要領で第１速度予測値Ｂ１を導出する。この場合、処理回路５１は、ナビゲーション装置８０から第２所定区間Ｑ全体についての走行道路情報を取得する。続いて、処理回路５１は、第２所定区間Ｑにおける登坂路の最下地点Ｑ１と最上地点Ｑ２を特定し、これらの間の経路上に複数の地点を設定する。そして、処理回路５１は、各地点の車速Ｖの予測値を最下地点Ｑ１から最上地点Ｑ２に向けて順に導出していく。その際、登坂路の最下地点Ｑ１における車速Ｖの予測値は、設定速度ＶＳとする。処理回路５１は、上記のステップＳ１１０と同様、車速Ｖに応じた走行抵抗と、路面勾配とに基づいて、各地点の車速Ｖの予測値を順次導出する。そして、処理回路５１は、最終的に登坂路の最上地点Ｑ２での車速Ｖの予測値を第１速度予測値Ｂ１として導出する。 For example, the processing circuit 51 derives the first speed prediction value B1 in the same manner as in step S110 of the first selection process. In this case, the processing circuit 51 acquires traveling road information for the entire second predetermined section Q from the navigation device 80 . Subsequently, the processing circuit 51 identifies the lowest point Q1 and the highest point Q2 of the uphill road in the second predetermined section Q, and sets a plurality of points on the route between them. Then, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the lowest point Q1 toward the highest point Q2. At that time, the predicted value of the vehicle speed V at the lowest point Q1 of the uphill road is set to the set speed VS. The processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point based on the running resistance corresponding to the vehicle speed V and the road surface gradient, as in step S110 described above. Then, the processing circuit 51 finally derives the predicted value of the vehicle speed V at the highest point Q2 of the uphill road as the first speed predicted value B1.
　第１速度予測値Ｂ１を導出すると、処理回路５１は、処理をステップＳ２２０に移行する。ステップＳ２２０において、処理回路５１は、制御部として機能することにより、設定速度ＶＳから第１速度予測値Ｂ１を減算した値である第２差分値Ｂ１Ｘが第２差分判定値Ｖ２未満であるか否かを判定する。第２差分値Ｂ１Ｘが第２差分判定値Ｖ２以上である場合（Ｓ２２０：ＮＯ）、処理回路５１は、第２許可条件の項目（Ｙ１）は成立していないと判定し、処理をステップＳ２６０に移行する。ステップＳ２６０において、処理回路５１は、制御部として機能することにより、第２所定区間Ｑで実行する制御として平準化制御を選択する。この後、処理回路５１は、本処理ルーチンを終了する。 After deriving the first speed prediction value B1, the processing circuit 51 shifts the process to step S220. In step S220, the processing circuit 51 functions as a control unit to determine whether the second difference value B1X, which is the value obtained by subtracting the first speed prediction value B1 from the set speed VS, is less than the second difference determination value V2. determine whether When the second difference value B1X is equal to or greater than the second difference determination value V2 (S220: NO), the processing circuit 51 determines that the item (Y1) of the second permission condition is not satisfied, and proceeds to step S260. Transition. In step S260, the processing circuit 51 selects the leveling control as the control to be executed in the second predetermined section Q by functioning as a control section. After that, the processing circuit 51 terminates this processing routine.
　一方、ステップＳ２２０において、第２差分値Ｂ１Ｘが第２差分判定値Ｖ２未満である場合（Ｓ２２０：ＹＥＳ）、処理回路５１は、第２許可条件の項目（Ｙ１）が成立していると判定し、処理をステップＳ２３０に移行する。 On the other hand, in step S220, when the second difference value B1X is less than the second difference determination value V2 (S220: YES), the processing circuit 51 determines that the item (Y1) of the second permission condition is satisfied. , the process proceeds to step S230.
　ステップＳ２３０において、処理回路５１は、速度予測値導出部として機能することにより、第２速度予測値Ｂ２を導出する。第２速度予測値Ｂ２は、惰行制御によって車両１００に第２所定区間Ｑを走行させたと仮定した場合に、当該車両１００が降坂路の終了地点である最下地点Ｑ４に到達したときにおける車速Ｖの予測値である。 In step S230, the processing circuit 51 derives the second speed prediction value B2 by functioning as a speed prediction value derivation unit. The second speed prediction value B2 is the vehicle speed V when the vehicle 100 reaches the lowest point Q4, which is the end point of the downhill road, assuming that the vehicle 100 is caused to travel through the second predetermined section Q by coasting control. is the predicted value of
　処理回路５１は、ステップＳ１１０と同様の手法で第２速度予測値Ｂ２を導出する。すなわち、処理回路５１は、ステップＳ２１０で取得した走行道路情報を参照し、降坂路の最上地点Ｑ３と最下地点Ｑ４とを特定し、これらの間の経路上に複数の地点に設定する。そして、処理回路５１は、各地点の車速Ｖの予測値を最上地点Ｑ３から最下地点Ｑ４に向けて順に導出していく。その際、降坂路の最上地点Ｑ３における車速Ｖの予測値は、ステップＳ２１０で導出した第１速度予測値Ｂ１とする。処理回路５１は、各地点での車速Ｖを順次導出し、最終的に降坂路の最下地点Ｑ４での車速Ｖの予測値を第２速度予測値Ｂ２として導出する。 The processing circuit 51 derives the second speed prediction value B2 by the same method as in step S110. That is, the processing circuit 51 refers to the traveling road information acquired in step S210, identifies the highest point Q3 and the lowest point Q4 of the downhill road, and sets a plurality of points on the route between them. Then, the processing circuit 51 sequentially derives the predicted value of the vehicle speed V at each point from the highest point Q3 to the lowest point Q4. At that time, the predicted value of the vehicle speed V at the highest point Q3 of the downhill road is set to the first speed predicted value B1 derived in step S210. The processing circuit 51 sequentially derives the vehicle speed V at each point, and finally derives the predicted value of the vehicle speed V at the lowest point Q4 on the downhill road as the second speed predicted value B2.
　第２速度予測値Ｂ２を導出すると、処理回路５１は、処理をステップＳ２４０に移行する。ステップＳ２４０において、処理回路５１は、制御部として機能することにより、第２速度予測値Ｂ２が設定速度ＶＳよりも大きいか否かを判定する。第２速度予測値Ｂ２が設定速度ＶＳ以下である場合（Ｓ２４０：ＮＯ）、処理回路５１は、第２許可条件の項目（Ｙ２）は成立していないと判定し、処理をステップＳ２６０に移行する。ステップＳ２６０の内容は、既に説明したとおりである。 After deriving the second speed prediction value B2, the processing circuit 51 shifts the process to step S240. In step S240, the processing circuit 51 determines whether or not the second speed prediction value B2 is greater than the set speed VS by functioning as a control section. If the second speed prediction value B2 is equal to or less than the set speed VS (S240: NO), the processing circuit 51 determines that the item (Y2) of the second permission condition is not satisfied, and shifts the process to step S260. . The content of step S260 has already been described.
　一方、ステップＳ２４０において、第２速度予測値Ｂ２が設定速度ＶＳよりも大きい場合（ＹＥＳ）、処理回路５１は、第２許可条件の項目（Ｙ２）が成立していると判定し、処理をステップＳ２５０に移行する。ステップＳ２５０において、処理回路５１は、第２所定区間Ｑで実行する制御として惰行制御を選択する。この後、処理回路５１は、本処理ルーチンを終了する。 On the other hand, in step S240, if the second speed prediction value B2 is greater than the set speed VS (YES), the processing circuit 51 determines that the second permission condition item (Y2) is satisfied, and proceeds to step S240. Move to S250. In step S<b>250 , the processing circuit 51 selects coasting control as the control to be executed in the second predetermined section Q. After that, the processing circuit 51 terminates this processing routine.
　＜実施形態の作用及び効果：その２＞
　上記のとおり、第２許可条件として、２つの項目（Ｙ１）（Ｙ２）を設定している。本実施形態によれば、車両１００が所定区間を走行する場合、第１速度予測値Ｂ１と設定速度ＶＳとの関係、及び、第２速度予測値Ｂ２と設定速度との関係を基に、第２許可条件が成立したか否かが判定される。そして、第２許可条件が成立した場合、所定区間の終了地点まで車両１００が惰性走行を行う。すなわち、本実施形態によれば、所定区間を車両１００が走行している途中で惰性走行が終了されることを抑制できるようになる。 <Actions and effects of the embodiment: Part 2>
As described above, two items (Y1) and (Y2) are set as the second permission condition. According to the present embodiment, when the vehicle 100 travels in a predetermined section, based on the relationship between the first predicted speed value B1 and the set speed VS and the relationship between the second predicted speed value B2 and the set speed, the 2 It is determined whether or not the permission condition is satisfied. Then, when the second permission condition is satisfied, the vehicle 100 coasts to the end point of the predetermined section. That is, according to the present embodiment, it is possible to prevent the inertia running from ending while the vehicle 100 is running in the predetermined section.
　以下、第２許可条件にこれら２つの項目を設定している理由を説明する。また、第１所定区間Ｐを対象とした第１許可条件で設定していた項目（Ｘ３）に対応する項目を第２許可条件では設定していない理由を説明する。それらの説明の前提として、図７を参照し、定速制御によって車両１００に第２所定区間Ｑを走行させた場合と、惰行制御によって車両１００に第２所定区間Ｑを走行させた場合とのそれぞれについて、各パラメータの推移の例を説明する。なお、図７は、図３と同様、各パラメータの推移の特徴をあくまで模式的に表したものであり、実際の推移とは必ずしも一致しない。 The reason for setting these two items in the second permission condition is explained below. Also, the reason why the item corresponding to the item (X3) set in the first permission condition targeting the first predetermined section P is not set in the second permission condition will be explained. As a premise for these descriptions, referring to FIG. 7, there are cases where the vehicle 100 is caused to travel the second predetermined section Q by constant speed control and where the vehicle 100 is caused to travel the second predetermined section Q by coasting control. An example of transition of each parameter will be described for each. As in FIG. 3, FIG. 7 only schematically shows the characteristics of the transition of each parameter, and does not necessarily match the actual transition.
　先ず、定速制御の場合の各パラメータの推移を説明する。図７の（ｂ）の二点鎖線で示すように、定速制御を実施する場合、第２所定区間Ｑの開始地点Ｑ１から終了地点Ｑ４まで、車速Ｖを設定速度ＶＳに維持することになる。そして、図７の（ａ）の二点鎖線で示すように、登坂路ではモータジェネレータ１０に駆動力を出力させ、降坂路ではモータジェネレータ１０に発電させる。それに伴い、図７の（ｄ）の二点鎖線で示すように、登坂路ではバッテリ３０からモータジェネレータ１０に電力が供給されてバッテリ３０の蓄電量ＳＯＣが減少する。一方で、その後の降坂路ではモータジェネレータ１０からバッテリ３０に電力が供給されてバッテリ３０の蓄電量ＳＯＣが増加する。そうした電力の授受に伴い、図７の（ｅ）の二点鎖線で示すように、登坂路及び降坂路の双方において、第２所定区間Ｑで発生する電気エネルギ損失Ｅの積算値は増加していく。また、図７の（ｃ）の二点鎖線で示すように、第２所定区間Ｑの開始地点Ｑ１から終了地点Ｑ４まで、車両１００が設定速度ＶＳで走行するのに伴う走行抵抗に応じた走行抵抗損失Ｄが累積していく。 First, the transition of each parameter in the case of constant speed control will be explained. As indicated by the two-dot chain line in FIG. 7B, when performing constant speed control, the vehicle speed V is maintained at the set speed VS from the start point Q1 to the end point Q4 of the second predetermined section Q. . Then, as indicated by the two-dot chain line in FIG. 7A, the motor generator 10 is caused to output driving force on an uphill road, and the motor generator 10 is caused to generate power on a downhill road. Along with this, as indicated by a two-dot chain line in (d) of FIG. 7, electric power is supplied from the battery 30 to the motor generator 10 on the uphill road, and the state of charge SOC of the battery 30 decreases. On the other hand, on the subsequent downhill road, electric power is supplied from the motor generator 10 to the battery 30 and the state of charge SOC of the battery 30 increases. Along with the transfer of electric power, as indicated by the two-dot chain line in FIG. go. Further, as indicated by the two-dot chain line in (c) of FIG. 7, from the start point Q1 of the second predetermined section Q to the end point Q4, the vehicle 100 runs at the set speed VS, and the running resistance corresponding to the running resistance is increased. Resistance loss D accumulates.
　次に、惰行制御によって第２所定区間Ｑを走行させた場合の各パラメータの推移を説明する。なお、第１所定区間Ｐの場合と同様、第２所定区間Ｑの開始地点Ｑ１での車速Ｖは設定速度ＶＳである。図７の（ａ）の実線で示すように、惰行制御を行う場合、モータジェネレータ１０は、第２所定区間Ｑの開始地点Ｑ１から終了地点Ｑ４まで駆動力を出力しないし発電もしない。そのため、図７の（ｂ）の実線で示すように、登坂路では、最下地点Ｑ１から最上地点Ｑ２に向けて徐々に車速Ｖが減少していく。そして、登坂路の最上地点Ｑ２では、車速Ｖが設定速度ＶＳより低くなる。この後の平坦路を経て、降坂路では徐々に車速Ｖが増加していく。第２許可条件の項目（Ｙ２）との関連で、最終的には降坂路の最下地点Ｑ４よりも手前で車速Ｖは設定速度ＶＳよりも高くなるもものの、第２所定区間Ｑのうちの大部分において車速Ｖは設定速度ＶＳを下回る。それに伴い、図７の（ｃ）の実線で示すように、第２所定区間Ｑで発生する走行抵抗損失Ｄの積算値は、車速Ｖが設定速度ＶＳである定常制御の場合よりも小さくなる。第１所定区間Ｐの場合と同様、惰行制御を行う場合、バッテリ３０及びモータジェネレータ１０間では電力の授受が無いに等しい。そのため、図７の（ｄ）の実線で示すように、バッテリ３０の蓄電量ＳＯＣは、第２所定区間Ｑの開始地点Ｑ１から終了地点Ｑ４まで略同じ値のままである。そして、図７の（ｅ）の実線で示すように、第２所定区間Ｑで発生する電気エネルギ損失Ｅの積算値は略０（零）のままである。 Next, the transition of each parameter when the second predetermined section Q is traveled by coasting control will be described. As in the case of the first predetermined section P, the vehicle speed V at the starting point Q1 of the second predetermined section Q is the set speed VS. As indicated by the solid line in FIG. 7(a), when coasting control is performed, the motor generator 10 neither outputs driving force nor generates power from the start point Q1 to the end point Q4 of the second predetermined section Q. Therefore, as indicated by the solid line in FIG. 7(b), on the uphill road, the vehicle speed V gradually decreases from the lowest point Q1 toward the highest point Q2. At the highest point Q2 of the uphill road, the vehicle speed V becomes lower than the set speed VS. After that, the vehicle speed V gradually increases on a downhill road after passing through a flat road. In connection with the item (Y2) of the second permission condition, although the vehicle speed V eventually becomes higher than the set speed VS before the lowest point Q4 of the downhill road, Most of the time the vehicle speed V is below the set speed VS. As a result, as indicated by the solid line in FIG. 7(c), the integrated value of the running resistance loss D occurring in the second predetermined section Q becomes smaller than in the steady state control in which the vehicle speed V is the set speed VS. As in the case of the first predetermined section P, when coasting control is performed, there is virtually no exchange of electric power between the battery 30 and the motor generator 10 . Therefore, as indicated by the solid line in (d) of FIG. 7, the state of charge SOC of the battery 30 remains substantially the same from the start point Q1 to the end point Q4 of the second predetermined section Q. Then, as indicated by the solid line in FIG. 7(e), the integrated value of the electrical energy loss E that occurs in the second predetermined section Q remains approximately 0 (zero).
　定速制御と惰行制御との上記のような特徴を踏まえ、第２所定区間Ｑを対象とした第２許可条件として、項目（Ｙ１）（Ｙ２）を設定している理由を説明する。また、第１所定区間Ｐを対象とした第１許可条件の項目（Ｘ３）に対応する項目を第２許可条件では設定していない理由を説明する。 Based on the above characteristics of constant speed control and coasting control, the reason why items (Y1) and (Y2) are set as the second permission condition for the second predetermined section Q will be explained. Also, the reason why the item corresponding to the item (X3) of the first permission condition targeting the first predetermined section P is not set in the second permission condition will be explained.
　先ず、項目（Ｙ１）について説明する。
　上記のとおり、第２所定区間Ｑで惰行制御を実施した場合、登坂路の最上地点Ｑ２での車速Ｖは、設定速度ＶＳよりも低くなる。このときの車速Ｖが設定速度ＶＳに対して過度に低い場合、乗員が違和感を覚えるおそれがある。そこで、第２許可条件の一つとして、設定速度ＶＳから、登坂路の最上地点Ｑ２での車速Ｖの予測値である第１速度予測値Ｂ１を減じた値が第２差分判定値Ｖ２未満である、という項目（Ｙ１）を定めている。このことにより、乗員が違和感を覚えるおそれのない場合にのみ、惰行制御を行うことができる。 First, item (Y1) will be described.
As described above, when the coasting control is performed in the second predetermined section Q, the vehicle speed V at the highest point Q2 of the uphill road becomes lower than the set speed VS. If the vehicle speed V at this time is excessively low relative to the set speed VS, the occupant may feel uncomfortable. Therefore, as one of the second permission conditions, the value obtained by subtracting the first speed prediction value B1, which is the prediction value of the vehicle speed V at the top point Q2 of the uphill road, from the set speed VS is less than the second difference judgment value V2. There is an item (Y1) defined. As a result, the coasting control can be performed only when the occupant does not feel uncomfortable.
　次に、項目（Ｙ２）について説明する。
　上記のとおり、第２所定区間Ｑで惰行制御を行った場合、降坂路の最上地点Ｑ３での車速Ｖは、設定速度ＶＳよりも低くなる。この後、車両１００が降坂路を進んでいくと、車速Ｖは徐々に増加する。このとき、仮に降坂路の勾配が小さかったり降坂路の距離が短かったりすると、降坂路の最下地点Ｑ４に到達した時点での車速Ｖが設定速度ＶＳよりも低いままのことがあり得る。この場合、例えば降坂路の最下地点Ｑ４に到達した後も惰行制御を継続したときに、仮に降坂路の最下地点Ｑ４の後に登坂路が続いていると、車速Ｖが過度に低くなるおそれがある。この場合、降坂路の最下地点Ｑ４に続く登坂路では、惰行制御を中断せざるを得なくなる。このような事態を避けるべく、第２許可条件の項目の一つとして、降坂路の最下地点Ｑ４での車速Ｖの予測値である第２速度予測値Ｂ２が設定速度ＶＳよりも大きい、という項目（Ｙ２）を定めている。項目（Ｙ２）を定めることで、第２所定区間Ｑの後における制御内容の制約を極力排除できる。 Next, item (Y2) will be described.
As described above, when coasting control is performed in the second predetermined section Q, the vehicle speed V at the highest point Q3 of the downhill road becomes lower than the set speed VS. Thereafter, as the vehicle 100 proceeds downhill, the vehicle speed V gradually increases. At this time, if the slope of the downhill road is small or the distance of the downhill road is short, the vehicle speed V may remain lower than the set speed VS when the vehicle reaches the lowest point Q4 of the downhill road. In this case, for example, when the coasting control is continued even after reaching the lowest point Q4 of the downhill road, if the uphill road continues after the lowest point Q4 of the downhill road, the vehicle speed V may become excessively low. There is In this case, the coasting control must be interrupted on the uphill road following the lowest point Q4 of the downhill road. In order to avoid such a situation, one of the items of the second permission condition is that the second speed prediction value B2, which is the predicted value of the vehicle speed V at the lowest point Q4 on the downhill road, is greater than the set speed VS. Item (Y2) is defined. By defining the item (Y2), restrictions on the control content after the second predetermined section Q can be eliminated as much as possible.
　次に、第１許可条件の項目（Ｘ３）に対応する項目を第２許可条件では設定していない理由を説明する。
　上記のとおり、項目（Ｘ３）は、惰行制御のほうが定常制御よりもエネルギ損失が少ないという条件を規定するものである。この後説明するとおり、第２所定区間Ｑの場合、この条件は必然的に満たされる。そのため、第２許可条件では、この項目（Ｘ３）に対応する項目を設定していない。以下、第２所定区間Ｑで項目（Ｘ３）が必ず満たされる理由を説明する。 Next, the reason why the item corresponding to the item (X3) of the first permission condition is not set in the second permission condition will be explained.
As described above, item (X3) defines the condition that coasting control has less energy loss than steady control. As will be explained later, for the second predetermined interval Q, this condition is necessarily satisfied. Therefore, no item corresponding to this item (X3) is set in the second permission condition. The reason why the second predetermined section Q always satisfies the item (X3) will be described below.
　項目（Ｘ３）は、第１選択処理のステップＳ１７０の判定内容と対応しており、走行抵抗損失差ΔＤと電気エネルギ損失差ΔＥとの大小関係で表されている。このステップＳ１７０の判定を第２所定区間Ｑに適用してみる。その前提として、先ず、第２所定区間Ｑを対象として、第１選択処理のステップＳ１５０と同様の走行抵抗損失差ΔＤを導出する。ここで、図７で説明したとおり、第２所定区間Ｑで惰行制御を実行した場合、当該第２所定区間Ｑのうちの大部分において車速Ｖが設定速度ＶＳを下回る。そして、それに伴い、惰行制御に伴う走行抵抗損失Ｄの積算値は、定常制御に伴う走行抵抗損失Ｄの積算値よりも小さくなる。したがって、走行抵抗損失差ΔＤを導出すると、すなわち、惰行制御に伴う走行抵抗損失Ｄの積算値から定常制御に伴う走行抵抗損失Ｄの積算値を減算すると、その値は負になる。 Item (X3) corresponds to the determination content of step S170 of the first selection process, and is represented by the magnitude relationship between the running resistance loss difference ΔD and the electrical energy loss difference ΔE. The determination in step S170 is applied to the second predetermined section Q. As a premise, first, for the second predetermined section Q, the running resistance loss difference ΔD is derived in the same manner as in step S150 of the first selection process. Here, as described with reference to FIG. 7, when coasting control is performed in the second predetermined section Q, the vehicle speed V falls below the set speed VS in most of the second predetermined section Q. Along with this, the integrated value of the running resistance loss D associated with the coasting control becomes smaller than the integrated value of the running resistance loss D associated with the steady control. Therefore, when the running resistance loss difference ΔD is derived, that is, when the integrated value of the running resistance loss D due to the steady control is subtracted from the integrated value of the running resistance loss D due to the coasting control, the value becomes negative.
　次に、第２所定区間Ｑを対象として、第１選択処理のステップＳ１６０と同様の電気エネルギ損失差ΔＥを導出する。図７で説明したとおり、定常制御時には電気エネルギ損失Ｅが相当に発生するが、惰行制御時には電気エネルギ損失Ｅが発生しないに等しい。したがって、電気エネルギ損失差ΔＥを導出すると、すなわち、定速制御に伴う電気エネルギ損失Ｅの積算値から惰行制御に伴う電気エネルギ損失Ｅの積算値を減算すると、その値は正になる。 Next, for the second predetermined section Q, the electrical energy loss difference ΔE is derived in the same manner as in step S160 of the first selection process. As described with reference to FIG. 7, a considerable electrical energy loss E occurs during steady-state control, but almost no electrical energy loss E occurs during coasting control. Therefore, when the electrical energy loss difference ΔE is derived, that is, when the integrated value of electrical energy loss E due to coasting control is subtracted from the integrated value of electrical energy loss E due to constant speed control, the value becomes positive.
　上記のとおり、走行抵抗損失差ΔＤが負であり、電気エネルギ損失差ΔＥが正であることから、ステップＳ１７０の判定はＮＯにならない。つまり、第２所定区間Ｑを対象とした場合、第１選択処理のステップＳ１７０で判定していた項目（Ｘ３）の内容は必ず成立する。換言すると、第２所定区間Ｑでは、車速Ｖが設定速度ＶＳを下回ることに伴い走行抵抗損失Ｄが小さくなることで、惰行制御のほうが定常制御よりもエネルギ損失が必然的に少なくなる。そのため、第２所定区間Ｑについては、惰行制御の許可条件の項目に、項目（Ｘ３）に対応する項目を設定していない。この場合、第２選択処理では、エネルギ損失に係る各パラメータを算出したり、それらを比較したりする処理、すなわち第１選択処理のステップＳ１５０～Ｓ１７０の処理が不要になる。したがって、その分だけ処理回路５１の処理の負担を抑えることができる。 As described above, the running resistance loss difference ΔD is negative and the electrical energy loss difference ΔE is positive, so the determination in step S170 is not NO. That is, when the second predetermined section Q is targeted, the content of the item (X3) determined in step S170 of the first selection process is always established. In other words, in the second predetermined section Q, the running resistance loss D becomes smaller as the vehicle speed V falls below the set speed VS, so the coasting control inevitably results in less energy loss than the steady control. Therefore, for the second predetermined section Q, the item corresponding to the item (X3) is not set in the item of the conditions for permitting the coasting control. In this case, in the second selection process, the processes of calculating parameters related to energy loss and comparing them, that is, the processes of steps S150 to S170 of the first selection process are not required. Therefore, the processing load of the processing circuit 51 can be reduced accordingly.
　以上のような理由に因り、第２許可条件として、項目（Ｙ１）（Ｙ２）の２つのみを設定している。そして、これら項目（Ｙ１）（Ｙ２）が成立するのであれば、エネルギ損失の少ない惰行制御を実施することになる。エネルギ損失の少ない惰行制御を実施することで、車両１００の走行時の電力消費を極力抑えることができる。また、項目（Ｙ１）（Ｙ２）が成立しない場合、平準化制御を行う。平準化制御では、登坂路においてモータジェネレータ１０から相応に駆動力を出力させることから、登坂路の最上地点Ｑ２での車速Ｖが設定速度ＶＳよりも過度低くなることはない。また、平準化制御では、降坂路においてモータジェネレータ１０で相応に発電して車両１００に回生制動力を発生させる。したがって、降坂路の最下地点Ｑ４での車速Ｖを設定速度ＶＳに戻せる。 For the above reasons, only two items (Y1) and (Y2) are set as the second permission conditions. Then, if these items (Y1) and (Y2) are satisfied, coasting control with less energy loss will be performed. Power consumption during running of the vehicle 100 can be suppressed as much as possible by performing coasting control with little energy loss. If the items (Y1) and (Y2) are not established, leveling control is performed. In the leveling control, the motor generator 10 outputs a corresponding driving force on the uphill road, so the vehicle speed V at the highest point Q2 of the uphill road does not become excessively lower than the set speed VS. Further, in the leveling control, the motor generator 10 generates power correspondingly on a downhill road to generate regenerative braking force in the vehicle 100 . Therefore, the vehicle speed V at the lowest point Q4 on the downhill road can be returned to the set speed VS.
　＜変更例＞
　上記実施形態は、以下のように変更して実施することができる。上記実施形態及び以下の変更例は、技術的に矛盾しない範囲で互いに組み合わせて実施することができる。 <Change example>
The above embodiment can be implemented with the following modifications. The above embodiments and the following modifications can be combined with each other within a technically consistent range.
　・第１差分判定値Ｖ１の定め方は、上記実施形態の例に限定されない。乗員の乗り心地のみならず、他の制御との関連も含めて、必要な観点から適切な値を定めればよい。第２差分判定値Ｖ２についても同様である。すなわち、第１差分判定値Ｖ１は、第２差分判定値Ｖ２と同じ値であってもよいし、第２差分判定値Ｖ２とは異なる値であってもよい。 · The method of determining the first difference determination value V1 is not limited to the example of the above embodiment. An appropriate value may be determined from a necessary viewpoint including not only the comfort of the passenger but also the relationship with other controls. The same applies to the second difference determination value V2. That is, the first difference determination value V1 may be the same value as the second difference determination value V2, or may be a value different from the second difference determination value V2.
　・第１速度予測値の導出手法は、上記実施形態の例に限定されない。第１坂路の終了地点での車速Ｖの予測値として適切な値を導出できるのであれば、導出手法は問わない。第２速度予測値についても同様である。 · The method of deriving the first speed prediction value is not limited to the example of the above embodiment. Any derivation method can be used as long as an appropriate value can be derived as the predicted value of the vehicle speed V at the end point of the first slope. The same is true for the second speed prediction value.
　・惰行制御に伴う走行抵抗損失Ｄの予測値Ｄ１の導出手法は、上記実施形態の例に限定に限定されない。当該予測値Ｄ１として適切な値を導出できるのであれば、導出手法は問わない。定常制御に伴う走行抵抗損失Ｄの予測値Ｄ２についても同様である。 · The method of deriving the predicted value D1 of the running resistance loss D associated with coasting control is not limited to the example of the above embodiment. Any derivation method can be used as long as an appropriate value can be derived as the predicted value D1. The same applies to the predicted value D2 of the running resistance loss D associated with steady control.
　・惰行制御に伴う電気エネルギ損失Ｅの予測値Ｅ１の導出手法は、上記実施形態の例に限定に限定されない。当該予測値Ｅ１として適切な値を算出できるのであれば、導出手法は問わない。定常制御に伴う電気エネルギ損失Ｅの予測値Ｅ２についても同様である。 · The method of deriving the predicted value E1 of the electrical energy loss E associated with coasting control is not limited to the example of the above embodiment. Any derivation method can be used as long as an appropriate value can be calculated as the predicted value E1. The same applies to the predicted value E2 of the electrical energy loss E associated with steady control.
　・走行抵抗損失差ΔＤの導出手法は、上記実施形態の例に限らない。つまり、上記実施形態のように、第１所定区間Ｐでの走行抵抗損失Ｄの積算値を導出した上で、それらの差分として走行抵抗損失差ΔＤを導出しなくてもよい。例えば、地点毎に惰行制御と定常制御とでの走行抵抗損失Ｄの差異を導出していってもよい。さらに、例えば、第１所定区間Ｐのうち、ある特定の領域のみを対象に、惰行制御と定常制御とでの走行抵抗損失Ｄの差異を導出し、それを走行抵抗損失差ΔＤとしてもよい。この場合、それに合わせて、電気エネルギ損失差ΔＥの導出の仕方を変えればよい。惰行制御と定常制御とでのエネルギ損失の大小を適切に判断できるのであれば、このような態様も採用可能である。走行抵抗損失差ΔＤは、定速制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合と、惰行制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合とでの、走行抵抗損失Ｄの差であればよい。 · The method of deriving the running resistance loss difference ΔD is not limited to the example of the above embodiment. That is, it is not necessary to derive the integrated value of the running resistance loss D in the first predetermined section P and then derive the running resistance loss difference ΔD as the difference between them, as in the above embodiment. For example, the difference in running resistance loss D between coasting control and steady state control may be derived for each point. Further, for example, the difference in running resistance loss D between coasting control and steady control may be derived for only a specific region in the first predetermined section P, and used as the running resistance loss difference ΔD. In this case, the method of deriving the electrical energy loss difference ΔE should be changed accordingly. Such a mode can also be adopted as long as it is possible to appropriately determine the magnitude of energy loss between coasting control and steady-state control. The running resistance loss difference ΔD is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by performing the coasting control. and the difference in the running resistance loss D.
　・上記変更例に記載したとおり、電気エネルギ損失差ΔＥの導出の仕方についても、上記実施形態の例に限定されない。電気エネルギ損失差ΔＥは、定速制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合と、惰行制御の実施によって車両１００に第１所定区間Ｐを走行させたと仮定した場合とでの、電気エネルギ損失Ｅの差であればよい。 · As described in the modified example above, the method of deriving the electrical energy loss difference ΔE is not limited to the example of the above embodiment. The electric energy loss difference ΔE is calculated when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the constant speed control, and when it is assumed that the vehicle 100 is caused to travel the first predetermined section P by executing the coasting control. and the difference in electrical energy loss E between .
　・平準化制御における所定駆動力ＫＦ及び所定発電量ＲＦの導出手法は、上記実施形態の例に限定されない。所定区間の終了地点での車速Ｖが設定速度ＶＳと等しくなるように、所定駆動力ＫＦ及び所定発電量ＲＦが導出されていればよい。さらにいえば、所定駆動力ＫＦ及び所定発電量ＲＦは、所定区間の終了地点での車速Ｖが設定速度ＶＳにならないものでもよい。上記のとおり、電気エネルギ損失Ｅは、モータジェネレータ１０が出力する駆動力又は発電量の２乗に比例する。そのため、所定駆動力ＫＦ及び所定発電量ＲＦとして相応に低い値が設定してあれば、過度に大きな電気エネルギ損失Ｅが生じることを抑制できる。 · The method of deriving the predetermined driving force KF and the predetermined amount of power generation RF in the leveling control is not limited to the example of the above embodiment. It is sufficient that the predetermined driving force KF and the predetermined power generation amount RF are derived so that the vehicle speed V at the end point of the predetermined section becomes equal to the set speed VS. Furthermore, the predetermined driving force KF and the predetermined power generation amount RF may be such that the vehicle speed V at the end point of the predetermined section does not reach the set speed VS. As described above, the electrical energy loss E is proportional to the square of the driving force output by the motor generator 10 or the power generation amount. Therefore, if the predetermined driving force KF and the predetermined power generation amount RF are set to correspondingly low values, it is possible to suppress the occurrence of an excessively large electrical energy loss E.
　・惰行制御の許可条件が成立しないときに、平準化制御を実施することは必須ではない。すなわち、惰行制御の許可条件が成立しないときに、平準化制御ではなく、定常制御を行ってもよい。定常制御を行った場合、少なくとも、所定区間の開始地点から終了地点まで車速Ｖを設定速度ＶＳに保つことができる。したがって、所定区間の途中で乗員が違和感を覚えることもないし、所定区間の終了地点で車速Ｖが設定速度ＶＳからずれることに伴う、他の制御への影響も生じない。 · It is not essential to implement leveling control when the conditions for permitting coasting control are not satisfied. That is, steady control may be performed instead of leveling control when conditions for permitting coasting control are not satisfied. When the steady control is performed, the vehicle speed V can be maintained at the set speed VS at least from the start point to the end point of the predetermined section. Therefore, the occupant does not feel uncomfortable in the middle of the predetermined section, and other controls are not affected by the deviation of the vehicle speed V from the set speed VS at the end point of the predetermined section.
　・惰行制御の許可条件の内容は、上記実施形態の例に限定されない。例えば、第１所定区間Ｐを対象とした第１許可条件に関して、項目（Ｘ１）～（Ｘ３）に代えて、又は加えて他の項目を設定してもよい。項目の数を２つ以下にしてもよい。第１許可条件は、第１速度予測値Ａ１と設定速度ＶＳとの関係、及び、第２速度予測値Ａ２と設定速度ＶＳとの関係を規定したものであればよい。そして、第１許可条件は、当該第１許可条件が成立して惰行走行を実施した際に、第１所定区間Ｐの終了地点Ｐ４まで当該惰行走行を継続できるものであればよい。第２所定区間Ｑを対象とした第２許可条件についても同様である。例えば、上記実施形態では第１所定区間での第１許可条件として「第２速度予測値Ａ２が設定速度ＶＳよりも小さいこと。」を判定しているが、代わりに「第２速度予測値Ａ２が設定速度ＶＳよりも小さく、所定の下限速度よりも大きいこと。」を判定するようにしても良い。同様に、第２所定区間での第２許可条件として「第２速度予測値Ｂ２が設定速度ＶＳよりも大きいこと。」を判定しているが、代わりに「第２速度予測値Ｂ２が設定速度ＶＳよりも大きく、所定の上限速度よりも小さいこと。」を判定するようにしても良い。 · The content of the conditions for permitting coasting control is not limited to the example of the above embodiment. For example, regarding the first permission condition targeting the first predetermined section P, other items may be set instead of or in addition to the items (X1) to (X3). The number of items may be two or less. The first permission condition may define the relationship between the first predicted speed value A1 and the set speed VS, and the relationship between the second predicted speed value A2 and the set speed VS. The first permission condition may be any condition as long as the coasting can be continued to the end point P4 of the first predetermined section P when the first permission condition is satisfied and the coasting is performed. The same applies to the second permission condition targeting the second predetermined section Q. For example, in the above embodiment, "the second speed prediction value A2 is smaller than the set speed VS" is determined as the first permission condition in the first predetermined section, but instead "the second speed prediction value A2 is smaller than the set speed VS and larger than a predetermined lower limit speed.". Similarly, as the second permission condition in the second predetermined section, "the second speed prediction value B2 is greater than the set speed VS" is determined. greater than VS and less than a predetermined upper limit speed." may be determined.
　・所定区間の走行途中で、制御を平準化制御から惰行制御に切り替えてもよい。例えば、所定区間に至る前の段階では惰行制御の許可条件が成立していない場合、所定区間の開始地点から平準化制御が実施される。こうした平準化制御による走行途中でも惰行制御の許可条件が成立したか否かの判定を行うようにしてもよい。そして、許可条件が成立したと判定した場合には、平準化制御を終了させて惰行制御を開始させることになる。 · The control may be switched from the leveling control to the coasting control while the vehicle is traveling in a predetermined section. For example, if conditions for permitting coasting control are not satisfied before reaching a predetermined section, leveling control is performed from the start point of the predetermined section. It may be determined whether or not the conditions for permitting coasting control are satisfied even during traveling under such leveling control. Then, when it is determined that the permission condition is satisfied, the leveling control is ended and the coasting control is started.
　・上記変更例に記載したとおり、惰行制御を所定区間の開始地点から実施することは必須ではない。惰行制御の実施を何処で開始するかに拘わらず、所定区間の終了地点まで惰行制御を実施すればよい。 · As described in the modification example above, it is not essential to implement the coasting control from the starting point of the predetermined section. Regardless of where the coasting control is started, the coasting control may be executed until the end point of the predetermined section.
　・上記変更例のように、平準化制御は、必ずしも所定区間の開始地点から終了地点まで実施し続けなくてもよい。平準化制御を所定区間の開始地点から終了地点まで実施し続けない場合でも、当該平準化制御の実行中に、登坂路では一定の所定駆動力ＫＦを保持し、降坂路では一定の所定発電量ＲＦを保持すればよい。 · As in the modification above, the leveling control does not necessarily have to continue from the start point to the end point of the predetermined section. Even if the leveling control is not continuously performed from the start point to the end point of the predetermined section, during the execution of the leveling control, a constant predetermined driving force KF is maintained on the uphill road, and a constant predetermined power generation amount on the downhill road. RF should be maintained.
　・上記実施形態の第２坂路にあたる登坂路や降坂路の途中で一時停止やカーブ等により定速走行が終了されることが予想される場合、予想される定速制御の終了地点をＰ４及びＱ４と設定しても良い。同様に、上記実施形態の第１坂路にあたる登坂路や降坂路の途中で一時停止やカーブ等により定速走行が終了されることが予想される場合、一時停止やカーブを通過後に定速制御を再開し、設定速度ＶＳに復帰すると予想される地点をＰ１及びＱ１と設定しても良い。 When it is expected that the constant speed running will end due to a temporary stop or a curve on the way of the uphill road or the downhill road corresponding to the second slope in the above embodiment, the predicted end point of the constant speed control is set to P4 and Q4. You can also set Similarly, when it is expected that the constant speed running will end due to a temporary stop or a curve on the way of the uphill road or the downhill road corresponding to the first slope in the above embodiment, the constant speed control is performed after the temporary stop or the curve. P1 and Q1 may be set as points at which the speed is expected to resume and return to the set speed VS.
　・車両１００は、モータジェネレータ１０とバッテリ３０とを備えた電動車両であれば、車両１００の駆動源として内燃機関とモータジェネレータ１０とを備えたハイブリッド車両でもよい。 - The vehicle 100 may be an electric vehicle that includes the motor generator 10 and the battery 30, and may be a hybrid vehicle that includes the internal combustion engine and the motor generator 10 as the drive source of the vehicle 100.
　・惰行制御の許可条件が成立しない場合には平準化制御を実施するのであれば、許可条件は上記実施形態で説明した条件とは異なっていてもよい。
　・制御装置５０の処理回路５１は、ＣＰＵとＲＯＭとを備えて、ソフトウェア処理を実行するものに限らない。すなわち、処理回路５１は、以下（ａ）～（ｃ）の何れかの構成であればよい。 If the leveling control is executed when the conditions for permitting coasting control are not satisfied, the conditions for permitting the coasting control may be different from the conditions described in the above embodiment.
- The processing circuit 51 of the control device 50 is not limited to having a CPU and a ROM and executing software processing. That is, the processing circuit 51 may have any one of the following configurations (a) to (c).
　（ａ）処理回路５１は、コンピュータプログラムに従って各種処理を実行する一つ以上のプロセッサを備えている。プロセッサは、ＣＰＵ並びに、ＲＡＭ及びＲＯＭなどのメモリを含んでいる。メモリは、処理をＣＰＵに実行させるように構成されたプログラムコード又は指令を格納している。メモリ、すなわちコンピュータ可読媒体は、汎用又は専用のコンピュータでアクセスできるあらゆる利用可能な媒体を含んでいる。 (a) The processing circuit 51 includes one or more processors that execute various processes according to computer programs. The processor includes a CPU and memory such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to perform processes. Memory, or computer-readable media, includes any available media that can be accessed by a general purpose or special purpose computer.
　（ｂ）処理回路５１は、各種処理を実行する一つ以上の専用のハードウェア回路を備えている。専用のハードウェア回路としては、例えば、特定用途向け集積回路、すなわちＡＳＩＣ又はＦＰＧＡを挙げることができる。なお、ＡＳＩＣは、「Application Specific Integrated Circuit」の略記である。ＦＰＧＡは、「Field Programmable Gate Array」の略記である。 (b) The processing circuit 51 includes one or more dedicated hardware circuits for executing various types of processing. Dedicated hardware circuits may include, for example, application specific integrated circuits, ie ASICs or FPGAs. ASIC is an abbreviation for "Application Specific Integrated Circuit". FPGA is an abbreviation for "Field Programmable Gate Array".
　（ｃ）処理回路５１は、各種処理の一部をコンピュータプログラムに従って実行するプロセッサと、各種処理のうちの残りの処理を実行する専用のハードウェア回路とを備えている。 (c) The processing circuit 51 includes a processor that executes part of various processes according to a computer program, and a dedicated hardware circuit that executes the rest of the various processes.

Claims (8)

  1. 　バッテリ及びモータジェネレータを備える電動車両に適用される車両走行制御装置であって、
    　前記車両走行制御装置は、前記電動車両の走行速度を設定速度に基づいて調整すべく前記モータジェネレータを制御する自動速度制御を行うように構成され、
    　第１坂路を経た後に第２坂路を経る一連の区間が所定区間であり、前記第１坂路が登坂路及び降坂路のうちの一方の坂路であり、前記第２坂路が他方の坂路であって、
    　前記車両走行制御装置は、
    　前記自動速度制御の実施中に前記所定区間を前記電動車両が走行する場合、予め定められた許可条件が成立すると、前記所定区間の終了地点まで前記電動車両に惰性走行を行わせるべく前記モータジェネレータを制御するように構成される制御部と、
    　前記所定区間内における路面勾配を取得するように構成される情報取得部と、
    　前記所定区間で前記電動車両に惰性走行させた場合に、当該電動車両が前記第１坂路の終了地点に到達したときにおける前記走行速度の予測値である第１速度予測値、及び、当該電動車両が前記第２坂路の終了地点に到達したときにおける前記走行速度の予測値である第２速度予測値を、前記路面勾配に基づいて導出するように構成される速度予測値導出部と、を備え、
    　前記制御部は、前記第１速度予測値と前記設定速度との関係、及び、前記第２速度予測値と前記設定速度との関係を基に、前記許可条件が成立したか否かを判定するように構成される
    　車両走行制御装置。     A vehicle travel control device applied to an electric vehicle including a battery and a motor generator,
    The vehicle travel control device is configured to perform automatic speed control for controlling the motor generator to adjust the travel speed of the electric vehicle based on a set speed,
    A series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope. ,
    The vehicle travel control device includes:
    When the electric vehicle travels in the predetermined section during the execution of the automatic speed control, the motor generator causes the electric vehicle to coast to the end point of the predetermined section when a predetermined permission condition is satisfied. a controller configured to control
    an information acquisition unit configured to acquire a road surface gradient within the predetermined section;
    A first speed prediction value that is a prediction value of the running speed when the electric vehicle reaches the end point of the first slope when the electric vehicle is caused to coast in the predetermined section, and the electric vehicle. a predicted speed value deriving unit configured to derive a second predicted speed value, which is a predicted value of the traveling speed when the vehicle reaches the end point of the second slope, based on the road surface gradient. ,
    The control unit determines whether or not the permission condition is satisfied based on the relationship between the first predicted speed value and the set speed and the relationship between the second predicted speed value and the set speed. A vehicle travel control device configured to:
  2. 　前記第１坂路が登坂路であり、前記第２坂路が降坂路であるとき、前記許可条件は、前記第１速度予測値と前記設定速度との差分が差分判定値未満であること、及び、前記第２速度予測値が前記設定速度よりも大きいことを含む
    　請求項１に記載の車両走行制御装置。     When the first slope is an uphill road and the second slope is a downhill road, the permission condition is that a difference between the first speed prediction value and the set speed is less than a difference judgment value, and The vehicle travel control device according to claim 1, wherein said second predicted speed value is greater than said set speed.
  3. 　前記第１坂路が降坂路であり、前記第２坂路が登坂路であるとき、前記許可条件は、前記第１速度予測値と前記設定速度との差分が差分判定値未満であること、及び、前記第２速度予測値が前記設定速度よりも小さいことを含む
    　請求項１に記載の車両走行制御装置。     When the first slope is a descending slope and the second slope is an ascending slope, the permission condition is that a difference between the first speed prediction value and the set speed is less than a difference judgment value; The vehicle travel control device according to claim 1, wherein said second speed prediction value is smaller than said set speed.
  4. 　前記自動速度制御は、前記走行速度が前記設定速度よりも小さい場合には、前記バッテリからの給電によって前記モータジェネレータから駆動力を出力させる一方、前記走行速度が前記設定速度よりも大きい場合には、前記モータジェネレータに発電させることによって前記電動車両に回生制動力を付与しつつ当該モータジェネレータで発生した電力によって前記バッテリを充電させる定速制御を含み、
    　前記車両走行制御装置は、
    　前記定速制御の実施によって前記電動車両に前記所定区間を走行させた場合と、惰性走行によって前記電動車両に前記所定区間を走行させた場合とでの、前記電動車両の走行抵抗に起因するエネルギ損失の差の予測値である走行抵抗損失差を導出するように構成される走行抵抗損失導出部と、
    　前記定速制御の実施によって前記電動車両に前記所定区間を走行させたと場合と、惰性走行によって前記電動車両に前記所定区間を走行させた場合とでの、前記バッテリの蓄電量の増減に応じたエネルギ損失の差の予測値である電気エネルギ損失差を導出するように構成される電気エネルギ損失導出部と、をさらに備え、
    　前記許可条件は、前記走行抵抗損失差が前記電気エネルギ損失差よりも小さいことを含む
    　請求項３に記載の車両走行制御装置。     In the automatic speed control, when the running speed is lower than the set speed, the driving force is output from the motor generator by power supply from the battery, and when the running speed is higher than the set speed, and constant speed control for applying regenerative braking force to the electric vehicle by causing the motor generator to generate power while charging the battery with electric power generated by the motor generator,
    The vehicle travel control device includes:
    Energy resulting from running resistance of the electric vehicle when the electric vehicle is caused to travel the predetermined section by performing the constant speed control and when the electric vehicle is caused to travel the predetermined section by inertia running a running resistance loss derivation unit configured to derive a running resistance loss difference that is a predicted value of the difference in loss;
    according to the increase or decrease in the amount of electricity stored in the battery when the electric vehicle is caused to travel the predetermined section by performing the constant speed control and when the electric vehicle is caused to travel the predetermined section by inertia running; an electrical energy loss derivation unit configured to derive an electrical energy loss difference that is a predicted value of the energy loss difference;
    The vehicle running control device according to claim 3, wherein the permission condition includes that the running resistance loss difference is smaller than the electrical energy loss difference.
  5. 　前記自動速度制御は、登坂路を前記電動車両が走行する際における前記モータジェネレータの駆動力を所定駆動力に保持し、降坂路を前記電動車両が走行する際における前記モータジェネレータの発電量を所定発電量に保持する平準化制御を含み、
    　前記制御部は、前記許可条件が成立しない状況下で前記電動車両に前記所定区間を走行させる際、前記平準化制御を実施するように構成される
    　請求項１～請求項４のうち何れか一項に記載の車両走行制御装置。     The automatic speed control maintains the driving force of the motor generator at a predetermined driving force when the electric vehicle travels on an uphill road, and maintains the power generation amount of the motor generator at a predetermined driving force when the electric vehicle travels on a downhill road. Including leveling control to hold the power generation amount,
    The control unit is configured to perform the leveling control when the electric vehicle is caused to travel in the predetermined section under a situation in which the permission condition is not satisfied. 10. A vehicle travel control device according to claim 1.
  6. 　前記制御部は、前記平準化制御において、前記所定区間の終了地点での前記走行速度が前記設定速度と等しくなるように、前記所定駆動力及び前記所定発電量を設定するように構成される
    　請求項５に記載の車両走行制御装置。     In the leveling control, the control unit is configured to set the predetermined driving force and the predetermined power generation amount so that the travel speed at the end point of the predetermined section becomes equal to the set speed. Item 6. A vehicle running control device according to Item 5.
  7. 　バッテリ及びモータジェネレータを備える電動車両に適用される車両走行制御装置であって、
    　前記車両走行制御装置は、前記電動車両の走行速度を設定速度に基づいて調整すべく前記モータジェネレータを制御するように構成され、
    　第１坂路を経た後に第２坂路を経る一連の区間が所定区間であり、前記第１坂路が登坂路及び降坂路のうちの一方の坂路であり、前記第２坂路が他方の坂路であって、
    　前記車両走行制御装置は、
    　前記所定区間のうちの登坂路を前記電動車両が走行する際における前記モータジェネレータの駆動力が所定駆動力で保持され、前記所定区間のうちの前記降坂路を前記電動車両が走行する際における前記モータジェネレータの発電量が所定発電量に保持されるように、前記モータジェネレータを制御するように構成される制御部を備え、
    　前記制御部は、前記所定区間の終了地点での前記走行速度が前記設定速度と等しくなるように前記所定駆動力及び前記所定発電量を設定するように構成される
    　車両走行制御装置。     A vehicle travel control device applied to an electric vehicle including a battery and a motor generator,
    The vehicle travel control device is configured to control the motor generator to adjust the travel speed of the electric vehicle based on a set speed,
    A series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope. ,
    The vehicle travel control device includes:
    The driving force of the motor generator when the electric vehicle travels on the uphill road in the predetermined section is held at a predetermined driving force, and the driving force of the motor generator when the electric vehicle travels on the downhill road in the predetermined section is maintained. a control unit configured to control the motor generator so that the power generation amount of the motor generator is maintained at a predetermined power generation amount;
    The control unit is configured to set the predetermined driving force and the predetermined power generation amount such that the travel speed at the end point of the predetermined section is equal to the set speed.
  8. 　バッテリ及びモータジェネレータを備える電動車両に適用される車両走行制御方法であって、
    　第１坂路を経た後に第２坂路を経る一連の区間が所定区間であり、前記第１坂路が登坂路及び降坂路のうちの一方の坂路であり、前記第２坂路が他方の坂路であって、
    　前記車両走行制御方法は、
    　前記電動車両の走行速度を設定速度に基づいて調整すべく前記モータジェネレータを制御する自動速度制御を行うことと、
    　前記自動速度制御の実施中に前記所定区間を前記電動車両が走行する場合、予め定められた許可条件が成立すると、前記所定区間の終了地点まで前記電動車両に惰性走行を行わせるべく前記モータジェネレータを制御することと、
    　前記所定区間内における路面勾配を取得することと、
    　前記所定区間で前記電動車両に惰性走行させた場合に、当該電動車両が前記第１坂路の終了地点に到達したときにおける前記走行速度の予測値である第１速度予測値、及び、当該電動車両が前記第２坂路の終了地点に到達したときにおける前記走行速度の予測値である第２速度予測値を、前記路面勾配に基づいて導出することと、を含み、
    　前記モータジェネレータを制御することは、前記第１速度予測値と前記設定速度との関係、及び、前記第２速度予測値と前記設定速度との関係を基に、前記許可条件が成立したか否かを判定することを含む
    　車両走行制御方法。     A vehicle travel control method applied to an electric vehicle including a battery and a motor generator,
    A series of sections passing through the second slope after passing through the first slope is the predetermined section, the first slope is one of the uphill and the downhill, and the second slope is the other slope. ,
    The vehicle travel control method includes:
    performing automatic speed control for controlling the motor generator to adjust the running speed of the electric vehicle based on a set speed;
    When the electric vehicle travels in the predetermined section during the execution of the automatic speed control, the motor generator causes the electric vehicle to coast to the end point of the predetermined section when a predetermined permission condition is satisfied. and
    obtaining a road surface gradient within the predetermined section;
    A first speed prediction value that is a prediction value of the running speed when the electric vehicle reaches the end point of the first slope when the electric vehicle is caused to coast in the predetermined section, and the electric vehicle. deriving a second predicted speed value, which is a predicted value of the running speed when reaches the end point of the second slope, based on the road surface gradient;
    Controlling the motor generator determines whether the permission condition is satisfied based on the relationship between the first predicted speed value and the set speed and the relationship between the second predicted speed value and the set speed. A vehicle cruise control method including determining whether
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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012131273A (en) * 2010-12-20 2012-07-12 Daimler Ag Control device of hybrid electric vehicle
JP2020006920A (en) * 2018-07-12 2020-01-16 いすゞ自動車株式会社 Vehicular control device, and vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012131273A (en) * 2010-12-20 2012-07-12 Daimler Ag Control device of hybrid electric vehicle
JP2020006920A (en) * 2018-07-12 2020-01-16 いすゞ自動車株式会社 Vehicular control device, and vehicle

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