JP2018114815A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of preventing an SOC from reaching a lower limit while SOC deterioration control is executed.SOLUTION: A vehicle control device includes: a travel load management part 22 for acquiring information on a load of a vehicle 10 before it arrives at a destination from a preceding vehicle 30 preceding the vehicle 10 toward the destination; and a control plan preparing part 27 for executing processing for causing the vehicle 10 to execute SOC deterioration control before it arrives at the destination, which estimates a load required for the vehicle 10 before it arrives at the destination on the basis of the information acquired by the travel load management part 22, and if a load by the estimation is higher than a predetermined value, delays a start timing of the SOC deterioration control as compared to a case where the load by the estimation is equal to or lower than the predetermined value.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device that performs control for reducing the SOC of a secondary battery included in a vehicle before the vehicle reaches a destination.

  In a hybrid vehicle having an internal combustion engine that uses the fuel stored in the fuel tank as a power source and a motor that uses the power stored in the secondary battery as a power source, in order to prevent the performance of the secondary battery from deteriorating Then, control is performed to reduce the SOC (State Of Charge) of the secondary battery that has not been charged / discharged to a predetermined target value. For example, the control device that controls the discharge of the secondary battery may discharge the secondary battery more than the charge so that the SOC when the vehicle approaches the destination decreases to the target value when the vehicle reaches the destination. Prioritize (see, for example, Patent Document 1).

JP 2011-091899 A

  By the way, it is preferable that SOC of the secondary battery mentioned above is more than a lower limit in order to suppress that the performance of a secondary battery deteriorates. On the other hand, when SOC reduction control, which is control for reducing the SOC of the secondary battery before reaching the destination, is performed, an increase in load required for the vehicle after the SOC reduction control is performed In some cases, the SOC of the secondary battery falls below the target value and reaches the above-described lower limit value. As a result, the performance deterioration due to the SOC reaching the lower limit value proceeds in the secondary battery. Alternatively, forcible charging for suppressing the SOC from falling below the lower limit value, that is, forcible charging using the power of the internal combustion engine, is performed, which causes a reduction in fuel consumption in the vehicle. .

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of suppressing the SOC from reaching the lower limit value during the period in which the SOC reduction control is performed. There is.

  A vehicle control device that solves the above-described problem is a consumption of electric power stored in a secondary battery for a vehicle including an internal combustion engine and an electric motor that outputs driving force using electric power stored in the secondary battery. Is a vehicle control device that causes the vehicle to perform SOC reduction control, which is control for reducing the SOC of the secondary battery by giving priority over maintaining the electric power before the vehicle reaches the destination. The vehicle control device includes: an information acquisition unit that acquires information on a load of the vehicle until reaching the destination from another vehicle preceding the vehicle toward the destination; and the vehicle control device reaches the destination An SOC command unit that performs processing for causing the vehicle to perform the SOC reduction control before performing a request to the vehicle before reaching the destination based on the information acquired by the information acquisition unit The SOC command unit for delaying the start timing of the SOC reduction control when the estimated load is higher than a predetermined value and when the estimated load is less than or equal to the predetermined value. And comprising.

  According to the above configuration, when the estimated load value required before reaching the destination is higher than the predetermined value, the SOC reduction control is started more than when the estimated load value is less than or equal to the predetermined value. The time is late. At this time, the estimated value of the load required before reaching the destination is a value based on information about the load acquired from the other vehicle preceding the destination. That is, the estimated value of the load required before reaching the destination is a value based on information obtained by pre-reading other vehicles with requests from the environment in which the vehicle will travel. Therefore, during the period in which the SOC reduction control is performed, the load required from the environment for the electric motor is high, and as a result, it is possible to suppress the SOC from reaching the lower limit value.

  According to the present invention, it is possible to suppress the SOC from reaching the lower limit value during the period in which the SOC reduction control is performed.

The block diagram which shows the apparatus structure in one Embodiment in a vehicle control apparatus with the structure of the vehicle used as the control object. The action figure which illustrates the position where the SOC fall control implemented in one embodiment is started for every load to the destination. The graph which shows the effect | action of the SOC fall control implemented in one Embodiment by transition of SOC.

Hereinafter, an embodiment of the vehicle control device will be described.
A processing server that is an example of a vehicle control device targets a hybrid vehicle that includes an internal combustion engine and a motor generator that is an example of an electric motor. The processing server provides the vehicle with SOC reduction control, which is a control for reducing the SOC [%] (State Of Charge) of the secondary battery mounted on the vehicle toward the target value before the vehicle reaches the destination. Let it be done. At this time, the processing server acquires load information, which is information relating to a load required for the vehicle in traveling the vehicle to the destination, from another vehicle that travels to the destination ahead of the vehicle. The processing server estimates the load required for the vehicle in traveling to the destination based on the acquired load information. Then, when it is determined that the estimated load is higher than the predetermined value, the processing server delays the start time of the SOC lowering control than when the estimated load is equal to or less than the predetermined value.

First, the processing server and the configuration of the vehicle to be controlled will be described with reference to FIG.
As shown in FIG. 1, the vehicle 10 includes a GPS receiver 11, a communication device 12, an HV control device 13, a secondary battery 14, a motor generator 15, and an internal combustion engine 16.

  The GPS receiver 11 receives a signal transmitted from a GPS satellite, and acquires position information such as latitude information and longitude information for specifying the position of the vehicle 10 based on the received signal. The communication device 12 transmits the position information, parking information, traveling load information, forced charging information, and vehicle information of the vehicle 10 to the processing server 20. Note that the preceding vehicle 30 traveling ahead of the vehicle 10 to the destination of the vehicle 10 also transmits the position information, traveling load information, and vehicle information of the preceding vehicle 30 to the processing server 20. The communication device 12 receives from the processing server 20 a start position, a target decrease value, a SOC decrease range, a SOC decrease rate, and a control plan including these.

  The position information includes latitude information and longitude information of the vehicle 10 acquired through reception by the GPS receiver 11. The parking information is information indicating whether or not the vehicle 10 is parked. Parking information is a flag which shows the state of an ignition switch, for example. The travel load information is information indicating the travel load required for the vehicle 10. The travel load varies depending on, for example, the friction resistance of the travel path, the gradient of the travel path, the inertia weight of the vehicle 10, the power consumption of the auxiliary machine, and the like. The travel load is calculated by the vehicle 10 based on, for example, the acceleration of the vehicle 10, the travel speed of the vehicle 10, the power consumption of the auxiliary machine, and the like.

  The forced charging information is information indicating an implementation status of forced charging in the vehicle 10, and is, for example, a flag indicating whether forced charging has been performed. The forced charging is charging using a part of the driving force of the internal combustion engine 16 and is performed when the SOC of the secondary battery 14 falls below the lower limit value permitted for the SOC of the secondary battery 14. In the forced charging, for example, the internal combustion engine 16 is started in order to recover the SOC of the secondary battery 14 from the lower limit value in a traveling mode in which the power of the motor generator 15 is preferentially used for traveling. The vehicle information is information indicating the size of a parameter that contributes to the travel load in the vehicle state, and includes the inertia weight including the vehicle weight of the vehicle 10 and the power consumption required to drive auxiliary equipment such as a cooling pump and a fan. Including. The forced charging information and the vehicle information are transmitted from the HV control device 13 through the communication device 12.

  The control plan is a plan for distributing the vehicle load on the planned route of the vehicle 10 to the motor generator 15 and the internal combustion engine 16. The vehicle load is a load including a travel load required for the vehicle 10 and an air conditioning load required for the vehicle 10, and is a time-series load required for the vehicle 10 until the destination. The vehicle load is a series of values estimated for each section to the destination as a load required for the vehicle 10. The control plan is a plan in which the distribution destination of the vehicle load is continuously determined up to the destination, and includes information on the start position that is the position where the above-described SOC reduction control is started.

  The start distance is a distance until the vehicle 10 reaches the start position. The start position is a position of the vehicle 10 when the vehicle 10 starts the SOC reduction control, and is calculated by the processing server 20. The SOC reduction control is a control for reducing the SOC of the secondary battery 14 toward the target reduction value using parameters such as the SOC reduction range and the SOC reduction speed. The SOC reduction control is performed, for example, by reducing the driving force of the internal combustion engine 16 and suppressing the charging of the secondary battery 14.

  The target decrease value is a target SOC value in the SOC decrease control. The decrease target value is a parameter for suppressing a decrease in performance of the secondary battery 14 when charging / discharging is not performed. The decrease target value is higher than the lower limit value of the SOC allowed for the secondary battery 14 and lower than the travel target value that is the target value of the SOC in the normal travel using the power of the secondary battery 14. The secondary battery 14 having the lower target SOC can be charged by the driving force of the internal combustion engine 16 during the warm-up operation of the catalyst and the internal combustion engine 16. The decrease width is a target value for the amount of change in SOC in the SOC decrease control. The decrease speed is a target value for the SOC decrease speed in the SOC decrease control, and is a change amount of the SOC with respect to the travel distance of the vehicle 10.

  The motor generator 15 uses electric power stored in the secondary battery 14 as a power source. The internal combustion engine 16 uses the fuel accumulated in the fuel tank as a power source. The vehicle 10 is, for example, a plug-in hybrid vehicle configured to be able to charge the secondary battery 14 with electric power from an external power source. The motor generator 15 and the internal combustion engine 16 are connected to a transmission mechanism, and the rotational driving force by itself is converted into the propulsive force of the vehicle 10 through the transmission mechanism. The motor generator 15 charges the secondary battery 14 with regenerative power by rotating in a direction opposite to the rotation direction when the vehicle 10 is traveling.

  The driving of the motor generator 15 and the driving of the internal combustion engine 16 are each controlled by the HV control device 13. The HV control device 13 includes a charge / discharge control unit 13A and an internal combustion engine control unit 13B. The charge / discharge control unit 13 </ b> A inputs a control signal for controlling the driving of the motor generator 15 to the motor generator 15, and controls the driving force output by the motor generator 15. The internal combustion engine control unit 13B inputs a control signal for controlling the driving of the internal combustion engine 16 to the internal combustion engine 16 and controls the driving force for the internal combustion engine 16 to output. The HV control device 13 outputs the required output from at least one of the motor generator 15 and the internal combustion engine 16 based on the output required for the entire vehicle 10 such as the depression amount of the accelerator pedal and the driving amount of the air conditioning system. Thus, a control signal is input to the motor generator 15 and the internal combustion engine 16. The HV control device 13 controls so that at least one of the motor generator 15 and the internal combustion engine 16 generates a rotational driving force.

  The HV control device 13 acquires the SOC from the secondary battery 14. The HV control device 13 calculates the remaining power amount of the secondary battery 14 based on the acquired SOC. The HV control device 13 monitors whether or not the SOC of the secondary battery 14 has reached the lower limit value. When the SOC of the secondary battery 14 reaches the lower limit value, the HV control device 13 performs the above-described forced charging, and drives the motor generator 15 for charging the secondary battery 14 using the power of the internal combustion engine 16. . The HV control device 13 has a CD mode (Charge Depleting Mode) and a CS mode (Charge Sustain Mode) as control modes using at least one of the output of the motor generator 15 and the output of the internal combustion engine 16.

  The HV control device 13 preferentially uses the power of the motor generator 15 for traveling over the power of the internal combustion engine 16 in the CD mode. In the CD mode, the HV control device 13 gives priority to consumption rather than maintaining the power of the secondary battery 14. For example, the HV control device 13 controls the driving in the CD mode and stops the driving of the internal combustion engine 16 in a section where the traveling load is estimated to be lower than a predetermined value. Further, for example, when an auxiliary machine such as a cooling pump mounted on the vehicle 10 is operated by the internal combustion engine 16 or when a device mounted on the vehicle 10 is warmed up, the HV control device 13 is in the CD mode. Even if it exists, the internal combustion engine 16 is driven. Further, for example, when the vehicle load required for the vehicle 10 is high, such as when the driving force required for the vehicle 10 cannot be output only by the power of the motor generator 15, the HV control device 13 is in the CD mode. Also, the internal combustion engine 16 is driven.

  The HV control device 13 uses both the power of the internal combustion engine 16 and the power of the motor generator 15 to travel the vehicle 10 in the CS mode. The HV control device 13 gives priority to maintaining the power of the secondary battery 14 over consuming the power of the secondary battery 14 in the CS mode. The HV control device 13 intermittently starts and stops the internal combustion engine 16 in response to a request to maintain the power of the secondary battery 14. For example, the HV control device 13 controls the drive in the CS mode in a section where the travel load is estimated to be higher than a predetermined value, and maintains the SOC of the secondary battery 14 at the travel target value. The motor generator 15 is driven to charge the secondary battery 14 using the power of the engine 16.

  The HV control device 13 follows the control plan drawn up by the processing server 20, the power of the motor generator 15 and the internal combustion engine 16 in each section of the planned route, regardless of whether the mode is the CD mode or the CS mode. At least one of the motive power is used for traveling. In a plurality of control plans in which the travel section in the CD mode and the travel section in the CS mode are different from each other, the electric energy consumed by the secondary battery 14 is different from each other. Assigning the CD mode and the CS mode to each section of the planned route is controlling the timing of charging and discharging in the secondary battery 14. The timing of charging and discharging performed by the HV control device 13 is made by the processing server 20 as the control plan described above.

  The HV control device 13 switches between the CD mode and the CS mode based on the control plan received from the processing server 20. The HV control device 13 starts the SOC reduction control when the current location of the vehicle 10 reaches the start position based on the start position received from the processing server 20. For example, in the CD mode, the HV control device 13 stops the driving of the internal combustion engine 16 and supplies the power of the motor generator 15 to the destination so that the SOC of the secondary battery 14 decreases toward the target decrease value. Use preferentially for driving. Further, for example, in the CD mode, the HV control device 13 suppresses the start of the internal combustion engine 16, and the SOC of the secondary battery 14 decreases according to the decrease width and the decrease speed included in the control plan toward the decrease target value. Thus, the power of the motor generator 15 is preferentially used for traveling to the destination.

  Note that starting the internal combustion engine 16 without warming up the catalyst included in the vehicle 10 after the vehicle 10 has been parked for a long time may reduce the exhaust gas purification performance of the vehicle 10. Therefore, when starting the internal combustion engine 16 after parking for a long time, the HV control device 13 suppresses the rotational speed and load of the internal combustion engine 16 and warms up the internal combustion engine 16 for a certain period of time. At this time, the HV control device 13 uses a part of the power output from the internal combustion engine 16 for charging the secondary battery 14, and causes the SOC of the secondary battery 14 to reach the traveling target value that is the target value in the CD mode. Thus, the HV control device 13 enables traveling in the CD mode, shortens the warm-up period, and improves the fuel consumption in the vehicle 10.

[Processing server 20]
The processing server 20 includes a history management unit 21, a travel load management unit 22, a weather information management unit 23, and a control plan planning unit 27. The traveling load management unit 22 and the weather information management unit 23 are examples of an information acquisition unit. The control planning unit 27 includes a destination estimation unit 24 and a load estimation unit 25. The load estimation unit 25 includes a travel load estimation unit 25A and an air conditioning load estimation unit 25B. The processing server 20 stores map information used for these functional units. Map information includes node data indicating the position of nodes set on the road, shape interpolation point data indicating the position of shape interpolation points for identifying the shape of the road between nodes, and links (sections) between nodes. Link data indicating, data indicating features present on the road and its surroundings, and the like. The map information is used for destination estimation by the destination estimation unit 24, travel load estimation performed by the travel load estimation unit 25A, and air conditioning load estimation performed by the air conditioning load estimation unit 25B. Further, the map information includes a search for a planned route from the current position of the vehicle 10 to the destination performed by the control plan planning unit 27, and calculation of a start position, an SOC decrease range, and an SOC decrease rate performed by the control plan planning unit 27. It is used for etc.

  The history management unit 21 acquires the travel history of the vehicle 10 from the vehicle 10, accumulates the acquired travel histories, and executes and manages these processes. The traveling history of the vehicle 10 includes a parking position that is the position of the vehicle 10 when the ignition switch is turned off. Further, the travel history of the vehicle 10 includes the day of the week and the time when the ignition switch is turned off. The travel history of the vehicle 10 includes the time elapsed from the ignition switch OFF operation to the ON operation, that is, the parking time of the vehicle 10. The history management unit 21 stores a parking position and a parking time in association with each time zone of each day of the week. The parking position and parking time accumulated by the history management unit 21 are used for destination estimation by the destination estimation unit 24.

  For example, when the vehicle 10 is a vehicle that is used for commuting, the history management unit 21 sets the work place where the vehicle 10 is parked in the time zone from 9:00 am to 6:00 pm on each day of the week from Monday to Friday. And 9 hours as parking time are stored in association with each other. In addition, for example, when a route including a resting facility such as a service area is a regular traveling route of the vehicle 10, the history management unit 21 is in a time zone from 10 pm to 6 pm on each day of the week. The facility is stored in association with the parking time of 8 hours.

  The history management unit 21 acquires forced charging information from the vehicle 10, stores information indicating that forced charging has been performed, and position information of the vehicle 10 on which forced charging has been performed in association with each other, Execute and manage the process. The history management unit 21 stores information indicating that forced charging has been performed and the day of the week and time when the forced charging has been performed in association with each other.

  For example, when the vehicle 10 is a vehicle used for commuting, the history management unit 21 indicates that forced charging has been performed, a section including an uphill road with a steep slope before reaching the office, and Monday Are stored in association with the time zone from 8:30 am to 9 am. Further, for example, when a route including a resting facility such as a service area is a regular travel route of the vehicle 10, the history management unit 21 indicates that forced charging has been performed before reaching the service area. The section including the uphill road is stored in association with the time zone from 5:30 pm to 6 pm on each day of the week. Information on forced charging stored in the history management unit 21 is used for calculation of the start position by the control plan planning unit 27.

  The traveling load management unit 22 acquires the vehicle information of the vehicle 10 and the traveling load of each vehicle in each section on the traveling path of the vehicle 10, and updates the section in association with the traveling load in each section. These processes are executed and managed. The traveling load management unit 22 acquires vehicle information and traveling load of other vehicles from other vehicles different from the vehicle 10, and stores and associates the sections with the traveling loads of other vehicles in each section. Execute and manage the process. The other vehicle from which the traveling load management unit 22 acquires the traveling load is one or more preceding vehicles 30 that are currently traveling ahead of the vehicle 10 in the planned route of the vehicle 10 or the planned route of the vehicle 10 in the vehicle 10. One or more preceding vehicles 30 that traveled within a predetermined time in advance. The traveling load of the preceding vehicle 30 includes the traveling load required for the preceding vehicle 30 in each section on the planned route. The traveling load management unit 22 stores the traveling load of each section requested of the vehicle 10 in association with the section. The traveling load management unit 22 stores the traveling load of each section requested of the preceding vehicle 30 in association with the section. The travel load of the vehicle 10 and the travel load of other vehicles stored in the travel load management unit 22 are used for estimation of the travel load on the planned route by the control plan planning unit 27.

  For example, the travel load management unit 22 stores the travel path connecting the user's home and work place in association with the travel load of the vehicle 10 in each section. The traveling load management unit 22 stores the route including the facility in association with the traveling load of the vehicle 10 in each section in association with the section. The traveling load management unit 22 stores the section in association with the traveling load of the other vehicle in each section.

  The weather information management unit 23 acquires weather information, which is information related to the weather in each region, from an external information device, updates the acquired weather information in association with each section, and executes and manages these processes. And do. The weather information includes, for example, temperature, humidity, and amount of solar radiation. Weather information such as temperature, humidity, and amount of solar radiation has a correlation with the driving amount of the air conditioning system in the vehicle 10. The weather information stored in the weather information management unit 23 is used for the calculation of the air conditioning load by the air conditioning load estimation unit 25B.

  For example, in high-temperature, high-humidity, high-sunlight weather, the output required for the compressors and other components of the air conditioning system is high in order to lower the temperature in the vehicle interior and maintain the temperature in the vehicle interior at about room temperature. The load required for the power source for outputting it, that is, the air conditioning load is also high. On the other hand, in the weather that is normal temperature, low humidity, and low solar radiation, the output required for the compressor provided in the air conditioning system is low, and the air conditioning load required for the power source for outputting it is low.

  The destination estimation unit 24 estimates a parking position that is a position where the vehicle 10 is parked based on the traveling history of the vehicle 10 managed by the history management unit 21. The destination estimation unit 24 refers to the current time and day of the week from the estimated plurality of parking positions, is associated with the current time zone and day of the week, and has a parking time of a predetermined time or more. Identify the location. From the parking position where the vehicle 10 has been parked for a long time, first, the warm-up operation described above is started in the vehicle 10, and at the same time, the secondary battery 14 is charged. In this way, the destination estimation unit 24 estimates the parking position estimated that the next warm-up operation is performed based on the travel history of the vehicle 10 as the destination of the current vehicle 10. The control planning unit 27 searches for a route connecting the current location of the vehicle 10 and the destination estimated by the destination estimation unit 24 based on the map information, and uses the searched route as the planned route of the vehicle 10 this time. .

The load estimation unit 25 includes a travel load estimation unit 25A and an air conditioning load estimation unit 25B.
The travel load estimation unit 25A is required for the vehicle 10 to travel in each section on a planned route from the current location of the vehicle 10 to the destination estimated by the destination estimation unit 24 based on information managed by the travel load management unit 22. Estimate travel load. The travel load estimation unit 25A uses the travel load of the preceding vehicle 30 that travels ahead of the planned route from the travel loads of other vehicles stored in the travel load management unit 22, and the travel load of each section on the planned route. Is estimated. For example, the traveling load estimation unit 25A, when there are two or more preceding vehicles 30 traveling ahead of the planned route, the preceding vehicle corresponding to the vehicle information of the vehicle 10 and the vehicle information whose affinity is a predetermined degree or more. 30, the traveling load of each section on the planned route is estimated using the traveling load of the preceding vehicle 30. For example, the traveling load estimation unit 25A uses the traveling load of the preceding vehicle 30 for the preceding vehicle 30 having an inertia weight whose difference from the inertia weight of the vehicle 10 is relatively small. Estimate the load. In addition, when there is one preceding vehicle 30 that travels ahead of the scheduled route, the traveling load estimation unit 25A determines the traveling load of the preceding vehicle 30 based on the vehicle information of the preceding vehicle 30 and the vehicle information of the vehicle 10. Is converted into the traveling load of the vehicle 10, and the converted traveling load is estimated as the traveling load of each section.

  The air conditioning load estimator 25B is configured so that the vehicle 10 travels in each section on the planned route from the current location of the vehicle 10 to the destination estimated by the destination estimator 24 based on the weather information managed by the weather information manager 23. Estimate the required air conditioning load. The air conditioning load estimation unit 25B uses the temperature, humidity, solar radiation amount, etc. of each section in the planned route from the weather information stored by the weather information management unit 23, and outputs required for the air conditioning system when traveling on the planned route. Is estimated as the air conditioning load. For example, the air conditioning load estimator 25B includes information for converting air temperature, humidity, solar radiation amount, and the like into air conditioning load. Also, the air conditioning load is estimated so that the air conditioning load becomes high.

  The control plan planning unit 27 treats the sum of the travel load estimated by the travel load estimation unit 25A and the air conditioning load estimated by the air conditioning load estimation unit 25B as the vehicle load in the category. The control planning unit 27 distributes the vehicle load in each section to the destination to the motor generator 15 and the internal combustion engine 16. Here, if it is possible to complete the scheduled route without causing a shortage in the remaining power amount of the secondary battery 14, the completion in the CD mode is less expensive than the completion in the CS mode. In addition, when traveling only in the CD mode, on a planned route in which the remaining power amount of the secondary battery 14 is insufficient in the middle of the route, it is smaller when the traveling in the CS mode is performed in a section where the vehicle load is large. The distance that can be traveled in the CD mode can be made longer than in the section. As described above, when the control planning unit 27 travels only in the CD mode, the remaining power amount of the secondary battery 14 is, for example, less than the planned route in which the remaining power amount of the secondary battery 14 is insufficient in the middle of the route. A control plan is created so that the vehicle travels in the CS mode before running out and travels in the CS mode in a section with a large vehicle load.

  The control plan planning unit 27 is an example of an SOC command unit that performs processing for causing the vehicle 10 to perform SOC reduction control. The control plan planning unit 27 stores a target reduction value used for SOC reduction control. The decrease target value is a range that suppresses the deterioration of the performance of the secondary battery 14 when charging / discharging is not performed.

  The control planning unit 27 calculates a start position based on the estimated vehicle load in each section. The control planning unit 27 calculates the start position so that the start position is closer to the destination as the total vehicle load in the predetermined section from the estimated destination is higher. That is, the control planning unit 27 calculates the start position so that the start time of the SOC reduction control is delayed as the total vehicle load in the predetermined section from the destination increases. The predetermined section used by the control planning unit 27 for calculating the start position is, for example, the SOC is reduced by the SOC reduction control from the travel target value to the decrease target value when the vehicle 10 travels in the predetermined section with low load traveling. It is the number of sections.

  For example, as shown in FIG. 2, the control plan drafting unit 27 determines that the SOC decreases when the travel in the same section is estimated to be a low-load travel based on the vehicle load in the predetermined section from the estimated destination. The start position P1 on the planned route is calculated so that the control start time is during low-load travel. On the other hand, the control plan planning unit 27 determines that the start time of the SOC reduction control is low when the travel within the predetermined section is estimated to be high load based on the vehicle load within the predetermined section from the estimated destination. A start position P2 that is closer to the destination than the start position P1 is calculated so as to be delayed from the time of travel.

  The control plan planning unit 27 calculates a decrease width and a decrease speed based on the estimated vehicle load in each section. In the SOC reduction control from the calculated start position to the destination, the control plan making unit 27 calculates the reduction width and the reduction speed so that the SOC does not fall below the target reduction value. For example, the control plan drafting unit 27 calculates the decrease width so that the decrease width is smaller as the increase width of the vehicle load in the predetermined section from the estimated destination is larger. For example, the control planning unit 27 calculates the decrease rate so that the decrease rate decreases as the increase rate of the vehicle load in the predetermined section from the estimated destination increases.

  The control planning unit 27, for example, in the forced charging information stored in the history management unit 21, is based on information associated with the day of the week and the time zone at the time of the current travel, and the estimated destination and start It is determined whether or not there is a section in which the forced charging is repeatedly performed among the sections between the positions. When there is no section in which the forced charging is repeatedly performed, the control plan planning unit 27 includes the start position, the SOC decrease width, and the SOC decrease speed calculated as described above in the control plan, Is transmitted to the vehicle 10. On the other hand, when there is a section in which the forced charging is repeatedly performed, the control planning unit 27 corrects the start position, the SOC decrease range, and the SOC decrease rate calculated as described above. For example, the control plan drafting unit 27 calculates a new start position that brings the start position closer to the destination, and transmits a control plan including the calculated new start position to the vehicle 10. And the processing server 20 makes the HV control apparatus 13 of the vehicle 10 perform control based on a control plan by transmitting the control plan created in this way to the vehicle 10.

Next, an operation when the travel to the estimated destination is a high-load travel will be described with reference to FIG.
First, the processing server 20 stores the position information, parking information, traveling load information, and forced charging information of the vehicle 10 received from the vehicle 10. Next, the processing server 20 estimates a planned route that connects the destination in the current travel and the current location of the vehicle 10 to the destination based on the travel history such as the stored parking information. In addition, the processing server 20 includes the position information, travel load information, and vehicle from the preceding vehicle 30 that is the other vehicle that precedes the planned route toward the destination among other vehicles that transmit various types of information. Receive information. Further, the processing server 20 acquires weather information from an external information device.

  Next, the processing server 20 estimates the vehicle load in each section on the planned route based on the travel load and vehicle information received from the vehicle 10, the travel load and vehicle information acquired from the preceding vehicle 30, and the weather information. Subsequently, the processing server 20 distributes the vehicle load in each section from the current location to the destination of the vehicle 10 to the motor generator 15 and the internal combustion engine 16. Further, the processing server 20 calculates a start position, a decrease width, and a decrease speed for performing the SOC decrease control based on the vehicle load within a predetermined section from the destination. Then, the processing server 20 transmits a control plan including the calculated start position, reduction width, reduction speed, and reduction target value to the vehicle 10, thereby causing the vehicle 10 to perform SOC reduction control.

  At this time, as shown in FIG. 3, the control plan transmitted from the processing server 20 is based on the estimation that the travel to the destination is a high-load travel, and the distance L from the start position P1 toward the destination. Is included as the start position P2. When the SOC reduction control is performed from the start position P1, the SOC reaches the lower limit value at the charging position P3 that is in front of the destination as indicated by the two-dot chain line in FIG. Will be done. On the other hand, as described above, the estimated value of the vehicle load required before reaching the destination is the travel load based on the travel load acquired from the preceding vehicle 30 preceding the destination, and the planned route. It is a value based on the air conditioning load based on the weather information in each section. That is, the estimated value of the vehicle load required before reaching the destination is a value based on information obtained by prefetching the request from the environment in which the vehicle 10 will travel from the preceding vehicle 30 and the current weather. . Therefore, according to the SOC reduction control performed from the start position P2, the load required from the environment for the motor generator 15 is high during the period when the SOC reduction control is performed, as indicated by the solid line in FIG. Thus, it is possible to suppress the SOC from reaching the lower limit value.

As described above, according to the embodiment, the effects listed below can be obtained.
(1) If the vehicle load estimated to be required before reaching the destination is higher than a predetermined value, the vehicle load estimated to be required before reaching the destination is less than the predetermined value. The start time of the SOC reduction control is delayed as compared with the case where there is. Therefore, during the period in which the SOC reduction control is performed, the load on motor generator 15 is high, and it is possible to suppress the SOC from reaching the lower limit value due to this.

  (2) The processing server 20 includes the travel load and the air conditioning load in the vehicle load of each section for calculating parameters such as the start position. Therefore, compared with the configuration in which the load of the vehicle 10 is estimated using only the traveling load acquired from the preceding vehicle 30, it is possible to improve the accuracy of the estimation of the vehicle load in each section on the planned route. .

  (3) The processing server 20 converts the traveling load of the preceding vehicle 30 based on the vehicle information of the vehicle 10, and uses the converted traveling load for calculation of the vehicle load. Therefore, compared with the configuration in which the traveling load of the preceding vehicle 30 is the load of the vehicle 10, it is possible to increase the accuracy of the estimation of the vehicle load in each section on the planned route.

  (4) When the position where forced charging is repeated is included between the start position and the destination, the processing server 20 performs a process of bringing the start position closer to the destination. Therefore, it is possible to suppress the repeated forced charging.

In addition, the said embodiment can also be suitably changed and implemented as follows.
[Destination]
The destination of the vehicle 10 may be the position transmitted to the processing server 20 by the user of the vehicle 10 regardless of the travel history of the vehicle 10 managed by the history management unit 21.

  The processing server 20 can also set the parking position where the parking time is less than the predetermined time as the destination. Even with such a configuration, it is possible to suppress the SOC from reaching the lower limit during the period in which the SOC reduction control is performed. As described above, by applying to the vehicle 10 a configuration in which the secondary battery 14 can be charged during a period when the warm-up operation is performed if the destination is highly likely to start the warm-up operation. It becomes possible to improve the fuel consumption in the vehicle 10.

[Vehicle load]
The target route of the travel load estimated by the processing server 20 may be a planned route transmitted from the vehicle 10 by the user of the vehicle 10, for example. Also in this configuration, the processing server 20 can start the SOC reduction control when the current location of the vehicle 10 reaches the start position.

  The processing server 20 can also calculate the vehicle load for calculating the start position, the decrease width, and the decrease speed using only the traveling load acquired from the preceding vehicle 30. That is, the processing server 20 can be configured not to include the air conditioning load in the vehicle load.

  The processing server 20 can also store a predetermined initial value as the distance from the destination to the start position. At this time, for example, the processing server 20 sets the SOC of the secondary battery 14 from the travel target value to the decrease target value by low load travel from the start position to the destination as an initial value of the distance from the destination to the start position. The distance required for the decrease is stored. Then, the processing server 20 uses the initial value of the distance from the destination to the start position, and the higher the vehicle load within the initial value, the new start time of the SOC reduction control is delayed from the low load traveling time. The correct starting position is calculated. In other words, the processing server 20 delays the start time of the SOC reduction control from the low load traveling as the traveling within the initial value of the distance from the destination to the start position is closer to the high load traveling than the low load traveling. It is also possible to calculate a new start position.

  The processing server 20 can also store a predetermined initial value as the distance from the destination to the start position. At this time, the processing server 20 first performs SOC reduction control based on a predetermined initial value. Then, after such SOC reduction control is repeated in the same route, it is determined whether or not there is a position where forced charging is repeated within the predetermined section from the destination based on the forced charging information stored in the history management unit 21. When there is a position where forced charging is repeated, it is possible to perform the SOC reduction control based on the start position described above.

[Electric motor]
The power supply function of the motor generator 15 can be realized by a fuel cell connected in parallel with the secondary battery 14 with respect to the load.
The HV control device 13 lowers the travel target value as the travel load estimated to be required for the vehicle 10 is lower in the CD mode or the CS mode, and the travel load estimated to be required for the vehicle 10 It is possible to increase the travel target value as the value increases.

  The vehicle 10 can be provided with a control planning function of the processing server. At this time, for example, the communication device 12 of the vehicle 10 receives the position information, the travel load information, and the vehicle information of the preceding vehicle 30, and an ECU (Electronic Control Unit) included in the vehicle 10 uses various information. Develop a control plan.

  P1, P2 ... start position, 10 ... vehicle, 11 ... GPS receiver, 12 ... communication device, 13 ... HV control device, 13A ... charge / discharge control unit, 13B ... internal combustion engine control unit, 14 ... secondary battery, 15 ... Motor generator, 16 ... internal combustion engine, 20 ... processing server, 21 ... history management unit, 22 ... travel load management unit, 23 ... weather information management unit, 24 ... destination estimation unit, 25 ... load estimation unit, 25A ... travel load Estimating section, 25B ... Air conditioning load estimating section, 27 ... Control plan planning section, 30 ... Preceding vehicle.

Claims (1)

Prioritizing the consumption of the electric power stored in the secondary battery over the maintenance of the electric power for a vehicle including an internal combustion engine and an electric motor that outputs a driving force using the electric power stored in the secondary battery A vehicle control device for causing the vehicle to perform SOC reduction control, which is control for reducing the SOC of the secondary battery, before the vehicle reaches the destination,
An information acquisition unit for acquiring information related to the load of the vehicle until reaching the destination from another vehicle preceding the vehicle toward the destination;
An SOC command unit that performs processing for causing the vehicle to perform the SOC reduction control before reaching the destination, based on the information acquired by the information acquisition unit, before reaching the destination The load required for the vehicle is estimated, and when the estimated load is higher than a predetermined value, the start time of the SOC reduction control is set as compared with the case where the estimated load is equal to or less than the predetermined value. A vehicle control device comprising: the SOC command unit for delaying.

Images