JP2023074396A - Travel support device - Google Patents

Abstract

To provide a technique capable of properly switching a travel mode of a hybrid vehicle according to the charging state of a battery.SOLUTION: When determining that a vehicle has entered an urban area EV control section (step S6; YES), a hybrid ECU 270 performs control of switching to an EV mode (step S8) after performing setting of lowering a recovery SOC level to a low recovery SOC level (step S7). When detecting that the vehicle has left the urban area EV control section, the hybrid ECU 270 determines that the execution of the urban area EV control should be terminated (step S9; YES), performs setting of returning to a normal recovery SOC level (step S10) and terminates the processing.SELECTED DRAWING: Figure 4

Description

The present invention relates to a driving support device that supports driving of a hybrid vehicle.

Hybrid vehicles equipped with an engine and a motor as driving force sources are widely used. 2. Description of the Related Art In a hybrid vehicle, a state in which electric power stored in a battery that drives a motor or the like is exhausted (hereinafter also referred to as a battery depletion state) can occur.

In view of such circumstances, the point at which the state of charge (SOC) of the battery is equal to or lower than a threshold value is calculated based on the power consumption (power consumption per unit traveled distance) that is uniquely obtained from vehicle type information. Techniques have been proposed (see Patent Document 1, for example).

JP 2015-230719 A

By the way, when a hybrid vehicle runs out of battery, the vehicle cannot return to the EV mode unless the SOC recovers to a set threshold level (for example, 20%; hereinafter referred to as recovery SOC level).

Specifically, as shown in FIG. 1, when the hybrid vehicle 100 in the battery depletion state is switched to the battery charge (CHG) mode, the SOC of the battery gradually recovers, but the set recovery SOC level cannot be shifted to the EV mode (using only the motor) unless the In this case, it has been pointed out that there is no choice but to switch the driving mode to the HV mode (combined use of the engine and the motor) to drive, which unnecessarily increases the SOC and worsens the fuel consumption.

SUMMARY OF THE INVENTION The present invention has been made in view of the circumstances described above, and one of the objects of the present invention is to provide a driving support technology capable of appropriately switching the driving mode of a hybrid vehicle in accordance with the state of charge of the battery. .

A driving support device according to an embodiment of the present invention controls driving of a hybrid vehicle having a switching control unit that switches the driving mode of the vehicle to the EV mode when the state of charge of the mounted battery satisfies the EV return condition. A driving support device for supporting, which is an acquisition unit that acquires look-ahead information related to the route of the vehicle, a determination unit that determines whether or not the start condition or end condition of the vehicle run support is satisfied based on the look-ahead information, The switching control unit reduces or deletes the EV return condition when it is determined that the driving support start condition is satisfied, and when it is determined that the driving support end condition is satisfied, the EV return condition The gist is to put it back before pulling it down or deleting it.

ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to switch the driving modes of a hybrid vehicle appropriately according to the charge state of a battery.

FIG. 10 is a diagram illustrating a running image of a vehicle in a battery-depleted state in a conventional example; FIG. 2 is a diagram illustrating a running image of a vehicle in a battery-depleted state according to the present embodiment; 1 is a block diagram showing the configuration of a driving support device; FIG. 4 is a flowchart showing driving support control processing;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Since the basic concept of the vehicle control device, the main hardware configuration, the principle of operation, the basic control method, etc. are known to those skilled in the art, detailed description thereof will be omitted.

A. This embodiment (outline)
FIG. 2 is an image diagram showing features of this embodiment.
As can be seen by comparing FIG. 2 and FIG. 1, this embodiment is characterized by lowering the recovery SOC level (for example, 16%) when a predetermined condition is satisfied. In the following description, a specific section in an urban area where EV control is performed (hereinafter referred to as an urban EV control section) will be described as an example of the predetermined condition, but it is not intended to be limited to this. Further, for convenience of explanation, the recovery SOC level before being lowered will be referred to as "normal recovery SOC level", and the recovery SOC level after being lowered will be referred to as "low recovery SOC level".

As shown in FIG. 2, when the hybrid vehicle 100 in the exhausted battery state enters the urban EV control section, the recovery SOC level is lowered to the low recovery SOC level. At this point, the SOC of the battery exceeds the set low recovery SOC level, so the hybrid vehicle 100 can be shifted to the EV mode (only the motor is used), resulting in better fuel efficiency than before. Driving control becomes possible.

(composition)
FIG. 3 is a diagram showing a schematic configuration of a driving support device 200 mounted on a hybrid vehicle according to this embodiment.
The driving support device 200 includes a GPS 210, a navigation system 220, an air conditioner ECU 230, a sensor group 240, a display device 250, a battery actuator 260, a hybrid ECU 270, and the like.

A GPS (Global Positioning System) 210 is a device that detects the position of a vehicle based on signals transmitted from a plurality of GPS satellites.
The navigation system 220 is a system that guides the own vehicle to a set destination, and includes a map information database DB1. Navigation system 220 communicates with traffic information management center 300 via a DCM (Data Communication Module) or the like. When the destination is set, the navigation system 220 determines the route based on the information on the destination, the information on the current location (the current position of the own vehicle) acquired by the GPS 210, and the information stored in the map information database DB1. set. Then, the navigation system 220 communicates with the traffic information management center 300 every predetermined time (for example, every 3 minutes or every 5 minutes) to acquire traffic information and the like, and based on the traffic information, route guidance information and future generation of look-ahead information related to the section along the route of The look-ahead information includes, for example, information indicating road type, presence or absence of congestion, section distance, speed limit, driving power, etc., flag information indicating presence or absence of an urban EV control section, and the like.

The air conditioner ECU 230 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like, in addition to the CPU. The air conditioner ECU 240 drives and controls an air conditioner compressor (not shown) in the air conditioner so that the temperature inside the vehicle reaches a set temperature.

The sensor group 240 includes a vehicle speed sensor, an acceleration sensor, a brake sensor, a mode switching switch, and the like. The vehicle speed sensor detects the vehicle speed based on wheel speed and the like. The acceleration sensor detects acceleration in the front-rear direction of the vehicle and acceleration in the left-right direction (lateral direction) of the vehicle. The accelerator sensor detects an accelerator opening or the like according to the amount of depression of the accelerator pedal by the driver. The brake sensor detects the brake position, which is the amount of depression of the brake pedal by the driver. The mode changeover switch is a switch for switching between various modes (eg, CHG mode, HV mode, EV mode, etc.).

The display device 250 is incorporated, for example, in an installation panel in front of the driver's seat, and displays various information. The display device 250 has a running state indicator, a meter, and the like that indicate the running state. For example, the running state indicator turns on the EV indicator and turns off the HV indicator during motor driving, and turns off the EV indicator and turns on the HV indicator during hybrid driving. The meter is built into an installation panel in front of the driver's seat, for example.

The battery actuator 260 detects the state of the battery 261, such as terminal voltage, charge/discharge current, and battery temperature, and manages the battery 261 based on these. Battery actuator 260 obtains the state of charge (SOC) as a ratio of the remaining storage capacity to the total storage capacity based on the charging/discharging current, and outputs it to hybrid ECU 270 or the like as SOC information. Battery actuator 260 also calculates the allowable maximum output power (output limit Wout), the allowable maximum input power (input limit Win), and the like based on the SOC of battery 261, the battery temperature, and the like. The battery 261 is configured as a secondary battery that can be charged and discharged. For example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, or the like can be used.

The hybrid ECU 270 is configured as a microcomputer centering on a CPU, and is provided with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc., in addition to the CPU. The hybrid ECU 270 controls each part of the own vehicle and sets the driving mode and the like. In addition, the hybrid ECU 270 determines the target of the mounted engine based on the set running mode, various information supplied from the sensor group 240, SOC information from the battery actuator 260, output limit Wout, input limit Win, and the like. Set the operating point (target rotation speed and target torque) and motor torque command.

When traveling in the EV mode (electric traveling), the hybrid ECU 270 sets the required driving force and required power based on the accelerator opening and the vehicle speed from the sensor group 240, and outputs the required driving force and required power to the vehicle. , and transmits the set torque command to an accelerator actuator (not shown). In addition, the hybrid ECU 270 switches the setting of the SOC recovery level depending on whether or not the vehicle in the battery depleted state has entered an urban EV control section (details will be described later).

When running in the HV mode (hybrid running), the hybrid ECU 270 sets a target operating point for the engine and a torque command for the motor so as to output the required driving force and required power to the vehicle. to the accelerator actuator. In addition, when the brake pedal is depressed, the hybrid ECU 270 sets a required braking force based on the brake position and vehicle speed from the sensor group 240, and regeneratively controls the motor based on the required braking force and vehicle speed. is set, and the target braking force by the brake device is set, the torque command is transmitted to the accelerator actuator, and the target braking force is transmitted to the brake actuator. Each unit of the driving support device 200 described above is interconnected via a CAN (Controller Area Network) 280 or the like.

The driving support control process executed by hybrid ECU 270 will be described below with reference to FIG.

(2) Operation FIG. 4 is a flowchart showing driving support control processing.
Hybrid ECU 270 determines whether or not the look-ahead information generated by navigation system 220 has been updated (step S1). As already explained, the look-ahead information includes, for example, the type of road in the next section, information representing the presence or absence of congestion, distance, speed limit, and running power, and flag information representing the presence or absence of an urban EV control section.

When the hybrid (acquisition unit) ECU 270 determines that the look-ahead information has been updated (step S1; YES), it acquires the updated look-ahead information from the navigation system 220 (step S2), and proceeds to step S3. On the other hand, when hybrid ECU 270 determines that the look-ahead information has not been updated (step S1; NO), it skips step S2 and proceeds to step S3.

The hybrid ECU (determining unit) 270 determines whether or not the urban EV control can be performed based on the look-ahead information (step S3). For example, hybrid ECU 270 determines that urban EV control can be performed when driving support device 200 is operating normally. It should be noted that the conditions for judging that the urban EV control can be implemented (that is, the conditions for starting driving support) are not limited to the above. A condition such as that the vehicle is running at .

When the hybrid ECU 270 determines that urban EV control can be performed (step S3; YES), the hybrid ECU 270 refers to flag information indicating whether or not there is an urban EV control section included in the look-ahead information, and performs urban EV control on the next travel route. It is determined whether or not there is an interval (step S4). When the hybrid ECU 270 determines that there is an urban EV control section on the next travel route (step S4; NO), the hybrid ECU 270 calculates the energy required for traveling in the urban EV control section (hereinafter referred to as EV travel energy) Egeo (step S5). . The hybrid ECU 270 can calculate the EV travel energy Egeo by using, for example, the distance and speed of the urban EV control section included in the look-ahead information.

After calculating the EV driving energy Egeo, the hybrid ECU 270 determines whether or not the vehicle has entered an urban EV control section based on the look-ahead information and the route guidance information (step S6).

<When entering an urban EV control section>
When the hybrid ECU (switch control unit) 270 determines that the vehicle has entered an urban EV control section (step S6; YES), it sets the return SOC level to a low return SOC level (step S7), and then shifts to the EV mode. Switching control is performed (step S8).

After that, the hybrid ECU (determination unit) 270 determines whether or not to end the urban EV control based on the look-ahead information and the route guidance information (step S9). When the hybrid ECU 270 detects that the vehicle has left the urban EV control section, for example, the hybrid ECU 270 determines that the urban EV control should be terminated (step S9; YES). Hybrid ECU (switching control unit) 270 then sets the lowered return SOC level back to the normal return SOC level (step S10), and ends the process.

On the other hand, when hybrid ECU 270 determines that the urban EV control should not end (step S9; NO), it returns to step S1 and repeats the series of processes described above. It should be noted that the condition for determining that the implementation of the urban EV control should be terminated (that is, the driving support termination condition) is not limited to the above. It may be a condition or a condition that the vehicle is traveling off the on-route.

<When not entering an urban EV control section>
When the hybrid ECU 270 determines that the EV control zone is not entered (step S6; NO), based on the SOC information supplied from the battery actuator 260, the current remaining battery capacity Erem is higher than the EV travel energy Egeo. It is determined whether or not it is sufficiently large (step S11; see formula (1)).
Erem>Egeo+α (1)
α; Surplus

When the hybrid ECU 270 determines that the current battery level Erem is sufficiently larger than the EV travel energy Egeo (step S11; YES), the process proceeds to step S7, and lowers the recovery SOC level to the low recovery SOC level. Make settings.

On the other hand, when the hybrid ECU 270 determines that the current remaining battery capacity Erem is not sufficiently larger than the EV traveling energy Egeo (step S11; NO), the current remaining battery capacity Erem is equal to or less than the EV traveling energy Egeo. (step S12; see formula (2)).
Erem≦Egeo (2)

When the hybrid ECU 270 determines that the current battery level Erem is equal to or less than the EV travel energy Egeo (step S12; YES), the hybrid ECU 270 performs control to switch to the battery charge (CHG) mode in order to sufficiently charge the battery ( step S13). After that, the hybrid ECU 270 proceeds to step S9 to determine whether or not the execution of the urban EV control should be terminated.

On the other hand, when the hybrid ECU 270 determines that the current battery level Erem is not equal to or less than the EV travel energy Egeo (step S12; NO), the hybrid ECU 270 determines that the current battery level Erem is sufficiently larger than the EV travel energy Egeo. It is determined whether or not it cannot be said (step S14; see formula (3)).
Egeo<Erem≦Egeo+α (3)

When the hybrid ECU 270 determines that the current battery level Erem is not sufficiently larger than the EV travel energy Egeo (step S14; YES), the hybrid ECU 270 maintains the state of charge (SOC) of the battery while driving. Therefore, control is performed to switch to the HV mode (step S15). After that, the hybrid ECU 270 proceeds to step S9 to determine whether or not the execution of the urban EV control should be terminated.

As described above, according to the present embodiment, when a hybrid vehicle whose battery is exhausted enters an urban EV control section, or even before entering an urban EV control section, the remaining battery level at the present time is If there is enough, the setting is made to lower the low recovery SOC level. At this point, the SOC of the battery exceeds the low recovery SOC level, so the vehicle can be shifted to EV mode (only the motor is used), enabling more fuel-efficient driving control than before. .

B. Modifications The present invention is not limited to the embodiments described above, and can be implemented in various other forms without departing from the scope of the present invention. Therefore, the above-described embodiment is merely an example in all respects, and should not be construed as limiting. For example, the processing steps described above can be arbitrarily changed in order or executed in parallel as long as there is no contradiction in the processing content.

In the present embodiment, the return SOC level is set to be lowered to the low return SOC level when it is determined that the vehicle has entered an urban EV control section. However, for example, the return SOC level setting itself may be deleted. For the deleted return SOC level, for example, the return SOC level may be restored (restored) when it is determined that the vehicle has left the urban EV control section.

Further, when it is determined that urban EV control can be executed (that is, it is determined that the conditions for starting driving support are met), regardless of whether or not an urban EV control section has been entered, the return SOC level is set to the low return SOC level. may be lowered to

Alternatively, the threshold itself for the low recovery SOC level may be set. For example, if the threshold for the low recovery SOC level is too low, even if the SOC value of the vehicle in the battery depleted state exceeds the low recovery SOC level, there is a possibility that it will soon fall below the low recovery SOC level. Therefore, a threshold for the low recovery SOC level (eg, 18%) may be set so that the state exceeding the low recovery SOC level can be maintained for a certain period of time or more (that is, the EV mode can be continued). .

C. Others The program for implementing the driving assistance control process described in this specification may be stored in a recording medium. The program can be installed in hybrid ECU 270 using this recording medium. Here, the recording medium storing the program may be a non-transitory recording medium. The non-transitory recording medium is not particularly limited, but may be, for example, a recording medium such as a CD-ROM.

DESCRIPTION OF SYMBOLS 100... Hybrid vehicle, 200... Driving assistance device, 210... GPS, 220... Navigation system, 230... Air-conditioner ECU, 240... Sensor group, 250... Display device, 260... Battery actuator, 261... Battery, 270... Hybrid ECU, 300 ... traffic information management center, DB1 ... map information database.

Claims (1)

A driving support device for supporting driving of a hybrid vehicle, comprising a switching control unit for switching the driving mode of the vehicle to the EV mode when the state of charge of the mounted battery satisfies the EV return condition,
an acquisition unit that acquires prefetch information related to the route of the vehicle;
a determination unit that determines whether or not a start condition or an end condition for driving support of the vehicle is satisfied based on the look-ahead information;
The switching control unit is
When it is determined that the driving support start condition is satisfied, the EV return condition is lowered or deleted, and when it is determined that the driving support end condition is satisfied, before lowering the EV return condition, Or restore the driving support device before it was deleted.

Images