DE112022007956T5 - Control technology for planned energy generation and energy storage using a SOC diagram - Google Patents

Abstract

To solve the problem that large commercial electric vehicles with range extenders require a large-capacity battery and a motor generator with high output, which limits the number of passengers and loaded cargo, and generates a large amount of exhaust gas from the internal combustion engine of the power plant, a planned power generation and energy storage control technique is adopted, in which, as a method for estimating the amount of power generation required en route and the power generation distance before the trip in a route plan of an electric vehicle with range extenders, assuming that travel from the origin to the destination is carried out using exactly the energy stored in the battery, an absolute value in which a minimum storage requirement (SCL) of the battery is subtracted from a negative energy storage quantity (SOC value) of the battery at the destination is used as the amount of power generation required en route, and preferably by correcting the route plan en route while traveling, a reduction in the installed secondary battery and the installed generator is achieved.

Description

Technical area

The present invention relates to a control method for scheduled power generation and energy storage for a plug-in electric vehicle with a range extender that runs by charging a secondary battery with a motor generator and driving an electric motor by means of the secondary battery.

General state of the art

Secondary battery-powered electric vehicles are gaining attention as a clean mode of transport with zero carbon dioxide ( _CO2 ) emissions. The main reason is that, unlike vehicles powered by internal combustion engines, they run on electrical energy stored in the secondary battery and therefore emit no _CO2 and are quiet, making driving extremely pleasant. The second reason is that their maintenance costs, including fuel costs, are lower than those of diesel-powered vehicles, which is likely to be a significant advantage for their adoption.

However, electric buses, a type of electric vehicle, currently require the installation of a large number of expensive rechargeable secondary batteries. Therefore, their initial investment is currently several times higher than that of diesel-powered buses with the same number of seats, resulting in their slow adoption. Furthermore, the adoption of electric trucks is slow due to reasons such as poor usability, as the space required for the large number of secondary batteries reduces the trucks' loading capacity.

In passenger cars, a serial hybrid system is used as a solution to this problem. This technology generally uses the existing internal combustion engine as a generator and installs a small-capacity secondary battery. The internal combustion engine is driven almost continuously to charge the secondary battery, whose electrical energy is then used to power the electric motor to propel the vehicle.

However, if this system is to be used in commercial vehicles such as buses and trucks, a large generator and a large number of secondary batteries are required, as a large immediate energy supply is required on steep, long inclines when the storage capacity of the secondary batteries decreases and energy must be generated. The resulting space requirements, the reduced seating capacity in buses, and the limited loading capacity in trucks are slowing the transition from commercial vehicles to series hybrid vehicles.

In contrast, a range-extended electric vehicle (hereinafter referred to as RE electric vehicle) of the present teachings uses a geographic information system (GIS) and a global navigation satellite system (GNSS) to collect road surface information such as position information and elevation changes along the route, and also uses trip data collected from previous trips to create a power generation plan (trip plan) before the trip. If a charging station is set up along the route, a plug-in electric vehicle with a range extender (hereinafter referred to as PRE electric vehicle) can also be used, which creates a trip plan that includes charging (plug-in) at the charging station.

By creating a route plan for the day in question before the trip, the required amount of energy generation can be calculated in advance, so that the appropriate times for starting energy generation and periods of energy generation during the trip can be set, which enables the generator and secondary batteries to be downsized.

The applicant has already filed a patent application applying such RE electric vehicle technology to a bus, which is one of the most important vehicles in public transport ( JP 2019-77257 A ). A patent application has also been filed for a method for configuring a PRE electric vehicle intended for a commercial vehicle such as a truck in which control technology for planned energy generation and energy storage is installed ( JP 2020-62906 A ).

The prior art similar to these submissions is a navigation system for electric vehicles in which map information, GPS information and the charge level of a battery are collected to control the drive of a generator installed in the vehicle ( JP 3264123 B This submission addresses the problem that conventional hybrid vehicles emit exhaust gases even in environmental protection zones because the generator installed in the vehicle operates when the battery capacity is running low. Therefore, this technology uses a navigation system that drives the generator and charges when the vehicle approaches an environmental protection zone and the battery level is low. It can then turn off the generator in the environmental protection zone so that the vehicle does not emit exhaust gases. This is intended to prevent exhaust gas emissions in an environmental protection zone as much as possible. However, the PRE electric vehicle with control technology for planned power generation and energy storage of the present subject uses modeling and control methods to limit the amount of power generation, which enables the generator to be downsized and secondary batteries with smaller capacity to be used, thus limiting the impact on charging capacity and successfully applying the series hybrid technology to commercial vehicles.

In the following description, it is assumed that the internal combustion engine is a diesel engine, but it is not limited to diesel engines, but can also be a gasoline engine, a fuel generator (a so-called fuel cell), etc.

State-of-the-art documents

Patent documents

• Patent Document 1: JP 3264123 B
• Patent Document 2: JP 2019-77257 A
• Patent Document 3: JP 2020-62906 A

Brief description of the invention

Object of the present invention

The problem to be solved by the present invention is that in conventional serial hybrid vehicles, due to the large number of secondary batteries and large generators that must be installed in preparation for situations where engine operation is to be reduced (for example, in long tunnels, near hospitals, or in school zones) or when driving on long, steep inclines, etc., the number of seats in buses is reduced, while in trucks, this results in a loss of load capacity. Furthermore, the problem is to reduce the fuel consumption of an internal combustion engine for a large generator and the corresponding _CO2 emissions.

Means of solving the task

In the present subject matter, before traveling, the optimal usage time of the secondary battery and the energy storage amount of the motor generator are calculated based on the position (latitude and longitude) and altitude of the route from map information, the average horizontal power consumption of the vehicle, the average speed, the on-board weight, and the like, to thereby set a target value for the SOC indicating a state of charge of the secondary battery at the destination (abbreviated to "state of charge", an index indicating the energy storage amount, charging rate, or state of charge, hereinafter also referred to as "state of charge"), and to create an SOC diagram indicating the SOC status during traveling in a diagram form or the like.

In addition, a device is provided that continuously monitors the battery charge level during the journey using information and communication technologies such as vehicle information, GIS, and GNSS. If the SOC value deviates by more than a value specified in the SOC diagram during the journey, the SOC diagram is recalculated. During the journey, the original route is corrected based on the trip information continuously acquired after the start of the journey and vehicle information. As a result, the charging of the secondary batteries begins and ends at an optimal time, allowing the use of a small motor generator and low-capacity secondary batteries, thus solving the problems previously encountered in series hybrid commercial vehicles.

As a control technology for planned power generation and energy storage using an SOC map, which is characterized by having a device that, when preparing an SOC map based on travel route information before travel, in a PRE electric vehicle that runs using an installed battery and uses a motor generator to charge the vehicle battery and drive an electric motor with this energy, determines the amount of power generation required when running on the route, a control device for planned power generation and energy storage using an SOC map and a control method for planned power generation and energy storage using an SOC map are provided.

The planned power generation and energy storage control technique of the present invention may also include a means for further assigning provisional values for speed, energy consumption, and weight when preparing the SOC diagram before the trip using the route information, and replacing the provisional values with the energy consumption, speed, and weight that can be obtained at that time during the trip.

To determine the required amount of energy generation, it is assumed that the journey to the destination is made using the amount of energy stored in the battery at the starting point, whereby the amount of energy generation required for the journey is an absolute value in which a minimum storage requirement (SCL) of the battery is added to the negative amount of energy determined from the SOC value at the destination.

As a method for constructing the SOC diagram, an SOC line indicating the battery storage amount inversely from the SOC value set for the destination to the starting point is drawn, and when the maximum energy storage capacity (SCH) is reached, it switches to an energy generation line, and when the minimum storage requirement (SCL) is reached again, it switches back to the SOC line at which travel is carried out using the amount of energy stored in the battery, and this is repeated, taking the position where the EV line (electric vehicle line) with battery-assisted travel from the starting point and the energy generation line intersect as the position where the EV line ends and the energy generation line begins.

The amount of energy stored in the battery at the starting point can be a value between the maximum energy storage capacity and the minimum storage requirement.

When preparing the SOC map before traveling, a power generation period and a power generation distance section can be set to prepare the SOC map within the range from SCL to SCH, so that power generation is started earlier when SOC is likely to fall below SCL during traveling, and stopped earlier when SOC is likely to rise above SCH, and when the internal combustion engine needs to be operated in a rest section, the required amount of power can be generated before entering the rest section to avoid a power generation state in the rest section.

There may also be a device (recreation device) that monitors, during the travel of the vehicle, for divergence of the SOC value from the SOC map planned before the trip, based on the position information of the travel position from a position information collecting device such as GPS, vehicle information from the vehicle such as the SOC value indicating the amount of energy stored in the battery, and map information, and repeatedly recreates the SOC map on the way during the travel in the event that the deviation value reaches a set value.

If the route is composed of several route sub-sections when creating and re-creating the SOC diagram, the trip state can also be changed when entering or exiting these route sub-sections.

When creating the SOC diagram before the trip, it can be created by using a worse value for the set energy consumption than the assumed value and a faster value for the set speed than the assumed speed, and then during the trip the SOC diagram can be recreated based on the energy consumption and speed obtained from the vehicle.

For the required amount of energy generation, the amount of energy generated when the number of times the SOC diagram switches between SCH and SCL of the battery is multiplied by the usable storage capacity of the battery (maximum energy storage capacity - minimum storage requirement) and this value is subtracted from the absolute value mentioned above can also be included in the amount of energy generation required for the trip.

If it is already known that a location with an installed charging station exists on a battery-assisted journey route, it can be assessed whether charging should take place at this charging station and the result can be taken into account in the SOC diagram created before the journey.

The assessment of whether charging should take place at the charging station can be made based on whether the charging station is installed at a certain distance in the direction of the starting point from the point at which the SCL determines the end point of the battery-assisted journey, whether there is sufficient time for charging at the charging station and whether this will not disrupt the travel schedule.

There may also be a device that predicts that the destination cannot be reached in the event of an unforeseen event during the journey, even if the SOC diagram is corrected (prediction device), and a device that prompts the driver to adapt his driving style in this case.

The driving instruction to the driver may include reducing the driving speed to gain time for energy generation or stopping the vehicle to generate energy to ensure the required amount of energy storage. A command device for such an instruction may be a display device such as a screen or the like that displays the instruction content, or a notification device that instructs the driver through sound. The prediction device may also predict whether reaching the destination is possible from the current SOC value and the SOC graph for the remaining part of the journey.

There may also be a facility that, in the event that an obstacle is present on the originally planned route and a detour is taken, recreates the SOC diagram and adapts it to the detour.

There may also be a device that creates an SOC diagram for an electric vehicle with included route information before the trip and continuously compares the SOC value at the respective position and the SOC value in the SOC diagram during the trip and communicates locations where a charging station is installed and the required charging amount, and the like.

There may also be a device which, even if the journey normally follows the route plan established before the journey, switches to power generation driving when necessary and prioritises battery charging so as to ensure that the amount of energy stored in the battery reaches its maximum at a specified location.

To achieve the above-mentioned object, the present invention provides a planned power generation and storage control device using an SOC map. This control device is a planned power generation and storage control device of an electric vehicle with a range extender that runs with a battery installed, wherein the battery of the vehicle is charged with a motor generator and an electric motor is driven with this electric power. The control device comprises SOC map creation means that creates an SOC map required for running a route set in the route information using travel route information and speed, energy consumption, and weight, to which provisional values are assigned before the trip. The planned power generation and storage control device further comprises SOC map correction means that corrects the SOC map during the trip based on the speed, energy consumption, or weight that can be obtained at that time.

In order to achieve the object, the present invention provides a control device for planned power generation and energy storage using an SOC diagram. Thus, a control device for planned power generation and energy storage using an SOC diagram is provided, which is a control device for planned power generation and energy storage of an EV (electric vehicle) with a range extender equipped with an installed battery, wherein the vehicle's battery is charged with a motor generator and an electric motor is driven by this electrical energy, and comprises an SOC chart creator that creates an SOC chart required for traveling on a route set in the route information using travel route information and speed, energy consumption, and weight, to which provisional values are assigned before the trip. The planned power generation and storage control device further comprises an SOC chart corrector that corrects the SOC chart during the trip based on the speed, energy consumption, or weight that can be obtained at that time.

To achieve the object, the present invention also provides a range-extending vehicle (also referred to as a range-extending electric vehicle) that includes the control device for planned energy generation and energy storage using an SOC diagram. Thus, a range-extending electric vehicle is provided that travels with an installed battery, wherein the battery of the vehicle is charged by a motor generator, and an electric motor is driven by this electric energy, wherein the control device for planned energy generation and energy storage according to the present invention is used as the control device for controlling the charging of the battery by means of the motor generator. In particular, when charging at a charging station is also possible because a charging station is set up on the travel route, a plug-in range-extending electric vehicle (hereinafter referred to as a PRE electric vehicle) that creates a travel plan that supports charging (plug-in) at the

Charging station taken into account.

To achieve the object, the present invention provides a control method for planned power generation and energy storage using an SOC map. That is, a control method for planned power generation and energy storage using an SOC map in an electric vehicle with a range extender that runs with a battery installed and runs by charging the vehicle's battery with a motor generator and driving an electric motor with this electric power, comprising an SOC map creation step of creating an SOC map required for traveling on a route set in the route information using travel route information and speed, energy consumption, and weight, to which provisional values are assigned before traveling, and an SOC map correction step of correcting the SOC map during traveling based on the speed, energy consumption, or weight that can be obtained at that time. The control method for scheduled power generation and energy storage using an SOC diagram can be executed by a computer. It can therefore be implemented by a computer program.

Such a design for operation with scheduled driving and stopping of a generator is called a scheduled power generation and energy storage control system, the basic concept of which is explained below. The amount of energy supplied from the battery while a vehicle is traveling is used as driving energy and auxiliary energy. Driving energy is the energy that counteracts rolling resistance, air resistance, acceleration resistance, and gradient resistance, and varies over time. When designing the vehicle, the secondary battery capacity that can output the instantaneous power of the drive motor and the driving force of the drive system are determined. The basic idea of the scheduled power generation and energy storage control system (hereinafter also referred to as "the present system") is to calculate the distribution of energy consumption so that the vehicle can reach its destination within these specific ranges.

The generator therefore does not need to be able to supply instantaneous power immediately; instead, it is sufficient if it can only supply the amount of energy needed between the current position and the destination. In this case, the battery is charged in a planned manner so that the instantaneous energy demand can be met by the battery. For example, the SOC diagram is created by setting the used SOC range according to the battery characteristics. The SOC diagram is then pre-charged so that the required power can be supplied immediately near the lower limit of the remaining battery capacity. The generator is shut down in a planned manner before full charging so that a large amount of renewable energy is not generated immediately.

The calculation method of this system is as follows. For the so-called EV trip, in which the vehicle runs on battery power, the energy consumption P on the route from the current position to the destination is calculated, dividing it into the energy Ph for horizontal travel and the energy Pv for vertical travel. The missing energy is then calculated based on the current remaining battery charge. For this missing energy, the trip is carried out in such a way that the generator is driven for a distance at least necessary to achieve the energy generation amount Pg. By controlling the generator using the planned power generation and energy storage controller, the remaining battery charge at the destination can be adjusted to the set value.

If the remaining battery charge at the current position is SOC, the remaining battery charge setting SOC at the destination is SCL, and the number of installed batteries is D, the remaining battery charge is D · (SOC - SCL). If the power generation amount of the generator is Pg, and the usable power amount is greater than the required power amount as a condition for reaching the destination from the current position, then $$\text{Pg}+\text{D}\cdot \left(\text{SOC}-\text{SCL}\right)>\text{Ph}+\text{Pv}\text{.}$$

The amount of energy to be generated is therefore $$\text{Pg}>\text{Ph}+\text{Pv}-\text{D}\cdot \left(\text{SOC}-\text{SCL}\right)\text{.}$$

Since Ph = distance A (km)/average energy consumption C during horizontal movement (km/kWh), $$\begin{array}{l}\text{ Pg}=\left(\text{Generatorleistung P}\right)\cdot \left(\text{Erzeugungsdauer tg}\right),\\ \text{Erzeugungsdauer tg}=\left(\text{Entfernung A}\right)/(\text{durchschnittliche}\\ \text{Geschwi}\text{ndigkeit v})\end{array}$$ As energy consumption deteriorates and the average vehicle speed decreases, the generation time and thus the range decrease. Furthermore, the following equation (1) applies. $$\text{Pv}=\left(\text{m}\cdot \text{g}\cdot \text{hu}\right)-\left(\text{k}\cdot \text{m}\cdot \text{g}\cdot \text{hd}\right)$$

Where m is the gross weight of the vehicle, g is the gravitational acceleration, hu is the accumulated gradient difference from the current position to the destination, hd is the accumulated gradient difference, which is why the energy Pv in vertical travel is greater and the generated power needs to be increased the more the weight m, the greater the accumulated gradient difference and the smaller a regeneration coefficient k (explained below) is.

The following is a discussion of the difference between the regeneration rate and the regeneration coefficient k. The regeneration rate is the ratio of the energy consumption Pd when descending the same distance to the energy consumption Pu when ascending the same hill. $$\text{Pu}=\text{Phu}+\text{m}\cdot \text{g}\cdot \text{hu}$$ $$\text{Pd}=\text{Phd}-\text{k}\cdot \text{m}\cdot \text{g}\cdot \text{hd}$$

Where Phu is the energy consumption during horizontal travel and Phd is the energy consumption during horizontal travel over the same distance, which is why Phu=Phd under the same road and weather conditions, but both are treated separately since it is not possible for identical conditions to prevail during the actual trip.

Thus, if the regeneration rate is defined as the amount of energy including the horizontal travel on a slope, the regeneration rate = Pd/Pu, which is practically measurable. On the other hand, if the ratio of the amount of energy in the vertical direction is defined exclusively as the regeneration coefficient k, the result is k = Pvd/Pvu.

The regeneration coefficient k can be determined as shown below, but values from the SOC diagram of the control system for planned power generation and energy storage can also be used. The energy required for travel (Phu and Phd) is the energy that counteracts (1) rolling resistance, (2) air resistance, (3) acceleration resistance, and (4) gradient resistance. The regeneration rate is the ratio of the energy required for travel downhill to the energy required for travel uphill when traveling back and forth on a gradient. Since the regeneration rate includes the energy required for horizontal travel for uphill and downhill travel, it is a smaller value than the regeneration coefficient. In the planned energy generation and storage control system, the calculation is carried out by dividing the energy required for horizontal travel into the sum of (1) rolling resistance, (2) air resistance, and (3) acceleration resistance, and the energy required for vertical travel (4) against gradient resistance.

For example, if a winch is equipped with a drive motor, the energy required to lift a weight of mass m a height h is Pvu = m g h, while the energy recovered when lowering the weight a height h when the motor acts as a generator is Pvd = k Pvu, where k < 1. k is the product of the motor-driver efficiency and the battery efficiency. That is, k = (product of the motor-driver efficiency) x (battery efficiency).

Regeneration energy is also generated during deceleration. The ratio between the energy that can be recovered when decelerating a vehicle from speed 1 to speed 2 without using the foot brake and the energy required when accelerating from speed 1 to speed 2 is also expressed by the regeneration coefficient k. Where m is the gross weight of the vehicle and Δv is the change in speed, this can be expressed as follows.

Energy required to accelerate from speed 1 to speed 2: (1/2)·m·Δv ²

Energy that can be recovered when braking a vehicle from speed 1 to speed 2 without using the foot brake: k(1/2)·m·Δv ²

Assuming that the velocity change during acceleration and deceleration is the same, the energy required for acceleration and deceleration from the starting point to the destination is (1/2) m (Σ (1-K) Δvn ² ). If the aforementioned regeneration coefficient due to vertical travel is k1 and the regeneration coefficient during acceleration and deceleration is k2, the total regeneration coefficient is kk = k1 k2.

• • Werden die Geschwindigkeit und das Drehmoment, die zur Berechnung des Energieverbrauchs des Elektromotors verwendet werden, aus den Geschwindigkeits- und Fahrzeugdaten des Fahrprofils berechnet.
• • Ist die Drehzahl Nt(rpm) des Elektromotors zum Zeitpunkt t: $$\text{Nt}=\left(1000\cdot \text{im}\cdot \text{Vt}\right)/2\mathrm{\pi }\text{r}$$ wobei beispielsweise im: Untersetzungsverhältnis (4,555), r: dynamischer Lastradius des Reifens (0,385 m), Vt: Fahrgeschwindigkeit zum Zeitpunkt t (km/h)
• • Ist das Achsdrehmoment Tmt(N·m) des Elektromotors zum Zeitpunkt t: $$\text{Tmt}=\left(\mathrm{9,8}\cdot \text{r}\cdot \text{R}\right)/\left(\text{im}\cdot \eta \right)$$ $$\begin{array}{l}\text{R}=\text{R1}(\text{Rollwiderstand}+\text{Luftwiderstand})+\text{R2}\\ \left(\text{Beschleunigungswiderstand}\right)+\text{R3}\left(\text{Steigungswiderstand}\right)\\ =\left(\mathrm{\mu }\text{r}\cdot \text{W}+\mu \text{a}\cdot \text{A}\cdot \text{Vt2}\right)+\left(\left(\text{W}+\Delta \text{W}\right)/\mathrm{9,8}\right))\cdot \left(\text{Vt}-\text{Vt}-1\right)/\mathrm{3,6})+(\mathrm{9,8}\cdot \\ \left(\text{W}+\Delta \text{W}\right)\cdot \left(\text{ht}-\text{ht}-1\right))\end{array}$$

The energy consumption of a vehicle during operation (locomotion energy) is explained in more detail using a formula. The locomotion energy R of a vehicle can be calculated using the following equation (2). The horizontal locomotion energy R1 can be calculated using equation (2). While the energy counteracting the acceleration resistance is present, it is 0 at a constant speed, and since the gradient resistance R3 is Pv:

• • The speed and torque used to calculate the energy consumption of the electric motor are calculated from the speed and vehicle data of the driving profile.
• • If the speed Nt(rpm) of the electric motor at time t is: $$\text{Nt}=\left(1000\cdot \text{im}\cdot \text{Vt}\right)/2\mathrm{\pi }\text{r}$$ where, for example, in: reduction ratio (4.555), r: dynamic load radius of the tire (0.385 m), Vt: driving speed at time t (km/h)
• • If the axle torque Tmt(N·m) of the electric motor at time t is: $$\text{Tmt}=\left(\mathrm{9,8}\cdot \text{r}\cdot \text{R}\right)/\left(\text{im}\cdot \eta \right)$$ $$\begin{array}{l}\text{R}=\text{R1}(\text{Rollwiderstand}+\text{Luftwiderstand})+\text{R2}\\ \left(\text{Beschleunigungswiderstand}\right)+\text{R3}\left(\text{Steigungswiderstand}\right)\\ =\left(\mathrm{\mu }\text{r}\cdot \text{W}+\mu \text{a}\cdot \text{A}\cdot \text{Vt2}\right)+\left(\left(\text{W}+\Delta \text{W}\right)/\mathrm{9,8}\right))\cdot \left(\text{Vt}-\text{Vt}-1\right)/\mathrm{3,6})+(\mathrm{9,8}\cdot \\ \left(\text{W}+\Delta \text{W}\right)\cdot \left(\text{ht}-\text{ht}-1\right))\end{array}$$

im

Untersetzungsverhältnis (4,555),

η

Wirkungsgrad des Untersetzungsgetriebes (0,95),

ht-1

Höhe 1 Sekunde vor dem Zeitpunkt t (bei Bergabfahrt)

Vt-1

Fahrgeschwindigkeit 1 Sekunde vor dem

Zeitpunkt

t (km/h)

µr

Rollwiderstandskoeffizient (kg/kg) µr=0,008210

µa

Luftwiderstandskoeffizient (kg/m²/(km/h)²) µa=0,002846

A

projizierte Frontalfläche (m2) A=2,26x2,55=5,085

W

Fahrzeuggewicht bei der Prüfung {Fahrzeuggewicht in leerem Zustand + Gewicht bei großer Ladung im Falle von Lkw/2+55(1 Person)} (kg) 5715 kg

ΔW

Massenäquivalent der rotierenden Teile (kg) 2178,5 kg

Examples of each parameter will now be discussed.

in the

Reduction ratio (4.555),

n

Efficiency of the reduction gear (0.95),

ht-1

Altitude 1 second before time t (when going downhill)

Vt-1

Driving speed 1 second before the

time

t (km/h)

µr

Rolling resistance coefficient (kg/kg) µr=0.008210

µa

Air resistance coefficient (kg/m ² /(km/h) ² ) µa=0.002846

A

projected frontal area (m2) A=2.26x2.55=5.085

W

Vehicle weight during test {vehicle weight when empty + weight with large load in case of truck/2+55(1 person)} (kg) 5715 kg

ΔW

Mass equivalent of rotating parts (kg) 2178.5 kg

Calculating the energy consumption of the electric motor: Energy consumption can be simulated using speed · torque. If the vehicle's kinetic energy R is negative, a counter-electromotive force is generated, which is stored as regeneration energy in the secondary battery.

As described above, the vehicle's energy consumption (locomotion energy) is expressed in Equation (1) and is a function of the altitude difference (ht-1), which varies within a unit of time (here, 1 second), and a similar speed difference (Vt-1). The planned energy generation and storage control system assigns provisional values for horizontal travel speed, energy consumption, weight, and the like to construct the SOC map before traveling. However, since it obtains values for speed, energy consumption, and altitude during traveling, it reconstructs the SOC map based on these values during traveling.

Short description of the characters

• 1A is an overall block diagram of the control system for planned power generation and energy storage.
• 1B is a flowchart of the processing of the control system for planned power generation and energy storage.
• 2 is a view illustrating a method for estimating the required power generation amount using the SOC diagram.
• 3 is a view illustrating a method for determining the required amount of power generation on the go while driving.
• 4 is a view of the reverse calculation of the SOC diagram from the destination to the origin.
• 5 is an SOC diagram for the case that the journey from the starting point to the minimum storage requirement SCL of the battery is carried out using electrical energy from the battery and is driven with energy generation, such that a SOC target value is obtained at the destination.
• 6A is a view showing a method for inversely determining the SOC diagram from 4 and a method for determining by calculation.
• 6B is a view showing a method for determining by calculation in the case where the SOC diagram consists of 4 Energy generated 3 times between SCL and SCH.
• 7 is a view of an SOC diagram that places a power generation section before and after a rest section during the journey.
• 8 is a view of a power generation start section in the case where there is a steep incline during the journey and the SOC decreases despite power generation.
• 9 is a view of an energy generation start section to avoid wasting regeneration energy when encountering a steep downhill gradient during travel.
• 10 is a view of a power generation section to limit the operation of the internal combustion engine in a rest section while driving.
• 11 is a view that shows that due to the installation of a charging station on the way, during the journey from the starting point to the charging station, the stored energy amount of the battery is used and charged at the charging station up to the SCH of the battery.
• 12 is an SOC diagram when charging takes place at a charging station while driving and then the vehicle is driven to the destination using the energy stored in the battery.
• 13 is an SOC diagram when charging occurs at a charging station while driving and energy is generated while driving to the destination.
• 14 is a view that illustrates what an actual SOC diagram looks like.
• 15 is a view showing a correction procedure for the SOC diagram in respective route sections while driving.
• 16A is a view showing another method of SOC chart regeneration and showing the SOC chart before driving.
• 16B is a view showing another SOC map rebuilding procedure and the flow of correcting the SOC map during the first EV drive.
• 16C is a view showing another SOC chart rebuilding method and the flow of correcting the SOC chart when driving with power generation.
• 16D is a view showing another method of SOC chart regeneration and the flow of correcting the SOC chart when EV driving to the destination.
• 17 is a view showing a procedure for recreating the SOC diagram.
• 18 is a view showing a process of reverse SOC diagram creation for the case where the route from the origin to the destination is composed of route segments whose distance is not uniform.
• 19 is a view showing an adjustment method for the case where, when traveling from the origin with the amount of energy stored in the battery, the SOC line created by reverse dragging from the destination to the origin is intersected.
• 20 is a view showing an adjustment method for the case where, when traveling from the origin with the amount of energy stored in the battery, the SOC line created by reverse dragging from the destination to the origin is not intersected.
• 21 is a view showing an SOC creation procedure for the case where there is a rest section on the route to avoid driving with energy generation on that section.
• 22 is a view showing an SOC generation procedure for the case where there is a steep incline on the route where the SOC value decreases despite charging in order to avoid energy shortage in that section of the route.
• 23A is a view showing a flow of creating the SOC diagram in a VBA-based simulation, which is created as a validation before programming the program with Excel, and a flow of creating the SOC diagram in reverse from the target point.
• 23B is a view showing a flow of creating the SOC diagram in a VBA-based simulation, created as a validation before programming the program with Excel, and showing how to perform energy generation while avoiding a rest section en route.
• 23C is a view showing a flow of SOC diagram creation in a VBA-based simulation, which is created as a validation before programming the program with Excel, and shows that after reversely creating the SOC diagram up to the starting point from SCH towards the destination, the EV trip has been started.
• 23D is a view showing a flow of creating the SOC diagram in a VBA-based simulation, which is created as a validation before programming the program with Excel, and shows that the creation of the SOC diagram has been completed.

Embodiment of the invention

With reference to the figures, the control technology for scheduled power generation and energy storage using an SOC diagram (i.e., the control device for scheduled power generation and energy storage and the control method for scheduled power generation and energy storage) will be specifically described below.

1A is an overall block diagram of the planned power generation and storage control system (i.e., the image power generation and storage control device). The planned power generation and storage control system may be implemented by a computer such as an ECU (electronic control unit) and includes at least one SOC chart creator. This SOC chart creator acquires, as input information, information about initial settings such as the vehicle class indicating information about vehicle travel, the destination, the travel route (travel history information), pre-travel information such as the provisional energy consumption, the provisional speed, the provisional vehicle weight, and the current position, the SOC (State of Charge) indicating the charge state of the secondary battery, and travel history information such as (changes in) energy consumption, speed, and vehicle weight at that moment. By means of a control algorithm for planned power generation and energy storage, which is the core of the present system, for route acquisition, route candidates to the destination are obtained and the route is determined, and a detour is created when the route deviation occurs. And for rebuilding the SOC diagram, the deviation from the original SOC diagram is measured, sequential 3D modeling of the travel energy from the starting point to the destination is performed, power generation plan creation and rebuilding of the SOC diagram and the like are performed, and control command information such as power generation control and GUI display information such as the SOC diagram, power generation status and alarm information are output as output information.

The SOC chart creation unit creates a corresponding SOC chart based on the initial setting information, such as the vehicle class, which indicates information about the vehicle's driving, the destination, the route (journey history information), and pre-journey information such as provisional energy consumption, provisional speed, and provisional vehicle weight. Then, the SOC chart correction unit corrects the originally created SOC chart based on the trip history information obtained during the trip and creates a corrected SOC chart. The input information, including the provisional values (parameters) set before the trip, includes energy consumption, speed, and vehicle weight, which are updated as trip history information. The energy consumption, speed, and weight changes of the vehicle due to loading and unloading of goods along the route at that moment are recorded and used to recreate the SOC.

Since this allows a more accurate, newly created SOC map to be used for the journey from that point onward, the deviation from the SOC value recorded during the journey can be reduced, meaning the generator needs to be switched on and off less frequently, and the journey can be made with a value closer to the SOC value set before the journey upon arrival at the destination. It takes several dozen seconds after the generator is switched on to reach a stable state, and during this time, problems such as increased energy consumption and _CO2 emissions arise, so switching on and off should be kept as infrequent as possible.

When the secondary battery charge level of this PRE electric vehicle drops, the combustion engine is powered and the secondary battery is charged, or it can be charged at a charging station en route. This makes it possible to create a highly flexible vehicle that does not have the concern of running out of power during travel, unlike an electric vehicle, and eliminates the range limitation that is problematic with electric vehicles. Furthermore, because this PRE electric vehicle uses the secondary battery to power the electric motor for most of the journey, carbon dioxide emissions can be significantly reduced compared to a vehicle that is always powered by an internal combustion engine. Furthermore, the engine noise of the internal combustion engine is reduced, resulting in a quiet and comfortable ride over long periods of time. Furthermore, maintenance costs, including fuel costs, are lower than those of a diesel-powered vehicle, which is likely to be a significant advantage for its adoption.

Incidentally, to generate the SOC chart before the trip, the required data (destination, average energy consumption, average vehicle speed, vehicle information, etc.) must be entered into the Scheduled Generating and Charging Control System (SGCCS) before the trip. This work is performed by an operator or the driver. However, since the driver is accustomed to driving a conventional diesel truck, entering the data for the SGCCS trip is likely to be an excessive and undesirable burden. Therefore, the following describes how to enter the data required for the day's SGCCS trip into the truck's SOC chart generation PC (SGCCS PC), minimizing the burden on the driver.

A

Zielort

B

Energieverbrauch (hängt von der Ladung ab, aber zunächst ein Standardenergieverbrauchswert)

C

Fahrgeschwindigkeit (hängt von der Fahrtroute ab, etwa ob auf der Autobahn gefahren wird, aber zunächst eine Standardfahrgeschwindigkeit)

D

SOC (aktuelle gespeicherte Energiemenge)

E

Ladegewicht (oder Fahrzeugbruttogewicht)

F

Klimatische Bedingungen (Wetter, Temperatur usw.)

G

Voraussichtliche Nutzung von Hilfsgeräten

H

Passierte Orte

The following input data points are available.

A

Destination

B

Energy consumption (depends on the load, but initially a standard energy consumption value)

C

Driving speed (depends on the route, e.g. whether you are driving on the motorway, but initially a standard driving speed)

D

SOC (current stored energy)

E

Load weight (or gross vehicle weight)

F

Climatic conditions (weather, temperature, etc.)

G

Expected use of assistive devices

H

Places passed

The points managed in the office include (A), (B), (C), (E), (F), and (H). Although (D) is a data point in the vehicle-installed PC for generating the SOC diagram (SGCCS-PC), it can also be managed in the office. The expected use of auxiliary devices from (G) depends on the climate situation (F).

1. (1) Der SGCCS-PC wird aktiviert, wenn der Fahrer ein Gerät (Tablet, USB-Speicherstick usw.) mit den eingegebenen Tagesdaten vom Büro in Empfang nimmt, in das Fahrzeug einsteigt und den Lkw startet, und die Daten im Gerät werden mittels des Mittels von (2) unten auf den PC übertragen.
2. (2) Das Übertragungsverfahren ist automatische Übertragung durch Nahfunk, beispielsweise BlueTooth (eingetragene Marke), oder im Falle von USB, indem der Fahrer das Gerät in den USB-Steckplatz des PCs steckt.
3. (3) Gleichzeitig mit dem Einholen der Klimabedingungen (F) über das Internet aus einem Wetterinformationsnetz erfolgt die Vorsage der Nutzung von Hilfsgeräten (G).

Therefore, methods 1 to 3, which minimize the burden on the driver, will now be discussed. In this case, they are means of entering the various data into the SGCCS PC installed in the vehicle.

1. (1) The SGCCS PC is activated when the driver receives a device (tablet, USB memory stick, etc.) with the entered daily data from the office, gets into the vehicle and starts the truck, and the data in the device is transferred to the PC by the means of (2) below.
2. (2) The transmission method is automatic transmission by short-range radio, for example BlueTooth (registered trademark), or in the case of USB, by the driver plugging the device into the USB port of the PC.
3. (3) Simultaneously with the collection of the climatic conditions (F) via the Internet from a weather information network, the prediction of the use of auxiliary equipment (G) is made.

By reducing the driver's workload as much as possible in this way, the switch from a conventional diesel truck to a PRE electric vehicle (truck) can be promoted.

1B 1 is a flowchart showing the flow of processing in the planned power generation and storage control device using an SOC map. As shown in the view, the planned power generation and storage control device acquires initial settings such as the vehicle class, destination, route information, and pre-trip information including speed, energy consumption, and vehicle weight. From the initial settings and pre-trip information, the SOC map creator creates the initial SOC map. Based on this SOC map, the motor generator of the range-extending electric vehicle is operated and the vehicle battery is charged. An SOC monitor, which constitutes the planned power generation and storage control device in the present embodiment, calculates a comparison or difference between the initially created SOC map and the current SOC during travel based on the current position and the SOC (State of Charge) indicating the secondary battery charge level. If this difference exceeds an allowable range, the SOC chart correction device corrects the originally created SOC chart based on the current position, the SOC (State of Charge) indicating the secondary battery charge level, and travel history information such as (changes in) energy consumption, speed, and vehicle weight, and creates a corrected SOC chart. The corrected SOC chart then replaces the originally created SOC chart, and further calculates the difference from the SOC chart and makes corrections as needed. This allows the range-extending electric vehicle's energy generation and storage planning control to be performed based on the latest SOC chart for energy consumption, which is based on changes in vehicle weight or speed.

The vehicle's weight changes during the journey due to loading and unloading of cargo. By installing a weighing device on the vehicle to record this change and automatically transmitting the respective vehicle weight value to the SGCCS PC, the vehicle weight point can be handled precisely and inexpensively. For example, a sensor that detects a change in tire pressure could be installed in a tire component.

2 to 13 show processes (algorithms) for creating the SOC diagram before the trip, which are executed by a computer or the like. In the views, the SOC diagram is shown linearly for the sake of simplicity, but is actually non-linear due to the route condition, the drive status of the generator, and the like, which can be simulated in 14 is shown.

In 2 The horizontal axis represents the distance or time from the starting point to the destination, and the vertical axis represents the energy storage capacity of the secondary battery (SOC). SCH indicates the maximum energy storage capacity, and SCL indicates the minimum storage requirement. The required energy quantity Pc is the total energy required to complete the route.

At the starting point, the battery is charged to the energy level of the SOC, and during the journey, its stored energy (SOC) decreases. The straight line AB indicates the decrease in SOC and is a negative value at the destination. Since travel on this journey is not possible using only the energy stored in the battery, the battery must be charged en route through energy generation. This energy generation is the energy level Pg, indicated by the arrow from B to the upper SCL.

3 shows a method for plotting the required energy generation amount between SCL and SCH on the diagram. The straight line CD runs above the straight line AB corresponding to the required energy generation amount Pg, parallel to the straight line AB. If the point where the straight line CD intersects the SCH line is E, then EF is the same energy generation amount as Pg. Therefore, an EG line is drawn from E to the original AB line, representing energy generation, where the slope of the EG line depends on the energy generation capacity of the generator. During the period GF, the vehicle is traveling under the power of the motor-generator, so the SOC value increases from G to E due to charging, and the energy required to travel to point F is consumed. From this diagram construction, the SOC diagram is AGEC, where for AG and EC, EV travel is achieved using the energy stored in the battery, while for the period GE in between, the motor-generator is driven and the travel occurs while charging the battery.

4 is a method for creating the SOC diagram from 3 , where an EV driving line (DC) is drawn in reverse from the destination and changes to the energy generation line (CX) at the position where this line reaches SCH, and a position X where this line starts from the The starting point where the EV travel line (AB) intersects is determined as the position of the start of energy generation. The method for creating this SOC diagram is intuitive, as it can be performed by reversing the line from the starting point to the destination point.

5 shows that the EV journey continues from the starting point to SCL and when SCL is reached, energy generation starts and energy generation is carried out up to a position where the SOC at the destination is SCL, and 6A shows the creation process for this. 6A shows that the SOC diagram is A-X'-C'-D by separating the energy production line (CX) from the thin dashed arrow line (CE) which is shown as in 4 parallel to the required energy generation amount Pg until SCH, is shifted towards the target point until X', where X, at which energy generation starts, reaches SCL.

C

Energieverbrauch [km/kWh]

v

Fahrgeschwindigkeit [km/h]

Pw

Generatorenergie [kW]

PB

maximale Energiespeicherungskapazität der Batterie [kWh]

SCH

Prozentsatz der maximalen Energiespeicherkapazität [%], zum Beispiel 90 %

SCL

Prozentsatz des Mindestspeicherbedarfs [%], zum Beispiel 10 %

$$\text{Lr}=\left(\text{Pg}\cdot \text{v}\right)/\text{Pw}$$ To create this SOC diagram by calculation, the position (X') of the start of energy generation must be known, and the distance (Lr) from this position to the destination is determined. If the energy generation power is Pw and the average speed is v, the time to travel Lr is Lr/v, which is why Pg = Pw Lr/v, resulting in the following equation.

C

Energy consumption [km/kWh]

v

Driving speed [km/h]

Pw

Generator power [kW]

PB

maximum energy storage capacity of the battery [kWh]

SCH

Percentage of maximum energy storage capacity [%], for example 90%

SCL

Percentage of minimum memory requirement [%], for example 10%

$$\text{Lr}=\left(\text{Pg}\cdot \text{v}\right)/\text{Pw}$$

At 6A the energy generation period only occurs once, but if the journey distance is long, the energy generation is repeated several times. 6B The example shows that the energy generation period occurs 3 times, with the last energy generation before reaching SCH switching to EV driving (A3-B4).

In the final energy generation period, the required energy generation amount (Pgr) is determined as follows. Since L0 is the trip with the amount of energy stored in the battery at the start of the trip, the energy generation amount (Pgt) required for the remaining trip, assuming the length of the entire route is L, is as follows. $$\text{Pgt}=\left(\text{L}-\text{L}0\right)/\text{C}$$

If the maximum energy storage capacity of the battery is PB and the maximum usable energy from SCL to SCH is (80%), then L0=(0.8·PB)·C. If the power generation capacity of the generator is denoted by Pw, the number of acquired data points in the power generation period from SCL at B1 to SCH at A1 is tg, and the data acquisition cycle (in seconds) is T, then the power generation amount (Pg) at a constant power generation amount per unit time is given by the following equation. $$\text{Pg}=\text{Pw}\cdot \text{tg}\cdot \text{T/3600}$$

Therefore, the final energy generation quantity (Pgr) is as follows. $$\text{Pgr}=\text{Pgt}-2\cdot \text{Pg}=\left(\text{L}-\text{L}0\right)/\text{C}-2\cdot \left(\text{Pw}\cdot \text{tg}\cdot \text{T/3600}\right)$$

Energy consumption C increases or decreases depending on the condition of the route. The gradient of the route has the greatest influence, as vertical potential energy is added to the driving force required to overcome frictional resistance when traveling horizontally when traveling uphill, thus decreasing energy consumption. Conversely, potential energy is subtracted when traveling downhill, thus increasing energy consumption. The following equation is a relational equation, where CR is the horizontal energy consumption and CZ is the energy consumption taking into account the gradient. $$\text{CZ}=\text{CR/}\left(1+\left(\text{D/100}\right)\cdot \left(\text{M}\cdot \text{g}\cdot \text{CR}\right)\right)$$

Where D is a coefficient indicating the degree of slope (%), and if there is a vertical height difference h over a distance of L, the following relationship applies. $$\text{D}=\text{h/L}$$

M is the vehicle weight, and g is an acceleration coefficient of 9.81 m/s ² . The units are km/kWh for energy consumption and kg for weight. Therefore, on a gradient route, the calculation is first performed taking into account the elevation gain of the route by replacing energy consumption C [km/kWh] with CZ.

In 7 During the journey, there is an area defined as a rest section where the operation of the combustion engine should be restricted. This could be, for example, a tunnel or an urban area such as a hospital or school. Since the motor generator stops in this section, the power generation section is divided into a first half (XF) and a second half (EC).

Furthermore, the control technology for planned power generation and energy storage means that by systematically adjusting the power generation time and power generation distance, the internal combustion engine and generator motor can be downsized and the battery capacity reduced, so that the number of passengers in a bus and the load capacity in a truck are comparable in performance to those of a conventional vehicle. However, the downsizing of the motor and battery requires caution in situations where large amounts of energy are consumed immediately, such as long, steep climbs. The following describes concrete application examples of the technology for planned power generation and energy storage with regard to three driving profiles.

8 shows the case where there is a steep incline on the route and shows the example of the SOC decreasing during the incline because, for example, despite the battery being charged by the motor generator, the energy consumed for the journey is greater. The upper part of the view shows the route, with the steep incline from L2 to L3. The middle part shows the SOC. During an EV journey from A to B, despite energy generation starting at B, the SOC decreases as in CD on the steep incline from L2 to L3. Before overcoming the hill, the SOC in the route section D''-D drops to or below SCL and an energy shortage occurs. To avoid this, the SOC diagram A-B'-C'-D'-E' can be created in the SOC diagram before the journey by starting energy generation from B'. For energy quantity DD' to be at or below SCL, energy generation with energy quantity B-B'' should therefore take place in advance in the flat route section L1-L2. P1 and P2 indicate the energy generation route, and while at P1 the energy generation starts from B, at P2 the energy generation is already started at B'.

9 shows the case where there is a steep downhill gradient during the journey, where regeneration energy is to be expected. Since there is a steep downhill gradient on the section L2-L3, if the energy generation distance of the SOC extends from A to B, an attempt is made to store the energy from C'-C at or above SCH in the battery. This is because even if, for example, energy generation is stopped at B and switched to EV driving, the regeneration energy is still available. However, since charging from or above SCH is not possible, this energy must be destroyed. Therefore, the SOC diagram can be A-B''-B'-C'-D', so that no energy generation takes place up to B, energy generation is stopped at B'' and switched to EV driving, and the regeneration energy from C'-C is replaced by the energy consumed at BB'. P1 and P2 indicate the energy generation route, and while at P1 the energy generation takes place up to SCH of B, at P2 the energy generation is stopped earlier at B''.

10 shows the case where a rest section occurs during the journey. The SOC diagram that does not take the rest section into account is ABCD, where energy generation must be carried out in the section C-C'' despite the rest section at C so that the SOC does not fall to or below SCL. An SOC diagram that avoids this is A-B'-B''-C''-D', where the energy generation amount of C-C'' is already generated beforehand as B'-B'', thus enabling a journey without energy generation at C. The energy generation amount B-B'' is equal to the missing energy generation amount C-C'' in the event that the original SOC line reaches CC'. The energy generation distances are as shown for P1 and P2. The energy generation period (B'-B'') of P2 is shorter than the Energy generation time (C-C') of P1 at which an equivalent amount of energy is generated, since in the section B'-B the amount of energy stored in the battery is added to the amount of energy generated.

In 11 It is already known before the trip, at the time the SOC diagram is created, that a charging station is installed en route at X, which is why it shows a condition where the amount of energy stored in the battery is restored to SCH (XE) at X. The view shows that the EV trip begins at the starting point, and the charging station is installed exactly where the amount of energy stored in the battery reaches SCL. However, even if the charging station is installed before SCL is reached, a route can be created that includes charging at the charging station, taking into account the delivery schedule for that day, etc.

12 shows an algorithm for the case that while driving, 11 Charging occurs at the charging station, and shows the case where the destination can be reached even without energy generation by the on-board generator, provided charging occurs en route. Assuming an EV trip with the amount of energy stored in the battery from SCH at the starting point to SCL (AB), a plan is drawn up in which the charging station is installed exactly at B or just before it, so that charging occurs at the charging station. If the EV line is drawn in reverse from the destination to the starting point (CE), it intersects (E) the charging line at the previously located charging station (BD), which is why the amount of charging energy from B to E applies. Therefore, the SOC diagram drawn before the trip results in ABEC.

13 represents the case where, despite charging on the way, energy must be generated on the journey to the destination. Just as in 8 The EV journey begins at the starting point and ends at SCL, and the vehicle is fully charged at the charging station up to SCH (BD). At the same time, an SOC diagram of the EV journey is created in reverse from the destination to the starting point, and upon reaching SCH (F), the diagram switches to the energy generation line. The position (G) at which the energy generation line intersects the EV line after charging (DC) is the position at which energy generation begins. This results in the SOC diagram ABDGFE. Alternatively, after charging, the EV journey (DC) begins at SCL, energy generation is started at C, and energy generation is stopped at the point where the EV line (EF), drawn in reverse from the destination, is intersected. In this case, the SOC diagram ABDCHE results. Within the HFGC diamond, an energy generation line parallel to CH or FG can of course be drawn.

There are many cases where, after the initial EV trip, no charging station is installed at the position where SCL is reached. Therefore, it is only necessary to consider whether charging occurs when a charging station is available after returning to the starting point from position B, where SCL is achieved. In this example, charging occurs within 10% of the distance from the starting point to B, but there is no 10% restriction.

If a charging station is available before B and charging is taking place there, charging is started without battery-assisted travel to SCL. The charging line B-D in the view approaches the starting point.

14 This is a simulated view of an actual route, assuming that the route includes an uphill and a downhill section, such as a tunnel or similar. The upper view shows a cross-sectional view of the route and assumes that the route includes a fairly steep uphill and downhill section, and a downhill section in the second half.

The lower view shows an SOC graph, with the SOC graph decreasing from SCH. While traveling, the energy generation period is indicated by a bold line, but due to the steep gradient, the battery is not being charged despite energy generation, and the SOC continues to decrease. The second half is the rest section. In the view, this section is an EV driving section. However, if there is a risk of energy generation occurring during the rest section, the setting is such that the energy generation time is before and after the rest section, and no energy generation occurs during the rest section.

As in 3 As shown, the energy quantity (Pg) from the negative SOC value at the destination to SCL indicates the required energy generation quantity during the journey. The final SOC diagram shows the SCL value at the destination towards the destination between SCH and SCL with the energy generation section in between connect to the EV line starting from the starting point.

In the present view, the amount of energy stored in the battery at the origin is SCH and the target SOC at the destination is SCL, but this is not mandatory and instead any value is possible as long as it is between SCL and SCH.

This planned power generation and energy storage control technology is a technique that corrects the pre-trip SOC map during travel, enabling arrival at the destination with the SOC value within a deviation from the originally set range. Therefore, it is characterized by continuously obtaining position information from the vehicle during travel, and regenerating the SOC map if the SOC value deviates from the value specified in the SOC map to or above a certain value.

15 shows the rebuilding of the SOC chart on the go during different trips. In the view, the SOC chart from the starting point to the destination before the trip is shown by the solid line ABCD. The dashed line next to the SOC chart represents the SOC value representing the vehicle data when the vehicle performs an EV trip from the starting point. When the vehicle has traveled from (1) to Y and the condition is detected that a deviation of X in the SOC chart drawn with the solid line is at or above a certain value (ΔSOC), rebuilding is performed by correcting the SOC chart by reverse dragging with D-C'-B'-Y for Y to D shown with a bold solid line.

Similarly, (2) to (6) show SOC recalculation as a result of SOC diagram correction. (3) and (4) show that SOC diagram correction was performed for the power generation route section between B and C. (5) and (6) show that an upward SOC deviation occurred during the EV drive to the destination, and the SOC was corrected. In (5), an upward deviation occurred was corrected so that the SOC value at the destination is higher than the planned SCL by an error, but this is not a problem because the battery is being charged. In (6), power generation occurs in the short route section Y-X when the SOC diagram is recalculated.

When redrawing the SOC diagram, it is desirable to keep the frequency of power generation as low as possible. This is due, among other things, to increased losses due to the start-up load at the beginning of power generation; insufficient exhaust emission reduction immediately after power generation starts due to the time required for the emission control system to reach normal operation; and, from a mechanical perspective, the mechanical stress caused by the repeated switching on and off of power generation increases the probability of failure.

(7) shows a method for reducing the SOC deviation at the destination of (5) and a method for eliminating the short power generation distance of (6), wherein it is detected that the deviation of (5) or (6) occurs during the power generation of B-C during the last EV travel of C-D, therefore the EV distance C'-D is set with C' as the new power generation termination position.

16 concerns another method of regenerating the SOC diagram created before the trip. 16A Represents the pre-trip SOC diagram and is an example where A0-B0 from SCH at the origin to SCL is an EV trip, B0-C0 is a power-generating trip, and C0-D0 is an EV trip to the destination. When constructing the SOC diagram, among the parameters that determine the SOC diagram, a worse value for average energy consumption than the assumed value or a faster value for speed than the assumed value is used.

16B shows that the pre-trip EV travel line A0-B0 was corrected during the trip. The dashed line A0-AZ drawn from A0 to SCL is an SOC line drawn for the case where the trip is actually carried out with the average energy consumption assumed at the starting point. Because the pre-trip SOC line A0-B0 uses an energy consumption (set energy consumption) that is worse than the assumed value, it is always lower than A0-AZ.

Since a ΔSOC deviation from the A0-B0 line is detected after driving to A1, D0-C1-B1-A1 is obtained by reversing the SOC diagram. Since a similar ΔSOC deviation is also detected after driving to A2, the SOC diagram is redrawn as D0-C2-B2-A2. Similar corrections are also made subsequently, with D0-C6-B6-A6 providing the closest approximation to SCL.

The position of the energy generation start point associated with these SOC diagram redraws shifts toward the target location with each correction. The position of the energy generation start point in the SOC diagram before the trip is b0, after the first correction it is b1, after the second correction it is b2, and finally shifts to the energy generation start point b6.

The predicted energy generation termination position during EV travel until A6 shifts from c0 to c6 toward the target location, while the energy generation duration gradually decreases. This is because the energy consumption during the actual trip is better than the set energy consumption.

16C shows the correction status of the power generation section. On the power generation section, the pre-trip energy consumption is also used to generate the SOC line B6-F0 predicted for the power generation start position (B6). Therefore, after traveling to E1, the deviation ΔSOC occurs, resulting in the corrected SOC diagram D0-F1-E1. After traveling to E2, the corrected SOC diagram is D0-F2-E2, and the position where the power generation period ends is D0-F3-E3. The reason why ΔSOC always deviates upward is that the energy consumption during the trip is always a better value than the pre-trip energy consumption. Therefore, the power generation end position of f0 (c6) also changes with f1, f2, and f3 to approach the starting point, and the power generation period also decreases.

16D This represents the SOC map correction during the EV drive to the destination. The predicted SOC map after driving to F3 was D0-F3, but the SOC map was changed to D3-F3 after driving to the destination, and the SOC value upon arrival at the destination is D0-G, which is higher than the target SCL. As a result, the remaining energy stored in the battery is higher than the target, but this excess energy is utilized during the next drive.

17 shows an example of a rebuilding procedure for a specific rebuilding of the SOC diagram. Using (1) as an example, the straight line AE is the planned SOC diagram, which is shown as a straight line for simplicity. The straight line AB' shown by a thin line from A is the locus of the SOC value during driving, and ΔSOC is the deviation value from the set SOC, which is why the SOC diagram is rebuilt as soon as ΔSOC occurs, and the newly created SOC diagram is B'-E'. B'-B'' is the locus of the SOC after rebuilding using the energy consumption obtained in the method described below, and C'C is the same value as ΔSOC. The dashed line B'-B''' is also the locus of the SOC when using an energy consumption with a different value, where D'D is also equal to ΔSOC. Cn is the energy consumption when setting the SOC diagram, Cn' is the actual energy consumption of the trip from A to B', and C ^F n+1 and C ^H n+1 are the energy consumption of the next route section when the value of Cn at B' has been corrected.

The relationship between Cn and C ^F n+1 and C ^H n+1 is as follows. $${\text{C}}^{\text{F}}\text{n}+1=\text{Cn}\cdot \left(1-{\mathrm{\Delta }}_{\text{SOC/PB}}\right)$$ $${\text{C}}^{\text{H}}\text{n}+1=\text{Cn}\cdot \left(1-{\mathrm{\Delta }}_{\text{SOCs/PB}}\right)$$

Where PB is the maximum energy storage capacity [kWh] of the battery and ΔSOCs is any value smaller than ΔSOC for which the relationship ΔSOC>ΔSOCs applies. 17(1) and (2) ΔSOC is a positive value and the actual energy consumption Cn' was better than the pre-trip energy consumption Cn, which is why the SOC locus (A-B') lies above the assumed SOC diagram (AB). Based on the above equations, the relationship between the respective energy consumption values is Cn>C ^H n+1>C ^F n+1.

The corrected SOC locus is therefore B'-B'' using C ^F n+1 and B'-B''' using C ^H n+1. The next SOC regeneration point is CC' or DD', where ΔSOC is obtained, where CC' before DD' occurs. This is consistent with the objective that when applying C ^H n+1, the number of rebuilds of SOC is as small as possible.

(2) shows the case where the driving state changes at B. It is a SOC diagram (B'-E') recreated, for example, for the case where there is a steep gradient starting at B and energy consumption has deteriorated. In this case, the recreate point for CC' using ^CF n+1 is later than for DD' using C ^H n+1, which is why the number of recreated points is lower.

In (3) and (4), ΔSOC is a negative value, and the actual energy consumption Cn' is worse than the pre-trip energy consumption Cn, which is why the SOC locus (A-B') lies below the planned SOC diagram (AB). The relationship between the energy consumption values C ^F n+1 and C ^H n+1 and Cn is as follows. $${\text{C}}^{\text{F}}\text{n}+1=\text{Cn}\cdot \left(1+{\left|{\mathrm{\Delta }}_{\text{SOC}}\right|}_{/\text{PB}}\right)$$ $${\text{C}}^{\text{H}}\text{n}+1=\text{Cn}\cdot \left(1+{\left|{\mathrm{\Delta }}_{\text{SOCs}}\right|}_{/\text{PB}}\right)$$

Since ΔSOC assumes a negative value here, the actual energy consumption Cn' is lower than the assumed energy consumption Cn. Based on the above equations, the relationship between the respective energy consumption values is Cn<C ^H n+1<C ^F n+1.

The corrected SOC locus is therefore B'-B'' using ^CF n+1 and B'-B''' using ^CH n+1, where CC' is before DD'. This is consistent with the objective of minimizing the number of SOC recalculations when using ^CH n+1.

(4) shows the case where the driving state changes at B. It is a SOC diagram (B'-E') recreated, for example, for the case where there is a steep downhill gradient from B and energy consumption has improved. In this case, it can be seen that for CC', using C ^F n+1, the recreate point is later than for DD' using C ^H n+1, which is why the number of recreates is reduced.

Consequently, as in 17 shown, regarding whether the new energy consumption that uses the set deviation value ΔSOC can gain distance (time) until the next SOC diagram creation by using C ^F n+1 or the energy consumption C ^H n+1 that uses the ΔSOC that is smaller than ΔSOC should be used when rebuilding the SOC, depends on how the SOC diagram is created depending on the condition of the route after the rebuilding.

This control method for planned energy generation and energy storage makes it possible to adjust energy consumption based on the route conditions (uphill, downhill, highway, traffic jam, changes in cargo load weight, etc.) in advance or because the information is continuously updated. For example, if an improvement in energy consumption is expected due to unloading of loaded cargo at a work site during the journey, this can be accommodated by automatically adjusting the energy consumption to reflect this weight difference. If auxiliary equipment such as an air conditioner or the like is used during the journey, the energy consumption can be adjusted to reflect the amount of energy used in this case.

18 Concerns the creation of a SOC diagram before the trip in the case where, when creating the diagram by reverse dragging, the horizontal axis of the curve diagram is the distance, and it is formed from many short distance segments (n, n-1, n-2, etc.) from the starting point to the destination. Distance segments can be defined in different ways, and it is conceivable, for example, that if a condition of the route (uphill, downhill, flat road, etc.) persists, this route is considered as 1 distance segment. However, in practice, it is difficult to define the boundary between a flat road and a hill. Therefore, there is the example of considering a distance defined by the center line of the route as 1 distance segment. For example, it is judged that the straight line ends at a deviation of a width of ±30 cm from the center line.

The SOC diagram is drawn from the destination (D) toward the exit point (A), and the length of each leg may be uneven. The length of the arrows in the view is proportional to the length of each leg. The SOC returning from D by 1 leg is Cn, and is longer in distance than Cn-1 of the SOC of the next leg, while Cn-2 of the SOC of the further ahead leg is shorter than Cn-1. If the SOC value at the entry to each leg is B_SOC, the energy consumption in each leg is C_SOC, and the amount of energy generated in that leg is G_SOC, the following relationship is obtained. The entry represents the beginning of the arrow, and the exit represents the end of the arrow, and the SOCs are each expressed in %. $$\text{B\_SOCn}=\text{B\_SOCn}-1-\text{C\_SOCn}+\text{G\_SOCn}$$

For the B_SOCn at the destination, the energy consumption C_SOCn and energy generation quantity G_SOCn in the route section Cn are taken into account relative to B_SOCn-1 at the entry to the immediately preceding route section Cn-1. Since in this example, the route section Cn is an EV travel section, G_SOCn is naturally 0.

Thus, by reverse dragging from the destination to the origin, an SOC diagram is created. When the diagram reaches SCH of C during EV driving, the state switches to energy generation driving (C-B) at the entry or exit of the section (n-m) where this position falls. When SCL is reached at B, the state switches to EV driving (B-A) at the entry or exit of the section (n-1) where B falls. However, if the SOC value must necessarily be within the range from SCL to SCH, the state switches for the section (n-m) at C and the section (n-1) at B at the entry. In this way, the state can be switched within the range between SCL and SCH.

As now in 19(1) As shown, after reversely constructing the SOC map DCBA from the SOC setting value at the starting location (SCH in this example), an SOC map is constructed during EV travel in the regular direction, intersecting the previously constructed SOC map CB en route. (2) shows a method for adjusting the SOC map at the time of intersection. When the two SOC maps intersect in the route section P, a displacement of the power generation line BC is caused either to the inlet β or the outlet α of the route section. The view shows the case where the power generation line CB is displaced upwards in parallel to C'-B' so that it intersects at α, and the case where it is displaced downwards in parallel to C''-B'' so that it intersects at β. However, since the downward displacement risks reaching or falling below SCL, the upward displacement is more suitable. If shifted upwards, there is a risk that SCH will be exceeded at some point in the extension of C', but the problem is small because a battery has a certain tolerance to overcharging.

20(1) shows an adjustment method for the case where an SOC diagram has been drawn to the starting point by reverse pulling as in DCBA, but the amount of energy stored in the battery at the starting point is less than the SOC value of A at the starting point during reverse pulling. In this case, two methods are conceivable: one is to perform a power generation trip for EG at the starting point, so that the EV trip line of BA is intersected, while the other is to first perform an EV trip for EF and switch to power generation trip upon reaching SCL for FH, thus intersecting BA.

(2) shows the former method and indicates whether the inverted B-A line is shifted downwards to B'-A' or upwards to B''-A'', where the shift width is determined by the section P. For downward shifts, the cut is made at α and for upward shifts, at β.

In (3) the case is shown that an EV trip is initially performed at E-F and when SCL is reached, the line F-H is switched to the line of travel with energy generation, whereby the inverted B-A line is shifted upwards or downwards. To switch from the EV trip line (E-F) to the energy generation line, the switch occurs from the exit F' of the track section Q, which contains the point F at which SCL is reached. At the exit of the track section P, which contains the point where the energy generation line (F'-H) and the inverted EV line intersect, the inverted line, since the intersection occurs at α, becomes B'-A' by shifting downwards, while for the upward shift the intersection occurs at β and the inverted line becomes B''-A''.

21 shows the method for constructing an SOC diagram when a rest section is present on the route. Conversely, if an SOC line (DC) is drawn from the destination D, the point C where SCH is to be reached and the transition to the power generation driving line is located within the rest section. Therefore, at the entry a1 of the section (Sn-m+1), which is one step closer to the destination than the section (Sn-m) containing the exit from the rest section, the transition to the power generation driving line is made, and at the entry b1 of the section (Sn-m), the transition is made back to the EV driving line, thereby reaching SCH at c1, which is still within the rest section. Therefore, even if the switch from the EV driving line to the energy generation line is performed at entry a2 of the route section (Sn-m+2) and the switch back to the EV line is performed at entry b2 of the route section (Sn-m), reaching SCH at c2 still falls within the rest section. Therefore, if the switch from the EV driving line to the energy generation line is performed at entry a3 of the route section (Sn-m+3) and the switch back to the EV line is performed at entry b3 of the route section (Sn-m), reaching SCH at c3 no longer falls within the rest section. By switching to the line of the energy generation trip (c3'-d1) at the exit point C3' of the section (Sn-1) in which the entry point into the rest section is located, an SOC diagram (D-a3-b3-c3'-d1) can be created by reverse dragging, which allows EV trip in the rest section.

22 shows the case where the incline is so steep that, despite energy generation en route, no energy can be stored in the battery. Therefore, the SOC value, which indicates the amount of energy stored in the battery, decreases despite the energy generation state. For example, even if the SOC diagram is plotted as a1-b1-c1-d1, the SOC decreases due to the incline, so that at the exit b1 of the route section (Sn-m-2), SCL is reached, resulting in an energy shortage. Even if the SOC diagram is shifted to the exit b2 of the previous route section (Snm-1), an energy shortage ultimately results at b2. Finally, traveling without an energy shortage is only possible if the SOC diagram is shifted to the entry b3 of the route section (Sn-m) whose route section includes the exit point from the incline. In this case, the SOC diagram a3-b3-c3-d3 results, and it is shown that the steep slope can be overcome by advancing the point of start of energy production from d1 to d3.

The horizontal axis is the distance in 16 to 20 is expressed as distance, but a similar configuration is of course also conceivable if it is time, in which case a unit of time (for example 1 second) applies which replaces the distance in the individual sections of the route.

Up to this point, we have discussed a PRE electric vehicle with an on-board generator, but the technology for planned energy generation and energy storage is also applicable to a so-called electric vehicle that runs on only a battery. Many vehicles are equipped with a navigation system, and by setting the destination, the driver of an electric vehicle can obtain various useful information, such as locations on the route to the destination where a charging station is installed, which are displayed on a display, and the like. However, the map information of most navigation systems only provides the longitude and latitude position information, and does not provide altitude information. Even if altitude is provided, in a tunnel, this may be the elevation of the tunnel-shaped topography. However, since energy consumption varies greatly depending on inclines, declines, etc., the impact of altitude changes is significant for electric vehicles whose sole power source is the amount of energy stored in the battery. Even if the elevation of the route and the elevation of the terrain are different in a tunnel, the present control technology for planned energy generation and energy storage is also effective for electric vehicles, because the elevation information of the route itself is also used to prepare the route plan (creation of the SOC diagram), which is why the following application is conceivable.

Before the journey, the route information up to the destination is used, so that the influence of uphill and downhill gradients on energy consumption on the route is known in advance, which effectively enables a comfortable journey. Specifically, in the case of a long downhill gradient where corresponding regeneration energy is expected, the battery charging can be restricted to or below SCH before the journey, thus saving the amount of energy and shortening the charging time. By monitoring the SOC based on the change in energy consumption depending on the route condition, in the event of a risk of energy shortage, the energy shortage can be prevented by accurately predicting the installation location of the charging station and the time of arrival and recommending charging. By continuously monitoring the SOC during the journey, a charging warning can be set for any point on the route from the current Position, the predicted SOC value is continuously displayed, allowing the driver to understand the vehicle condition more accurately.

In the case of a commercial vehicle, if several electric vehicles are charged at a limited number of charging stations for the next day's charging, the charging sequence and the charging amount of each vehicle can be controlled, which can also contribute to improving operational efficiency.

23(1) Figures (4) to (5) show the process of generating the SOC diagram according to the present algorithm, which was created using Excel (a registered trademark of Microsoft) for program validation. The horizontal axis represents the distance, and the vertical axis represents the amount of energy stored in the battery as SOC. The rise and fall in the views indicate the topographical elevation. The view assumes a trip of approximately 100 km. The SOC value before the trip is 90% and is adjusted to be 20% at the destination.

(1) shows that the reverse SOC chart creation process started from the destination SOC of 20%. (2) shows that there is a rest section such as a tunnel or the like along the route, so a power generation section is provided to avoid this section. It can be seen that the creation is performed as a power generation section after this chart reaches SCH (90%). (3) shows that after the chart is reversely drawn to the starting point, the SOC chart is redrawn from SCH (90%). (4) is a view at the end of the SOC chart creation process, where changes in the vehicle's energy consumption due to topographical changes have been reflected, and the SOC chart changes instead of being a straight line.

Up to this point, the method discussed is that the route to the destination is known in advance, and the SOC map is created by calculating the energy consumption required to travel from the starting point to the destination. Then, the actual SOC value is continuously monitored during the trip. When the deviation from the SOC value established before the trip reaches or exceeds a set value, the trip to the destination is made with the SOC map regenerated. Therefore, if a route detour occurs during the trip, such as a steep incline, it may be necessary to take measures such as slowing down to recharge the battery or stopping and recharging. However, by taking the following measure, traveling without energy shortage is possible.

1. 1. Auf der Umleitungsfahrtroute liegt eine Steigung vor und während der Steigung steigt der SOC an, wenn mit dem Generator Energie eingespeichert wird.
2. 2. Auf der Umleitungsfahrtroute liegt eine Steigung vor und der SOC sinkt, obwohl während der Steigung mit dem Generator Energie eingespeichert wird, sodass trotz des Fahrens der Steigungsgipfel nicht erreicht wird.
3. 3. Auf der Umleitungsfahrtroute liegt eine Ruhestreckenabschnitt vor und der SOC erreicht vor dem Durchfahren des Ruhestreckenabschnitts seinen unteren Grenzwert.
4. 4. Auf der Umleitungsfahrtroute liegt ein langes Gefälle vor, und da Regenerationsenergie gespeichert wird, erreicht der SOC-Wert am Hang die obere Grenze.

First, we will explain which situations may arise if a route change occurs during the journey,

1. 1. The detour route includes an uphill section and during the uphill section the SOC increases as energy is stored by the generator.
2. 2. There is an uphill gradient on the detour route and the SOC decreases even though the generator stores energy during the uphill gradient, so that the gradient peak is not reached despite driving.
3. 3. There is a rest section on the diversion route and the SOC reaches its lower limit before passing through the rest section.
4. 4. There is a long downhill slope on the detour route, and because regeneration energy is stored, the SOC value reaches the upper limit on the slope.

1. 1. Es ist keine Maßnahme erforderlich.
2. 2. Die vor dem Hang in der Batterie gespeicherten Energiemenge ist die untere Grenze (SCL), die der für die Steigung erforderlichen Energiemenge abzüglich der Energiemenge entspricht, die durch Energieerzeugung gespeichert werden kann.
3. 3. Die Fahrt erfolgt, indem die in der Batterie gespeicherte Energiemenge vor dem Ruhestreckenabschnitt der untere Grenzwert (SCL) zum Durchfahren des Ruhestreckenabschnitts ist.
4. 4. Die vor dem Hang in der Batterie gespeicherte Energiemenge weist als oberen Grenzwert (SCH) den Wert des maximalen Werts des SOC abzüglich der am Gefälle erlangbaren Regenerationsenergiemenge auf.

The following measures are conceivable in these situations.

1. 1. No action is required.
2. 2. The amount of energy stored in the battery before the slope is the lower limit (SCL), which is equal to the amount of energy required for the slope less the amount of energy that can be stored by energy generation.
3. 3. The journey is carried out in such a way that the amount of energy stored in the battery before the rest section is the lower limit value (SCL) for passing through the rest section.
4. 4. The amount of energy stored in the battery before the slope has as its upper limit (SCH) the value of the maximum value of the SOC less the amount of regeneration energy that can be obtained on the slope.

A concrete example is discussed in 2. For example, driving is performed by calculating the difference Δh between the highest elevation and the current position elevation for all secondary roads with possible detours, including the planned route for the next 20 km. If the amount of energy converted from the potential energy (m g Δh) of the elevation difference Δh is ΔSOC, and the current storage amount is set as the SOC value, SOC+ΔSOC is always controlled during driving, so that even if an unexpected detour occurs, no problems occur during driving. After passing the secondary road with the highest elevation, driving continues, again identifying the elevation of the next secondary road with the highest elevation and performing the same process. In this way, the elevation of the entire driving route, including secondary roads, can be considered over a longer distance, even if, for example, no SOC diagram is generated at the starting point. Furthermore, this measure is not only limited to trucks that frequently follow a fixed route, but also applies to other vehicles (e.g. cars) that frequently change their route.

For example, if the journey is on the Tomei Expressway between Odawara and Numazu, but the Tomei Expressway is closed due to an unexpected accident, and the journey must therefore be made via Hakone on National Route 1, the approximately 800 m high slope of Mount Hakone must be negotiated. When an 8-ton truck travels 800 m, the amount of energy required to travel 800 m corresponds to the ΔSOC. With a battery capacity of 40 kWh, 17.6 kWh corresponds to 44% of the total SOC. If SCL is set to 20%, the journey is made while maintaining a residual battery charge of 64%.

Additionally, if the distance traveled in a day is approximately 100 km, ΔSOC can be calculated by extracting the highest elevation from the elevations of all secondary roads, using elevation data from all possible routes and secondary roads. In this case, too, pre-trip SOC mapping is not required.

Commercial application

The planned power generation and energy storage control technique of the present invention relates to a method for driving a PRE electric vehicle that runs by charging a battery with a motor generator and driving the motor with this stored energy, and estimates the amount of power generation required on the road during travel before travel and enables efficient driving by making correction to this amount of power generation during travel. Therefore, it is a technique that can achieve a vehicle using a smaller battery and motor than the prior art. For this reason, since the utilization efficiency of the power generation engine can be increased without reducing the number of seats or the load capacity of a commercial vehicle, it is a technique that can reduce fuel consumption and concomitantly curb _CO2 emissions.

Another application of this technology is its role as a mobile energy storage device in disaster situations. In the event of a sudden natural or man-made disaster, the power supply facilities may be affected by the disaster, disrupting the power supply in the disaster area. In such cases, a mobile power supply vehicle must rush to the scene, which can be impractical, including time-consuming. Commercial vehicles using this technology are typically used for delivery, but when a disaster occurs nearby, they can rush to the scene immediately and act as a power supply vehicle. In such cases, the vehicle runs under forced power generation and is fully charged at the scene.

QUOTES CONTAINED IN THE DESCRIPTION

This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2019-77257 A [0008, 0010]
• JP 2020-62906 A [0008, 0010]
• JP 3264123 B [0009, 0010]

Claims (11)

Control technology for planned energy generation and energy storage using an SOC diagram, characterized in that it has a device which, when it creates an SOC diagram before the trip on the basis of route information in a PRE electric vehicle which travels using an installed battery and in which the vehicle battery is charged with a motor generator and an electric motor is driven with this energy, determines the amount of energy generation required when traveling on the route. A control device for planned power generation and energy storage using an SOC map in an electric vehicle with a range extender that runs with an installed battery and that runs by charging the battery of the vehicle with a motor generator and driving an electric motor with this electric energy, characterized by an SOC map creation device that creates an SOC map required for running on a running route set in the running route information using running route information and speed, energy consumption and weight to which provisional values are assigned before running. Control device for planned energy generation and energy storage using a SOC diagram according to Claim 2 , comprising an SOC diagram correction device which corrects the SOC diagram during driving based on the speed, energy consumption or weight which can be obtained at that time. Control device for planned energy generation and energy storage using a SOC diagram according to Claim 3 wherein the SOC chart correction means comprises a monitoring means that monitors a deviation value that is a divergence of the SOC value from the SOC chart planned before the trip, during the trip of the vehicle, based on position information of the trip position from a position information collecting device such as GPS, vehicle information from the vehicle such as an SOC value indicating the amount of energy stored in the battery, and map information, and a page creation means that repeatedly recreates the SOC chart on the go during the trip in the event that the deviation value reaches a set value. Control device for planned energy production and energy storage using a SOC diagram according to one of the Claims 2 until 4 , comprising a prediction device which, in the event of an unforeseen event occurring during the journey, predicts that the destination cannot be reached even if the SOC diagram is corrected by the SOC correction device, and a command device which prompts the driver of the electric vehicle with range extender to adapt the driving style in this case. Control device for planned energy production and energy storage using a SOC diagram according to one of the Claims 2 until 4 , wherein the SOC diagram creation device assumes that the journey to the destination is made using the amount of energy stored in the battery at the starting point in order to determine the required amount of energy generation, wherein an absolute value is used as the amount of energy generation required for the journey, in which a minimum storage requirement (SCL) of the battery is added to the negative amount of energy resulting from the SOC value at the destination. Control device for planned energy generation and energy storage using a SOC diagram according to Claim 6 , characterized in that the SOC diagram creating device draws an EV line for battery-assisted travel indicating the amount of energy stored in the battery by reversely dragging from the set SOC value of the destination to the starting point, switches to a power generation line when a maximum energy storage capacity (SCH) or the set SOC value is reached, and when the minimum storage requirement (SCL) or the set SOC value is reached again, switches back to the EV line of the travel with the amount of energy stored in the battery and repeats this, wherein at a position where the EV line of the battery-assisted travel from the starting point and the reversely drawn power generation line intersect, the EV line of the battery-assisted travel stops and the power generation line starts. Control device for image energy generation and energy storage according to Claim 7 which creates an SOC diagram, characterized in that the SOC diagram creation device, in the event that it is likely that the minimum storage requirement (SCL) will be reached or undercut during the journey, carries out energy generation of an energy generation amount with which the SCL will not be reached or undercut, on a travel route which is closer to the starting point in relation to the travel position, and furthermore, in the event that the maximum energy storage capacity (SCH) is reached or exceeded, on a travel route which is closer to the starting point in relation to the travel position, the energy storage continues at a level which is equivalent to the energy generation amount exceeding SCH, and furthermore, in the event that the internal combustion engine has to be driven in a rest section, generates the amount of energy required to drive in the rest section with battery support before entering the rest section, in order to avoid the energy-generating drive in the rest section, whereby the energy generation time and the The power generation line must be adjusted so that the SOC diagram remains in the range between SCL and SCH. Control device for planned energy production and energy storage using a SOC diagram according to one of the Claims 2 until 4 , wherein the SOC diagram creation device, in the event that it is already known that a location with an installed charging station exists on a battery-assisted journey route, assesses whether charging should take place at that charging station and takes the result into account in the SOC diagram created before the journey. An electric vehicle with a range extender that runs with an installed battery and that runs by charging the vehicle's battery with a motor generator and driving an electric motor with this electrical energy, and that uses, as a control device for charging the battery by means of the motor generator, the control device for planned energy generation and energy storage according to one of the Claims 2 until 4 uses. A control method for planned power generation and energy storage using an SOC map in an electric vehicle with a range extender that runs with a battery installed and that runs by charging the battery of the vehicle with a motor generator and driving an electric motor with that electric energy, characterized by : an SOC map creation step of creating an SOC map required for running on a route set in the route information using travel route information and speed, energy consumption, and weight to which provisional values are assigned before the trip; and an SOC map correction step of correcting the SOC map during the trip based on the speed, energy consumption, or weight that can be obtained at that time.