JP2011016464A - Control apparatus for hybrid vehicle - Google Patents

Abstract

Provided is a control device for a hybrid vehicle in which an appropriate driving schedule can be set even when the air resistance change of the host vehicle changes, and the occurrence of excessive or insufficient battery charge can be prevented. To do.
In a control apparatus for a hybrid vehicle having an operation schedule setting means for setting an operation schedule that is a use ratio of a motor and an engine according to a route condition to a destination, an air resistance change state of the own vehicle is detected. Air resistance change state detecting means 61 to 65 for detecting are provided, and necessary traveling power is calculated in consideration of the detected air resistance change state. Thus, for example, it is possible to set an operation schedule in consideration of air resistance change states such as a change in window opening degree and a roof carrier mounting state, and it is possible to prevent the battery charge amount from being excessive or insufficient.
[Selection] Figure 1

Description

  The present invention relates to a control device for a hybrid vehicle including an engine and a motor that generate a running power of the vehicle.

  The fuel efficiency of the hybrid vehicle is regarded as important, and the usage ratio of the engine and the motor is changed so that the power that can be used by the battery can be efficiently consumed (see, for example, Patent Document 1). In such a hybrid vehicle, the fuel consumption is reduced by switching the travel using only the engine, the travel using only the motor, and the travel using the engine and the motor according to the situation.

  Japanese Patent Application Laid-Open No. 2007-269210 (Patent Document 2) discloses a vehicle information providing apparatus that provides information on factors that deteriorate fuel consumption other than the driving operation by the driver separately from the driving operation. The vehicle information providing apparatus described in Patent Document 2 includes detection means for detecting an increase in steady running resistance. When the steady increase in running resistance is detected by the detection means, the vehicle information providing apparatus is Provides information for improving fuel efficiency. In this vehicle information providing device, the running resistance is subdivided into acceleration resistance, air resistance, drag resistance, and the like, and the factors of the running resistance are provided to the driver.

JP 2008-87516 A JP 2007-269210 A

  The air resistance of the vehicle body is changed due to, for example, mounting of a roof carrier, mounting of aero parts, opening / closing of a window, or the like. However, the technology described in the above-mentioned patent document does not consider the change in fuel efficiency due to the change in air resistance, so the driving schedule, which is the usage ratio of the engine and the motor, is not set appropriately, and the battery charge is excessive or insufficient. Could occur.

  The present invention has been made to solve such a problem, and it is possible to set an appropriate driving schedule even when the fuel efficiency performance changes due to a change in the air resistance of the own vehicle. An object of the present invention is to provide a control device for a hybrid vehicle capable of preventing the occurrence of excess or deficiency in quantity.

  A hybrid vehicle control device according to the present invention is set by a route setting unit that sets a route to a destination and a route setting unit in a hybrid vehicle control device that includes an engine and a motor that generate driving power of the vehicle. Calculated by required travel power calculation means for calculating required travel power that is necessary travel power when traveling on the route, air resistance change state detection means for detecting the air resistance change state of the host vehicle, and required travel power calculation means. Driving schedule setting means for setting an operation schedule that is a usage ratio of the engine and the motor based on the required traveling power, the air resistance change state detected by the air resistance change state detection means, and the charge amount of the battery, It is characterized by providing.

  Such a hybrid vehicle control device is a hybrid vehicle control device provided with an operation schedule setting means for setting an operation schedule which is a use ratio of a motor and an engine in accordance with a route condition to a destination. Since the structure includes the air resistance change state detecting means for detecting the resistance change state, the air resistance change state can be acquired, and the necessary traveling power can be calculated and corrected in consideration of the acquired air resistance change state. And an appropriate driving schedule can be set. As a result, even when the fuel efficiency changes due to the air resistance change, it is possible to set the driving schedule according to the air resistance change, so that it is possible to prevent the battery charge amount from being excessive or insufficient.

  The air resistance change state detecting means preferably detects the air resistance change state by detecting the open / closed state of the window. Thereby, the operation schedule setting means can set the operation schedule reflecting the increase or decrease of the air resistance caused by the open / closed state of the window. Further, the air resistance change state detection means may detect, for example, the open / close state of the sunroof, whether or not the window visor is attached, etc. as the air resistance change state.

  The air resistance change state detection means preferably detects the air resistance change state by detecting whether or not the roof carrier is attached. Thereby, the driving schedule setting means can set the driving schedule reflecting the increase or decrease of the air resistance caused by the roof carrier.

  Moreover, it is preferable that an air resistance change state detection means detects an air resistance change state by detecting the presence or absence of mounting | wearing of aero parts. Thereby, the driving schedule setting means can set the driving schedule reflecting the increase or decrease of the air resistance caused by the aero parts.

  According to the hybrid vehicle control device of the present invention, it is possible to set an appropriate driving schedule even when the fuel efficiency changes due to a change in the air resistance of the host vehicle, and to prevent the occurrence of excessive or insufficient battery charge. It becomes possible to do.

It is a block diagram of the control apparatus of the hybrid vehicle which concerns on this Embodiment. It is a schematic block diagram of a learning data management system. It is a flowchart which shows the flow of the calculation process of the air resistance change in the control apparatus of a hybrid vehicle. It is a flowchart which shows the flow of the calculation process of the air resistance change in the control apparatus of a hybrid vehicle. It is a figure which shows an example of the table for air resistance change calculation. It is a flowchart which shows the flow of the learning control process of the traveling power in the control process of a hybrid vehicle. It is a figure which shows an example of learning unit distance and learning data. It is a flowchart which shows the flow of the process in HV-ECU.

  Hereinafter, embodiments of a hybrid vehicle according to the present invention will be described with reference to the drawings.

  In the present embodiment, the hybrid vehicle according to the present invention is applied to a plug-in hybrid vehicle that performs control in cooperation with a navigation system. The hybrid vehicle according to the present embodiment can switch between electric travel (hereinafter referred to as EV [Electric Vehicle] travel) and hybrid travel (hereinafter referred to as HV [Hybrid Vehicle] travel), and is used for EV travel (plug) In) and two batteries for HV traveling. Further, in the hybrid vehicle according to the present embodiment, when a route to the destination is set by the navigation system, the hybrid vehicle is based on a travel plan (corresponding to the drive schedule) indicating the EV / HV travel mode switching plan on the route. To switch between EV traveling and HV traveling. In particular, in the present embodiment, EV / HV travel mode switching control in a hybrid vehicle when a route to a destination is set in the navigation system will be described in detail.

  A hybrid vehicle according to the present embodiment will be described with reference to the drawings. FIG. 1 is a configuration diagram of a control apparatus for a hybrid vehicle according to the present embodiment. The hybrid vehicle includes an engine (not shown) and a motor (not shown). In the hybrid vehicle, in the EV traveling mode, the motor is separated from the engine and travels only with the motor. Further, in the hybrid vehicle, in the HV traveling mode, the vehicle travels with the engine and the motor, the engine is the main drive source, and the motor assists.

  In the hybrid vehicle control device 1, when the destination is set by the navigation system and the route to the destination is set when the vehicle is stopped, the travel plan and the purpose are planned to switch the EV / HV travel mode on the route. Develop a battery consumption plan to consume all the available power of the battery on the ground. The control device 1 corrects the travel plan and the battery consumption plan so that when the actual consumption amount of the battery deviates from the battery consumption plan during traveling, all of the available power of the battery can be consumed at the destination. The control device 1 switches the travel mode when the actual travel power change is equal to or greater than the threshold value. Further, the control device 1 detects the air resistance change state of the host vehicle, calculates (learns) the actual energy consumption in consideration of the air resistance change, and predicts the required traveling power.

  As shown in FIG. 1, the configuration of the control device 1 (particularly related to EV / HV travel mode switching control) includes an HV travel battery 10, an EV travel battery 11, an HV travel battery sensor 20, and an EV travel battery. The HV-ECU 30 and the navigation ECU 40 including the sensor 21, the HV-ECU [Electronic Control Unit] 30, the navigation ECU 40 of the navigation system, and the like communicate with each other via a CAN [Controller Area Network].

  The HV traveling battery 10 is a battery used in the HV traveling mode, and can be charged by regeneration of the motor. The HV traveling battery 10 has a usable lower limit, and a remaining power amount of several tens of percent or more is always secured. Therefore, only a part of the electric power of the HV traveling battery 10 can be consumed during HV traveling.

  The EV traveling battery 11 is a battery used in the EV traveling mode, and can be charged from an external power source in addition to charging by regeneration of the motor. The EV traveling battery 11 has no lower limit that can be used and can be consumed until it reaches 0%. Accordingly, during EV traveling, all the electric power of the EV traveling battery 11 can be consumed.

The HV traveling battery sensor 20 is a sensor that detects a charge amount (remaining power amount) of the HV traveling battery 10. The HV traveling battery sensor 20 detects the amount of charge of the HV traveling battery 10 at regular intervals, and transmits the detected value to the HV-ECU 30.

The EV travel battery sensor 21 is a sensor that detects the amount of charge of the EV travel battery 11. The EV travel battery sensor 21 detects the amount of charge of the EV travel battery 11 at regular intervals, and transmits the detected value to the HV-ECU 30.

  The navigation ECU 40 is an electronic control unit that performs overall control of the navigation system. The navigation ECU 40 includes a destination setting unit 41, a current position calculation unit 42, an air resistance change amount calculation unit 43, an EV travelable distance prediction unit 44, a travel power learning unit 45, a map DB 51, a learning DB 52, a travel history DB 53, an air resistance. It has information DB54.

  The destination setting unit 41 sets a destination based on an input operation by the operator. The current position calculation unit 42 is based on GPS signals received from GPS satellites, detection values detected by various sensors, and various map data stored in the map DB 51 at regular intervals. Is detected. The destination setting unit 41 sets a guide route from the current position to the destination.

  The air resistance change amount calculation unit 43 calculates a change state of the air resistance of the host vehicle. Details will be described later. The EV travelable distance prediction unit 44 calculates (predicts) a distance in which EV travel is possible based on the battery charge amount (SOC), the route condition to the destination, and the air resistance change state of the host vehicle. The traveling power learning unit 45 calculates and learns the actual consumed energy.

  The map DB 51 is a storage unit that stores various map data. The learning DB 52 is a storage unit that stores energy consumption actually consumed. The travel history DB 53 is a storage unit that stores a travel history of the host vehicle. The air resistance information DB 54 is storage means for storing data necessary for calculating air resistance.

  Here, the control device 1 for the hybrid vehicle includes an aero parts mounting determination unit 61, a roof carrier mounting determination unit 62, a power window control unit (window ECU) 63, a sun roof control unit (sun roof ECU) 64, and a window visor state determination unit 65. A body shape change calculating unit 71 and a window opening degree information aggregating unit 72. The aero parts mounting determination unit 61, the roof carrier mounting determination unit 62, the power window control unit 63, the sunroof control unit 64, and the window visor state determination unit 65 function as air resistance change state detection means of the present invention. .

  The aero parts mounting determination unit 61 detects the mounting state of the aero parts. For example, the mounting state of the aero parts is detected based on an operation input by the driver. The aero part mounting determination unit 61 transmits information on the mounting state of the aero parts to the body shape change calculation unit 71.

  The roof carrier mounting determination unit 62 detects the mounting state of the roof carrier. For example, the mounting state of the roof carrier is detected based on an operation input by the driver. The roof carrier mounting determination unit 62 transmits information related to the mounting state of the roof carrier to the body shape change calculation unit 71.

  The power window control unit 63 functions as control means for controlling the opening / closing operation of each window. The power window control unit 63 transmits information regarding the opening of each window to the window opening information collecting unit 72.

  The sunroof control unit 64 functions as a control unit that controls the opening / closing operation of the sunroof. The sunroof control unit 64 transmits information related to the sunroof opening degree to the window opening degree information aggregating unit 72.

  The window visor state determination unit 65 detects the mounting state of the window visor. For example, a window visor wearing state is detected based on an operation input by the driver. The roof carrier mounting determination unit 62 transmits information regarding the mounting state of the window visor to the window opening degree information aggregating unit 72.

  The body shape change calculation unit 71 calculates a change in the body shape in consideration of the aero parts mounting state and the roof carrier mounting state. The body shape change calculation unit 71 calculates a front projection area change amount and a Cd value (air resistance coefficient) change amount with reference to a calculation table corresponding to the mounting state of the aero parts and the mounting state of the roof carrier.

  The window opening information aggregating unit 72 calculates the air resistance change (front projection area and Cd value) of the vehicle in consideration of the window opening information of each seat, the sunroof opening information, and the wearing state of the window visor. To do.

  The air resistance change amount calculation unit 43 of the navigation ECU 40 calculates the air resistance change (front projection area and Cd value) of the vehicle in cooperation with the body shape change calculation unit 71 and the window opening degree information aggregation unit 72. The EV travelable distance predicting unit 44 corrects the EV travelable distance in consideration of the air resistance change.

  FIG. 2 is a schematic configuration diagram of the learning data management system. In the learning data management system shown in FIG. 2, a management center that collects necessary traveling power learning information associated with route conditions is set. A management center of the learning data management system is provided with a server 80 (hereinafter referred to as “center server”) that manages various collected information. The center server 80 includes a CPU that performs arithmetic processing, a ROM and a RAM that are storage units, an input signal circuit, an output signal circuit, a power supply circuit, and the like. The center server 80 is connected to a communication network and is configured to be able to communicate with a vehicle (own vehicle A, other vehicles B, C) provided with the control device 1.

  The center server 80 includes a map DB 81 that stores map data, a learning DB 82 that stores the learning information, and a traffic information DB 83 that stores traffic information. The center server 30 acquires information from the vehicles A to C. The navigation ECU 40 of the vehicles A to C can acquire information from the center server 30 and can calculate the required traveling power based on the acquired information.

  The HV-ECU 30 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. In the HV-ECU 30, an application program held in the ROM is loaded into the RAM and executed by the CPU, thereby executing a planning process (necessary traveling power calculation process, driving schedule setting process), a plan correction process, a traveling mode switching process, and the like. Do. The HV-ECU 30 receives detection information from the sensors 20 and 21 and also receives various information from the navigation ECU 40. And HV-ECU30 performs each process based on these acquired information, and controls an engine and a motor.

  In the planning process, the HV-ECU 30 sets a travel plan from the travel power of the learned route. The HV-ECU 30 corrects the travel power of the learned route in consideration of the air resistance change state, and sets the high power section and the low power section based on the travel power after the correction. The high power section is set as the HV travel section, the low power section is set as the EV travel section, and the travel plan (engine and motor use ratio) in the route is set. However, if it is expected that the battery charge will remain at the destination, a part of the high power section will be set as the EV travel section, and the battery charge will be insufficient at the destination. Sets a part of the low power section as an HV traveling section.

  The HV-ECU 30 calculates a battery consumption plan based on the set travel plan so that the available power of the battery is consumed at the destination. The HV-ECU 30 calculates the battery consumption plan in consideration of the air resistance change information (window opening degree, carrier roof mounting state) of the own vehicle. The HV-ECU 30 corrects the “learned travel power” in consideration of the “air resistance change state” of the current vehicle. For example, when the window opening is large, the amount of power consumption is increased and battery consumption is accelerated compared to when the window opening is small. Further, when the carrier roof is attached, the amount of power consumption is increased and the battery consumption is accelerated as compared with the case where the carrier roof has not arrived. Therefore, an appropriate travel plan is set by correcting the “learned travel power” in consideration of the air resistance change information.

  Here, the power consumption amount in the HV travel mode in the travel plan is predicted and calculated, and the power consumption amount in the EV travel mode is predicted and calculated, and the power consumption amount is subtracted from the usable power amount of the battery. This is the battery consumption plan. However, when it is predicted that the motor will regenerate in a certain travel section, the regenerated electric energy is predicted and calculated, and the regenerated electric energy is added. Thus, the battery consumption plan is a plan that predicts the consumption of the electric power charged in the battery when the vehicle travels in the EV / HV travel mode according to the travel plan on the route.

  The HV-ECU 30 calculates the battery consumption plan based on the set travel plan. If the available power of the battery cannot be used up at the destination, the HV travel is performed so that the available power of the battery is used up at the destination. A travel plan in which some of the control sections in the mode are changed to the EV travel mode is reset, and the battery consumption plan is recalculated based on the travel plan.

  In the HV-ECU 30, the battery consumption plan is calculated based on the set travel plan. However, when the available power of the battery is consumed before the destination, the available power of the battery is used up at the destination. A travel plan in which a part of the sections in the EV travel mode is changed to the HV travel mode is reset, and the battery consumption plan is recalculated based on the travel plan. In this way, the HV-ECU 30 makes a battery consumption plan and a travel plan so that the available power of the battery is completely consumed at the destination.

  The amount of electric power that can be used by the battery depends on the amount of difference between the charged amount of the HV traveling battery 10 detected by the HV traveling battery sensor 20 at the time of departure and the lower limit amount that can be used, and the EV traveling battery sensor 21. This is the amount of electric power obtained by adding all the amounts of charge of the EV traveling battery 11 detected in step S2. Therefore, the HV-ECU 30 acquires the charge amount of the HV traveling battery 10 from the HV traveling battery sensor 20 and calculates the charge of the EV traveling battery 11 from the EV traveling battery sensor 21 before calculating the battery traveling plan. The amount of power that can be used is calculated and the two batteries 10 and 11 are used together.

  When the travel plan and the battery consumption plan are determined, the HV-ECU 30 notifies the driver that the hybrid control is performed according to the travel plan by voice output or screen display.

  The plan correction process will be described. When the vehicle starts to travel, the HV-ECU 30 acquires the charge amount of the HV traveling battery 10 from the HV traveling battery sensor 20 and charges the EV traveling battery 11 from the EV traveling battery sensor 21 at regular intervals. The amount of power is acquired, and the remaining power amount of the two batteries 10 and 11 at each time point is calculated. Further, the HV-ECU 30 acquires current position information from the navigation ECU 40 at regular time intervals.

  Then, the HV-ECU 30 compares the amount of power of the battery consumption plan at the current position with the actual amount of remaining power at the batteries 10 and 11 at regular time intervals, and whether the absolute value of the difference is equal to or greater than the deviation threshold value. Determine whether or not. The deviation threshold is a threshold for determining whether or not the amount of power of the battery travel plan and the actual remaining amount of energy are deviated, and is set in advance by an experiment or the like.

  When the actual remaining power amount is greater than the deviation threshold value or more than the battery consumption plan power amount, it is predicted that the battery usable power cannot be consumed at the destination, and the fuel consumption deteriorates. Therefore, the HV-ECU 30 corrects a part of the control section in the HV traveling mode to a traveling plan in which the EV traveling mode has been changed so that the available electric power of the battery is used up at the destination. The battery consumption plan is recalculated based on the travel plan. For example, in the middle of the control section, the actual amount of remaining power is larger than the amount of power originally planned for the battery consumption plan (recharged more than expected due to regeneration), and the battery power remains at the destination. The half of the high power section is corrected to a travel plan in which the HV travel mode is changed to the EV travel mode, and the power consumption is increased.

  When the amount of power in the battery consumption plan is greater than the actual remaining power amount by more than the deviation threshold, it is predicted that the battery usable power will be consumed before the destination. Therefore, in the HV-ECU 30, a part of the control section in the EV travel mode is corrected to the travel plan changed to the HV travel mode so that the available power of the battery is used up at the destination. The battery consumption plan is recalculated based on the travel plan. For example, in the middle of the control section, the actual remaining power amount is less than the power consumption in the battery consumption plan, and the battery power is used up in the control section. The travel plan is changed to the HV travel mode and the power consumption is reduced.

  The travel mode switching process will be described. The HV-ECU 30 switches the traveling mode according to the learned traveling power of the route. The HV-ECU 30 performs switching from the EV traveling mode to the HV traveling mode, or switching from the HV traveling mode to the EV traveling mode. The HV-ECU 30 controls only the motor when switched to the EV travel mode, and controls the engine and motor when switched to the HV travel mode.

  Next, the operation in the control device 1 of the hybrid vehicle will be described. FIG. 3 and FIG. 4 are flowcharts showing a flow of calculation processing of air resistance change in the hybrid vehicle control device.

  With reference to FIG. 3, the flow of the calculation process of the air resistance change corresponding to the window opening will be described. First, in step 1, the window opening degree information aggregating unit 72 receives a signal output from the power window control unit 63 and acquires information on the opening degree of each window. Further, the window opening degree information aggregating unit 72 receives the signal output from the sunroof control unit 64 and acquires information on the sunroof opening degree. The window opening degree information aggregating unit 72 receives the signal output from the window visor state determination unit 65 and acquires information on the state of the window visor.

  In the subsequent step 2, the window opening degree information aggregating unit 72 and the air resistance change amount calculating unit 43 calculate the air resistance change amount corresponding to the opening degree of each window, the sunroof opening degree, and the state of the window visor. The air resistance information DB 54 of the navigation ECU 40 stores an air resistance change calculation table corresponding to the opening degree of each window, the opening degree of the sunroof, and the state of the window visor. This table is different for each vehicle type. The window opening degree information aggregating unit 72 and the air resistance change amount calculation unit 43 calculate the front projection area change amount and the Cd value (air resistance coefficient) change amount by citing the air resistance change calculation table. Data regarding the current air resistance of the vehicle is stored, for example, in the air resistance information DB 54.

  With reference to FIG. 4, the flow of the calculation process of the air resistance change corresponding to the mounting state of the roof carrier will be described. First, in step 11, the body shape change calculation unit 71 receives the signal output from the roof carrier mounting determination unit 62 and acquires information regarding the mounting of the roof carrier. In addition, the body shape change calculation unit 71 receives a signal output from the aeropart mounting determination unit 61 and acquires information related to mounting of the aeroparts. For example, by using an image display device (touch panel) capable of touch input, the operator inputs the type of the roof carrier or aero part, and whether or not the roof carrier or aero part is attached, and the roof carrier or aero part attached. Information such as specifications can be acquired. Further, the wearing state may be determined by a switch input or the like.

  In subsequent step 12, the body shape change calculating unit 71 and the air resistance change calculating unit 43 calculate the air resistance change corresponding to the mounting state of the roof carrier and the aero parts. The air resistance information DB 54 of the navigation ECU 40 stores an air resistance change calculation table corresponding to the roof carrier type and aero part type. For example, data on air resistance change of a vehicle manufacturer genuine carrier is stored.

FIG. 5 is a diagram illustrating an example of an air resistance change calculation table. FIG. 5 shows the front projected area change amount and Cd value change amount when the roof carrier is mounted. For example, when the roof carrier A is mounted, the front projection area is increased by 0.5 [m ² ] and the Cd value is deteriorated by 0.5 points compared to the case where the roof carrier A is not mounted. The body shape change calculation unit 71 and the air resistance change amount calculation unit 43 calculate the front projection area change amount and the Cd value (air resistance coefficient) change amount with reference to the air resistance change calculation table.

  Next, the flow of learning power learning control will be described with reference to FIGS. FIG. 6 is a flowchart showing the flow of the travel power learning control process in the hybrid vehicle control process, and FIG. 7 is a diagram showing an example of the learning unit distance and the learning data.

  First, in step 21, the traveling power learning unit 45 of the navigation ECU 40 determines whether or not the host vehicle is traveling. For example, it is determined whether or not the host vehicle is traveling based on information from the wheel speed sensor, a change in the current position of the host vehicle, and the like. If the vehicle is traveling, the process proceeds to step 22. If the vehicle is not traveling, the traveling power learning control process is terminated.

  In step 22, the traveling power learning unit 45 determines whether or not the vehicle is traveling the learning unit distance. For example, the current position of the host vehicle is detected, and the map data in the map DB 51 is referenced to determine whether or not the vehicle is traveling in the travel section corresponding to the learning unit distance. The map DB 51 stores information related to the learning unit distance in advance. The learning unit distance is a unit for learning the actual energy consumption of the host vehicle, and is arbitrarily set. The traveling power learning unit 45 proceeds to step 23 when the own vehicle is traveling the learning unit distance, and ends the traveling power learning control process when the own vehicle is not traveling the learning unit distance. To do.

  In step 23, the traveling power learning unit 45 reads the current air resistance (front projection area change amount, Cd value change amount) of the host vehicle calculated by the air resistance change amount calculation unit 43. In step 24, the traveling power necessary for the traveling section is stored in the learning DB 52. The traveling power learning unit 45 calculates actual consumed traveling power when traveling in the traveling section corresponding to the learning unit distance, corrects the influence of the air resistance change amount, and stores it as “learned traveling power”. For example, it normalizes and stores the value when the window opening degree is 0.

  In FIG. 7, the points from the point P1 to the point P2 on the road are set as learning unit distances (section a). Then, the traveling power X [kws] obtained by correcting the influence of the air resistance change amount on the actual traveling power when traveling the learning unit distance in the section a is stored as “learned traveling power”. Similarly, the learning unit distance (b section) is set from the point P2 to the point P3, and the learning unit distance (c section) is set from the point P3 to the point P4. Then, the traveling power Y [kws] obtained by correcting the influence of the air resistance change amount on the actual traveling power when traveling the learning unit distance in the b section is stored as “learned traveling power”, and the learning in the c section is performed. The travel power Z [kws] obtained by correcting the influence of the air resistance change amount on the actual travel power when traveling a unit distance is stored as “learned travel power”.

  In step 25, the learning data is uploaded to the center server 80, and the running power learning control process is terminated. And the center server 30 memorize | stores the received information in map DB81 and learning DB82.

  Next, with reference to FIG. 8, the flow of operation of EV / HV travel mode switching control when the route to the destination is set by the navigation system in the control apparatus 1 of the hybrid vehicle will be described. In particular, the process flow of the HV-ECU 30 will be described with reference to the flowchart of FIG. FIG. 8 is a flowchart showing the flow of processing in the HV-ECU.

  When the destination is set by the driver or the like while the vehicle is stopped, the navigation ECU 40 calculates a route to the destination based on various data stored in the map DB 51, and the route information (map data gradient information). Is also transmitted to the HV-ECU 30. The HV-ECU 30 receives the route information (S31).

  Further, the HV-ECU 30 acquires vehicle information (S31). The navigation ECU 40 transmits information regarding the air resistance change state stored in the air resistance information DB 54 to the HV-ECU 30. The HV-ECU 30 receives vehicle information including information related to the air resistance change state.

  The HV-ECU 30 acquires information related to traveling power (S32). The navigation ECU 40 transmits information related to the travel power of the learned route (hereinafter referred to as “necessary travel power learning information”) stored in the learning DB 52 to the HV-ECU 30. The HV-ECU 30 receives the necessary travel power learning information.

  Next, the HV-ECU 30 sets a high power section and a low power section in the route based on the acquired necessary travel power learning information (S33). The HV-ECU 30 corrects the necessary travel power learning information in consideration of the “air resistance change state” acquired in step 31, and based on the travel power information after correction, the high power section and the low power section in the route are corrected. Set.

  Next, the HV-ECU 30 sets an EV / HV switching control section (S34). Here, the high power section is set as the HV traveling control section, and the low power section is set as the EV traveling control section. Then, the HV-ECU 30 sets a travel plan and a battery consumption plan based on the EV / HV switching control section (S35). For example, the battery consumption plan is set so that the available power of the battery is used up at the rechargeable destination. That is, an operation schedule is set by setting a battery consumption plan using “corrected travel power” and “battery charge amount” in consideration of “air resistance change state”.

  Then, the HV-ECU 30 notifies the driver that hybrid control is to be performed according to the set travel plan (S36).

  Next, when the vehicle starts to travel (S37), the navigation ECU 40 needs to acquire vehicle information (such as air resistance change amount), the current position and traveling direction of the host vehicle, and necessary traveling power learning information associated with the route at regular intervals. , Information on the slope of the road is transmitted to the HV-ECU 30. The HV-ECU 30 acquires the vehicle information, current position information, and necessary travel power learning information (S38). Here, the configuration is such that the necessary travel power learning information is read from the learning DB 52, but it is also possible to use a configuration in which past accumulated data is cited in cooperation with the server 80 of the management center. Thereby, the precision of a battery consumption plan can be improved. Similarly to the above, the HV-ECU receives the charge amounts (vehicle information) of the batteries 10 and 11 from the HV traveling battery sensor 20 and the EV traveling battery sensor 21 at regular time intervals (S38).

  The HV-ECU 30 determines whether or not the power amount of the battery consumption plan and the actual remaining power amount of the current battery are different at a current position at regular time intervals (S39). If it is determined in S39 that there is a divergence, the HV-ECU 30 corrects the travel plan and the battery consumption plan so that the available battery power is used up at the destination (S40).

  When it is determined that there is no deviation in S39, or when the plan is corrected in S40, the HV-ECU 30 determines whether or not the current position is near the travel mode switching point in the travel plan (S41). If it is determined in S41 that it is not near the travel mode switching point, the process proceeds to determination in S43.

  If it is determined in S41 that the vehicle is in the vicinity of the travel mode switching point, the HV-ECU 30 turns on the travel mode switch neighborhood flag (S42). When the driving mode switching vicinity flag is switched ON or when the driving mode switching vicinity flag is determined to be ON in S42, the HV-ECU 30 determines whether or not the change in the driving power is equal to or greater than a threshold value (S43). . When it is determined in S43 that the change in travel power is less than the threshold value, the HV-ECU 30 returns to the process of S38.

  When it is determined in S43 that the actual change in travel power is greater than or equal to the threshold value, the HV-ECU 30 switches the travel mode according to the travel plan, and performs hybrid control according to the switched travel mode (S44). Then, the HV-ECU 30 turns off the driving mode switching vicinity flag (S45).

  The HV-ECU 30 determines whether or not it has arrived at the destination (S46). If it is determined in S46 that the vehicle has not arrived at the destination, the HV-ECU 30 returns to the process of S38. On the other hand, if it is determined in S46 that the vehicle has arrived at the destination, the HV-ECU 30 ends the process.

  In such a hybrid vehicle control device 1, the air resistance change state (window opening, roof carrier mounting state) of the host vehicle is detected, and “learned travel power” is taken into consideration in the detected air resistance change state. , And using the “corrected travel power” and “battery charge amount”, an operation schedule which is a usage ratio of the motor and the engine can be set, and the EV / HV travel mode can be switched. As a result, even when the fuel efficiency changes due to a change in air resistance, it is possible to set a suitable driving schedule, and it is possible to prevent the battery charge amount from being excessive or insufficient.

  Further, since the control device 1 can calculate and learn the actual energy consumption taking into account the air resistance change state of the host vehicle, the error in calculating / using the required travel power according to the route situation is reduced. It becomes possible to do.

  As mentioned above, although this invention was concretely demonstrated based on the embodiment, this invention is not limited to the said embodiment. In the above embodiment, as the air resistance change state, the window opening degree, the sunroof opening degree, the window visor attachment state, the aero parts attachment state, and the roof carrier attachment state are detected, but for example, only the window opening degree is detected. The required travel power may be calculated in consideration of changes in the air resistance of the vehicle. Moreover, you may detect the operating state of a wiper, the snow cover on a roof, etc. as an air resistance change state.

  Moreover, in the said embodiment, although the information regarding window opening degree is acquired based on the signal output from the power window control part (ECU) 63, for example, each window of the own vehicle is used for the image recognition by a camera. The window opening may be detected by monitoring.

  In the above embodiment, information on the aero part mounting state and the roof carrier mounting state is acquired based on the signals output from the aero part mounting determination unit 61 and the roof carrier mounting determination unit 62. The vehicle body surface may be monitored using image recognition by a camera to acquire information on the aero parts mounting state and the roof carrier mounting state. Examples of cameras that monitor the surface of the vehicle body include a camera that recognizes the roof and a camera that recognizes the vehicle bumper. For example, when aero parts of a type for which a calculation table is not prepared in advance are mounted, there is an advantage that an air resistance change can be estimated from the shape by recognizing and analyzing an image acquired by a camera.

  Moreover, in the said embodiment, although learning information is uploaded to the center server 80, the structure which does not upload learning information may be sufficient. Moreover, the information learned by the own vehicle may be used only by the own vehicle, or the information acquired via the center server 80 may be acquired to make a battery consumption plan. In short, it is only necessary that the ratio of use of the engine and the motor can be set in consideration of the air resistance change of the own vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Control apparatus of hybrid vehicle, 30 ... HV-ECU (hybrid ECU, required travel power calculation means, driving schedule setting means), 40 ... Navi ECU, 41 ... Destination setting part (route setting means), 43 ... Air resistance Change amount calculation unit, 44 ... EV travelable distance prediction unit, 45 ... Travel power learning unit, 61 ... Aero parts mounting determination unit, 62 ... Roof carrier mounting determination unit, 63 ... Power window control unit, 64 ... Sunroof control unit, 65 ... Window visor state determination unit, 71 ... Body shape change calculation unit, 72 ... Window opening degree information aggregation unit.

Claims (4)

In a control apparatus for a hybrid vehicle including an engine and a motor that generate the traveling power of the vehicle,
Route setting means for setting a route to the destination;
Necessary traveling power calculation means for calculating necessary traveling power that is necessary traveling power when traveling on the route set by the route setting means;
Air resistance change state detection means for detecting the air resistance change state of the own vehicle;
Based on the required travel power calculated by the required travel power calculation means, the air resistance change state detected by the air resistance change state detection means, and the charge amount of the battery, the usage ratio of the engine and the motor And a driving schedule setting means for setting a driving schedule which is a control apparatus for a hybrid vehicle.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein the air resistance change state detecting means detects the air resistance change state by detecting an open / closed state of a window.   The control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the air resistance change state detection means detects the air resistance change state by detecting whether or not a roof carrier is attached.   The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein the air resistance change state detection means detects the air resistance change state by detecting whether or not an aero part is mounted.

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