JP2012060844A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To excellently respond to an acceleration request from a driver while appropriately controlling a remaining electric power quantity in an electric storage means.SOLUTION: An output limitation Wout of a battery 50 is temporarily increased by a value α when a requested torque Tr* requested for travelling is not less than a threshold Tref and the remaining electric power quantity Er of the battery 50 is not less than an estimated discharge power quantity Eest which is an estimated value of an electric power quantity discharged from the battery 50 while travelling from a current location to a destination, and when the requested torque Tr* is not less than the threshold Tref, the remaining electric power quantity Er of the battery 50 is less than the estimated discharge power quantity Eest, a degree of the acceleration request from the driver is not less than a predetermined degree, and a kickdown switch is on.

Description

  The present invention relates to a vehicle including an electric motor capable of inputting / outputting power and an electric storage means capable of exchanging electric power with the electric motor.

  Conventionally, as this type of vehicle, one that controls charging and discharging of the battery so that the remaining capacity and temperature of the battery do not exceed predetermined limit values has been proposed (see, for example, Patent Document 1). . In this vehicle, when it is determined that the accelerator pedal depression angle exceeds the threshold value, or the accelerator pedal depression speed exceeds the threshold value and the acceleration operation is performed, the battery capacity and temperature of the battery Relax discharge restrictions. Thereby, in this vehicle, when the accelerator operation for acceleration is performed, the fall of the output from an electric motor can be avoided. Note that this type of vehicle includes external information including the amount of fluctuation in the speed of the vehicle that has traveled in the travel segment of the planned travel route, the average speed of the vehicle that has traveled in the travel segment, and the average gradient in the travel segment. The travel energy in the travel section is calculated using the external information and the parameters of the host vehicle set in advance corresponding to each external information, and the travel energy is used to travel only with the motor in the travel section. One that sets an EV upper limit output value that can be used is also known (see, for example, Patent Document 2).

JP 2002-291104 A JP 2010-052652 A

  As in the case of the vehicle described in Patent Document 1, when it is determined that the acceleration operation is performed based on the depression angle or depression speed of the accelerator pedal, the restriction on battery discharge due to the remaining battery capacity and temperature is relaxed If the threshold for the accelerator pedal depression angle and the depression speed is reduced, the driver's acceleration request can be satisfactorily satisfied, but there is a possibility that the decrease in the remaining capacity of the battery may be promoted. On the other hand, if the threshold for the accelerator pedal depression angle and the depression speed is increased, a sudden decrease in the remaining capacity of the battery can be suppressed, but the driver may not be able to respond well to the acceleration request. .

  The vehicle of the present invention is mainly intended to satisfactorily respond to the driver's acceleration request while more appropriately managing the remaining power amount of the power storage means.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle according to the present invention includes an electric motor capable of inputting / outputting power, an electric storage unit capable of exchanging electric power with the electric motor, and an allowable discharge electric power setting unit for setting an allowable discharge electric power which is electric power allowed for discharging of the electric storage unit. And a control means for controlling the electric motor so that the discharge power from the power storage means falls within the range of the discharge allowable power and outputs the required power required for traveling,
A navigation device for obtaining a travel distance and an average speed from the current position of the vehicle to a destination;
Based on the travel distance and the average speed acquired by the navigation device, an estimated discharge power amount that is an estimated value of the amount of power discharged from the power storage means until reaching the destination from the current position is acquired. An estimated discharge energy acquisition means;
When the required power is not less than a predetermined value and the remaining power amount of the power storage means is not less than the estimated discharge power amount, and the required power is not less than the predetermined value and the remaining power amount of the power storage means is the estimated Discharge permissible power increasing means for temporarily increasing the discharge permissible power amount set by the discharge permissible power setting means when it is less than the discharge power amount and the degree of acceleration request by the driver is a predetermined degree or more. When,
It is characterized by providing.

  In the vehicle of the present invention, the estimated discharge electric energy that is an estimated value of the electric energy discharged from the power storage means until reaching the destination from the current position is acquired based on the travel distance and the average speed acquired by the navigation device. When the required power required for traveling is greater than or equal to a predetermined value and the remaining power amount of the power storage means is greater than or equal to the estimated discharge power amount, and when the required power is greater than or equal to the predetermined value and the remaining power amount of the power storage means is estimated discharge The discharge allowable power amount set by the discharge allowable power setting means is temporarily increased when it is less than the power amount and the degree of acceleration request by the driver is greater than or equal to a predetermined degree. In this way, if the required power required for running is equal to or greater than a predetermined value, if the remaining power amount of the power storage means is equal to or greater than the estimated discharge power amount and sufficiently secured, the temporary allowable discharge power of the power storage means is temporarily increased. There is little risk of a sudden decrease in the amount of remaining power in the power storage means even if the increase is allowed, and the driver requests acceleration by temporarily increasing the discharge allowable power and allowing the motor to output sufficient power quickly. Can respond well. Further, if the remaining power amount of the power storage means is less than the estimated discharge power amount when the required power required for traveling is equal to or greater than a predetermined value, the degree of acceleration request by the driver is equal to or greater than a predetermined degree. By permitting a temporary increase in the discharge allowable power of the power storage means as a condition, it is possible to suppress a sudden decrease in the remaining power amount of the power storage means while responding to the driver's acceleration request as necessary and sufficient. Therefore, in this vehicle, it is possible to satisfactorily meet the driver's acceleration request while more appropriately managing the remaining power amount of the power storage means.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the output restriction | limiting expansion routine performed by hybrid ECU70 of an Example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline, light oil, or the like as fuel, an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 that drives and controls the engine 22, and an engine 22. A planetary gear 30 in which a carrier 34 is connected to a crankshaft 26 as an output shaft via a damper 28, a motor MG 1 capable of generating power connected to a sun gear 31 of the planetary gear 30, and a drive connected to a ring gear 32 of the planetary gear 30. A reduction gear 35 connected to a ring gear shaft 32a as a shaft, a motor MG2 connected to the ring gear shaft 32a via the reduction gear 35, and a gear mechanism 37 and a differential gear 38 to the ring gear shaft 32a. Drive wheels 39a and 39b and motor MG1 Inverter 41 interposed between power line 54, inverter 42 interposed between motor MG2 and power line 54, and motor for driving and controlling motors MG1 and MG2 via inverters 41 and 42 An electronic control unit (hereinafter referred to as “motor ECU”) 40, a battery 50 connected to an electric power line 54, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and a battery electronic control unit that manages the battery 50 (Hereinafter referred to as “battery ECU”) 52, navigation device 60, hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 that controls the entire vehicle while communicating with engine ECU 24, motor ECU 40, and battery ECU 52. Is provided.

  The motor ECU 40 calculates data related to the motors MG1 and MG2, such as the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. In order to manage the battery 50, the battery ECU 52 calculates the storage ratio SOC of the battery 50, calculates the charge / discharge required power of the battery 50 based on the storage ratio SOC and predetermined charge / discharge constraints, Based on the storage ratio SOC of the battery and the temperature of the battery 50, the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 and the output as the discharge allowable power that is the power allowed for discharging the battery 50 The limit Wout is calculated.

  The navigation device 60 includes a main body incorporating a storage medium such as a hard disk or flash memory in which map information and the like are stored and a control unit having a communication port, a GPS antenna (not shown) that receives information on the current position of the vehicle, For example, a touch panel display (not shown) or the like that can display various information about the current position and various information such as a travel route to the destination and can input various instructions by the operator is provided. The map information stores road information and service information (tourist information, parking lots, etc.) for each section in a database, and the road information includes distance information, width information, area information (city areas, suburbs), Type information (general road, highway), gradient information, legal speed, average speed, traffic signal position, etc. are included. The navigation device 60 communicates with the hybrid ECU 70 and outputs information such as the estimated travel distance L from the current position to the destination to the hybrid ECU 70 as necessary. In addition, the navigation apparatus 60 may input map information etc. by communication from the outside, and may store and use the said map information temporarily in storage media, such as ROM.

  In addition, the hybrid vehicle 20 of the embodiment is provided with a kick-down switch 84a that contacts and turns on the accelerator pedal 83 when the accelerator pedal 83 is largely depressed. The kick-down switch 84a of the embodiment is arranged so as to contact the accelerator pedal 83 when the depression amount of the accelerator pedal 83 reaches, for example, 80% of the entire stroke. A kick down signal is output to the hybrid ECU 70 until the contact with is released. Further, the kick-down switch 84a of the embodiment is provided with a spring (not shown) so that the accelerator operation feeling after the kick-down switch 84a and the accelerator pedal 83 are in contact with each other becomes heavier than before. The hybrid ECU 70 according to the embodiment sets a predetermined kickdown flag Fkd to a value of 0 when no signal is input from the kickdown switch 84a, and inputs a kickdown signal from the kickdown switch 84a. Is set to the value 1.

  When the hybrid vehicle 20 of the embodiment configured as described above travels, the hybrid ECU 70 adjusts the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 and the vehicle speed V from the vehicle speed sensor 88. Based on the required torque Tr * required for travel based on the required travel power Pr * (product of the required torque Tr * and the rotational speed Nr of the ring gear shaft 32a) required for travel based on the required torque Tr *, It is determined whether or not the engine 22 should be operated based on the required torque Tr *, the required traveling power Pr *, and the storage ratio SOC of the battery 50, and the target rotational speed of the engine 22 based on the required torque Tr * and the like. Ne * and target torque Te * (each value 0 when the engine is stopped) are set. Further, the hybrid ECU 70 sends command signals such as torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 within the range of the input / output limits Win and Wout of the battery 50 based on the required torque Tr * or the target torque Te * of the engine 22 and the like. And the generated signal is transmitted to the engine ECU 24 and the motor ECU 40. When the engine 22 is operated, the engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like so that the engine 22 operates at an operation point composed of the target rotational speed Ne * and the target torque Te *. In addition, motor ECU 40 performs switching control of inverters 41 and 42 so that motor MG1 is driven by torque command Tm1 * and motor MG2 is driven by torque command Tm2 *. In the hybrid vehicle 20 of the embodiment, the output limit Wout of the battery 50 is temporarily expanded (increased) under a predetermined condition so that sufficient power can be output quickly from the motor MG2, thereby requesting acceleration by the driver. To be able to respond well.

  Next, a procedure for temporarily expanding the output limit Wout of the battery 50 in the hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of an output limit enlargement routine executed by the hybrid ECU 70.

  At the start of the output limit enlargement routine of FIG. 2, the hybrid ECU 70 first determines the required torque Tr *, the remaining electric energy Er and the output limit Wout of the battery 50, the estimated travel distance L from the navigation device 60, and the average vehicle speed Vave (for example, When traveling on a general road, 25 km / h, and when traveling on a highway, 70 km / h), data necessary for control such as the value of the kick-down flag Fkd is input (step S100). Here, the remaining electric energy Er of the battery 50 is calculated by the battery ECU 52 based on the storage ratio SOC, the storage capacity of the battery 50, and the like, and is input from the battery ECU 52 by communication. If necessary data is input in step S100, it is determined whether or not the input requested torque Tr * is equal to or greater than a predetermined threshold value Tref (step S110). Is less than the threshold value Tref, the value of the output limit Wout input in step S100 is set as the output limit Wout as it is, that is, the process after step S100 is executed again without changing the value of the output limit Wout. . In step S110, instead of the required torque Tr *, the above-mentioned required travel power Pr * may be compared with a corresponding threshold value.

  If it is determined in step S110 that the required torque Tr * is equal to or greater than the threshold value Tref, the current position is reached from the current position based on the estimated travel distance L and the average vehicle speed Vave input in step S100. Is set to an estimated discharge power amount Est which is an estimated value of the amount of power discharged from the battery 50 (step S120). In the embodiment, the relationship between the travel distance L, the average vehicle speed Vave, and the estimated discharge power amount Eest is created in advance as an estimated discharge power amount setting map (not shown) and stored in a ROM (not shown) of the hybrid ECU 70. As the amount Eest, a value corresponding to the estimated travel distance L and the average vehicle speed Vave is derived from the map. Subsequently, it is determined whether or not the remaining power amount Er of the battery 50 is equal to or greater than the estimated discharge power amount Eest (step S130). If the remaining power amount Er of the battery 50 is equal to or greater than the estimated discharge power amount Eest, step S100 is performed. Is set to the output limit Wout (step S160). Here, the value α is determined by the driver by quickly outputting sufficient driving force from the motor MG2 when the required torque Tr * as the required power required for traveling or the required traveling power Pr * is equal to or greater than a threshold value. It is set by experiment / analysis etc. as a value that makes it possible to respond well to acceleration requests. The value α may be set so as to increase as the required torque Tr * or the required traveling power Pr * increases, and to increase as the remaining electric energy Er of the battery 50 increases with respect to the estimated discharge electric energy Eest. It may be set such that the longer the travel distance L is, the larger the travel distance L is. If the output limit Wout is expanded in this way, it is determined whether or not a predetermined temporary expansion time has elapsed after the processing of step S160 is temporarily executed (after the output limit Wout is temporarily expanded) (step S170). ). Then, if the temporary expansion time has not elapsed after the output limit Wout has been temporarily expanded based on the time value of a timer (not shown), the processing after step S100 is executed again, and after the output limit Wout has been temporarily expanded, the predetermined time has elapsed. If it has elapsed, the process of step S180 is executed to end the temporary expansion of the output limit Wout, and then the process after step S100 is executed again.

  On the other hand, if it is determined in step S130 that the remaining power Er of the battery 50 is less than the estimated discharge power amount Est, it is determined whether or not the kick-down flag Fkd input in step S100 is a value 1. If the kick down flag Fkd is 0 and the kick down switch 84a is not in contact with the accelerator pedal 83 (step S140), the processing after step S100 is performed again without temporarily increasing the output limit Wout. Execute. If it is determined in step S140 that the kick-down flag Fkd is 1 and the kick-down switch 84a is in contact with the accelerator pedal 83, the kick-down switch 84a is based on the time value of a timer (not shown). Is determined to be within a predetermined time after being turned on (step S150). If it is within a predetermined time after the kick-down switch 84a is once turned on, it is determined whether the output limit Wout is enlarged and whether the temporary enlargement time has elapsed after the output limit Wout is once enlarged. (Steps S160 and S170) After executing the processing of Step S180 according to the determination result of Step S170, the processing after Step S100 is executed again. Even if it is determined in step S140 that the kick-down flag Fkd has a value of 1 and the kick-down switch 84a is in contact with the accelerator pedal 83, a predetermined time has elapsed since the kick-down switch 84a was once turned on in step S150. Is determined to have elapsed, the processes of steps S160 to S180 are skipped so as to end the temporary expansion of the output limit Wout, and the processes after step S100 are executed again.

  Thereby, in the hybrid vehicle 20 of the embodiment, when the required torque Tr * is equal to or greater than the threshold Tref and the remaining power Er of the battery 50 is equal to or greater than the estimated discharge power Eest, and the required torque Tr * is equal to or greater than the threshold Tref. In addition, the battery ECU 52 sets when the remaining electric energy Er of the battery 50 is less than the estimated discharge electric energy Eest, the degree of acceleration requested by the driver is equal to or higher than a predetermined level, and the kick-down switch 84a is on. Temporary expansion of the output limit Wout is allowed, and at that time, the output limit Wout is basically temporarily expanded (increased) by the value α (temporary expansion time). In step S140, instead of determining whether or not the kick-down switch 84a is on, for example, the accelerator opening Acc from the accelerator pedal position sensor 84 is a predetermined value (for example, 80 to 90%) or more. For example, by determining whether an acceleration instruction switch operated by the driver is turned on or not, for example, it is determined whether or not an acceleration request of a predetermined degree or more is made by the driver. May be. In such a case, in step S150, it may be determined whether or not it is within a predetermined time after an acceleration request of a predetermined degree or more is made by the driver.

  As described above, in the hybrid vehicle 20 of the embodiment, the estimated discharged power amount Eest, which is an estimated value of the amount of power discharged from the battery 50 before reaching the destination from the current position, is estimated from the navigation device 60. Obtained based on the distance L and the average vehicle speed Vave (step S120), the required torque Tr * (required power) required for traveling is equal to or greater than the threshold Tref, and the remaining power Er of the battery 50 is equal to or greater than the estimated discharge power Eest. And the required torque Tr * is equal to or greater than the threshold value Tref, the remaining electric energy Er of the battery 50 is less than the estimated discharge electric energy Eest, and the degree of the acceleration request by the driver is equal to or greater than a predetermined degree and kicked down When the switch 84a is on, the output limit Wout (discharge allowable power) of the battery 50 is Quantity) is temporarily increased by the value alpha. Thus, when the required torque Tr * required for traveling is equal to or greater than the threshold value Tref, if the remaining power Er of the battery 50 is equal to or greater than the estimated discharge energy Eest and sufficiently secured, the output of the battery 50 Even if the limit Wout is allowed to increase temporarily, the remaining electric energy Er of the battery 50 is unlikely to rapidly decrease, and the output limit Wout is temporarily increased so that sufficient power can be output quickly from the motor MG2. This makes it possible to satisfactorily meet the acceleration demands of the driver. In addition, when the required torque Tr * required for traveling is equal to or greater than the threshold value Tref, and the remaining power amount Er of the battery 50 is less than the estimated discharge power amount Eest, the degree of acceleration request by the driver is equal to or greater than a predetermined degree. By allowing a temporary increase in the output limit Wout of the battery 50 on the condition that it is, it is possible to suppress a sudden decrease in the remaining electric energy Er of the battery 50 while responding to the driver's acceleration request as necessary and sufficient. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to satisfactorily meet the driver's acceleration request while more appropriately managing the remaining electric energy Er of the battery 50.

  In the hybrid vehicle 20 of the embodiment, the output limit Wout of the battery 50 is temporarily increased in order to enable the motor MG2 to output sufficient power quickly when an acceleration request is made by the driver. However, instead of this, or together with this, by reducing the power consumed by other than the motor MG2 (MG1), the power from the battery 50 that can be consumed by the motor MG2 or the like is substantially expanded (secured). May be. In this case, for example, the target value of the voltage supplied from the battery 50 to the auxiliary machine such as an air conditioner may be reduced to reduce the power consumption of the auxiliary machine, or the power supply to the auxiliary machine may be cut off. . Moreover, although the said Example applies this invention to the hybrid vehicle 20 provided with the engine 22 and motor MG1 and MG2 as a motive power source, this invention can be applied to the electric vehicle provided only with the motor. Needless to say.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  INDUSTRIAL APPLICABILITY The present invention can be used in a vehicle manufacturing industry including an electric motor that can input and output motive power and an electric storage unit that can exchange electric power with the electric motor.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 52 Battery electronic control unit (battery ECU), 54 Power line , 60 navigation device, 70 hybrid electronic control unit hybrid ECU), 80 ignition switch, 83 accelerator pedal, 84 accelerator pedal position sensor, 84a Kickdown switch, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An electric motor capable of inputting and outputting motive power, an electric storage means capable of exchanging electric power with the electric motor, an allowable discharge power setting means for setting an allowable discharge electric power that is an electric power allowed for the discharge of the electric storage means, and the electric storage means And a control means for controlling the electric motor so as to output the required power required for traveling while the discharge power is within the range of the discharge allowable power,
A navigation device for obtaining a travel distance and an average speed from the current position of the vehicle to a destination;
Based on the travel distance and the average speed acquired by the navigation device, an estimated discharge power amount that is an estimated value of the amount of power discharged from the power storage means until reaching the destination from the current position is acquired. An estimated discharge energy acquisition means;
When the required power is not less than a predetermined value and the remaining power amount of the power storage means is not less than the estimated discharge power amount, and the required power is not less than the predetermined value and the remaining power amount of the power storage means is the estimated Discharge permissible power increasing means for temporarily increasing the discharge permissible power amount set by the discharge permissible power setting means when it is less than the discharge power amount and the degree of acceleration request by the driver is a predetermined degree or more. When,
A vehicle comprising: