Vehicle control device, vehicle control method, and storage medium

Abstract

Vehicle control device, vehicle control method, and storage medium that enable a difference in driving mode to be easily perceived in an electric vehicle. The vehicle control device includes: a storage battery state acquisition section that acquires a state of a first storage battery and a state of a second storage battery that is lower in capacity and higher in output than the first storage battery; an output ratio calculation section that calculates a first output upper limit value based on the state of the first storage battery, calculates a second output upper limit value based on the state of the second storage battery, and calculates a power output ratio of an amount of power supplied from the first storage battery and the second storage battery to a motor that uses power for output driving, based on the first output upper limit value and the second output upper limit value; and an output power control section that controls power output to the motor based on a driving mode of the vehicle, a maximum driving force in the motor, and the power output ratio, the output power control section making a maximum amount of power different based on whether the driving mode is a first driving mode that prioritizes driving performance compared to other driving modes.

Description

Technical Field

[0001] This invention relates to vehicle control devices, vehicle control methods, and storage media. Background Technology

[0002] In recent years, the development of electric vehicles, such as hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs), has progressed. These vehicles operate by using an electric motor powered by electricity supplied by a battery (secondary battery). In these electric vehicles, the drive of the electric motor is controlled based on the electrical energy stored in the battery. Furthermore, systems combining two different types of batteries—those with low output but high capacity (hereinafter referred to as "capacity-type batteries") and those with low capacity but high output (hereinafter referred to as "output-type batteries")—have also been put into practical use.

[0003] Conventionally, there are technologies related to vehicles equipped with multiple driving modes that differentiate vehicle performance (see, for example, Japanese Patent Application Publication No. 2009-243594). Taking into account such conventional technologies, it is possible to equip electric vehicles with driving modes that prioritize performance, such as a sport mode, in addition to the normal driving mode. These driving modes could be considered to switch automatically based on the electric vehicle's driving conditions or intentionally based on the user's (driver's) intention. Summary of the Invention

[0004] However, the driving performance of an electric vehicle is determined by the maximum driving force of its electric motor. Therefore, the maximum driving force in an electric vehicle remains constant regardless of the driving mode. Consequently, the user (driver) of an electric vehicle may sometimes find it difficult to perceive the difference in driving mode compared to a vehicle powered by an internal combustion engine.

[0005] This invention was made based on the above-mentioned problem understanding, and one of its objectives is to provide a vehicle control device, vehicle control method and storage medium that can make the differences in driving modes easily perceptible in electric vehicles.

[0006] Methods for solving problems

[0007] The vehicle control device, vehicle control method, and storage medium of the present invention adopt the following structure.

[0008] (1): A vehicle control device according to one aspect of the present invention includes: a battery state acquisition unit that acquires the state of a first battery and the state of a second battery that has a lower capacity and higher output compared to the first battery; an output ratio calculation unit that calculates an upper limit value of the output of the first battery, i.e., a first upper limit value, based on the state of the first battery, calculates an upper limit value of the output of the second battery, i.e., a second upper limit value, based on the state of the second battery, and calculates a ratio of the amount of electricity supplied from the first battery and the second battery to a motor that outputs driving power, i.e., a power output ratio, based on the calculated first upper limit value and the second upper limit value; and an output power control unit that controls the power output to the motor based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio, wherein the driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that is different from the first driving mode, and the output power control unit adjusts the maximum amount of power differently depending on whether the driving mode is the first driving mode.

[0009] (2): In the above (1) scheme, the output power control unit makes the maximum amount of power output in the first driving mode greater than the maximum amount of power output in the other driving modes.

[0010] (3): In the above (2) scheme, the output power control unit determines the maximum amount of power output in the first driving mode based at least on the maximum driving force, and determines the maximum amount of power output in the other driving modes based at least on the maximum driving force and the power output ratio.

[0011] (4): In any of the above (1) to (3), the output power control unit further includes a power output adjustment unit that adjusts the time until the output power reaches the maximum amount in the driving mode.

[0012] (5): In the above (4) scheme, the power output adjustment unit is adjusted such that the first time until the output power becomes the maximum amount in the first driving mode is shorter than the second time until the output power becomes the maximum amount in the other driving modes.

[0013] (6): In any of the above (2) to (5), the first driving mode is the driving mode that outputs the electric force from the motor after adding the electric force from the second battery to the electric force from the first battery, and the other driving mode is the driving mode that outputs at least the electric force from the first battery to the motor.

[0014] (7): In the above (6) scheme, the other driving modes include a second driving mode that outputs electrical power from the first battery to the motor, and a third driving mode that outputs electrical power from the second battery to the motor after the electrical power from the first battery has been replenished.

[0015] (8): In a vehicle control method according to one aspect of the present invention, the computer performs the following processing: obtaining the state of a first battery and the state of a second battery that has a lower capacity and higher output compared to the first battery; calculating the upper limit of the output of the first battery, i.e., a first upper limit of output, based on the state of the first battery; calculating the upper limit of the output of the second battery, i.e., a second upper limit of output, based on the state of the second battery; calculating the ratio of the amount of electricity supplied from the first battery and the second battery to the motor that outputs driving power, i.e., the power output ratio, based on the calculated first upper limit of output and the second upper limit of output; determining the maximum amount of electricity output to the motor based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio; the driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that is different from the first driving mode; and the maximum amount of electricity is different based on whether the driving mode is the first driving mode.

[0016] (9): A storage medium of the present invention stores a program that causes a computer to perform the following processing: obtain the state of a first battery and the state of a second battery that has a lower capacity and higher output compared to the first battery; calculate the upper limit of the output of the first battery, i.e., a first upper limit of output, based on the state of the first battery; calculate the upper limit of the output of the second battery, i.e., a second upper limit of output, based on the state of the second battery; calculate the ratio of the amount of electricity supplied from the first battery and the second battery to a motor that outputs driving power, i.e., the power output ratio, based on the calculated first upper limit of output and second upper limit of output; determine the maximum amount of electricity output to the motor based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio; the driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that is different from the first driving mode; and the maximum amount of electricity is different based on whether the driving mode is the first driving mode.

[0017] Invention Effects

[0018] According to the above schemes (1) to (9), the difference in driving mode can be easily perceived in electric vehicles. Attached Figure Description

[0019] Figure 1 This is a diagram illustrating an example of the structure of a vehicle according to an embodiment.

[0020] Figure 2 This is a diagram illustrating an example of the variation in the driving force of the driving motor of the vehicle in the embodiment.

[0021] Figure 3 This is another example of the variation in the driving force of the driving motor of the vehicle in the embodiment.

[0022] Figure 4 This is a diagram illustrating an example of the structure of a control device provided in a vehicle according to an embodiment.

[0023] Figure 5 This is a flowchart illustrating an example of the process performed in the control device of the vehicle in the embodiment when the driving force of the driving motor is applied.

[0024] Figure 6 This is a flowchart illustrating an example of the process performed in the control device of the vehicle in the embodiment when the driving force of the driving motor is applied. Detailed Implementation

[0025] Hereinafter, with reference to the accompanying drawings, embodiments of the vehicle control device, vehicle control method, and storage medium of the present invention will be described.

[0026] [Vehicle Structure]

[0027] Figure 1 This diagram illustrates an example of the structure of a vehicle according to an embodiment. Vehicle 1 is an electric motor vehicle (EV) (hereinafter simply referred to as "vehicle") driven by an electric motor powered by electricity supplied from a driving battery (secondary battery). Vehicle 1 is an electric motor vehicle equipped with a multi-battery system containing two different types of batteries: a capacity-type battery with low output but high capacity and an output-type battery with low capacity but high output. It drives the electric motor by power supplied from either battery or a combination of power supplied from both batteries. Vehicles to which this invention is applicable include not only four-wheeled vehicles, but also straddle-type two-wheeled vehicles, three-wheeled vehicles (including vehicles with two front wheels and one rear wheel in addition to those with only one front wheel and two rear wheels), and electric bicycles, etc., all vehicles driven by an electric motor powered by electricity supplied from a driving battery. Vehicle 1 may also be a hybrid electric vehicle (HEV) that operates by further combining electricity supplied by the operation of an internal combustion engine that uses fuel as energy, such as a diesel engine or a gasoline engine.

[0028] Vehicle 1 includes, for example, a driving motor 10, drive wheels 12, braking device 14, reducer 16, PDU (Power Drive Unit) 20, capacity-type battery 30, battery sensor 32, VCU (Voltage Control Unit) 40, output-type battery 50, battery sensor 52, driving operation device 70, vehicle sensor 80, and control device 100.

[0029] The travel motor 10 is a rotary motor used for driving the vehicle 1. The travel motor 10 is, for example, a three-phase AC motor. The rotating component (rotor) of the travel motor 10 is connected to the reducer 16. The travel motor 10 is driven (rotated) by electricity supplied from the capacity-type battery 30, or by adding electricity supplied from the output-type battery 50 via the VCU 40 to the electricity supplied from the capacity-type battery 30. The travel motor 10 transmits its rotational power to the reducer 16. The travel motor 10 can also generate electricity by operating as a regenerative brake that utilizes the kinetic energy of the vehicle 1 during deceleration. The travel motor 10 is an example of a "motor" in the technical solution.

[0030] The braking device 14, located on the drive wheel 12, includes, for example, a brake caliper, a cylinder for transmitting hydraulic pressure to the brake caliper, and an electric motor for generating hydraulic pressure in the cylinder. The braking device 14 may also include, as a backup, a mechanism for transmitting hydraulic pressure generated by the user (driver) of the vehicle 1 operating the brake pedal (not shown) via the master cylinder to the cylinder. The braking device 14 is not limited to the structure described above; it may also be an electronically controlled hydraulic braking device that transmits hydraulic pressure from the master cylinder to the cylinder.

[0031] The reducer 16 is, for example, a differential gear. The reducer 16 transmits the driving force, i.e., the rotational power of the drive motor 10, connected to the shaft of the drive motor 10 to the axle connected to the drive wheel 12. The reducer 16 may also include, for example, a transmission mechanism (so-called gearbox mechanism) in which multiple gears and shafts are combined and the rotational speed of the drive motor 10 is varied according to the gear ratio (gear number ratio) and transmitted to the axle. The reducer 16 may also include, for example, a clutch mechanism that directly connects or disconnects the rotational power of the drive motor 10 from the axle.

[0032] PDU20 is, for example, an AC-DC converter. PDU20 converts DC power supplied from the capacity-type battery 30, or from the output-type battery 50 via VCU40 in addition to the power supplied from the capacity-type battery 30, into AC power for driving the drive motor 10 and outputs it to the drive motor 10. PDU20 converts AC power generated by the drive motor 10, which operates as a regenerative brake, into DC power and outputs it to the capacity-type battery 30 and VCU40 (i.e., the output-type battery 50). PDU20 can also step up or step down the voltage output depending on the destination of the power output.

[0033] VCU40 is, for example, a DC-DC converter. VCU40 boosts the power supplied (discharged) from the output type battery 50 to the same voltage as when the capacity type battery 30 supplies power to the PDU20, and outputs it to the PDU20. VCU40 also steps down the power generated by the driving motor 10, which operates as a regenerative brake and is output from the PDU20, and outputs it to the output type battery 50, thus charging it.

[0034] The capacity-type battery 30 and the output-type battery 50 are, for example, batteries equipped with a rechargeable and dischargeable secondary battery, such as a lithium-ion battery, as their energy storage unit. The capacity-type battery 30 and the output-type battery 50 can each be, for example, a box-type battery pack or a fixed structure that is easy to install and remove from the vehicle 1, or a fixed structure that is not easy to install and remove from the vehicle 1. For example, the capacity-type battery 30 is a fixed structure, and the output-type battery 50 is a removable structure. The secondary battery in each of the capacity-type battery 30 and the output-type battery 50 is, for example, a lithium-ion battery. As for the secondary battery in each of the capacity-type battery 30 and the output-type battery 50, in addition to lead-acid batteries, nickel-metal hydride batteries, sodium-ion batteries, etc., capacitors such as double-layer capacitors or composite batteries composed of a combination of a secondary battery and a capacitor can also be considered, but the structure of the secondary battery is arbitrary. The capacity-type battery 30 and the output-type battery 50 each accumulate (charge) the power introduced from an external charger (not shown) of the vehicle 1, and discharge the accumulated power to enable the vehicle 1 to move. The capacity-type battery 30 and the output-type battery 50 each accumulate (charge) the power generated by the driving motor 10, which operates as a regenerative brake and is supplied via the PDU 20 or VCU 40, and discharge the accumulated power to enable the vehicle 1 to move (e.g., accelerate). The capacity-type battery 30 is an example of a "first battery" in the technical solution, and the output-type battery 50 is an example of a "second battery" in the technical solution.

[0035] A battery sensor 32 is connected to the capacity-type battery 30. The battery sensor 32 detects physical quantities such as voltage, current, and temperature of the capacity-type battery 30. The battery sensor 32 includes, for example, a voltage sensor, a current sensor, and a temperature sensor. The battery sensor 32 uses the voltage sensor to detect the voltage of the capacity-type battery 30, the current sensor to detect the current of the capacity-type battery 30, and the temperature sensor to detect the temperature of the capacity-type battery 30. The battery sensor 32 outputs the detected voltage, current, and temperature information of the capacity-type battery 30 (hereinafter referred to as "capacity-type battery information") to the control device 100.

[0036] A battery sensor 52 is connected to the output battery 50. The battery sensor 52 detects physical quantities such as voltage, current, and temperature of the output battery 50. The structure of the battery sensor 52 is the same as that of the battery sensor 32. The battery sensor 52 outputs the detected voltage, current, and temperature information of the output battery 50 (hereinafter referred to as "output battery information") to the control device 100.

[0037] The driving control unit 70 includes, for example, an accelerator pedal, a brake pedal, a gear shift lever, a steering wheel, a custom steering wheel, a joystick, and other control components. Sensors are installed in the driving control unit 70 to detect the presence or amount of operation performed by the user (driver) of the vehicle 1 on each control component. The driving control unit 70 outputs the sensor detection results to the control device 100. For example, an accelerator pedal opening sensor is installed on the accelerator pedal to detect the amount of operation performed by the driver and outputs the detected amount of operation as the accelerator pedal opening to the control device 100. Similarly, a brake pedal pressure sensor is installed on the brake pedal to detect the amount of operation performed by the driver and outputs the detected amount of operation as the brake pedal pressure to the control device 100.

[0038] Vehicle sensor 80 detects the driving state of vehicle 1. Vehicle sensor 80 includes, for example, a vehicle speed sensor for detecting the speed of vehicle 1 and an acceleration sensor for detecting the acceleration of vehicle 1. The vehicle speed sensor may include, for example, wheel speed sensors mounted on each drive wheel 12 of vehicle 1 and a speed computer, and derives (detects) the speed (vehicle speed) of vehicle 1 by combining the wheel speeds detected by the wheel speed sensors. Vehicle sensor 80 may also include, for example, a yaw rate sensor for detecting the angular velocity of vehicle 1 about its vertical axis and an orientation sensor for detecting the orientation of vehicle 1. Vehicle sensor 80 outputs information indicating the detected driving state of vehicle 1 (hereinafter referred to as "driving state information") to control device 100.

[0039] The control unit 100 controls the operation and movement of the PDU 20 and VCU 40 based on the detection results output by the sensors on the driving control unit 70, i.e., the operation of the vehicle 1 user (driver) on each control unit. For example, the control unit 100 controls the operation and movement of the PDU 20 and VCU 40 based on the throttle opening detected by the throttle opening sensor. At this time, the control unit 100 also considers, for example, the vehicle speed included in the driving status information output by the vehicle sensor 80 when controlling the operation and movement of the PDU 20 and VCU 40. The control unit 100 may also consider, for example, the gear ratio (gear ratio) of the transmission mechanism it controls when controlling the operation and movement of the PDU 20 and VCU 40. Thus, the control unit 100 controls the amount of electricity supplied to the driving motor 10, i.e., the driving force of the driving motor 10.

[0040] The control device 100 may be composed of separate control devices such as a motor control unit, a PDU control unit, a battery control unit, and a VCU control unit. Alternatively, the control device 100 may be replaced by a control device such as a motor ECU (Electronic Control Unit), a PDU-ECU, a battery ECU, or a VCU-ECU.

[0041] The control device 100, and the motor control unit, PDU control unit, battery control unit, and VCU control unit constituting the control device 100, are respectively implemented by executing programs (software) through hardware processors such as CPUs (Central Processing Units). Some or all of these components can also be implemented by hardware (circuit unit; including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the coordinated operation of software and hardware. Some or all of the functions of these components can also be implemented by dedicated LSIs. The program can be pre-stored in storage devices such as HDDs (Hard Disk Drives) and flash memory (storage devices with non-transitory storage media) provided in the vehicle 1, or it can be stored in removable storage media such as DVDs and CD-ROMs (non-transitory storage media), and installed in the HDDs and flash memory provided in the vehicle 1 by assembling the storage media into the drive unit provided in the vehicle 1.

[0042] The control device 100 controls the discharge and charging of power from the capacity-type battery 30, and the discharge and charging of power from the output-type battery 50, based on the driving mode of the vehicle 1. The driving modes of the vehicle 1 include at least three modes, such as a single-battery driving mode, a multi-battery driving mode, and a performance-priority driving mode. The driving mode of the vehicle 1 can be automatically switched by the control device 100 based on the throttle opening and brake pedal position output by the driving control 70, and driving status information output by the vehicle sensor 80, or it can be manually and intentionally switched by the driver, for example, using a driving mode switching switch (not shown) provided on the driving control 70. When the driver manually switches the driving mode, the driving mode switching switch (not shown) outputs information about the driving mode set (specified) by the driver (hereinafter referred to as "driving mode information") to the control device 100.

[0043] The single-battery driving mode is as follows: when the vehicle 1 is driven normally, the driving motor 10 is driven only by the power supplied (discharged) from the capacity-type battery 30 (i.e., only by the power of one battery). In the single-battery driving mode, the control device 100 does not cause the VCU 40 to output the power stored in the output-type battery 50 to the PDU 20. Thus, only the power stored in the capacity-type battery 30 is output to the PDU 20, and the vehicle 1 is driven only by the rotational power of the driving motor 10, which is driven solely by the power from the capacity-type battery 30 output from the PDU 20.

[0044] The multi-battery driving mode is as follows: When the vehicle 1 is driven normally, the driving motor 10 is driven by a combination of the power supplied (discharged) from the capacity-type battery 30 and the output-type battery 50 (i.e., the power of the two batteries is combined). In the multi-battery driving mode, if the electrical power required to drive the driving motor 10 with a driving force corresponding to the amount of operation of the driver's accelerator pedal exceeds the upper limit value that the capacity-type battery 30 can output (hereinafter referred to as the "output upper limit value"), the insufficient amount of electrical power is made up by the electrical power output from the output-type battery 50. Therefore, in multi-battery driving mode, for example, when the vehicle 1 is stationary, or when going uphill on flat ground or a gentle slope, where the driving force required for the driving motor 10 is low (within the case of not exceeding the upper limit of output), the control device 100, as in single-battery driving mode, does not allow the VCU40 to output the power stored in the output type battery 50 to the PDU20. Thus, as in single-battery driving mode, only the power stored in the capacity type battery 30 is output to the PDU20, and the vehicle 1 travels using the rotational power of the driving motor 10, driven solely by the power from the capacity type battery 30 output from the PDU20. On the other hand, in multi-battery driving mode, for example, when the driving force required for the driving motor 10 is high, such as when going uphill on a steep slope or during acceleration, the control device 100 causes the VCU 40 to output the amount of power required from the output battery 50 to the PDU 20, exceeding the output limit of the capacity battery 30. Thus, in addition to the power stored in the capacity battery 30, the power stored in the output battery 50 is also output to the PDU 20 via the VCU 40. The vehicle 1 moves by the rotational power of the driving motor 10, driven by the combined power from the capacity battery 30 and the output battery 50, which is output from the PDU 20. The output limit can be calculated based on the capacity battery information output by the battery sensor 32. More specifically, for example, the State of Charge (SOC) representing the state of charge of the capacity-type battery 30 can be calculated based on the voltage and current values ​​contained in the capacity-type battery information, and the upper limit of the output of the capacity-type battery 30 at the current time point can be calculated based on the calculated SOC and the temperature information contained in the capacity-type battery information.

[0045] The performance-priority driving mode is a driving mode that prioritizes the driving performance of vehicle 1, for example, in order to allow the driver to experience (real-world) the difference between the acceleration performance of vehicle 1 and its normal driving performance. The performance-priority driving mode is, for example, a driving mode called Sport mode. In performance-priority driving mode, similar to multi-battery driving mode, the power from both batteries is combined to drive the drive motor 10. However, in performance-priority driving mode, to improve the driving performance of vehicle 1, the drive motor 10 is driven with a large driving force. Therefore, the control device 100 intentionally and actively outputs the power stored in the output battery 50 to the PDU 20 not to compensate for insufficient power supplied solely from the capacity battery 30, but rather to compensate for the power shortage. At this time, the control device 100 applies a limit to the electrical power output from the output-type battery 50, which is not limited to the upper limit of the output of the capacity-type battery 30 as in the multi-battery driving mode, until it reaches a limit value (hereinafter referred to as the "power limit value") that can be supplied to the driving motor 10. Therefore, the control device 100 maximizes the output of power from both the capacity-type battery 30 and the output-type battery 50 up to their respective upper limit values. As a result, a large amount of power, including the power from the output-type battery 50 output via the VCU40, is added to the power output from the capacity-type battery 30 and output to the PDU20, and the vehicle 1 travels by the large rotational power of the driving motor 10 driven by the large amount of power output from the PDU20.

[0046] In this way, the control device 100 controls the operation and action of PDU20 and VCU40 in each driving mode according to the driver's operation of the driving operation device 70, so that power is output from the capacity type battery 30 and the output type battery 50 to drive the driving motor 10.

[0047] Control device 100 is an example of a "vehicle control device" in the technical solution. Performance-priority driving mode is an example of a "first driving mode" in the technical solution. Single-battery driving mode and multi-battery driving mode are examples of "other driving modes" in the technical solution. Single-battery driving mode is an example of a "second driving mode" in the technical solution, and multi-battery driving mode is an example of a "third driving mode" in the technical solution. In the following description, single-battery driving mode and multi-battery driving mode will not be distinguished and will be referred to as "normal driving mode".

[0048] [Control of the power supply relative to the driving motor]

[0049] As described above, the performance-priority driving mode is a driving mode that creates a difference in driving performance between the driver's perceived (real-world) experience and that of the normal driving mode. The maximum driving force of the drive motor 10 (hereinafter referred to as "maximum motor driving force") is a fixed value determined by the specifications (technical specifications) of the drive motor 10. If the power supply to the drive motor 10 can be limited to the specified power level (i.e., if the state of charge (SOC) of the capacity-type battery 30 and the output-type battery 50 is sufficient), then the drive motor 10 can be driven at its maximum driving force regardless of the driving mode. Therefore, the control device 100 intentionally makes the driving force of the drive motor 10 different in a way that creates a difference in driving performance between the normal driving mode and the performance-priority driving mode. That is, the control device 100 makes the amount of power supplied from the PDU 20 to the drive motor 10 different between the normal driving mode and the performance-priority driving mode.

[0050] Figure 2 and Figure 3 This diagram illustrates an example of the variation in the driving force of the travel motor 10 provided in the vehicle 1 of the embodiment. As described above, the control device 100 controls the driving force of the travel motor 10 based on the throttle opening, gear ratio (gear ratio), vehicle speed, etc., but in the following description, it is assumed that the throttle opening, gear ratio (gear ratio), etc. do not change during the control process.

[0051] First, use Figure 2 This illustrates an example of how the control device 100 controls the driving force of the travel motor 10. Figure 2 The diagram illustrates an example where the change in the driving force [N] of the driving motor 10 relative to time [ms] differs between a normal driving mode and a performance-priority driving mode, caused by controlling the amount of electricity supplied to the driving motor 10 by the control device 100. The driving force [N] of the driving motor 10 is equivalent to torque in an internal combustion engine such as an engine, but in vehicle 1, it can be varied by controlling the amount of electricity supplied from the PDU 20 to the driving motor 10 by the control device 100.

[0052] The control device 100 controls the maximum driving force (hereinafter referred to as "control maximum driving force") Nmax of the driving motor 10 in different driving modes. More specifically, the control device 100 controls the amount of power supplied by the PDU 20 to the driving motor 10 in such a way that the control maximum driving force Nmax-P of the driving motor 10 in the performance priority driving mode is higher than the control maximum driving force Nmax-N of the driving motor 10 in the normal driving mode.

[0053] Furthermore, the control device 100 controls the power supply from the PDU 20 to the driving motor 10 in different driving modes so that the time required for the driving force of the driving motor 10 to reach the maximum driving force Nmax varies in each driving mode. More specifically, the control device 100 controls the amount of power supplied from the PDU 20 to the driving motor 10 so that the time TP required for the driving force of the driving motor 10 to reach the maximum driving force Nmax-P in the performance-priority driving mode is shorter than the time TN required for the driving force of the driving motor 10 to reach the maximum driving force Nmax-N in the normal driving mode. That is, the control device 100 controls the amount of power supplied to the driving motor 10 so that the slope CP of the change in the driving force of the driving motor 10 in the performance-priority driving mode is larger (steeper) than the slope CN of the change in the driving force of the driving motor 10 in the normal driving mode. For example, the control device 100 controls the amount of power supplied to the driving motor 10 so that the time TP is several hundred [ms] and the time TN is several times the time TP. For example, the control device 100 controls the amount of electricity supplied to the driving motor 10 in such a way that the slope CP is several times or more than the slope CN. Time TP is an example of "first time" in the technical solution, and time TN is an example of "second time" in the technical solution.

[0054] Next, use Figure 3 To illustrate another example of how the control device 100 controls the driving force of the travel motor 10. In Figure 3 The diagram illustrates an example where the change in the driving force [N] of the driving motor 10 relative to the vehicle speed [Km / h] differs between a normal driving mode and a performance-priority driving mode, caused by the control device 100 controlling the amount of electricity supplied to the driving motor 10. The vehicle speed [Km / h] can be the wheel speed detected by a wheel speed sensor mounted on the drive wheel 12.

[0055] When the vehicle 1 accelerates during a throttle opening period P (where the throttle opening is constant) during which the driver operates the accelerator pedal (presses it) while the drive motor 10 is being driven with the same driving force, the control device 100 controls the amount of electricity supplied by the PDU 20 to the drive motor 10 in a manner that differs between the normal driving mode and the performance-priority driving mode. The control device 100 changes the driving force of the drive motor 10 according to the vehicle speed [km / h]. At this time, the control device 100 controls the timing of the decrease in the driving force of the drive motor 10 as the vehicle speed increases (increases) to be later in the performance-priority driving mode than in the normal driving mode. More specifically, the control device 100 controls the amount of electricity supplied by the PDU 20 to the drive motor 10 to be higher than the timing of the decrease in the driving force of the drive motor 10 in the normal driving mode, based on the driver's operation (depression) of the accelerator pedal while the drive motor 10 is being driven with the same driving force. For example, even when the control device 100 performs the same control in both the normal driving mode and the performance-priority driving mode from the moment the throttle is opened until the driving force of the drive motor 10 reaches the maximum control driving force, it controls the amount of electricity supplied to the drive motor 10 in such a way that the difference in vehicle speed between the speed SP that reduces the driving force of the drive motor 10 is greater than the difference in vehicle speed between the speed SN and the speed SP. The percentage by which the control device 100 reduces the driving force of the drive motor 10 according to the vehicle speed can be the same or different in each driving mode.

[0056] In this way, by varying the amount of power supplied from the PDU20, the control device 100 creates differences in the driving force of the driving motor 10 between the normal driving mode and the performance-priority driving mode. As a result, the driver, who is riding in the vehicle 1 and driving it, can, for example, feel (realistically) the difference in the driving performance of the vehicle 1 between the performance-priority driving mode and the normal driving mode, such as the acceleration of the vehicle 1 and the extension of acceleration.

[0057] [Structure of the control device]

[0058] Figure 4 This diagram illustrates an example of the structure of the control device 100 provided in the vehicle 1 according to the embodiment. The control device 100 includes, for example, a battery status acquisition unit 120, an output ratio calculation unit 140, and an output power control unit 160. The output power control unit 160 includes a power output adjustment unit 162. Figure 4 The diagram shows the components of a control device 100 associated with the control of the driving force of the driving motor 10.

[0059] The battery status acquisition unit 120 acquires both the capacity-type battery information output by the battery sensor 32 and the output-type battery information output by the battery sensor 52. The battery status acquisition unit 120 outputs both the acquired capacity-type battery information and output-type battery information to the output ratio calculation unit 140.

[0060] The output ratio calculation unit 140 calculates the ratio (hereinafter referred to as "power output ratio") of the amount of electricity supplied (output) from the capacity-type battery 30 and the output-type battery 50 to the driving motor 10 based on the capacity-type battery information and the output-type battery information output from the battery state acquisition unit 120. At this time, the output ratio calculation unit 140 calculates the current SOC (capacity-type battery SOC) in the capacity-type battery 30 based on the voltage and current values ​​included in the capacity-type battery information, and calculates the upper limit value of the output of the capacity-type battery 30 (hereinafter referred to as "capacity-type output upper limit value") based on the calculated capacity-type battery SOC and the temperature information included in the capacity-type battery information. Furthermore, the output ratio calculation unit 140 calculates the current SOC (output battery SOC) of the output battery 50 based on the voltage and current values ​​included in the output battery information, and calculates the upper limit value of the output battery 50 (hereinafter referred to as "output upper limit value") based on the calculated output battery SOC and the temperature information included in the output battery information. The output ratio calculation unit 140 may also further use the internal resistance values ​​of the corresponding batteries included in the battery information to calculate the capacity-type output upper limit value and the output-type output upper limit value. The capacity-type battery SOC and the output battery SOC may each be calculated by the battery state acquisition unit 120 and included in the capacity-type battery information and the output battery information, and then output to the output ratio calculation unit 140. Afterwards, the output ratio calculation unit 140 calculates the total upper limit value of the output that can be supplied to the drive motor 10 (hereinafter referred to as "total output upper limit value") based on the calculated capacity-type output upper limit value and the output-type output upper limit value. Then, the output ratio calculation unit 140 calculates the power output ratio based on the calculated total output upper limit and the capacity-type output upper limit. More specifically, the output ratio calculation unit 140 calculates the power output ratio by dividing the capacity-type output upper limit by the total output upper limit. The output ratio calculation unit 140 outputs the calculated power output ratio information to the output power control unit 160.

[0061] The output power control unit 160 controls the power output (supply) from the PDU 20 to the travel motor 10 based on the vehicle 1's driving mode information, the maximum driving force of the travel motor 10, and the power output ratio output by the output ratio calculation unit 140. At this time, the output power control unit 160 determines the maximum amount of power output to the travel motor 10 (hereinafter referred to as "maximum power"). In other words, the output power control unit 160 determines the maximum control driving force of the travel motor 10. The vehicle 1's driving mode information is, for example, the driving mode information output by a driving mode switching switch (not shown). The maximum driving force of the travel motor 10 is a fixed value determined by the specifications of the travel motor 10. The output power control unit 160 may also use a power limit value instead of the maximum driving force. When determining the maximum control driving force, the output power control unit 160 also considers the gear ratio information of the transmission mechanism, throttle opening information, vehicle speed information, etc. When the vehicle 1 is in performance-priority driving mode, the output power control unit 160 determines the maximum driving force to be the maximum driving force of the motor. On the other hand, when the vehicle 1 is in normal driving mode, the output power control unit 160 determines the maximum driving force to be the driving force obtained by multiplying the maximum driving force of the motor by the power output ratio.

[0062] The power output adjustment unit 162 calculates (adjusts) the time until the power output from the PDU 20 to the travel motor 10 reaches the maximum electrical force determined by the power output control unit 160, and defines this time as the change time. In other words, the power output adjustment unit 162 determines the amount of change until the driving force of the travel motor 10 changes to the maximum control driving force determined by the power output control unit 160. At this time, the power output adjustment unit 162 calculates the change time before the target time for the change of the driving force of the travel motor 10 preset for each driving mode of the vehicle 1, which is the time before the maximum electrical force is reached. The target time is, for example, specified as... Figure 2 The slopes CP and CN are shown for a specific time. Therefore, the power output adjustment unit 162, for example, determines... Figure 2 The time intervals shown, such as time TP and time TN, are the time intervals until the driving force of the driving motor 10 reaches the maximum control driving force.

[0063] The power output adjustment unit 162 may also assume the time until the maximum driving force of the driving motor 10 is controlled in the normal driving mode based on the maximum driving force or target time preset for the normal driving mode. When the driving mode of the vehicle 1 is the performance priority driving mode, it may determine a change time such as assigning a difference of more than a predetermined value to the assumed time (for example, setting it to a fraction of the time).

[0064] The output power control unit 160 generates a power control signal for outputting power to the travel motor 10 according to the change time determined (adjusted) by the power output adjustment unit 162. At this time, the output power control unit 160 generates a power control signal for controlling the maximum driving force determined from the change in the current driving force of the travel motor 10 based on the power control signal generated in the previous processing. The output power control unit 160 outputs the generated power control signal to the PDU 20 and VCU 40. As a result, the PDU 20 and VCU 40 output power corresponding to the power control signal from the capacity-type battery 30 and the output-type battery 50. Furthermore, the PDU 20 outputs power from the capacity-type battery 30, or power from the output-type battery 50 via the VCU 40, to the travel motor 10. As a result, the travel motor 10 is driven with a driving force corresponding to the power output from the PDU 20.

[0065] [Control device processing]

[0066] Figure 5 and Figure 6 This is a flowchart illustrating an example of the process executed in the control device 100 of the vehicle 1 in the embodiment when controlling the driving force of the driving motor 10. Figure 5 The diagram illustrates the overall processing up to the point where the output power control unit 160 determines to control the maximum driving force and outputs a power control signal. Figure 6 The text shows that in Figure 5 The overall process shown in the flowchart involves the adjustment and change time processing performed by the power output adjustment unit 162. This process is repeatedly executed during the operation of vehicle 1.

[0067] First, use Figure 5 The following describes the process by which the output power control unit 160 determines the control of the maximum driving force. The battery status acquisition unit 120 acquires capacity-type battery information output by the battery sensor 32 (step S100). The battery status acquisition unit 120 outputs the acquired capacity-type battery information to the output ratio calculation unit 140. Furthermore, the battery status acquisition unit 120 acquires output-type battery information output by the battery sensor 52 (step S102). The battery status acquisition unit 120 outputs the acquired output-type battery information to the output ratio calculation unit 140.

[0068] The output ratio calculation unit 140 calculates the total output upper limit value based on the capacity-type battery information and output-type battery information output from the battery state acquisition unit 120 (step S104). Furthermore, the output ratio calculation unit 140 calculates the power output ratio based on the calculated total output upper limit value and capacity-type output upper limit value (step S106). The output ratio calculation unit 140 outputs the calculated power output ratio information to the output power control unit 160.

[0069] The output power control unit 160 confirms whether the driving mode of vehicle 1 is a performance-priority driving mode (step S108). If it is confirmed in step S108 that the driving mode of vehicle 1 is a performance-priority driving mode, the output power control unit 160 sets the maximum control driving force to the maximum motor driving force (step S110). On the other hand, if it is confirmed in step S108 that the driving mode of vehicle 1 is not a performance-priority driving mode, the output power control unit 160 calculates the driving force obtained by multiplying the maximum motor driving force by the power output ratio as the maximum control driving force (step S112).

[0070] If, during the processing in step S108, it is confirmed that the driving mode of vehicle 1 is not the performance-priority driving mode, i.e., it is the normal driving mode, the output power control unit 160 can further confirm whether the driving mode of vehicle 1 is a multi-battery driving mode or a single-battery driving mode. Furthermore, if the driving mode of vehicle 1 is the multi-battery driving mode, the output power control unit 160 can set the driving force calculated in the processing in step S112 as the maximum control driving force. In this case, the output power control unit 160 can also set a predetermined upper limit value for the maximum control driving force, i.e., the upper limit of the amount of electricity output to the drive motor 10. On the other hand, if the driving mode of vehicle 1 is the single-battery driving mode, the output power control unit 160 can set the driving force when the output power to the drive motor 10 exceeds the capacity-type output upper limit value calculated by the calculation unit 140 as the maximum control driving force.

[0071] The power output adjustment unit 162 determines the time for changing the driving force of the travel motor 10 to the maximum control driving force determined by the output power control unit 160 (step S120). Here, using Figure 6 This explains how the power output adjustment unit 162 determines the change time.

[0072] After the output power control unit 160 decides to control the maximum driving force, the power output adjustment unit 162 obtains the information on controlling the maximum driving force (step S121).

[0073] The power output adjustment unit 162 confirms whether the driving mode of the vehicle 1 is the performance-priority driving mode (step S122). This confirmation in step S122 can be omitted, for example, if it is known whether the maximum driving force determined by the power output control unit 160 corresponds to the normal driving mode or the performance-priority driving mode.

[0074] If it is confirmed in step S122 that the driving mode of vehicle 1 is the performance-priority driving mode, the power output adjustment unit 162 obtains the target time corresponding to the performance-priority driving mode (step S123). Then, the power output adjustment unit 162 calculates and determines the change time for the performance-priority driving mode based on the obtained maximum control driving force and target time (step S124). Then, the power output adjustment unit 162 returns to the previous state.

[0075] On the other hand, if it is confirmed in step S122 that the driving mode of vehicle 1 is not the performance-priority driving mode, but the normal driving mode, the power output adjustment unit 162 obtains the target time corresponding to the normal driving mode (step S125). Then, the power output adjustment unit 162 calculates and determines the change time for the normal driving mode based on the obtained maximum control driving force and target time (step S126). Then, the power output adjustment unit 162 returns to the previous state.

[0076] The acquisition of the target time in steps S123 and S125 described above can also be performed before the processing in step S122. In this case, the power output adjustment unit 162 acquires the target time corresponding to all driving modes in the vehicle 1.

[0077] return Figure 5 The output power control unit 160 generates a power control signal for outputting power to the travel motor 10 according to the change time determined (adjusted) by the power output adjustment unit 162 (step S130). The output power control unit 160 outputs the generated power control signal to the PDU20 and VCU40 (step S132).

[0078] Through this processing flow, the control device 100 controls the amount of power supplied from the PDU 20 to the driving motor 10 differently depending on whether the vehicle 1 is in normal driving mode or performance priority driving mode, so as to drive the driving motor 10 in a way that results in differences in driving performance between normal driving mode and performance priority driving mode.

[0079] As described above, in the vehicle 1 according to the embodiment, the control device 100 causes the driving force of the driving motor 10 to be different in the normal driving mode and the performance-priority driving mode of the vehicle 1. As a result, when the driving mode of the vehicle M is the performance-priority driving mode, the driver who is riding in the vehicle 1 and driving it can feel (realize) the difference between the driving performance of the vehicle 1 (e.g., the acceleration of the vehicle 1, the extension of acceleration, etc.) and the normal driving mode.

[0080] In this embodiment, the control device 100 controls the amount of power supplied to the PDU 20 to drive the drive motor 10 in a manner that affects the driving performance depending on whether the vehicle 1 is in a normal driving mode or a performance-priority driving mode. However, it is also possible that the vehicle 1 may be equipped with various driving modes in addition to the aforementioned driving modes (single-battery driving mode, multi-battery driving mode, performance-priority driving mode). In this case, the control of the amount of power supplied in the control device 100 can also be set to the same control as in the embodiment described above. The structure, operation, and processing of the control device 100 in this case can be equivalent to those in the embodiment described above.

[0081] The vehicle 1 according to the above-described embodiment includes: a battery state acquisition unit 120, which acquires the state of a capacity-type battery 30 and the state of an output-type battery 50 that has a lower capacity and higher output compared to the capacity-type battery 30; and an output ratio calculation unit 140, which calculates the upper limit value of the output of the capacity-type battery 30 (i.e., the capacity-type output upper limit value) based on the state of the capacity-type battery 30, calculates the upper limit value of the output of the output-type battery 50 (i.e., the output-type output upper limit value) based on the calculated capacity-type output upper limit value and the output-type output upper limit value, and calculates the output ratio from the capacity-type battery 30 and the output-type battery 50 respectively to the output... The ratio of the amount of electricity supplied to the driving motor 10 for driving power is called the power output ratio; and the power output control unit 160 controls the amount of electricity output to the driving motor 10 based on the vehicle's driving mode, the maximum driving force in the driving motor 10, and the power output ratio. The driving mode includes at least a performance-priority driving mode that prioritizes driving performance compared to other driving modes and a normal driving mode that is different from the performance-priority driving mode. The power output control unit 160 adjusts the maximum amount of electricity differently depending on whether the driving mode is a performance-priority driving mode. Thus, the driving force of the electric motor can be appropriately controlled according to the multiple driving modes. Therefore, in the vehicle 1 of the embodiment, the user (driver) can feel (experience) the difference in driving performance of each driving mode, which can improve the product's appeal.

[0082] The implementation methods described above can be described as follows.

[0083] A vehicle control device comprising:

[0084] Hardware processor; and

[0085] Storage device, containing programs

[0086] The vehicle control device is configured as follows:

[0087] The hardware processor reads and executes the program stored in the storage device to perform the following processing:

[0088] The state of the first battery and the state of the second battery, which has a lower capacity but higher output compared to the first battery, are obtained.

[0089] Based on the state of the first battery, the upper limit of the first battery's output is calculated, i.e., the first output upper limit. Based on the state of the second battery, the upper limit of the second battery's output is calculated, i.e., the second output upper limit. Based on the calculated first and second output upper limits, the ratio of the amount of electricity supplied from the first battery and the second battery to the motor that outputs driving power is calculated, i.e., the power output ratio.

[0090] The maximum amount of electricity output to the motor is determined based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio. The driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that differs from the first mode.

[0091] The maximum amount of electricity varies depending on whether the driving mode is the first driving mode.

[0092] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control device, wherein, The vehicle control device includes: The battery status acquisition unit acquires the status of a first battery and the status of a second battery that has a lower capacity and higher output compared to the first battery. The output ratio calculation unit calculates the upper limit of the first battery's output, i.e., the first output upper limit, based on the state of the first battery, and calculates the upper limit of the second battery's output, i.e., the second output upper limit, based on the state of the second battery. Based on the calculated first output upper limit and second output upper limit, it calculates the ratio of the amount of electricity supplied from the first battery and the second battery to the motor that outputs driving power, i.e., the power output ratio. as well as The power output control unit controls the power output to the motor based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio. The driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that differs from the first driving mode. The output power control unit adjusts the maximum amount of power based on whether the driving mode is the first driving mode, so that the maximum amount of power output in the first driving mode is greater than the maximum amount of power output in other driving modes. The output power control unit also includes a power output adjustment unit that adjusts the time until the output power reaches its maximum in the driving mode. When the driving mode is the first driving mode, the power output adjustment unit calculates the first time until the output power reaches its maximum in the first driving mode, based on a first target time corresponding to the first driving mode and the maximum driving force in the motor. When the driving mode is one of the other driving modes, the power output adjustment unit calculates a second time in the other driving mode until the output power reaches its maximum value, based on a second target time corresponding to the other driving mode, and adjusts the first time to be shorter than the second time. The output power control unit controls the power output to the motor based on the first time or the second time.

2. The vehicle control device according to claim 1, wherein, The output power control unit determines the maximum amount of power output in the first driving mode based at least on the maximum driving force. The output power control unit determines the maximum amount of power output in the other driving modes based at least on the maximum driving force and the power output ratio.

3. The vehicle control device according to claim 1, wherein, The first driving mode is the driving mode in which the electrical force from the first battery plus the electrical force from the second battery is added to the electrical force from the first battery and then output to the motor. The other driving mode is the driving mode that outputs at least electrical power from the first battery to the motor.

4. The vehicle control device according to claim 3, wherein, The other driving modes include a second driving mode that outputs electrical power from the first battery to the motor, and a third driving mode that outputs electrical power from the second battery to the motor after supplementing the electrical power from the first battery.

5. The vehicle control device according to claim 2, wherein, The first driving mode is the driving mode in which the electrical force from the first battery plus the electrical force from the second battery is added to the electrical force from the first battery and then output to the motor. The other driving mode is the driving mode that outputs at least electrical power from the first battery to the motor.

6. The vehicle control device according to claim 5, wherein, The other driving modes include a second driving mode that outputs electrical power from the first battery to the motor, and a third driving mode that outputs electrical power from the second battery to the motor after supplementing the electrical power from the first battery.

7. A vehicle control method, wherein, The vehicle control method causes the computer to perform the following processes: The state of the first battery and the state of the second battery, which has a lower capacity but higher output compared to the first battery, are obtained. Based on the state of the first battery, the upper limit of the first battery's output is calculated, i.e., the first output upper limit. Based on the state of the second battery, the upper limit of the second battery's output is calculated, i.e., the second output upper limit. Based on the calculated first and second output upper limits, the ratio of the amount of electricity supplied from the first battery and the second battery to the motor that outputs driving power is calculated, i.e., the power output ratio. The maximum amount of electricity output to the motor is determined based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio. The driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that differs from the first driving mode. The maximum amount of electricity is varied depending on whether the driving mode is the first driving mode, such that the maximum amount of electricity output in the first driving mode is greater than the maximum amount of electricity output in other driving modes. When the driving mode is the first driving mode, a first time until the output power reaches its maximum in the first driving mode is calculated based on a first target time corresponding to the first driving mode and the maximum driving force in the motor. When the driving mode is one of the other driving modes, a second time is calculated based on a second target time corresponding to the other driving mode until the output power reaches its maximum in that other driving mode, and adjusted so that the first time is shorter than the second time. The power output to the motor is controlled based on the first time or the second time.

8. A storage medium storing a program, wherein, The program causes the computer to perform the following processes: The state of the first battery and the state of the second battery, which has a lower capacity but higher output compared to the first battery, are obtained. Based on the state of the first battery, the upper limit of the first battery's output is calculated, i.e., the first output upper limit. Based on the state of the second battery, the upper limit of the second battery's output is calculated, i.e., the second output upper limit. Based on the calculated first and second output upper limits, the ratio of the amount of electricity supplied from the first battery and the second battery to the motor that outputs driving power is calculated, i.e., the power output ratio. The maximum amount of electricity output to the motor is determined based on the vehicle's driving mode, the maximum driving force in the motor, and the power output ratio. The driving mode includes at least a first driving mode that prioritizes driving performance compared to other driving modes and a second driving mode that differs from the first driving mode. The maximum amount of electricity is varied depending on whether the driving mode is the first driving mode, such that the maximum amount of electricity output in the first driving mode is greater than the maximum amount of electricity output in other driving modes. When the driving mode is the first driving mode, a first time until the output power reaches its maximum in the first driving mode is calculated based on a first target time corresponding to the first driving mode and the maximum driving force in the motor. When the driving mode is one of the other driving modes, a second time is calculated based on a second target time corresponding to the other driving mode until the output power reaches its maximum in that other driving mode, and adjusted so that the first time is shorter than the second time. The power output to the motor is controlled based on the first time or the second time.

Images