Vehicle control device

Abstract

This vehicle control device controls a vehicle provided with a rotary electric machine and a gasoline engine, and charges a battery that receives power from a power supply lane provided on a road side and outputs the power of the rotary electric machine, and is provided with a processor. The processor selects any one of a first travel based on the rotary electric machine and a second travel based on the gasoline engine based on the power price and the gasoline price, and a total CO2 discharge amount to the destination, to control travel of the vehicle on a path to the destination.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device. Background Art

[0002] Japanese Patent Application Laid-Open No. 2008-308030 discloses a hybrid vehicle including an externally chargeable main battery and an engine, and controls the amount of charge to the main battery from the outside based on received power price information and fuel price information and vehicle travel history. Summary of the invention

[0003] However, in recent years, initiatives to reduce environmental loads have been implemented in various regions, and there is a demand to reduce environmental loads during vehicle travel as well.

[0004] The present disclosure has been made in view of the above circumstances, and an object of the present disclosure is to provide a vehicle control device capable of achieving both economical travel and reduction of environmental load.

[0005] The vehicle control device involved in the present disclosure controls a vehicle, which includes a rotating electric machine and a gasoline engine, receives electricity from a power supply lane arranged on the side of a road and charges a battery that outputs power of the rotating electric machine. The vehicle control device includes a processor, and the processor selects either a first driving based on the rotating electric machine or a second driving based on the gasoline engine based on the electricity price and the gasoline price and the total CO2 emissions emitted to the destination to control the driving of the vehicle on the path to the destination.

[0006] According to the present disclosure, it is possible to achieve both economical driving and reduction of environmental load. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0008] Figure 1 is a schematic diagram showing a wireless power transmission system including a vehicle control device according to an embodiment;

[0009] Figure 2 It is a diagram for explaining the power supply lane;

[0010] Figure 3 is a diagram showing a schematic configuration of a vehicle to which a vehicle control device according to an embodiment is applied;

[0011] Figure 4 is a block diagram for explaining a functional structure of a vehicle provided with a vehicle control device according to an embodiment;

[0012] Figure 5is a flowchart showing the flow of a driving mode setting process in the embodiment;

[0013] Figure 6 : is a flowchart showing the flow of the traveling mode setting process in a modified example. DETAILED DESCRIPTION

[0014] The vehicle control device according to the embodiment of the present disclosure will be described with reference to the drawings. It should be noted that the components in the following embodiments include components that can be easily replaced by those skilled in the art, or components that are substantially the same.

[0015] (Implementation Method)

[0016] Reference Figures 1 to 3 A wireless power transmission system to which the vehicle control device according to the embodiment is applied will be described.

[0017] Figure 1 1 is a schematic diagram showing a wireless power transmission system having a vehicle control device in an embodiment. The wireless power transmission system 1 performs wireless power transmission from a power supply track 20 to a vehicle 40, for example, based on magnetic field resonant coupling (magnetic field resonance). The wireless power transmission system 1 includes a control device 10, a power supply track 20, a battery 30, and a vehicle 40. The vehicle 40 is, for example, a hybrid vehicle having a rotating electric machine and an engine. The vehicle 40 can be either a manually driven vehicle or an automatically driven vehicle. In addition, the vehicle 40 includes a communication unit (for example, a Data Communication Module (DCM): data communication module) for communicating with the control device 10.

[0018] The wireless power transmission system 1 performs wireless power transmission from the power supply track 20 to the vehicle 40 based on magnetic field resonant coupling (magnetic field resonance).

[0019] The wireless power transmission system 1 transmits power to a vehicle 40 traveling on a power supply lane 20 provided on a road in a non-contact manner. That is, the wireless power transmission system 1 transmits power by magnetic field resonance, and uses magnetic field resonant coupling (magnetic field resonance) to realize power supply to the vehicle 40 while traveling. The wireless power transmission system 1 can be expressed as a dynamic wireless power transmission (D-WPT) system or a magnetic field dynamic wireless power transmission (MF-D-WPT) system.

[0020] The control device 10 and the vehicle 40 both have a communication function and are configured to be able to communicate with each other via a network N. The network N is composed of, for example, an Internet network, a mobile phone network, WiFi (registered trademark, Wireless Fidelity), BLE (Bluetooth (registered trademark) Low Energy), etc.

[0021] The control device 10 exchanges various information with the vehicle 40 and controls the power supply lane 20 and the battery 30. The control device 10 includes a control unit 11, a communication unit 12, and a storage unit 13.

[0022] Specifically, the control unit 11 has a processor composed of a central processing unit (CPU), a digital signal processor (DSP), a field programmable gate array (FPGA), a graphics processing unit (GPU), etc., and a memory (main storage unit) composed of a random access memory (RAM), a read-only memory (ROM), etc.

[0023] The control unit 11 loads the program stored in the storage unit 13 into the working area of ​​the main storage unit and executes the program. The control unit 11 controls each component and the like through the execution of the program, thereby realizing a function consistent with a predetermined purpose.

[0024] The communication unit 12 is composed of, for example, a communication module capable of transmitting and receiving various information. When the power supply lane 20 supplies power to the vehicle 40 or the power supply lane 20 receives power from the vehicle 40, the communication unit 12 communicates with the vehicle 40 through, for example, the network N to transmit and receive various information.

[0025] The storage unit 13 is composed of recording media such as an erasable programmable ROM (EPROM), a hard disk drive (HDD), and a removable medium. Examples of the removable medium include a universal serial bus (USB) memory, a compact disk (CD), a digital versatile disk (DVD), and a Blu-ray (registered trademark) disc (BD). The storage unit 13 can store an operating system (OS), various programs, various tables, various databases, and the like.

[0026] The storage unit 13 stores, for example, various information exchanged with the vehicle 40 , information on the remaining capacity of the battery 30 , and the like.

[0027] Figure 2 is a diagram for explaining the power supply lane. Figure 2 As shown, as long as they have a common function, the shapes of the vehicles may be different.

[0028] The power supply lane 20 is configured to supply electric power to the vehicle 40 in a contactless manner. Specifically, the power supply lane 20 includes a power supply unit 21 including a coil for supplying or receiving electric power to or from the vehicle 40. The power supply unit 21 is buried in the lane of the road.

[0029] The battery 30 is a fixed power storage device. When the power supply track 20 functions as a power transmission track, the battery 30 supplies power to the power supply track 20. When the power supply track 20 functions as a power receiving track, the battery 30 receives power from the power supply track 20 and stores the power. The battery 30 can receive power from an external power generation device and can also supply power to an external user device. Figure 1 Although only one battery 30 is shown in the figure, a battery 30 may be provided for each power supply lane 20 .

[0030] Next, refer to Figure 1 , Figure 3 as well as Figure 4 The structure of the vehicle 40 will be described. Figure 3 It is a diagram showing a schematic configuration of a vehicle to which the vehicle control device according to the embodiment is applied. Figure 4 This is a block diagram for explaining the functional configuration of a vehicle provided with the vehicle control device according to the embodiment.

[0031] The vehicle 40 charges the battery 61 with the electric power supplied from the energizing unit 21 managed by the control device 10 .

[0032] The vehicle 40 is a hybrid vehicle including a first rotating electrical machine 41 (MG1), a second rotating electrical machine 42 (MG2), and an engine 43. Figure 1 The vehicle 40 shown has two rotating electrical machines, but the present invention is not limited thereto, and for example, a structure having one rotating electrical machine capable of outputting a driving force for vehicle travel and an engine 43 may be adopted. In other words, the vehicle 40 of the embodiment only needs to be configured to be able to travel using at least only the driving force (torque) from the rotating electrical machine, or only the driving force (torque) from the engine 43.

[0033] The first rotating electric machine 41 and the second rotating electric machine 42 each include a stator having a three-phase winding (coil) for generating a rotating magnetic field, and a rotor having a permanent magnet for generating torque by the magnetic force between the permanent magnet and the rotating magnetic field. The first rotating electric machine 41 and the second rotating electric machine 42 are so-called electric generators that can operate as a motor and can also operate as a generator.

[0034] The first rotating electric machine 41 is mainly used as a generator. The first rotating electric machine 41 also cranks the engine 43 when the engine 43 is started. In addition, the situation where the first rotating electric machine 41 generates "torque acting on the engine 43" and cranks (rotates the crankshaft of the engine 43) is also called "motor drive".

[0035] The second rotating electrical machine 42 mainly functions as an electric motor and is capable of generating a driving force for the vehicle 40 (torque for causing the vehicle 40 to travel).

[0036] The engine 43 is an internal combustion engine such as a gasoline engine or a diesel engine. In this embodiment, an example in which the engine 43 is a gasoline engine is described. The engine 43 can also generate a driving force for the vehicle 40 (torque for driving the vehicle 40) similarly to the second rotating electric machine 42.

[0037] The vehicle 40 has a power distribution mechanism 51. The power distribution mechanism 51 is a planetary gear mechanism. That is, the power distribution mechanism 51 includes a sun gear (not shown), a ring gear (not shown) arranged concentrically with the sun gear, a plurality of pinions (not shown) meshing with the sun gear and also meshing with the ring gear, and a pinion rack (not shown) that holds the plurality of pinions in a state where they can rotate and revolve around the sun gear.

[0038] The output shaft of the first rotating motor 41 is connected to the sun gear in a manner that can transmit torque. The crankshaft of the engine 43 is connected to the pinion carrier in a manner that can transmit torque. The output shaft of the second rotating motor 42 is connected to the ring gear via a speed reduction mechanism 52 in a manner that can transmit torque. In addition, the output shaft of the second rotating motor 42 is connected to the axle 53 via a speed reduction mechanism 52 in a manner that can transmit torque. The axle 53 is connected to the drive wheel 55 via a differential gear 54 in a manner that can transmit torque.

[0039] A torsional vibration damper 56 is interposed between the engine 43 and the power split mechanism 51. The torsional vibration damper 56 rotatably couples a shaft on the engine 43 side and a shaft on the power split mechanism 51 side via elastic bodies, and absorbs fluctuations in torque generated by the engine 43.

[0040] The vehicle 40 further includes a battery 61, a boost converter 62, and an inverter 63 as a power converter. The battery 61 is a power storage device, such as a secondary battery that can be charged and discharged, such as a lithium-ion battery and a nickel-metal hydride battery. The DC power output by the battery 61 is converted into a voltage (boosted) by the boost converter 62. The DC power after the voltage conversion is converted into AC power by the switching action of the switching element in the inverter 63, and is supplied to the first rotating motor 41 and the second rotating motor 42.

[0041] On the other hand, when at least one of the first rotating motor 41 and the second rotating motor 42 operates as a generator, the AC power generated by them is converted into DC power by the switching operation of the switching element in the inverter 63. Then, the converted DC power is subjected to voltage conversion (voltage reduction) by the boost converter 62 and supplied to the battery 61. As a result, the battery 61 is charged. Alternatively, the AC power generated by the first rotating motor 41 is supplied to the second rotating motor 42 via the inverter 63.

[0042] The control device 80 controls the first rotating motor 41, the second rotating motor 42 and the engine 43, and performs communication with the control device 10 and controls the driving mode of the vehicle 40. The control device 80 includes a transceiver 81, a communication unit 82, a global positioning system (GPS) unit 83, an input / output unit 84, a calculation unit 45, a determination unit 85, a storage unit 87 and an electronic control unit (ECU) 88. In addition, a battery 61 for supplying power to each unit is provided in the vehicle 40. The battery 61 is a power storage device and is configured to be rechargeable. The components for controlling the vehicle 40 are configured using one or more computers, etc., which are composed of a CPU, an FPGA, a ROM, and a RAM.

[0043] The transceiver 81 functions as a receiving unit that receives a power supply signal from the energizing unit 21. In addition, the transceiver 81 functions as a transmitting unit that transmits a power supply signal to the energizing unit 21.

[0044] The communication unit 82 communicates with each external device by wireless communication via the network N. The communication unit 82 receives road traffic information such as regulation and congestion, and information related to disasters from the external device.

[0045] The GPS unit 83 receives radio waves from a GPS satellite and detects the position of the vehicle 40. The detected position is output to the outside as position information of the vehicle 40 or is stored in a storage unit.

[0046] The input / output unit 84 is composed of a touch panel display, a speaker, a microphone, etc. The input / output unit 84 is configured to be able to display text, graphics, etc. on the screen of the touch panel display or output information such as sound from the speaker according to the control performed by the ECU 88. In addition, the input / output unit 84 is configured so that predetermined information can be input to the ECU 88 by the user of the vehicle 40 operating the touch panel display or speaking to the microphone.

[0047] The determination unit 85 determines whether there is surplus regenerative energy, the level of gasoline and electricity prices, and the magnitude relationship between the total CO2 emissions during electric vehicle (EV) driving and hybrid vehicle (HV) driving.

[0048] The selection unit 86 selects either the EV running by the second rotating electric machine 42 or the HV running by the engine 43 based on the determination result of the determination unit 85 .

[0049] The storage unit 87 is composed of a computer-readable recording medium, and stores various programs and various data in a writable and readable manner. As the recording medium, it is composed of a storage medium such as a hard disk, a semiconductor memory, an optical disk, a flash memory, a magnetic disk, and a drive device for these storage media. The storage unit 87 stores an operating system (OS) and various application programs required for the ECU 88 to control the operation of each part of the vehicle 40 as a whole.

[0050] The ECU 88 is composed of an information processing device such as a microcomputer composed of a CPU, FPGA, ROM, and RAM. The ECU 88 controls the electrical operation of each part of the vehicle 40 as a whole. The ECU 88 is configured to perform calculations using input data, pre-stored data, and programs, and output the calculation results as control command signals.

[0051] In the vehicle 40, the accelerator opening sensor 71 detects the operation amount of the accelerator pedal 72 and outputs a signal indicating the operation amount. The control device 80 controls the first rotating electric machine 41, the second rotating electric machine 42, the engine 43, etc. to drive the vehicle 40 based on the operation amount of the accelerator pedal 72 and the vehicle speed.

[0052] Furthermore, when the vehicle 40 is automatically driven, each component is driven according to the instruction signal under the control of the ECU 88 .

[0053] Here, in the present embodiment, the travel mode of the vehicle 40 is controlled based on the power situation, price situation, and environmental load. Figure 5 The process of setting the driving mode will be described. Figure 5 1 is a flowchart showing the flow of a process for setting a driving mode in the embodiment. The process for setting a driving mode is executed, for example, immediately before the vehicle starts driving.

[0054] In this driving control, the ECU 88 obtains information on the use of renewable energy power, the amount of stored power, and the gasoline price and electricity price before or immediately before the process. Renewable energy is energy that exists in nature, such as part of the earth's resources such as sunlight, wind power, and geothermal energy. In addition, the gasoline price and electricity price are prices set under the control of the wireless power transmission system 1.

[0055] First, the ECU 88 divides the route to the set destination into a plurality of sections according to the type of road, such as the road inclination angle, the presence or absence of bumps, etc., and labels the section numbers N (N=1, 2, ..., NMAX ) and set N=1 (S101).

[0056] In addition, if the type of road does not change, N MAX =1.

[0057] Then, the determination unit 85 determines whether there is a surplus of the stored power based on the renewable energy under the control of the wireless power transmission system 1 (based on the power supply area of ​​the power supply track 20) ​​(S102). The determination unit 85 compares the stored power with a preset threshold value to determine whether there is a surplus of the stored power based on the renewable energy. When the determination unit 85 determines that there is a surplus of the stored power based on the renewable energy (S102: No), the ECU 88 moves to S106. On the other hand, when the determination unit 85 determines that there is no surplus of the stored power based on the renewable energy (S102: Yes), the ECU 88 moves to S103.

[0058] In S103, the determination unit 85 compares the gasoline price and the electricity price to determine whether the gasoline price is cheaper than the electricity price. If the determination unit 85 determines that the gasoline price is higher than the electricity price (S103: No), the ECU 88 moves to S106. On the other hand, if the determination unit 85 determines that the gasoline price is cheaper than the electricity price (S103: Yes), the ECU 88 moves to S104.

[0059] In S104, the determination unit 85 compares the total CO2 emissions in the case of HV driving and the total CO2 emissions in the case of EV driving during the driving of the set section number N, and determines whether the total CO2 emissions in the case of EV driving are greater than the total CO2 emissions in the case of HV driving. For example, when driving on a route from the current position to the destination, the determination unit 85 determines the size relationship between the total CO2 emissions generated in the case of HV driving and the total CO2 emissions generated in the case of EV driving. At this time, the size relationship between the total CO2 emissions of HV driving and EV driving changes according to the inclination or unevenness of the road. In addition, in EV driving, even if the vehicle travels the same distance at the same speed, the total CO2 emissions vary according to the type of renewable energy. For example, in the case of power generation by renewable energy, atomic energy and in the case of power generation by thermal power as renewable energy, the total CO2 emissions of power generation based on thermal power become more. Therefore, the determination unit 85 obtains the power generation method used when power is supplied in the driving route, and multiplies the coefficient corresponding to the method to calculate the total CO2 emissions. For example, the coefficient used at this time is a value in which thermal power is larger than renewable energy.

[0060] Alternatively, the determination unit 85 may obtain information on the total CO 2 emission amount from an external device such as the control device 10 to perform the determination.

[0061] When the determination unit 85 determines that the total CO2 emission amount when EV driving is performed is greater than the total CO2 emission amount when HV driving is performed (S104: No), the ECU 88 moves to S106. When the determination unit 85 determines that the total CO2 emission amount when EV driving is performed is less than the total CO2 emission amount when HV driving is performed (S104: Yes), the ECU 88 moves to S105.

[0062] In S105 , the selection unit 86 selects the traveling mode based on HV traveling as the traveling mode of the vehicle 40 for traveling in the section number N.

[0063] When the selection unit 86 selects the running mode, the ECU 88 proceeds to S107 .

[0064] In S106, the selection unit 86 selects the EV driving mode as the driving mode of the vehicle 40 for the driving of the section number N. In the EV driving mode, for example, the vehicle 40 performs EV driving while being powered by the power supply from the power supply lane 20.

[0065] When the selection unit 86 selects the running mode, the ECU 88 proceeds to S107 .

[0066] In S107 , ECU 88 increments the section number N by 1.

[0067] Then, the ECU 88 determines whether the section number N set in S107 is greater than N MAX (S108). The ECU 88 determines that the section number N is greater than N. MAX In the case of (S108: Yes), the driving mode setting process is terminated. MAX In the following case (S108: No), the process proceeds to S104, and the total CO2 emission amount based on the travel of the updated section number N is determined.

[0068] Thus, a travel mode that minimizes the total CO 2 emission is set in consideration of the gasoline price and the electricity price. The ECU 88 controls the travel of the vehicle 40 according to the travel mode selected for each section number.

[0069] In the present embodiment described above, a driving mode with low CO2 emissions is selected for each driving section based on the presence or absence of remaining storage power based on renewable energy and the level of gasoline and electricity prices, thereby setting a driving mode that takes both environmental and economic aspects into consideration. According to the present embodiment, for each section divided into a route to a destination, a driving mode is set based on the total CO2 emissions in consideration of price advantages, so that both economical driving and reduction of environmental load can be achieved.

[0070] (Variation Example)

[0071] Next, refer to Figure 6 Modifications of this embodiment will be described. Figure 6 1 is a flowchart showing the flow of the process of setting the driving mode in the modification. The configuration of the system is the same as that of the wireless power transmission system 1 according to the embodiment, and therefore the description thereof will be omitted.

[0072] In the driving control of the modification 1, first, the ECU 88 divides the route to the set destination into a plurality of sections according to the type of the road, such as the inclination of the road, the presence or absence of bumps, etc., and labels the section numbers N (N=1, 2, ..., N MAX ) and set it to N=1 (S201).

[0073] Then, similarly to S102, the determination unit 85 determines whether there is a surplus of the storage amount based on the renewable energy (S202). When the determination unit 85 determines that there is a surplus of the storage amount based on the renewable energy (S202: No), the ECU 88 moves to S207. On the other hand, when the determination unit 85 determines that there is no surplus of the storage amount based on the renewable energy (S202: Yes), the ECU 88 moves to S203.

[0074] In S203, similarly to S103, the determination unit 85 compares the gasoline price and the electricity price to determine whether the gasoline price is cheaper than the electricity price. When the determination unit 85 determines that the gasoline price is higher than the electricity price (S203: No), the ECU 88 moves to S207. On the other hand, when the determination unit 85 determines that the gasoline price is cheaper than the electricity price (S203: Yes), the ECU 88 moves to S204.

[0075] In S204, the determination unit 85 determines whether the price difference obtained by subtracting the gasoline price from the electricity price is greater than a preset threshold value. Since the driver does not spend the time required for power supply when driving, the threshold value here is set based on the time when the driver supplies gasoline converted into a price. Therefore, the selection of the driving mode is performed on the basis that the time required for refueling is included in the gasoline price.

[0076] When the determination unit 85 determines that the price difference is less than the threshold value (S204: No), the ECU 88 proceeds to S207. On the other hand, when the determination unit 85 determines that the price difference is greater than the threshold value (S204: Yes), the ECU 88 proceeds to S205.

[0077] In S205, in the same manner as in S104, the determination unit 85 compares the total CO2 emission in the case of HV driving and the total CO2 emission in the case of EV driving during driving on the set section number N, and determines whether the total CO2 emission in the case of EV driving is greater than the total CO2 emission in the case of HV driving. The ECU 88 moves to S106 when the determination unit 85 determines that the total CO2 emission in the case of EV driving is greater than the total CO2 emission in the case of HV driving (S205: No). The ECU 88 moves to S105 when the determination unit 85 determines that the total CO2 emission in the case of EV driving is less than the total CO2 emission in the case of HV driving (S205: Yes).

[0078] In S206 , the selection unit 86 selects the traveling mode based on HV traveling as the traveling mode of the vehicle 40 for traveling in the section number N.

[0079] When the selection unit 86 selects the running mode, the ECU 88 proceeds to S208 .

[0080] In S207, the selection unit 86 selects the EV driving mode as the driving mode of the vehicle 40 for driving in the section number N. In the EV driving mode, for example, the vehicle 40 performs EV driving while being powered by the power supply from the power supply lane 20 .

[0081] When the selection unit 86 selects the running mode, the ECU 88 proceeds to S208 .

[0082] In S208 , ECU 88 increments section number N by 1.

[0083] Then, the ECU 88 determines whether the section number N set in S208 is greater than N MAX (S209) The ECU 88 determines that the section number N is greater than N. MAX In the case of (S209: Yes), the driving mode setting process is terminated. MAX In the following case (S209: No), the process proceeds to S205, and the total CO2 emission amount based on the travel of the updated section number N is determined.

[0084] Thus, a driving mode that minimizes the total CO2 emission is set in consideration of gasoline prices, electricity prices, and the time required for refueling. The ECU 88 controls the driving of the vehicle 40 according to the driving mode selected for each section number.

[0085] In the above-described modification, a driving mode with low CO2 emissions is selected for each driving section based on the remaining amount of storage power of renewable energy, the price of gasoline and electricity, and the time to refuel, thereby setting a driving mode that takes both environmental and economic aspects into consideration. According to the modification, for each section divided into the route to the destination, a driving mode is set based on the total CO2 emissions in consideration of the price advantage, so that both economical driving and reduction of environmental load can be achieved.

[0086] Those skilled in the art can easily derive further effects and variations. Therefore, the broader aspects of the present invention are not limited to the specific details and representative embodiments shown and described above. Therefore, various changes can be made without departing from the spirit or scope of the general inventive concept defined by the attached claims and their equivalents.

Claims

1. A vehicle control device for controlling a vehicle having a rotating electric machine and a gasoline engine, receiving electric power from a power supply lane provided on a road side and charging a battery for outputting power of the rotating electric machine, The vehicle control device includes a processor, The processor selects either a first travel by the rotating electric machine or a second travel by the gasoline engine based on electricity prices and gasoline prices and a total CO 2 emission to a destination to control travel of the vehicle on a route to the destination.

2. The vehicle control device according to claim 1, wherein: The processor selects the second traveling when the gasoline price is lower than the electricity price and when the CO 2 emission amount due to the second traveling is lower than the CO 2 emission amount due to the first traveling.

3. The vehicle control device according to claim 1, wherein: The processor divides the route to the destination into a plurality of sections according to the type of the road, and sets one of the first travel and the second travel for each section.

4. The vehicle control device according to claim 1, wherein: The processor selects the second travel when the gasoline price is cheaper than the electricity price and when the price difference between the gasoline price and the electricity price is equal to or larger than a preset threshold.

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