ENERGY MANAGEMENT DEVICE

Abstract

Vehicle energy management device (100) for a vehicle comprising as vehicle equipment a vehicle energy generation device capable of generating energy and a vehicle energy consumption device that consumes energy, wherein the vehicle energy management device (100) comprises: a retrieval part (51) for obtaining information about a route of the vehicle, if the route is determined; a predictive part (54) for predicting an energy consumption state of the vehicle energy consumption device when the vehicle is traveling on the route; an energy generation plan determination part (61) for determining an energy generation plan for the vehicle energy generation device to supply required energy on the basis of the information on the specific driving route of the vehicle obtained by the acquisition part (51) and the energy consumption state predicted by the prediction part (54); an energy generation quantity calculation part (62) for calculating a required energy generation quantity with a predetermined period after the vehicle has started a journey on the specified route, based on the energy generation plan determined by the generation plan determination part (61); and an energy generation conversion part (65) for converting the required amount of energy generation calculated by the energy generation quantity calculation part (62) into a control setpoint for controlling the vehicle energy generation device on the basis of the information relating to the vehicle energy generation device actually installed in the vehicle, and for outputting the control setpoint to a control part of the vehicle energy generation device, wherein the vehicle equipment is divided into several domains corresponding to the vehicle's operating functions and furthermore, within each domain, into several areas (41 to 43) of the vehicle corresponding to mounting locations, the vehicle energy management device also features: a distribution plan determination part (61) for determining an energy distribution plan for each domain based on the energy consumption states of the vehicle devices predicted by the prediction part (54); an energy distribution quantity calculation part (64) for calculating an energy distribution quantity for each domain at each predetermined cycle period after a vehicle start along the route based on the energy distribution plan determined by the energy distribution plan determination part (61); and a distribution quantity conversion part (67) for converting the energy distribution quantity for each domain into an area allocation quantity to be allocated to a respective area in a respective domain, based on information about the vehicle equipment in the respective area of ​​the respective domain, and for outputting an energy quantity value corresponding to the area allocation quantity to a control part in the respective area in the vehicle.

Description

[0001] The present invention relates to a vehicle energy management device for a vehicle comprising vehicle devices that generate energy and vehicle devices that consume energy.

[0002] JP 2000 - 333 305 A discloses a drive control system for a hybrid vehicle which determines a drive plan of an internal combustion engine and an electric motor to minimize fuel consumption of the internal combustion engine according to road conditions of a driving path of the hybrid vehicle to a destination.

[0003] According to this drive control system for a hybrid vehicle, the route to the destination is divided into several segments at predicted points of start or stop of the hybrid vehicle, and a vehicle speed pattern is estimated for each segment based on road conditions along the route to the destination and a driver's drive record. Based on the vehicle speed pattern and the fuel consumption characteristics of the combustion engine, the drive plan of the combustion engine and the electric motor is adjusted segment by segment to minimize energy consumption until the destination is reached.

[0004] According to the drive control system described above, the drive schedule for the combustion engine and the electric motor is determined to achieve minimal fuel consumption from the combustion engine. Based on this specific drive schedule, energy generation and consumption cannot always be optimized for the entire vehicle. Electrical power generated by a generator driven by the combustion engine and regenerative power generated by a motor-generator are now used to power an air conditioning compressor and other vehicle components installed in the hybrid vehicle.In such a case, it is likely that energy will be generated wastefully or that required energy will not be supplied in sufficient quantities if the generator's power output and the motor-generator's regenerative power are not controlled according to the operating conditions of the vehicle's equipment.

[0005] Furthermore, according to the vehicle powertrain control system described above, an electronic control unit manages the drive plan for the combustion engine and the electric motor. If the specifications of the combustion engine or the electric motor are changed, the control logic within the control unit must also be modified accordingly. This means that, since the control unit is designed exclusively for a specific combination of combustion engine and electric motor, it is not sufficiently versatile.

[0006] JP 5 642 253 B1 discloses a vehicle energy management device for a vehicle comprising, as vehicle components, a vehicle energy generation device capable of generating energy and a vehicle energy consumption device that consumes energy, wherein the vehicle energy management device comprises: a acquisition part for obtaining information about a route of the vehicle when the route is determined; a prediction part for predicting an energy consumption state of the vehicle energy consumption device when the vehicle is traveling on the route; an energy generation scheduling part for determining an energy generation schedule for the vehicle energy generation device to supply required energy based on the information about the determined route of the vehicle obtained by the acquisition part and the energy consumption state predicted by the prediction part;an energy generation quantity calculation part for calculating a required energy generation quantity with a predetermined period after the vehicle has started a journey on the specified route, based on the energy generation plan determined by the generation plan determination part; and an energy generation conversion part for converting the required energy generation quantity calculated by the energy generation quantity calculation part into a control setpoint for controlling the vehicle energy generation device based on information concerning the vehicle energy generation device actually installed in the vehicle, and for outputting the control setpoint to a control part of the vehicle energy generation device.

[0007] DE 198 31 487 C1 discloses methods for operating a hybrid drive of a motor vehicle comprising an internal combustion engine, a battery and a generator as drive components, comprising the following steps: acquiring information regarding a distance to be traveled, calculating expected power requirements for the hybrid drive over the course of the journey taking into account the acquired information, determining a schedule regulating the control of the individual drive components or operating modes of the drive components over the course of the journey taking into account the respective efficiencies of the drive components or operating modes as a function of the expected power requirements.

[0008] DE 697 09 002 T2 discloses a method for controlling the state of a vehicle battery, comprising the steps of: arranging a motor / generator which delivers driving force to a drive shaft and recovers electrical energy when a braking torque acts on the drive shaft; connecting the battery to the motor / generator to charge and discharge it with the recovered electrical energy to supply the electrical energy required to drive the motor; detecting the state of the battery; predicting a driving state of the vehicle; arranging an internal combustion engine which is operated by burning fuel based on the energy required by the entire vehicle, and a generator which converts at least a portion of the mechanical energy delivered by the internal combustion engine into electrical energy; and connecting the battery to the generator.to charge them with the electrical energy converted by the generator, setting the target state of the battery and the output state of the internal combustion engine based on the predicted driving conditions, and controlling the internal combustion engine and the generator so that the state of the battery is equal to the target state.

[0009] DE 10 2008 043 398 A1 discloses a method for operating a generator of a vehicle comprising: determining an expected energy requirement for operating the vehicle on a predetermined route, determining an amount of electrical energy to be generated when operating the vehicle on the predetermined route as a function of the expected energy requirement, and operating the generator as a function of the amount of electrical energy to be generated when operating the vehicle on the predetermined route.

[0010] JP H08-322 107 A discloses a control system for a hybrid vehicle, wherein a central control unit of a generator system control receives road information from a vehicle navigation device, calculates the required driving energy for the journey from the current position to the destination, determines a generator power pattern based on the required driving energy and the generator's charging capability, calculates a target generator output power based on the generator power pattern and the state of charge of a battery, and calculates the target throttle opening and target field current magnitude such that the actual generator output power matches the target generator output power.

[0011] It is an object of the invention to provide a vehicle energy management device that is more versatile and capable of better optimizing energy generation and consumption throughout the vehicle. This object is achieved by a vehicle energy management device with the features of claim 1 and claim 8, respectively. The dependent claims are directed to advantageous embodiments of the invention. Fig. Figure 1 is a block diagram showing an example of the overall configuration of a control system for a vehicle; Fig. Figure 2 is a schematic view of a vehicle divided into three areas, namely a front area, a middle area and a rear area; Fig. Figure 3 is a table showing an exemplary arrangement of device control parts for the respective areas; Fig. Figure 4 is a block diagram showing a general configuration of an energy management system for a vehicle; Fig. Figure 5 is a flowchart showing detailed processing performed by an energy balancing service for the vehicle energy management device; Fig. Figure 6 is a flowchart showing detailed processing performed by an energy generation service of the vehicle energy management device; Fig. Figure 7 is a flowchart showing a detailed processing procedure performed by a generation quantity conversion part of the vehicle energy management device; Fig. Figure 8 is a flowchart showing a conversion process performed by the generation quantity conversion service to convert the energy generation quantity into a control setpoint for the vehicle device; Fig. 9 is a flowchart showing detailed processing performed by an energy storage service of the vehicle energy management device; Fig. Figure 10 is a flowchart showing detailed processing performed by a storage quantity conversion part of the vehicle energy management device; Fig. Figure 11 is a flowchart showing a conversion process performed by the storage quantity conversion part to convert an energy storage quantity into a storage setpoint of the vehicle device; Fig. Figure 12 is a flowchart showing detailed processing performed by a vehicle energy management device's power distribution service; and Fig. Figure 13 is a flowchart showing detailed processing performed by a distribution quantity conversion part of the vehicle energy management device.

[0012] A vehicle energy management device according to an embodiment of the present invention is described below with reference to the accompanying drawings. In the embodiment described below, it is assumed that the vehicle energy management system is used for a hybrid vehicle comprising an internal combustion engine and an electric motor (motor-generator) as a drive source, as well as a generator driven by the internal combustion engine to produce electrical power for driving the electric motor. Alternatively, the vehicle energy management device can be used for a general vehicle comprising only an internal combustion engine or an electric vehicle comprising only an electric motor. The following description refers to the division of the vehicle into domains or areas.Since this domain division is closely correlated with a control architecture of a vehicle control system, the following domain division does not have to be used in the same way as shown below as an example, but can be appropriately modified according to different control architectures.

[0013] In Fig. Figure 1 shows an example of an overall configuration of a vehicle control system 100 for several vehicle devices of a hybrid vehicle as a block diagram. The vehicle energy management device according to the present embodiment is included in the vehicle control system 100, which is located in Fig. 1 is shown.

[0014] The vehicle control system 100 is divided into several domains according to the functions or roles of the various vehicle devices mounted in the vehicle, which are to be controlled. Each domain is hierarchically structured into device control parts 15 to 18, 25 to 28, and 35 to 38 for controlling vehicle devices, and domain control parts 11 to 14, 21 to 24, and 31 to 34 for centrally managing the control operations of the device control parts.

[0015] In the vehicle control system 100 according to the present embodiment, the domain control parts include master domain control parts 11 to 14 as well as local domain control parts 21 to 24 and 31 to 34, although this will be described later. The master domain control parts 11 to 14 calculate control setpoints for their entire domain and a range control setpoint for each range to achieve the control setpoint of the entire domain. The local domain control parts 21 to 24 and 31 to 34 are arranged for the corresponding ranges to calculate control setpoints for the corresponding device control parts 15 to 18, 25 to 28, and 35 to 38 to achieve the calculated range control setpoints. Each domain control part 11 to 14, 21 to 24, and 31 to 34 is connected in such a way that it can communicate with the others.In the vehicle control system 100 according to the present embodiment, an integrated control unit 1 is arranged to enable several master domain control units 11 to 14 to perform coordinated control and to arbitrate (select) competing control among the master domain control units 11 to 14. The integrated control unit 1 includes an information infrastructure 2 and a power infrastructure 3. The information infrastructure 2 collects a variety of information in the vehicle and makes the collected information available to the domain control units 11 to 14, 21 to 24, and 31 to 34. The power infrastructure 3 optimizes the generation and consumption of energy for the entire vehicle by managing the generation, storage (reserve), and distribution of energy within the vehicle.

[0016] According to the detailed exemplary domain subdivision of the Fig. The vehicle control system 100 is divided into four domains: a chassis domain (CS domain), a power transmission domain (PT domain), a body domain (BD domain), and an environment domain (EVI domain). According to the domains, which are determined as described above, a number of vehicle devices installed in the hybrid vehicle are grouped by functional similarity or a relationship to one another.

[0017] The chassis domain contains, for example, vehicle components such as a brake actuator, a shock absorber, a tire pressure sensor, an electric power steering system, a transmission, and a vacuum pump. The brake actuator drives structural components of a hydraulic braking system, such as a hydraulic pump and an electromagnetic valve, and operates a hydraulic brake located in each wheel. The shock absorber is located in each wheel and regulates the damping force. The tire pressure sensor is located in each wheel and transmits a signal of the air pressure via radio communication. The transmission transfers the rotation of the internal combustion engine and the electric motor to a drive shaft by changing the rotational speed with a suitable gear ratio.The vacuum pump generates a vacuum pressure which is supplied to a master cylinder by amplifying a foot actuation force applied by the driver to a brake pedal.

[0018] The chassis domain contains chassis device control parts 15, 25, and 35, which control the vehicle devices described above. For example, chassis device control parts 15, 25, and 35 include a brake actuator control part, a shock absorber control part, an air pressure sensing control part, a power steering control part, a transmission control part, a vacuum pump control part, and similar components. The hydraulic brake device regulates hydraulic pressures for the front and rear wheels independently. The brake actuator is divided into a front-wheel brake actuator, which regulates the hydraulic brake pressures of the left and right front wheels individually, and a rear-wheel brake actuator, which regulates the hydraulic brake pressures of the left and right rear wheels individually. Therefore, a front-wheel brake actuator control part and a rear-wheel brake actuator control part are provided as brake actuator control parts.

[0019] Although the chassis device control parts 15, 25, and 35 are generally arranged individually in accordance with vehicle devices contained in the chassis domain, alternatively, a chassis device control part common to several vehicle devices may be arranged or present. The chassis device control parts 15, 25, and 35 are each formed from electronic control units (ECUs). The chassis device control parts 15, 25, and 35 may be formed from individual ECUs or, alternatively, from a single common ECU I. Furthermore, the device control part forming the ECU in the chassis domain may be shared with the device control part forming an ECU in another domain.

[0020] The chassis device control parts 15, 25 and 35 control the corresponding vehicle devices on the basis of the control setpoints supplied by the corresponding chassis domain control parts 11, 21 and 31.

[0021] The chassis domain control parts 11, 21, and 31 are formed from a master chassis domain control part 11 as the master domain control part and local chassis domain control parts 21 and 31 as local chassis domain control parts. As described later, the master chassis domain control part 11 and the local chassis domain control parts 21 and 31 are present in a three-area configuration when the vehicle is divided into three areas. The master chassis domain control part 11 performs the function of both a master domain control part and a local domain control part.

[0022] The master chassis domain control unit 11, acting as the master domain control unit, determines the control setpoint for the entire chassis domain according to a vehicle state and a driver's operating state. It also determines a range control setpoint to be achieved within a specific range, based on the overall domain control setpoint. The range control setpoint determined by the master chassis domain control unit 11 is used by the local chassis domain control units 21 and 31. These local chassis domain control units calculate the control setpoints for the chassis device control units 25 and 35, respectively, based on the range control setpoints used, and output the calculated control setpoints to the chassis device control units 25 and 35.In this case, the master chassis domain control part 11 also calculates, as a local domain control part, the control setpoint for controlling the chassis device control part 15 according to the area control setpoint of the area to which it belongs, and outputs this to the chassis device control part 15.

[0023] The power transmission domain contains vehicle components such as an internal combustion engine and a motor-generator (MG), a drive power distribution mechanism, a high-voltage battery, a generator, a DC-DC converter, a charging device interface (IF), and similar components. The internal combustion engine and the motor-generator generate and supply drive power for acceleration, deceleration, and maintaining a constant speed. The drive power distribution mechanism distributes torque (drive power) generated by the internal combustion engine and / or the motor-generator to the vehicle's four wheels. The high-voltage battery supplies drive power to the motor-generator and stores the electrical energy generated by the motor-generator. The generator produces drive power for the motor-generator and other vehicle components.The DC-DC converter transforms the high voltage from the high-voltage battery down to a low voltage and supplies this low voltage to a low-voltage battery to charge it. The charging device interface charges the high-voltage battery via an external charging system. The power transmission domain can also include vehicle equipment such as a low-voltage battery and distribution boxes (JBs) that switch the power supply from the low-voltage battery to various vehicle equipment on and off.

[0024] The low-voltage battery system contains several batteries, such as a main low-voltage battery located in the vehicle's engine compartment and an auxiliary low-voltage battery located under the luggage compartment floor. The distribution boxes include a front distribution box, a middle distribution box, and a rear distribution box. The front distribution box switches the power supply to vehicle equipment located in and near the engine compartment on and off. The middle distribution box switches the power supply to vehicle equipment located in and near the passenger compartment on and off. The rear distribution box switches the power supply to vehicle equipment located in and near the luggage compartment on and off.Each of the distribution boxes selects the main low-voltage battery or the auxiliary low-voltage battery as a power supply source for the vehicle equipment.

[0025] The power transmission domain contains power transmission device control parts 16, 26, and 36 for controlling the vehicle devices described above. The power transmission domain includes, for example, as power transmission device control parts 16, 26, and 36, an internal combustion engine control part, an engine-generator control part, a drive power distribution mechanism control part, a generator control part, a high-voltage battery control part, a DC-DC converter control part, a charging device interface control part, a main low-voltage battery control part, an auxiliary low-voltage battery control part, a front distribution box control part, a center distribution box control part, a rear distribution box control part, and similar components.The power transmission device control parts 16, 26 and 36 control the corresponding vehicle devices on the basis of control setpoints supplied by the corresponding power transmission domain control parts 12, 22 and 32.

[0026] The power transmission domain control parts 12, 22, and 32 are configured as a master power transmission domain control part 12 and local power transmission domain control parts 22 and 32. The master power transmission domain control part 12 and the local power transmission domain control parts 22 and 32 are present in a three-area configuration when the vehicle is divided into three areas. The master power transmission domain control part 12 functions as both a master domain control part and a local domain control part. The master power transmission domain control part 12, as the master domain control part, determines the control setpoint of the entire power transmission domain and also determines an area control setpoint to be achieved in a respective area, based on the control setpoint of the entire domain.The area control setpoint, which is determined by the master power transmission domain control part 12, is supplied to a respective local power transmission domain control part 22, 32.

[0027] The body domain contains vehicle components such as headlights, an external airbag, electric motors, an air conditioning system, occupant airbags, taillights, and similar items. The headlights include headlights and position lights (turn signals). The external airbag is located on the front of the hood to protect pedestrians and other occupants. The electric motors operate wipers to remove raindrops from the windshield, to lock and unlock doors, to raise and lower windows, to move seats in the passenger compartment, and to automatically open and close the vehicle's trunk lid. The air conditioning system regulates the interior temperature and humidity. The occupant airbags are present to protect occupants in the passenger compartment. The taillights include brake lights and similar functions.The body domain contains body device control parts 17, 27, and 37, comprising a front light control part, an external airbag control part, a wiper control part, a door control part, a seat control part, an air conditioning control part, an occupant airbag control part, a trunk lid control part, and a rear light control part. Body device control parts 17, 27, and 37 control the corresponding vehicle devices based on setpoint values ​​supplied by the corresponding body domain control parts 13, 23, and 33.

[0028] The body domain control parts 13, 23, and 33 are formed from a master body domain control part 13 and local body domain control parts 23 and 33. If the vehicle is divided into three areas, the body domain control part 13 and the body domain control parts 23 and 33 are arranged in a three-area configuration. The master body domain control part 13 functions both as a master domain control part and as a local domain control part. As the master domain control part, the master body domain control part 13 determines the control setpoint for the entire body domain and also determines an area control setpoint to be achieved in each area, based on the control setpoint of the entire domain.The area control setpoint determined by the master body domain control part 13 is used for the respective local body domain control part 23, 33.

[0029] The environmental domain includes a front laser radar and a millimeter-wave radar, an ambient temperature sensor, a rear camera, a rear millimeter-wave radar, a communication device, and similar components. The front laser radar and millimeter-wave radar are mounted on the front grille or front bumper of the vehicle to detect obstacles in a forward direction. The ambient temperature sensor measures the vehicle's ambient temperature. The rear camera is mounted on a surface of the rear windshield on the passenger compartment side to provide a rear view of the vehicle. The rear millimeter-wave radar is mounted on the rear bumper of the vehicle to detect obstacles in a reverse direction.The communication device communicates with a portable key carried by a driver to verify the key's authenticity. The environmental domain includes, as environmental device control parts 18, 28, and 38, a laser radar control part, a front millimeter wave radar control part, a temperature sensor control part, a rear camera control part, a rear millimeter wave control part, and a communication device control part (verification device). The environmental device control parts 18, 28, and 38 control the corresponding vehicle devices based on control setpoints supplied by the corresponding environmental domain control parts 14, 24, and 34.

[0030] The environmental domain control parts 14, 24, and 34 are configured as follows: Master environmental domain control part 14, and local environmental domain control parts 24 and 34. Master environmental domain control part 14, as well as local environmental domain control parts 24 and 34, are present in a three-area configuration when the vehicle is divided into three areas. Master environmental domain control part 14 functions as both a master domain control part and a local domain control part. As the master domain control part, master environmental domain control part 14 determines the control setpoint for the entire environmental domain and also determines an area control setpoint to be achieved in each area, based on the control setpoint of the entire domain.The area control setpoint, which is determined by the master environment domain control part 14, is supplied to the local environment domain control part 24, 34.

[0031] The vehicle devices, the chassis device control parts 15 to 18, 25 to 28 and 35 to 38 as well as the domain control parts 11 to 14, 21 to 24 and 31 to 34, which have been described above, are arranged in the vehicle as follows.

[0032] The vehicle devices described above are arranged at the front, middle, and rear of the vehicle, taking into account the required roles and mounting spaces. Therefore, if the domain control components 11 to 14, 21 to 24, and 31 to 34 are concentrated at a predetermined position in the vehicle, the total length of the communication wires between the predetermined position and the vehicle devices increases, and the wiring effort for the communication wires becomes more complex.

[0033] In the vehicle control system 100 according to the present embodiment, the vehicle is divided into at least two areas. As is the case, for example, in Fig. As shown in Figure 2, the vehicle is divided into three sections, namely a front section 41, a middle section 42, and a rear section 43. The number of subdivisions is not limited to three, as shown in Figure 2. Fig. 2 is shown. Alternatively, the vehicle can be divided into two sections, namely a front section and a rear section. Alternatively, the vehicle can also be divided into four sections, namely a front right section, a front left section, a rear right section, and a rear left section. In the case of division into four sections, the front section, which is shown in Fig. As shown in Figure 2, the vehicle can be divided into two sections: a front right section and a front left section. The vehicle can be divided into five or six sections if it is larger.

[0034] By dividing the vehicle into at least two sections, as described above, several vehicle devices are distributed across the respective sections according to their respective mounting locations. Corresponding to the distribution locations of the vehicle devices, the device control parts 15 to 18, 25 to 28, and 35 to 38 are also located in the same sections as the corresponding vehicle devices. Furthermore, the master domain control parts 11 to 14, the local domain control parts 21 to 24, and 31 to 34, which are structural elements of the domain control parts 11 to 14, 21 to 24, and 31 to 34, are also located in the same sections as the corresponding device control parts 15 to 18, 25 to 28, and 35 to 38, to which the control setpoints are output.

[0035] As a result, the local domain control parts (including the master domain control parts, which have functions of the local domain control parts) 11 to 14, 21 to 24, and 31 to 34, the device control parts 15 to 18, 25 to 28, and 35 to 38, as well as the vehicle devices that are related to each other, are arranged in the same areas. It is therefore possible to reduce the length of the communication wires connecting the local domain control parts, the device control parts, and the vehicle devices to a single communication wire. Consequently, it is possible to simplify the complex wiring of the communication wires in the vehicle.

[0036] In the example that is in Fig. As shown in Figure 1, the master domain control parts 11 to 14 in each domain are located in the central area 42 of the vehicle and can communicate with each other. The local domain control parts 21 to 24 of each domain are located in the front area 41 of the vehicle and can communicate with each other. The local domain control parts 31 to 34 of each domain are located in the rear area 43 of the vehicle and can communicate with each other. The master domain control parts 11 to 14 of each domain can be located in either the front area 41 or the rear area 43.

[0037] Fig. Figure 3 shows an exemplary arrangement of the device control parts 15 to 18, 25 to 28 and 35 to 38 in the respective areas 41, 42, 43. In the example shown in Fig. As shown in Figure 3, the front area 41 in the chassis domain comprises a chassis device control part 25, a front wheel brake actuator control part, a front wheel damper control part for controlling a damping force of dampers of left and right front wheels, a front wheel air pressure sensing control part for controlling air pressures of the left and right front wheels, a power steering control part and a transmission control part.

[0038] The central area 42 has a vacuum pump control part as device control part 15. The rear area 43 has a rear wheel brake actuator control part, a rear wheel damper control part and a rear wheel air pressure sensing control part as chassis device control part 35.

[0039] In the power transmission domain, the front section 41, as power transmission device control part 26, comprises an internal combustion engine control part, an engine-generator control part, a generator control part, a main low-voltage battery control part, and a front distribution box control part. The middle section 42, as power transmission device control part 16, comprises a drive force distribution mechanism control part and a center distribution box control part. The rear section 43, as power transmission device control part 36, comprises a high-voltage battery control part, a DC-DC converter control part, a charging device interface control part, an auxiliary low-voltage battery control part, and a rear distribution box control part.

[0040] In the body domain, the front area 41, as body device control part 27, includes a front light control part, a front outer airbag control part, and a wiper control part. The middle area 42, as body device control part 17, includes a door control part, a seat control part, an air conditioning control part, and an occupant airbag control part. The rear area 43, as body device control part 37, includes a trunk lid control part, a taillight control part, and a rear outer airbag control part.

[0041] In the environmental domain, the front region 41, as environmental device control part 28, comprises a laser radar control part and a front millimeter wave radar control part. The middle region 4, as environmental device control part 18, comprises a temperature sensor control part and a communication device control part. The rear region 43, as environmental device control part 38, comprises a rear camera control part and a rear millimeter wave radar control part.

[0042] As described above, the vehicle's equipment includes a generator for producing electrical energy and a motor-generator. The electrical energy generated by the generator is used to drive the motor-generator and is stored in the high-voltage battery. When the motor-generator performs regenerative braking during vehicle deceleration, the kinetic energy of the vehicle's drive wheels is converted into electrical energy and stored in the high-voltage battery.

[0043] The electrical energy stored in the high-voltage battery is used to power the motor-generator when the vehicle accelerates and also to electrically drive the air conditioning compressor. The vehicle also features a DC-DC converter to step down the high voltage stored in the high-voltage battery and supply the low voltage to the low-voltage battery. Thus, the electrical energy generated by the generator or motor-generator is also used by various vehicle components powered by the low voltage stored in the low-voltage battery.

[0044] For this reason, if no power generation from the generator and no power regeneration from the motor-generator are controlled according to the operating conditions of the vehicle equipment in the vehicle, it is likely that energy will be generated wastefully or that the required energy will not be supplied in sufficient quantities.

[0045] In the present embodiment, the vehicle control system 100 accordingly includes the vehicle energy management device for generating energy that corresponds to the energy required for the entire vehicle. The vehicle energy management device is referred to below with reference to Fig. 4 described.

[0046] As it is in Fig. As shown in Figure 4, the vehicle energy management device according to the present embodiment is implemented as an energy infrastructure 3. The vehicle energy management device has as its main functions an energy balancing service 61, an energy generation service 62, an energy storage service 63, an energy distribution service 64, a generation quantity conversion part 65, a storage quantity conversion part 66, and a distribution quantity conversion part 67. Each function of the device is performed by a microcomputer that executes programs according to the various functions described above.

[0047] The Energy Balancing Service 61 receives a variety of information from the Information Infrastructure 2 and determines plans for the generation, storage, and distribution of energy. The Energy Balancing Service 61 issues the generation plan, the storage plan, and the distribution plan to the Energy Generation Service 62, the Energy Storage Service 63, and the Energy Distribution Service 64.

[0048] The information that the energy balancing service 61 receives from the information infrastructure 2 is first described, before the processing by the energy balancing service 61 is described.

[0049] Information infrastructure 2 includes a route information output unit 51, which collects information concerning a route to a destination when the route to the destination is or has been determined by a navigation device (not shown) or similar. The route information output by the route information unit 51 includes, in addition to information specifying the route itself, information such as the driving speed on each road included in the route, traffic light positions, altitudes and gradients, as well as information such as the location and time zone of any potential traffic jams. Information concerning the latest traffic jam can be obtained by communicating with an external server each time the route is determined.

[0050] An energy generation information input unit 52 receives route information from the route information output unit 51. The energy generation information input unit 52 divides the route into several segments and predicts the amount of electrical energy that will be generated by regenerative braking from the motor-generator during deceleration or when driving downhill in each segment, taking into account information about the vehicle speed, altitude, road gradient, and traffic congestion in that segment. The energy generation information input unit 52 provides the predicted amount of regenerative electrical energy to the energy balancing service 61 as information concerning energy generation.

[0051] A device prediction information output part 53 obtains the route information from the route information output part 51. The device prediction information output part 53 also obtains information about the vehicle device that is currently in continuous use in the vehicle. For example, the device prediction information output part 53 obtains information about the states of the air conditioning and audio-visual (AV) devices as information about the continuously used vehicle device. Based on the information obtained, the device prediction information output part 53 predicts the states of the vehicle device devices when the vehicle is traveling along the route.Device Prediction Information Output Part 53, for example, assumes that the vehicle devices currently in operation will continue to operate and predicts the types of vehicle devices that will be used as the vehicle travels along the route. For example, in a case where the route includes a tunnel or where the sun is expected to set while traveling along the route, Device Prediction Information Output Part 53 predicts that the headlights and similar vehicle devices will be operated. In a case where rain is expected along the route based on a weather forecast from an external server, Device Prediction Information Output Part 53 predicts that the windshield wipers will be operated.When the vehicle is traveling on a winding road, the device prediction information output part 53 predicts that an electric power steering device will be used frequently. These prediction results regarding the vehicle devices are output to an energy demand information input part 54. In a case where the assumed conditions used for the prediction change, for example, if the route is changed or the continuously operated vehicle device is changed, the prediction result regarding the operating state of the vehicle device is updated. The energy balancing service 61 then determines a new energy generation plan, energy storage plan, and energy distribution plan, as described later.

[0052] An energy demand information input unit 54 obtains the prediction result regarding the operating state of the vehicle equipment from the equipment prediction information output unit 53. Based on the obtained prediction result regarding the operating state of the vehicle equipment, the energy demand information input unit 54 predicts an energy consumption state when the vehicle is traveling on the route. The energy demand information input unit 54 provides the predicted energy consumption state of the vehicle equipment to the energy balancing service 61 as energy demand information.

[0053] The information infrastructure 2 also includes a vehicle equipment restriction information feeder 55, which stores information about the performance capabilities and similar data of each vehicle equipment and its restriction information. The vehicle equipment restriction information feeder 55 transmits the restriction information of each vehicle equipment to the energy balancing service 61. The information transmitted by the vehicle equipment restriction information feeder 55 can include various characteristic values ​​or property values, such as battery capacities and time-based charge capacities of the high-voltage battery and the low-voltage batteries, a maximum power output of the generator, and a maximum power output of the motor-generator.

[0054] The Energy Balancing Service 61 obtains information from the Energy Generation Information Input Part 52, the Energy Demand Information Input Part 54, and the Vehicle Equipment Restriction Information Input Part 55 and performs processing to determine the energy generation, energy storage, and energy distribution plans. The following is a detailed description of the processing performed by the Energy Balancing Service 61, with reference to the flowchart of the Fig. 5 described.

[0055] First, in step S100, energy generation information is obtained, and in step S110, energy demand information is obtained. The energy balancing plan is determined in step S120. Specifically, based on the energy consumption state of each vehicle device, obtained from the energy demand information input part 54, assuming the vehicle is traveling on the route, a total energy consumption of the vehicle devices, i.e., a required energy generation quantity, is calculated. A total quantity of renewable energy in each segment of the route, obtained from the energy generation information input part 52, is calculated and subtracted from the required generation quantity. If this subtraction result is positive, it indicates that the renewable electrical energy alone is insufficient to supply the total energy consumption of the vehicle devices.For this reason, an insufficient amount of energy is determined as the amount that must be generated in addition to the renewable electrical energy. In a case where the subtraction result is negative, this indicates that the renewable electrical energy alone is sufficient to supply the total energy consumption of the vehicle's equipment. Therefore, the amount of energy that must be generated in addition to the renewable electrical energy is set to zero. Thus, the energy balancing plan is determined.

[0056] Since, in the present embodiment, renewable electrical energy is used with priority, the renewable electrical energy that will be consumed while the vehicle travels the route is predicted, and its total amount is subtracted from the total amount of energy that will be consumed by the vehicle's equipment. In the case where the vehicle does not have a motor-generator driven by the drive wheels and is not capable of regenerative braking, the total amount of energy consumed by the vehicle's equipment can be determined as the amount of energy that must be generated.

[0057] In the case where the vehicle contains a vehicle device such as a solar module or a thermoelectric module for generating power using exhaust gas and the like, which is capable of continuously generating energy, it is advantageous if the energy balancing plan is determined with priority using the energy generated by such a vehicle device.

[0058] In the subsequent step S130, the energy generation plan, energy storage plan, and energy distribution plan are determined based on the energy balancing plan. Specifically, if an additional amount of energy needs to be generated beyond the renewable electrical energy, this amount is adjusted and added to the renewable electrical energy to determine the energy generation plan. In this case, the energy to be generated is adjusted by avoiding a period during which the renewable electrical energy might be generated in excess of a predetermined amount. This makes it possible to avoid a plan that generates an excessive amount of electrical energy at any given time, as the simultaneous generation of electrical energy occurs through both the generator and regenerative braking.Following the energy generation plan described above, Energy Balancing Service 61 determines the energy storage plan. This plan compares changes in the energy consumption status of vehicle equipment, obtained as energy demand information, with changes in energy generation. If energy generation exceeds energy consumption, the excess energy is designated as energy storage in the energy storage plan. Finally, Energy Balancing Service 61 determines the energy distribution plan for each domain based on the energy consumption status of each vehicle equipment, obtained as energy demand information.This means that by collecting the energy consumption figures of the vehicle devices in each domain, the energy distribution plan is determined in such a way that the amount of electrical energy to be supplied to each domain is specified.

[0059] In the next step, S140, the vehicle equipment restriction information is obtained from the vehicle equipment restriction information input part 55. Then, in step S150, it is checked whether each of the plans determined in step S130 is feasible, that is, possible. The feasibility of the plan is determined, for example, by checking whether the generation of electrical energy exceeding the generator's power generation capacity has been specified in the power generation plan, and / or whether the storage of electrical energy exceeding the capacities of the high-voltage battery and the low-voltage batteries has been specified in the energy storage plan. If step S150 determines that each plan is feasible, processing is carried out in step S170.If a particular plan is determined to be impracticable, meaning not feasible, processing is carried out in step S160. In step S160, the plan determined in step S130 is modified into a feasible plan based on the restriction information regarding the vehicle equipment. Then, in step S170, the energy generation plan, energy storage plan, and energy distribution plan, determined in step S130 or modified in step S160, are output.

[0060] It is advantageous if the energy balancing service 61 supplies the energy generation plan, the energy storage plan and the energy distribution plan to the energy supply information supply part 56 of the information infrastructure 2, so that these can be presented on a display located in the vehicle passenger compartment or that other control parts can refer to them.

[0061] The following is a detailed description of the processing carried out by the power generation service 62, with reference to the flowchart of the Fig. 6 described. The processing, which is shown in the flowchart of the Fig. As shown in Figure 6, this process is executed repeatedly at each predetermined control cycle period.

[0062] First, in step S200, the energy generation plan determined by the energy balancing service 61 is retrieved. In the subsequent step S210, it is checked whether the vehicle devices, which are vehicle energy generation devices capable of generating energy, are in a state of energy generation. For example, if a vehicle energy generation device has any abnormality and is unable to generate the requested energy, it is determined that such a vehicle device is incapable of generating energy. If step S210 determines that the vehicle device is capable of generating energy, step S220 is executed. If step S210 determines that the vehicle device is incapable of generating energy, the processing in the flowchart of the Fig. 6 completed.

[0063] In step S220, the amount of energy to be generated by the vehicle device currently capable of generating energy is calculated based on the retrieved energy generation plan. The energy generation quantity represents an instantaneous target amount of energy to be generated in the entire vehicle, independent of the vehicle device that will be assigned later. The energy generation quantity includes information indicating a minimum sufficient level of generation that will not substantially impair the operation of the vehicle device. The calculated energy generation quantity is output to the generation quantity conversion unit 65 of energy infrastructure 3.

[0064] The generation quantity conversion part 65 converts the energy generation quantity calculated by the energy generation service 62 into the control setpoint for controlling the vehicle device capable of generating power, i.e., the instantaneous setpoint for controlling the vehicle device, based on information concerning the vehicle device actually installed in the vehicle and capable of generating power. The generation quantity conversion part 65 then outputs the calculated control setpoint to the control part for the vehicle device capable of generating power, i.e., the master power transmission domain control part 12. Thus, a conversion to combine control spaces managed on different time axes is achieved.The control setpoint for controlling the vehicle device capable of generating energy tolerates temporal changes within a range that is not below the minimum required level.

[0065] The master power transmission domain control part 12 includes as control functions a vehicle longitudinal coordinator (VLC) 71, a power transmission coordinator (PTC) 72, a motor-generator coordinator (MGC) 73 and an electric load coordinator (ELC) 74, as described in Fig. 4 is shown.

[0066] The vehicle longitudinal coordinator 71 calculates a target acceleration (deceleration) in a forward-reverse direction of the vehicle to fundamentally control the vehicle's forward-reverse movement based on the driver's input. If a driving assistance function is active, it executes the forward-reverse movement in response to a request from that function. The vehicle longitudinal coordinator 71 calculates a target drive torque (axle torque setpoint) to achieve the target acceleration (deceleration). The axle torque setpoint, calculated as described above, is output to the power transmission coordinator 72.

[0067] To achieve the axle torque setpoint output by the vehicle longitudinal coordinator 71, the power transmission coordinator 72 calculates the torques (internal combustion engine torque and engine-generator torque) to be achieved by the internal combustion engine and the engine-generator, respectively. In this calculation, the power transmission coordinator determines the internal combustion engine torque for improved fuel economy by referencing, for example, an equivalent fuel consumption curve. In a case where the power transmission coordinator 72 receives a torque increase request from the generation quantity conversion unit 65, as described later, the power transmission coordinator 72 determines the internal combustion engine torque to be generated such that the internal combustion engine's fuel consumption is as good as possible when the internal combustion engine torque includes the required torque increase.

[0068] The power transmission coordinator 72 determines the motor-generator torque, which supplements or compensates for the torque deficit with respect to the specified internal combustion engine torque. The internal combustion engine torque and the motor-generator torque, calculated as described above, are output to the motor-generator coordinator 73, which is a logic block that performs a control function for the motor-generator.

[0069] The electrical load coordinator 74, a logic block with an electrical load control function, calculates a state of charge (SOC), which is a rate (ratio) of remaining charge relative to battery capacity, for both the high-voltage and low-voltage batteries based on measured voltage, current, and temperature. The electrical load coordinator 74 also calculates a state of health (SOH), which is a rate (ratio) of current capacity relative to the initial capacity of each battery. The electrical load coordinator 74 outputs these calculation results to the motor-generator coordinator 73.

[0070] The electrical load coordinator 74 features a DC-DC converter control function as an additional feature. By operating the DC-DC converter, the ELC charges the low-voltage battery with the electrical energy that has been charged into the high-voltage battery.

[0071] The motor-generator coordinator 73 calculates chargeable and dischargeable quantities based on the charge levels of the high-voltage and low-voltage batteries, as obtained from the electrical load coordinator 74. The motor-generator coordinator 73 also performs torque correction processing, which corrects the internal combustion engine torque and the motor-generator torque output by the power transmission coordinator 72 based on the chargeable and dischargeable quantities. For example, if the charge level of the high-voltage battery is low and the motor-generator torque output by the power transmission coordinator 72 cannot be generated, the required motor-generator torque is reduced to the amount that can be generated, and the internal combustion engine torque is increased by the amount of the reduction.In a case where the motor-generator coordinator 73 corrects the internal combustion engine torque through torque correction processing, the motor-generator coordinator 73 sends the corrected internal combustion engine torque back to the power transmission coordinator 72.

[0072] The following is a detailed description of the processing carried out by the production quantity conversion part 65, with reference to the flowchart of the Fig. 7 explained. The processing, which is shown in the flowchart of the Fig. As shown in section 7, this process is repeated at each control cycle period, similar to that shown in the flowchart of the Fig. 6 executed.

[0073] First, in step S300, information about the vehicle devices capable of generating energy is obtained from the Vehicle Device Limitation Information Supply Part 55 of Information Infrastructure 2. This information includes at least an electrical energy generation capacity and a relationship to the control setpoint of each vehicle device. Alternatively, the vehicle device information can be obtained from the Domain Control Part (Master Power Transmission Domain Control Part 12) instead of Information Infrastructure 2. In the subsequent step S310, the energy generation quantity calculated by the Energy Generation Service 62 is obtained, and this quantity is adjusted for the energy consumed by the engine-generator.The amount of energy consumed by the motor-generator can be obtained from the motor-generator energy consumption information supply part 57 of the information infrastructure 2, as described in . Fig. Figure 4 shows the energy consumption. Alternatively, the energy consumption quantity can be obtained from the master power transmission domain control unit 12, which controls the motor-generator.

[0074] The motor-generator is engaged when the vehicle starts, accelerates, and reaches high speed to generate torque, which acts as a driving force to propel the vehicle. During this time, the motor-generator consumes energy in proportion to the amount of torque it generates. To compensate for the energy consumed by the motor-generator, the energy generated is adjusted by subtracting the energy consumed.

[0075] According to an exemplary correction, if the energy consumption of the motor-generator is less than a predetermined value, the energy output can be corrected by adding the motor-generator's energy consumption. Conversely, if the motor-generator's energy consumption is greater than the predetermined value, the energy output is preferably corrected by a correction value that is less than the energy consumption. This makes it possible to avoid situations where energy efficiency is reduced by the generator generating a large amount of electrical energy, and so on.In a case where the energy production quantity is corrected with a correction value that is smaller than the energy consumption quantity of the motor-generator, it is necessary to continue the correction to produce the energy that corresponds to the energy consumption quantity of the motor-generator even after the energy consumption quantity of the motor-generator has decreased to zero.

[0076] In the subsequent step S320, the energy generation quantity, obtained or corrected as described above, is converted into the control setpoints of the vehicle devices. The following section details the conversion process from energy generation quantity to control setpoint with reference to the flowchart of the Fig. 8 described.

[0077] First, in step S400, it is checked whether the vehicle is decelerating or traveling downhill and whether regenerative braking can be initiated. If it is determined that regenerative braking is not possible, step S410 is executed. If it is determined that regenerative braking is possible, step S420 is executed.

[0078] In step S410, the torque increase command value, which corresponds to the generator's energy output, is calculated, as it is necessary to generate the entire required energy output solely from the generator. This torque increase command value is fed to the power transmission coordinator 72 of the master power transmission domain control unit 12, which controls the internal combustion engine to drive the generator. That is, in this case, the energy output is converted by the output conversion unit 65 into the torque increase command value for the internal combustion engine that drives the generator. In response to the torque increase command, the power transmission coordinator 72 controls the internal combustion engine to generate the torque to drive the generator in addition to the torque used for vehicle propulsion.

[0079] In step S420, it is checked whether all the required energy can potentially be generated by regenerative braking. If it is determined that all the required energy can potentially be generated, in step S430 a command value for a quantity of regenerative energy to be supplied to the motor-generator coordinator 73 is calculated. The command value for the quantity of regenerative energy can be equal to the required energy generation quantity or it can be greater than the required energy generation quantity, as long as it can be charged into the high-voltage battery. That is, the energy generation quantity is converted by the generation quantity conversion part 65 into a command value for the quantity of regenerative braking energy.

[0080] If the verification process in step S420 determines that the required energy may not be generated solely by regenerative braking, step S440 is executed. In step S440, the required energy to be generated is allocated between regenerative braking and the generator, and the respective partial energy generation quantities are determined. A regenerative energy quantity command value and a torque increase command value are calculated according to these partial energy generation quantities. The partial energy generation quantities for regenerative braking and the generator are determined variably depending on vehicle operating conditions, such as the required deceleration magnitude, the angle of a downward incline, battery charge levels, and similar factors.

[0081] Following the conversion of the energy generation quantity into the control setpoints in the processing described above, step S330, which is shown in the flowchart of the Fig. Figure 7 shows that the calculated control setpoints of the vehicle devices are output to the corresponding vehicle devices (power transmission coordinator 72 and engine-generator coordinator 73).

[0082] As described above, the vehicle energy management system predicts the energy consumption states of the vehicle's energy-consuming components as the vehicle travels along its planned route. Based on these predicted energy consumption states, energy generation schedules are determined for the vehicle's energy-generating components, thereby producing energy according to demand. By generating energy according to these schedules, the system avoids wasteful energy production and supplies energy only when needed.

[0083] According to the vehicle energy management device described above, the energy generation plans are determined and the energy generation quantities corresponding to the generation plans are calculated not by the control parts of the vehicle devices capable of energy generation, but by the energy balancing service 61 and the energy generation service 62, which are located in the energy infrastructure 3.

[0084] According to the vehicle energy management device described above, the generation quantity conversion part 65 is arranged to convert the required energy generation quantity, calculated by the energy generation service 62, into control setpoints for controlling the vehicle devices capable of generating energy, and to output the converted control setpoints to the control parts of the vehicle devices capable of generating energy. Therefore, even if the specification of the vehicle device capable of generating energy is changed, the generation quantity conversion part 65 can convert the required energy generation quantity into the setpoint of the vehicle device actually installed in the vehicle and capable of generating energy, in accordance with the change in specification.As a result, even in a case where the specification of the vehicle device capable of generating energy is changed, the control logic and similar aspects do not need to be changed so drastically, and thus the vehicle energy management device is versatile.

[0085] The following is a detailed description of the processing carried out by the energy storage service 63, with reference to the flowchart of the Fig. 9 described.

[0086] The processing, which is shown in the flowchart of the Fig. As shown in Figure 9, this process is executed repeatedly at each predetermined control cycle period.

[0087] First, in step S500, the energy storage plan determined by the energy balancing service 61 is retrieved. In the subsequent step S510, it is checked whether the vehicle devices capable of energy storage are in an energy storage state. For example, if there is an abnormality in the high-voltage battery and / or the low-voltage battery, it is determined that the energy cannot be stored as ordered. If step S510 determines that the energy can be stored, step S520 is executed. If it is determined that the energy cannot be stored, the processing described in step S520 is not carried out. Fig. 9 is shown, it is finished.

[0088] In step S520, the amount of energy that can be stored in the vehicle devices currently capable of energy storage is stored based on the retrieved energy storage plan. This energy storage amount is independent of the assigned vehicle device and indicates a current target storage amount required for the entire vehicle. The energy storage amount also provides information indicating a minimum required storage level that does not significantly affect the movement or operation of the vehicle devices. The calculated energy storage amount is output to the storage quantity conversion unit 66 of energy infrastructure 3.

[0089] The energy storage quantity conversion unit 66 converts the energy storage quantity calculated by the energy storage service 63 into a setpoint (instantaneous setpoint) for the energy storage quantity of the vehicle's energy storage device, based on information about the vehicle device actually installed in the vehicle and capable of energy storage. The energy storage quantity conversion unit 66 then outputs the calculated setpoint to the control unit of the energy storage device, namely the ELC 74 of the master power transmission domain control unit 12. This enables a conversion for combining control spaces managed on different time axes. The energy storage quantity setpoint tolerates temporal changes in the storage quantity within a range that does not fall below the minimum required level.

[0090] The following is a detailed description of the processing performed by the storage quantity conversion part 66, with reference to the flowchart of the Fig. 10 described. The processing, which is shown in the flowchart of the Fig. As shown in 10, this process is repeated at each predetermined control cycle period in a similar manner to the flowchart of the Fig. 9 executed.

[0091] First, in step S600, information about the vehicle device capable of energy storage, i.e., the energy storage vehicle device, is obtained from the vehicle device restriction information supply part 55 of the information infrastructure 2. The information about the vehicle device capable of energy storage includes at least the battery capacity and the chargeable and dischargeable state of charge (SOC) range of each battery installed in the vehicle. Alternatively, the vehicle device information can be obtained from the domain control part (master power transmission domain control part 12) instead of the information infrastructure 2.

[0092] In the subsequent step S610, the energy storage quantity calculated by the energy storage service 63 is obtained. In the following step S620, the energy storage quantity obtained as described above is converted into the storage quantity target value of a respective vehicle device (battery). This detailed conversion process is described below with reference to the flowchart of the Fig. 11 described.

[0093] First, in step S700, the state of charge (SOC) and state of health (SOH) of both the high-voltage and low-voltage batteries are obtained. The SOC and SOH of each battery can be obtained from the information infrastructure 2 or from the electrical load coordinator 74 of the master power transmission domain control unit 12. In the subsequent step S710, a maximum charge quantity for each battery is calculated based on the obtained SOC, SOH, and SOC range (the range in which the battery can be charged and discharged).

[0094] In step S720, based on the maximum charge capacity of each battery, it is checked whether the energy corresponding to the achieved energy storage quantity can be charged into that battery. If the energy corresponding to the energy storage quantity is determined to be chargeable, in step S730 a command value for the amount of electrical energy to be charged into the battery is calculated and sent to the electrical load coordinator 74. That is, the energy storage quantity is converted into the amount of electrical energy to be charged into each battery. If not only the high-voltage battery but also the low-voltage batteries are being charged, the energy storage quantity is divided among the charge quantities of the respective batteries. Therefore, the amount of energy storage distributed among the respective batteries is determined by proportionally dividing the total energy storage quantity.The specified amount of energy storage is converted into a target value for the amount of charge for the respective battery.

[0095] Note that the electrical energy generated by the generator and regenerative braking is charged once into the high-voltage battery. In a case where the electrical energy is also charged into the low-voltage batteries, the electrical load coordinator 74 operates the DC-DC converter to charge the low-voltage battery with a predetermined power or energy. In the present embodiment, the low-voltage batteries are charged by the high-voltage battery and the DC-DC converter. In a case where the vehicle has a vehicle device capable of generating electrical energy to charge a low-voltage battery, the low-voltage battery can be charged directly.

[0096] If step S720 determines that the electrical energy corresponding to the energy storage quantity cannot be charged, step S740 calculates a command value corresponding to the maximum electrical energy that can be charged into each battery. In this case, each battery is charged to a full charge and is able to meet the energy demand of any vehicle device in the vehicle.

[0097] In the case where the energy storage quantity is converted into a storage quantity setpoint (command value of a charge quantity of a respective battery) of the vehicle device as described above, the calculated storage quantity setpoint is output to the corresponding control unit (ELC 74) in step 630.

[0098] The following is a detailed description of the processing carried out by the energy distribution service 64, with reference to the flowchart of the Fig. 12 described. The processing, which is shown in the flowchart of the Fig. As shown in Figure 12, this process is executed repeatedly at each predetermined control cycle period.

[0099] First, in step S800, the energy distribution plan determined by the energy balancing service 61 is obtained. In the next step, S810, it is checked whether energy distribution is possible. For example, if the distribution box for a particular area, used to switch the power supply to the vehicle equipment in that area, is malfunctioning, it is determined that energy distribution as ordered is not possible. If the verification process in step S810 determines that energy distribution is possible, the processing in step S820 is executed. If step S810 determines that energy distribution is not possible, the processing in step S830 is executed.

[0100] In step S820, a distribution quantity of energy to be distributed to each domain is calculated based on the obtained energy distribution plan. This energy consumption quantity represents an instantaneous target distribution quantity that does not depend on the devices in any given area to which it will later be supplied, but is currently required for distribution across the entire vehicle. The energy distribution quantity also includes a minimum level of distribution that essentially does not affect the movement or operation of the vehicle's devices. The calculated energy distribution quantity is output to the distribution quantity conversion unit 67 of the energy infrastructure 3.

[0101] In step S380, an energy distribution quantity required to initiate a vehicle stop or emergency control, such as an emergency drive, is calculated for the domain and area where energy distribution is possible. The calculated energy consumption quantity is output to the distribution quantity conversion part 67 of the energy infrastructure 3. For example, in a case where it is not possible to distribute energy to the vehicle equipment in the rear area of ​​the chassis domain, an energy distribution quantity for the front area of ​​the chassis domain is calculated such that a front wheel brake generates a braking torque that complements a braking torque from a rear wheel brake. As described in Fig. As shown in Figure 4, the master chassis domain control part 11 includes as control functions a brake coordinator (BRKC) 81 for controlling the front and rear brakes, a transmission coordinator (TMC) for controlling the transmission, a power steering coordinator (EPSC) 83 for controlling an electric power steering system, and a suspension coordinator (SUSC) 84 for controlling a suspension system.

[0102] The distribution quantity conversion part 67 calculates an area allocation quantity (instantaneous distribution quantity) to be distributed to a respective area within a respective domain, based on the energy distribution quantity of the respective domain and on information about the vehicle devices belonging to the areas within the domain. That is, the distribution quantity conversion part 67 converts the energy distribution quantity for each domain into the area allocation quantity for each area within the domain. The distribution quantity for each domain and the area allocation quantity for each area are output to each domain control part. This enables a conversion for combining control spaces managed on different time axes. The area allocation quantity for each area tolerates temporal changes within an area that do not fall below the minimum required level described above.

[0103] The following is a detailed description of the processing carried out by the distribution quantity conversion part 67, with reference to the flowchart of the Fig. 13 described. The processing, which is shown in the flowchart of the Fig. As shown in 13, this process is repeated at each predetermined control cycle period in a similar manner to the flowchart of the Fig. 12 executed.

[0104] First, step S900 checks whether emergency control needs to be implemented. If this check determines that emergency control is not required, processing in step S910 is executed. If it determines that emergency control is required, step S930 is executed.

[0105] In step S910, information about the vehicle equipment in each area in each domain is obtained from the vehicle equipment restriction information input part 55. Then, in step S920, the area allocation quantity to be distributed to each area in each domain from the energy distribution quantity of each domain is calculated based on the information about the vehicle equipment of the corresponding area in each domain. The distribution quantity conversion part 67 thus converts the energy distribution quantity for each domain into the area allocation quantities for the areas in each domain.

[0106] In step S930, information about the vehicle devices in each area in each domain where energy distribution is possible is obtained from the vehicle device restriction information input part 55. Then, in step S940, the area allocation quantity to be distributed to each area in each domain from the respective domain's energy distribution quantity is calculated based on the emergency control performed by such vehicle devices.

[0107] Then, in step S950, the distribution set for the respective domains and the area allocation sets for the respective areas are output to the respective domain control parts.

[0108] The vehicle energy management device according to the present invention is not limited to the embodiment described above, but can be implemented by means of various modifications.

[0109] In the embodiment described above, the energy infrastructure 3 is configured, for example, to perform energy generation, energy storage, and energy distribution. However, in a case where each domain is not subdivided into areas, it is not necessary, for example, to distribute the energy to each area. The energy infrastructure 3 can be configured to manage only energy generation and energy storage. Furthermore, the energy infrastructure 3 can be configured to manage only energy generation.

[0110] Furthermore, in the embodiment described above, the energy generation service 62, the energy storage service 63, and the energy distribution service 64 calculate the instantaneous setpoints from the energy generation plan, the energy storage plan, and the energy distribution plan, respectively, which are determined by the energy balancing service 61. However, the functions of the energy generation service 62, the energy storage service 63, and the energy distribution service 64 can each be integrated into the generation quantity conversion part 65, the storage quantity conversion part 66, and the distribution quantity conversion part 67, respectively. In this modification, for example, the generation quantity conversion part 65 can calculate the instantaneous energy generation quantity by obtaining the energy generation plan from the energy balancing service 61 and determining the control setpoints for the vehicle devices capable of generating energy based on the calculated energy generation quantity.

[0111] Alternatively, the Energy Balancing Service 61, the Energy Storage Service 63, and the Energy Distribution Service 64 can determine the energy generation plan, the energy storage plan, and the energy distribution plan based on information obtained from Information Infrastructure 2. In this modification, the Energy Balancing Service 61 can be trained to perform an arbitration (selection) function between the plans with regard to feasibility by verifying whether the energy generation plan, the energy storage plan, and the energy distribution plan determined by Services 63 and 64 are consistent.

Claims

[1] Vehicle energy management device (100) for a vehicle comprising as vehicle equipment a vehicle energy generation device capable of generating energy and a vehicle energy consumption device that consumes energy, wherein the vehicle energy management device (100) comprises: a retrieval part (51) for obtaining information about a route of the vehicle, if the route is determined; a predictive part (54) for predicting an energy consumption state of the vehicle energy consumption device when the vehicle is traveling on the route; an energy generation plan determination part (61) for determining an energy generation plan for the vehicle energy generation device to supply required energy on the basis of the information on the specific driving route of the vehicle obtained by the acquisition part (51) and the energy consumption state predicted by the prediction part (54); an energy generation quantity calculation part (62) for calculating a required energy generation quantity with a predetermined period after the vehicle has started a journey on the specified route, based on the energy generation plan determined by the generation plan determination part (61); and an energy generation conversion part (65) for converting the required amount of energy generation calculated by the energy generation quantity calculation part (62) into a control setpoint for controlling the vehicle energy generation device on the basis of the information relating to the vehicle energy generation device actually installed in the vehicle, and for outputting the control setpoint to a control part of the vehicle energy generation device, wherein the vehicle equipment is divided into several domains corresponding to the vehicle's operating functions and furthermore, within each domain, into several areas (41 to 43) of the vehicle corresponding to mounting locations, the vehicle energy management device also features: a distribution plan determination part (61) for determining an energy distribution plan for each domain based on the energy consumption states of the vehicle devices predicted by the prediction part (54); an energy distribution quantity calculation part (64) for calculating an energy distribution quantity for each domain at each predetermined cycle period after a vehicle start along the route based on the energy distribution plan determined by the energy distribution plan determination part (61); and a distribution quantity conversion part (67) for converting the energy distribution quantity for each domain into an area allocation quantity to be allocated to a respective area in a respective domain, based on information about the vehicle equipment in the respective area of ​​the respective domain, and for outputting an energy quantity value corresponding to the area allocation quantity to a control part in the respective area in the vehicle. [2] Vehicle energy management device according to claim 1, wherein the vehicle equipment includes several energy generation devices; and The energy generation quantity conversion part (65) determines distribution energy generation quantities to be generated by the energy generation devices to ensure the required energy generation quantity calculated by the energy generation quantity calculation part (62), converts the distribution energy generation quantities into control setpoints of the vehicle energy generation devices and outputs the control setpoints to the respective vehicle energy generation devices. [3] Vehicle energy management device according to claim 2, wherein the energy generation quantity conversion part (65) changes the distribution energy generation quantities according to vehicle states. [4] Vehicle energy management device according to claim 2 or 3, wherein the vehicle energy generation devices comprise at least one generator driven by an internal combustion engine of the vehicle and generating electrical energy, and a regeneration brake device driven by rotation of vehicle wheels to generate electrical energy and to apply a braking torque to vehicle wheels. [5] Vehicle energy management device according to any one of claims 1 to 4, further comprising: a storage plan determination part (61) for determining an energy storage plan for a vehicle energy storage device capable of storing energy, based on an energy consumption quantity of the vehicle devices predicted by the prediction part (54) and the energy generation plan determined by the energy generation plan determination part (61); an energy storage quantity calculation part (63) for calculating a required energy storage quantity for each predetermined cycle period after a vehicle start along the route, based on the energy storage plan determined by the storage plan determination part (61); and a storage quantity conversion part (66) for converting the required energy storage quantity calculated by the energy storage quantity calculation part (63) into a setpoint of the energy storage quantity of the vehicle energy storage device based on information about the vehicle energy storage device actually fitted in the vehicle, and for outputting a setpoint of the energy storage quantity to a control part of the vehicle energy storage device. [6] Vehicle energy management device according to claim 5, wherein the vehicle energy storage device is a battery; and The storage quantity conversion part (65) converts the required energy storage quantity, which is calculated by the energy storage quantity calculation part (63), into a target value of a charge quantity for the battery based on a state of charge and a state of deterioration of the battery. [7] Vehicle energy management device according to claim 5 or 6, wherein the vehicle equipment includes several vehicle energy storage devices; and The storage quantity calculation part (65) determines the distribution energy storage quantities to be stored by the energy storage devices on the basis of the required energy storage quantity calculated by the energy storage quantity calculation part (63), converts the distribution energy storage quantities into setpoints of the distribution energy storage quantities of the vehicle energy storage devices and outputs the setpoints to the respective vehicle energy storage devices. [8] Vehicle energy management device (100) for a vehicle comprising as vehicle equipment a vehicle energy generation device capable of generating energy and a vehicle energy consumption device that consumes energy, wherein the vehicle energy management device (100) comprises: a retrieval part (51) for obtaining information about a route of the vehicle, if the route is determined; a predictive part (54) for predicting an energy consumption state of the vehicle energy consumption device when the vehicle is traveling on the route; an energy generation plan determination part (61) for determining an energy generation plan for the vehicle energy generation device to supply required energy on the basis of the information on the specific driving route of the vehicle obtained by the acquisition part (51) and the energy consumption state predicted by the prediction part (54); an energy generation quantity calculation part (62) for calculating a required energy generation quantity with a predetermined period after the vehicle has started a journey on the specified route, based on the energy generation plan determined by the generation plan determination part (61); and an energy generation conversion part (65) for converting the required amount of energy generation calculated by the energy generation quantity calculation part (62) into a control setpoint for controlling the vehicle energy generation device on the basis of the information relating to the vehicle energy generation device actually installed in the vehicle, and for outputting the control setpoint to a control part of the vehicle energy generation device, wherein the vehicle devices are divided into several domains corresponding to the vehicle's operating functions and each domain is hierarchically structured into device control parts (15-18, 25-28, 35-38) for controlling vehicle devices and domain control parts (11-14, 21-24, 31-34) for centrally managing the control operations of the device control parts (15-18, 25-28, 35-38), the vehicle energy management device also features: a distribution plan determination part (61) for determining an energy distribution plan for each domain based on the energy consumption states of the vehicle devices predicted by the prediction part (54); an energy distribution quantity calculation part (64) for calculating an energy distribution quantity for each domain at each predetermined cycle period after a vehicle start along the route based on the energy distribution plan determined by the energy distribution plan determination part (61); and a distribution quantity conversion part (67) for converting the energy distribution quantity for each domain into an area allocation quantity to be allocated to a respective area in a respective domain, based on information about the vehicle device in the respective area of ​​the respective domain, and for outputting the energy distribution quantities for the respective domains and the area allocation quantities for the respective areas to the respective domain control parts (11-14). [9] Vehicle energy management device according to claim 8, further comprising: an integrated control part (1) which causes the domain control parts (11 to 14) to perform coordinated control and arbitrates competing controls among the domain control parts (11 to 14).

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