Vehicle driving control system

Abstract

The present invention provides a driving control system for hybrid vehicles that can easily predict traffic congestion. [Solution] The driving control device for a hybrid vehicle includes a traffic congestion determination unit that determines that a traffic jam has occurred if the driving speed of the hybrid vehicle remains below a predetermined speed for a predetermined period of time; a traffic congestion information storage unit that stores the time when the vehicle entered the traffic jam and the time when it exited the traffic jam for each day of the week, in association with the time when the vehicle started driving; and a traffic congestion prediction unit that predicts whether or not a congested section is included in the driving route of the hybrid vehicle based on the time when the vehicle started driving, the time when the vehicle entered the traffic jam, and the time when the vehicle exited the traffic jam stored for each day of the week. The target power generation amount calculation unit includes a target power generation amount correction unit that corrects the target power generation amount when it is predicted that the driving route of the hybrid vehicle will include a congested section.

Description

Technical Field

[0001] The present disclosure relates to a driving control device for a vehicle.

Background Art

[0002] Patent Document 1 discloses a control device for a vehicle including power generation control means for controlling the power generation amount of a generator and the charge amount of a battery, and traffic jam prediction means for predicting the presence or absence of traffic jams on a travel route. In such a control device, when traffic jams are predicted by the traffic jam prediction means, the power generation control means sets the battery charge amount higher according to the parking time of the predicted traffic jam column based on the information obtained from the traffic jam prediction means, compared with the case where traffic jams are not predicted.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, the traffic jam prediction means disclosed in Patent Document 1 is an IT device to which traffic jam information and navigation information such as predicted parking time are sequentially input, and a mobile phone, an input device, a GPS receiver, a vehicle speed sensor, a storage device, etc. are connected to the IT device. Such traffic jam prediction means is expensive, and the maintenance and management of such traffic jam prediction means are also expensive.

[0005] In view of the above circumstances, at least one embodiment of the present invention aims to provide a driving control device for a hybrid vehicle that can easily predict whether a traffic jam section is included in the travel route of the hybrid vehicle.

Means for Solving the Problems

[0006] A driving control device for a hybrid vehicle according to at least one embodiment of the present invention comprises an engine, a generator driven by the engine, a drive battery for storing electricity generated by the generator, and a drive motor for driving the drive wheels with electricity supplied from the generator or the drive battery, and includes a target power generation amount calculation unit that calculates a target power generation amount based on the required output for the hybrid vehicle, the output to charge the drive battery, and the power consumption of the auxiliary equipment of the hybrid vehicle; a power generation control unit that controls the generator and the engine based on the target power generation amount; and the day of the week and time of day when the hybrid vehicle is running. The system includes a driving information acquisition unit that acquires the driving speed, a congestion determination unit that determines that congestion has occurred if the driving speed of the hybrid vehicle remains below a predetermined speed for a predetermined period of time, a congestion information storage unit that stores the time the vehicle entered the congestion and the time it exited the congestion for each day of the week, associated with the time the vehicle started driving, and a congestion prediction unit that predicts whether or not a congested section is included in the driving route of the hybrid vehicle based on the time the vehicle started driving, the time the vehicle entered the congestion, and the time the vehicle exited the congestion stored for each day of the week, and the target power generation calculation unit includes a target power generation correction unit that corrects the target power generation when it is predicted that the driving route of the hybrid vehicle will include a congested section. [Effects of the Invention]

[0007] According to at least one embodiment of the present invention, it is possible to easily predict whether or not a congested section is included in the driving route of a hybrid vehicle. [Brief explanation of the drawing]

[0008] [Figure 1] This diagram schematically shows the configuration of the hybrid vehicle according to the embodiment. [Figure 2] This diagram schematically shows the control configuration of the hybrid vehicle shown in Figure 1. [Figure 3] Figure 2 is a schematic diagram showing the control configuration of the vehicle control device. [Figure 4] This diagram conceptually shows the target power generation amount. [Figure 5] This diagram conceptually illustrates the recalculation of the output for the charge. [Figure 6] This flowchart shows the normal operation of the vehicle control system and the storage of traffic congestion information. [Figure 7] This flowchart shows the traffic congestion prediction and target power generation correction of the vehicle control system. [Modes for carrying out the invention]

[0009] Hereinafter, several embodiments of the present invention will be described with reference to the attached drawings. However, the dimensions, materials, shapes, relative arrangements, etc., of the components described as embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples.

[0010] [Hybrid vehicles] Hybrid vehicles employing the driving control device according to this embodiment include plug-in hybrid vehicles (PHV, PHEV) that can be charged from an external device (e.g., a fast charger) while stopped (external charging), and plug-in hybrid vehicles (PHEV) that can be externally charged while stopped and can supply power to an external device (e.g., a general house) while stopped (external power supply). The hybrid vehicle equipped with the driving control device according to this embodiment is a hybrid vehicle that drives the two front wheels, but it may also be a hybrid vehicle that drives four wheels.

[0011] [Hybrid vehicle equipment configuration] As shown in Figure 1, the hybrid vehicle 1 includes an engine 11, a generator 12 driven by the engine 11, a drive battery 13 that stores the electricity generated by the generator 12, and a drive motor 15 that drives the drive wheels 14 using electricity supplied from the generator 12 or the drive battery 13.

[0012] The engine 11, generator 12, and drive motor 15 are fixed to the transaxle 16. Power from the engine 11 is transmitted to the generator 12 via the transaxle 16, and power from the drive motor 15 is transmitted to the drive wheels 14 (axle 17) via the transaxle 16. Fuel lines 18 are connected to the engine 11, and fuel is supplied to the engine 11 from a fuel tank 19 located behind the drive battery 13 in the vehicle's longitudinal direction, through the fuel lines 18.

[0013] The generator 12 and the drive motor 15 are electrically connected to the power drive unit (PDU) 20. The power drive unit 20 incorporates a generator control unit (GCU) and a motor control unit (MCU). The generator control unit controls the generator 12 and is configured to rectify the electricity generated by the generator 12 from alternating current to direct current. The motor control unit controls the drive motor 15 and is configured to convert the electricity supplied from the drive battery 13 from direct current to alternating current, and to convert the electricity regenerated by the drive motor 15 from alternating current to direct current. In this hybrid vehicle 1, electricity is supplied from the drive battery 13 to the generator 12, which then starts the engine 11.

[0014] The hybrid vehicle 1 according to this embodiment is capable of EV driving, series driving, and parallel driving, although parallel driving is not required. EV driving is driving in which electricity is supplied from the drive battery 13 to the drive motor 15 with the engine 11 stopped. Series driving is driving in which electricity is supplied from both or one of the generator 12 and the drive battery 13 to the drive motor 15 with the engine 11 running, and the electricity generated by the generator 12 is rectified and charged to the drive battery 13. Parallel driving is driving in which the driving force of the engine 11 is transmitted to the drive wheels 14 with the engine 11 running, and electricity can be supplied from the drive battery 13 to the drive motor 15 (motor assist).

[0015] [Control Configuration of Hybrid Vehicle] As shown in FIG. 2, in addition to the power drive unit 20 described above, the hybrid vehicle 1 according to the embodiment includes a battery management device (BMU) 21 that manages the drive battery 13, an engine control device (engine ECU) 22 that controls the engine 11, and a travel control device (HEV-ECU) 23 that controls these components.

[0016] The power drive unit 20, the battery management device 21, the engine control device 22, and the travel control device 23 are each composed of a processor including an arithmetic unit, a register for storing instructions and information, and peripheral devices, a memory such as a ROM (Read Only Memory) and a RAM (Random Acess Memory), and an input interface.

[0017] The power drive unit 20, the battery management device 21, and the engine control device 22 are connected to the travel control device 23 via a CAN (Controller Area Network) 24, and various information and various control signals are transmitted and received between them.

[0018] An accelerator position sensor 26 that detects the depression amount of the accelerator pedal 25 is connected to the travel control device 23, and the travel control device 23 calculates the accelerator opening based on the depression amount of the accelerator pedal 25.

[0019] Further, a navigation device 101 may be connected to the travel control device 23. The navigation device 101 is configured to explore the position of the hybrid vehicle 1 and the travel route of the hybrid vehicle 1.

[0020] [Control Configuration of Travel Control Device] As shown in Figure 3, the driving control device 23 of the hybrid vehicle 1 according to this embodiment includes a target power generation calculation unit 27 that calculates a target power generation amount, and a power generation control unit 28 that controls the generator 12 and engine 11 based on the target power generation amount. As shown in Figure 4, the target power generation amount is calculated based on the required output required by the hybrid vehicle 1, the output to charge the drive battery 13 (charging output), and the auxiliary power consumption of the hybrid vehicle 1. The target power generation amount is the sum of the required power, the charging output, and the auxiliary power consumption. The required output is calculated based on the accelerator opening and vehicle speed, and the charging output is determined based on the difference between a predetermined target battery charge and the current battery charge of the drive battery 13.

[0021] The output (power generation amount) for charging is determined by applying the difference between a predetermined target battery level and the current battery level of the drive battery 13 to a power generation map. The current battery level of the drive battery 13 is managed by the battery management device 21, and the driving control device 23 (target power generation amount calculation unit 27) acquires it sequentially from the battery management device 21 via CAN 24, and the target battery level is set arbitrarily. The current battery level and target battery level of the drive battery 13 are indicated by SOC (State of Charge).

[0022] The power generation control unit 28 controls the generator 12 and the engine 11 based on the target power generation amount.

[0023] Furthermore, as shown in Figure 3, the driving control device 23 of the hybrid vehicle 1 according to this embodiment includes a driving information acquisition unit 29, a traffic congestion determination unit 30, a traffic congestion information storage unit 31, and a traffic congestion prediction unit 33.

[0024] The driving information acquisition unit 29 is configured to acquire the day of the week, date and time, and driving speed when the hybrid vehicle 1 is in motion. The driving information acquisition unit 29 may also be configured to acquire the starting point, destination point, and driving route. The starting point, destination point, and driving route can be acquired from the navigation device 101 connected to the driving control device 23.

[0025] The congestion determination unit 30 is configured to determine congestion when the driving speed of the hybrid vehicle 1 remains below a predetermined speed for a predetermined period of time. The congestion determination unit 30 may also be configured to determine congestion when a line of vehicles driving at a low speed or repeatedly stopping and starting continues for a predetermined period of time. The speed and time at which congestion is determined can be set arbitrarily. The speed at which congestion is determined may be set as an absolute speed, such as 10 [km / h], or as a relative speed, such as the speed limit minus 30 [km / h]. In the case of highways, congestion is determined when a line of vehicles driving at a low speed of 40 [km / h] or less or repeatedly stopping and starting continues for 1 km or more and for 15 minutes or more.

[0026] The traffic congestion information storage unit 31 is configured to store the time when a vehicle entered a traffic jam and the time when it exited the traffic jam, associated with the time when the vehicle started driving, for each day of the week. Note that no information is stored in the traffic congestion information storage unit 31 until a traffic jam is detected; however, initial information may be stored based on experience or other factors.

[0027] The traffic congestion information storage unit 31 may store the time when a vehicle entered a traffic jam and the time when it exited the traffic jam if the time period from the time the vehicle entered a traffic jam to the time it exited the traffic jam overlaps consecutively more than a predetermined number of times every seven days. "Consecutive every seven days" means, for example, the first Monday, the second Monday, and the third Monday, where the same day of the week is consecutive. If the second Monday is omitted, such as the first Monday and the third Monday, it cannot be said that the same day of the week is consecutive. The predetermined number of times can be set arbitrarily; for example, it may be 1. By storing the time when a vehicle entered a traffic jam and the time when it exited the traffic jam if the time period from the time the vehicle entered a traffic jam to the time it exited the traffic jam overlaps consecutively more than a predetermined number of times every seven days, the accuracy (reliability) of the time when a vehicle entered a traffic jam and the time when it exited the traffic jam can be improved.

[0028] The traffic congestion information storage unit 31 may also erase the memory of the time when traffic entered a traffic jam and the time when it exited the traffic jam if the time period from the time of entering a traffic jam to the time of exiting the traffic jam does not overlap for more than a predetermined number of consecutive times every seven days. In this way, by erasing the memory of the time when traffic entered a traffic jam and the time when it exited the traffic jam if the time period from the time of entering a traffic jam to the time of exiting the traffic jam does not overlap for more than a predetermined number of consecutive times every seven days, it is possible to erase memories (information) where the time of entering a traffic jam and the time of exiting the traffic jam are uncertain. It is also possible to erase memories (information) of traffic jams where the time of entering a traffic jam and the time of exiting the traffic jam have changed, or to erase memories (information) of transient traffic jams.

[0029] The traffic congestion information storage unit 31 may exclude from its storage the time when a vehicle becomes stuck in traffic and the time when it exits traffic within a predetermined period. The predetermined period can be set by the user or other operator, but it may also be set in advance (initial setting) by the manufacturer or other operator. The predetermined period may be, for example, Golden Week, Obon, or the New Year's holiday period. By excluding the time when a vehicle becomes stuck in traffic and the time when it exits traffic within these periods from its storage, unusual traffic congestion can be excluded from the storage.

[0030] The traffic congestion prediction unit 33 is configured to predict whether or not a congested section is included in the driving route of the hybrid vehicle 1, based on the time of departure, the time of getting stuck in traffic, and the time of exiting traffic (traffic congestion information) stored for each day of the week. The traffic congestion prediction unit 33 refers to the traffic congestion information stored in the traffic congestion information storage unit 31 and makes a prediction based on whether or not the time of departure is included in the time period that is the same day of the week as when the hybrid vehicle 1 started driving.

[0031] The target power generation calculation unit 27 according to this embodiment includes a target power generation correction unit 34. The target power generation correction unit 34 is configured to correct the target power generation when it is predicted that the driving route of the hybrid vehicle 1 will include a congested section.

[0032] As shown in Figure 5, the target power generation correction unit 34 is configured to compare the amount of power generated, which is determined based on the difference between a predetermined target battery charge and the current battery charge of the drive battery 13, with the amount of power generated, which is obtained by dividing the difference between the battery charge needed to avoid power generation (starting the engine 11) in a congested section (predicted battery charge value) and the current battery charge of the drive battery 13 by the time until traffic congestion occurs (predicted value), and to use the larger of the two amounts of power generated as the output for charging.

[0033] The battery charge level is calculated by adding the power consumed by auxiliary equipment in the congested section to the power required for EV driving in the congested section. The power required for EV driving in the congested section is calculated based on the time required to travel through the congested section or the distance of the congested section. The time required to travel through the congested section can be determined from the time when the vehicle entered the congestion and the time when it exited the congestion, as stored in the congestion information storage unit 31 (time when the vehicle exited the congestion - time when the vehicle entered the congestion). The distance of the congested section can be determined by storing the distance traveled in the congestion and the distance traveled after exiting the congestion in the congestion information storage unit 31. The power consumed by auxiliary equipment in the congested section is calculated by the product of the electricity at which the hybrid vehicle 1 starts driving and the time required to travel through the congested section, but is not limited to this.

[0034] The time until getting stuck in traffic is calculated by referring to the traffic congestion information stored in the traffic congestion information storage unit 31, based on the day of the week and time when the journey started, and using the traffic congestion information (time of getting stuck in traffic) that falls within the time period that includes the same day of the week as when the journey started.

[0035] [Operation of the driving control system] As shown in Figure 6, in the driving control device 23 of the hybrid vehicle 1 according to the embodiment, when the hybrid vehicle 1 is started (step S11: Yes), the target power generation amount calculation unit 27 calculates the target power generation amount (step S12). The target power generation amount is the sum of the requested output, the charging output, and the auxiliary equipment power consumption. The requested output is calculated based on the accelerator opening and vehicle speed, and the charging output is determined based on the difference between a predetermined target battery level and the current battery level of the drive battery 13. Then, the power generation control unit 28 controls the generator 12 and the engine 11 based on the target power generation amount (step S13).

[0036] [Storage and processing of traffic congestion information] Furthermore, in the driving control device 23 of the hybrid vehicle 1 according to the embodiment, the driving information acquisition unit 29 acquires the day of the week, date and time, and driving speed when the hybrid vehicle 1 is driving (step S21). The driving information acquisition unit 29 may also acquire the starting point, destination point, and driving route. Then, the congestion determination unit 30 determines that the state in which the driving speed of the hybrid vehicle 1 is below a predetermined speed continues for a predetermined time (step S22: Yes, step S23: Yes), and the congestion determination unit 30 determines that there is congestion (step S24). When the congestion determination unit 30 determines that there is congestion, it determines whether or not the vehicle has gotten out of the congestion. When the congestion determination unit 30 determines that the vehicle has gotten out of the congestion, the congestion information storage unit 31 stores the time the vehicle got stuck in the congestion and the time it got out of the congestion, associated with the time the vehicle started driving, for each day of the week (step S25).

[0037] [Traffic Congestion Forecast] As shown in Figure 7, in the driving control device 23 of the hybrid vehicle 1 according to this embodiment, when the hybrid vehicle 1 is started (step S31: Yes), the congestion prediction unit 33 predicts whether or not a congested section is included in the driving route of the hybrid vehicle 1 (step S32). Whether or not a congested section is included in the driving route of the hybrid vehicle 1 is predicted by referring to the congestion information stored in the congestion information storage unit 31 and checking whether or not the time of the start of driving is included in the time period that includes the same day of the week as when the hybrid vehicle 1 was started (start of driving).

[0038] [Charging output] If it is predicted that the driving route of hybrid vehicle 1 will include congested sections, the output of the charging portion, which constitutes part of the target power generation amount, is recalculated (correction of target power generation amount). In recalculating the output of the charging portion, the remaining battery charge needed to avoid power generation in congested sections (predicted battery charge value) and the time until congestion occurs (predicted value) are calculated (step S41), and the amount of power generated is calculated by dividing the difference between the predicted battery charge value and the current battery charge of the drive battery 13 by the time until congestion occurs (step S42).

[0039] Then, the amount of power generated, which is determined based on the difference between the target battery level and the current battery level of the drive battery 13, is compared with the amount of power generated by dividing the difference between the predicted battery level and the current battery level of the drive battery 13 by the time until traffic congestion occurs, and the larger of the two amounts of power generated is taken as the output for charging (step S43). Then, the requested output and the power consumption of the auxiliary equipment are added to this output for charging to obtain the target amount of power generated (step S44) (correction of target amount of power generated).

[0040] [Effects of the driving control system] According to the driving control device 23 of the hybrid vehicle 1 in this embodiment, whether or not a congested section is included in the driving route of the hybrid vehicle 1 is predicted by referring to the congestion information stored in the congestion information storage unit 31 and checking whether the time of the start of driving is included in the time period that is the same day of the week as when the hybrid vehicle 1 was started (start of driving), so it is possible to easily predict whether or not a congested section is included in the driving route of the hybrid vehicle.

[0041] Furthermore, if the driving route of the hybrid vehicle 1 is predicted to include congested sections, the target power generation amount is corrected, allowing the vehicle to run in EV mode through the congested sections. This eliminates the need to start the engine 11 in congested sections, protecting the occupants from engine vibration and noise in congested areas.

[0042] The present invention is not limited to the embodiments described above, and includes modified forms of the embodiments described above, as well as forms that combine these forms as appropriate. For example, a switch may be connected to the driving control device 23, and by turning the switch off, the driving information acquisition unit 29, the congestion determination unit 30, the congestion information storage unit 31, the congestion information processing unit 32, the congestion prediction unit 33, and the target power generation amount correction unit 34 may be disabled. In this way, it is possible to avoid storing information specific to when the hybrid vehicle 1 is used for purposes other than commuting between home and work, and to avoid errors in congestion prediction. In addition, if the target power generation amount has been corrected, this fact may be displayed on instruments such as meters. Furthermore, the congestion prediction unit 33 may be configured to process congestion information obtained from VICS (Vehicle Information and Communication System) or the like into standard times for getting stuck in congestion and standard times for getting out of congestion, and to predict whether or not a congested section is included in the driving route of the hybrid vehicle 1. [Explanation of symbols]

[0043] 1. Hybrid vehicle 11 Engine 12 Generators 13. Power battery 14 drive wheels 15 Drive motor 16 transaxle 17 axles 18 Fuel piping 19 Fuel tank 20 Power Drive Units 21 Battery management device 22 Engine control unit 23. Driving control device 24 CAN 25 Accelerator pedal 26. Accelerator position sensor 27. Target power generation calculation unit 28 Power generation control unit 29. Driving Information Acquisition Unit 30 Traffic congestion determination unit 31 Traffic congestion information storage unit 33 Traffic Congestion Prediction Section 34. Target power generation correction unit 35. Driving time calculation unit 36 Battery level calculation unit 37 Correction amount calculation section 101 Navigation System

Claims

1. The engine and A generator driven by the aforementioned engine, A drive battery that stores the electricity generated by the aforementioned generator, A drive motor that drives the drive wheels using electricity supplied from the generator or the drive battery, A driving control device for a hybrid vehicle equipped with, A target power generation calculation unit calculates a target power generation amount based on the required output for the hybrid vehicle, the output for charging the drive battery, and the auxiliary power consumption of the hybrid vehicle. A power generation control unit that controls the generator and the engine based on the target power generation amount, A driving information acquisition unit that acquires the day of the week, date and time and driving speed when the aforementioned hybrid vehicle is in operation, A traffic congestion determination unit determines that a traffic congestion occurs when the driving speed of the aforementioned hybrid vehicle remains below a predetermined speed for a predetermined period of time, A traffic congestion information storage unit stores the time when the vehicle entered the traffic jam and the time when it exited the traffic jam, associated with the time when the vehicle started traveling, for each day of the week. A traffic congestion prediction unit predicts whether or not a congested section is included in the driving route of the hybrid vehicle based on the time of the start of driving, the time of getting stuck in traffic, and the time of getting out of traffic, which are stored for each day of the week. Equipped with, The target power generation calculation unit includes a target power generation correction unit that corrects the target power generation when it is predicted that the driving route of the hybrid vehicle will include the congested section. A driving control system for hybrid vehicles.

2. The aforementioned target power generation correction unit is: The amount of power generated is determined based on the difference between the target battery level and the current battery level, and this is compared with the amount of power generated by dividing the difference between the battery level needed to avoid power generation in the congested section and the current battery level by the time until the congestion occurs. The larger of these two amounts of power generated is used as the output for charging. A driving control device for a hybrid vehicle according to claim 1.

3. The traffic congestion information storage unit stores the time the vehicle entered the traffic congestion and the time it exited the traffic congestion when the time period from the time the vehicle entered the traffic congestion to the time it exited the traffic congestion overlaps for more than a predetermined number of times every seven days, as described in claim 1 or 2, for a driving control device for a hybrid vehicle.

4. The traffic congestion information storage unit erases the memory of the time the vehicle entered the traffic congestion and the time it exited the traffic congestion that overlap with the time the vehicle exited the traffic congestion on that day of the week if the time period from the time the vehicle entered the traffic congestion to the time it exited the traffic congestion does not overlap for more than a predetermined number of consecutive times every seven days. This is a driving control device for a hybrid vehicle according to claim 1 or 2.

5. The traffic congestion information storage unit excludes the time when the vehicle entered the traffic congestion and the time when it exited the traffic congestion within a predetermined period from being stored, as a driving control device for a hybrid vehicle according to claim 1 or 2.

6. A driving control device for a hybrid vehicle according to claim 1 or 2, comprising a navigation device for locating the position of the hybrid vehicle and the driving path of the hybrid vehicle.

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