Control devices in electric vehicles
The control device in electric vehicles predicts traffic congestion and adjusts power generation to reduce engine restarts and vibrations by storing electricity before entering congested areas, ensuring smooth operation on the motor.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- MITSUBISHI MOTORS CORP
- Filing Date
- 2024-11-29
- Publication Date
- 2026-06-10
AI Technical Summary
Electric vehicles experience discomfort due to vibrations and noise during power generation, especially during traffic congestion, and frequent engine restarts to generate electricity in such situations.
A control device for electric vehicles that predicts traffic congestion using past data and external systems, calculates the necessary battery charge, and adjusts engine operation to generate and store electricity before entering congested areas, allowing the vehicle to operate solely on the motor, reducing engine restarts.
Reduces the frequency of engine restarts and associated vibrations by generating and storing sufficient electricity before traffic congestion, ensuring a stable battery level for smooth operation through the motor alone.
Smart Images
Figure 2026094577000001_ABST
Abstract
Description
[Technical Field]
[0001] This invention relates to an electric vehicle in which a generator is driven by an engine (internal combustion engine) to generate electricity, and more particularly to a power generation control technology for such a vehicle. [Background technology]
[0002] In electric vehicles equipped with an engine and a generator, the engine initiates emergency power generation from the generator when the battery level falls below a certain value. Such emergency power generation can occur even in situations where battery output is low, such as during traffic jams, due to power consumption by auxiliary equipment, etc. It is known that when the engine starts driving the generator for power generation, a large vibration (rattling noise) occurs when the engine speed passes the vehicle's inherent resonant speed.
[0003] Furthermore, in vehicles with idle stop functionality, discharge during idle stop may prevent the power necessary for restarting the engine from being secured. Therefore, when traffic congestion is anticipated, a power control technology has been proposed that sets a higher target battery charge level according to the predicted stopping time during the congestion (see, for example, Patent Document 1). [Prior art documents] [Patent Documents]
[0004] [Patent Document 1] Patent No. 5412954 [Overview of the project] [Problems that the invention aims to solve]
[0005] Generally, the vibrations during power generation that cause discomfort to vehicle occupants are not limited to the so-called rattling noise. For example, noise and vibration when the engine speed increases can also cause discomfort to vehicle occupants.
[0006] Furthermore, even if you try to store power in the battery after getting stuck in traffic, the engine needs to be started to generate electricity when the vehicle starts moving again. Therefore, when stuck in traffic, the engine often restarts frequently, and as a result, the occupants of the vehicle are likely to feel uncomfortable due to the vibrations caused by the engine restarting.
[0007] The present invention was devised in view of the above circumstances, and the object of the present invention is to provide a control device for electric vehicles that can reduce the frequency of engine restarts during traffic congestion. [Means for solving the problem]
[0008] To achieve the above objective, a hybrid vehicle according to one embodiment of the present invention is a control device for an electric vehicle having an engine, a generator that generates electricity by receiving power from the engine, a battery that is charged by the electricity generated by the generator, and a motor that drives the drive wheels with electricity from the battery, the control device comprising: an engine rotation speed calculation unit that calculates the rotation speed of the engine according to a target amount of power generated when generating electricity; a traffic congestion information acquisition unit that acquires traffic congestion information including at least the distance and duration of the congestion in the congested section when traffic congestion is predicted ahead based on a past traffic congestion list or an external system; and a target power generation amount calculation unit that sets a target battery remaining amount that exceeds the amount of electricity consumed until leaving the congested section predicted based on the distance and duration of the congestion, assuming that the vehicle is driven through the congested section using only the motor, and calculates the target amount of power generated so that the battery reaches the target battery remaining amount before entering the congested section. According to one embodiment of the present invention, the amount of power consumed until leaving the congested section can include the amount of power consumed by the motor in the congested section and the amount of power consumed by the auxiliary equipment of the electric vehicle in the congested section. According to one embodiment of the present invention, the electric vehicle further includes a position detection unit for detecting the position of the electric vehicle, and when the position of the electric vehicle is within the congested section, the engine can be stopped and the electric vehicle can be driven using only the motor. According to one embodiment of the present invention, the traffic congestion information includes a predicted time when the electric vehicle will enter a traffic jam, and when the current time reaches the predicted time, the engine can be stopped and the electric vehicle can be driven using only the motor. According to one embodiment of the present invention, the system further includes a position detection unit for detecting the position of the electric vehicle, which determines whether or not the electric vehicle has entered the congestion zone based on whether or not the electric vehicle's position is included in the congestion zone, and if the battery level exceeds the target battery level before entering the congestion zone, the system terminates charging the battery and allows the electric vehicle to run solely on the motor. According to one embodiment of the present invention, the traffic congestion information includes a predicted time when the vehicle is expected to enter a traffic jam, and it is determined whether the electric vehicle has entered a congested section depending on whether the current time has passed the predicted time when the vehicle is expected to enter a traffic jam. If the battery level reaches or exceeds the target battery level before entering the traffic jam, the battery charging is terminated and the electric vehicle can be driven using only the motor. According to one embodiment of the present invention, the traffic congestion information includes a predicted time when the electric vehicle will enter the traffic congestion, and the traffic congestion information acquisition unit predicts the buffer time before the electric vehicle enters the traffic congestion from the current time and the predicted time when the vehicle will enter the traffic congestion, and the shorter the buffer time, the larger the increase in the target battery level can be. According to one embodiment of the present invention, the traffic congestion list records past traffic congestion information by situation, and the traffic congestion information acquisition unit can predict the traffic congestion from the past traffic congestion information using a learning function. [Effects of the Invention]
[0009] According to one embodiment of the present invention, when traffic congestion is expected, the necessary amount of electricity is generated by the engine before the vehicle gets caught in the congestion. In other words, by generating the necessary amount of electricity in advance and charging the battery, it becomes easier to escape the congested section using only the motor. This reduces the frequency of engine restarts and reduces the discomfort caused to the occupants by vibrations during power generation. According to one embodiment of the present invention, the amount of power consumed until leaving a congested area includes the power consumed in the congested area and the power consumed by auxiliary equipment. Therefore, it becomes easier to escape the congested area using only motor power, and the frequency of engine restarts can be further reduced. According to one embodiment of the present invention, when a vehicle is in a congested area, the engine is stopped and the vehicle is driven only by the motor, making it easier to avoid situations where the engine is frequently stopped and restarted in congested areas. According to one embodiment of the present invention, when the predicted time for entering a traffic jam is reached, the engine is stopped and the vehicle is driven solely by the motor, making it easier to avoid situations where the engine is repeatedly stopped and restarted in congested areas. According to one embodiment of the present invention, if the battery level exceeds the target battery level before entering a traffic jam, the battery charging is terminated and the vehicle is driven solely by the motor. This allows the vehicle to enter a congested area while maintaining a desirable charge level, making it easier to avoid situations where the engine frequently stops and restarts in the congested area. According to one embodiment of the present invention, if the battery level exceeds the target battery level before the predicted time of entering a traffic jam, the battery charging is terminated and the vehicle is driven only by the motor. This allows the vehicle to enter a traffic jam while maintaining a desirable charge level, making it easier to avoid situations where the engine frequently stops and restarts in the traffic jam. According to one embodiment of the present invention, the shorter the time available before entering a traffic jam, the larger the increase in the target battery level. Therefore, even with a short buffer time, the battery can be charged to the amount of power consumed before entering a traffic jam, making it easier to escape the congested section using only the motor. According to one embodiment of the present invention, traffic congestion is predicted using a learning function based on past traffic congestion information, and a target battery level is set, making it possible to predict traffic congestion more accurately. [Brief explanation of the drawing]
[0010] [Figure 1] This is a schematic diagram showing an example of an electric vehicle according to one embodiment of the present invention. [Figure 2]This is a schematic block diagram showing an example of the functional configuration of the control unit in an electric vehicle according to this embodiment. [Figure 3] Figure 2 is a schematic block diagram illustrating a first example of target power generation calculation in the control unit shown as an example. [Figure 4] Figure 2 is a schematic block diagram showing a second example of target power generation calculation in the control unit. [Figure 5] Figure 2 is a flowchart illustrating an example of emergency power generation avoidance ON / OFF control in the control unit. [Figure 6] Figure 2 is a flowchart illustrating an example of traffic congestion information processing in the control unit. [Figure 7] Figure 2 is a flowchart illustrating an example of emergency power generation avoidance control in the control unit. [Figure 8] This is a schematic block diagram showing an example of an electric vehicle according to another embodiment of the present invention. [Modes for carrying out the invention]
[0011] 1. Vehicle Configuration As illustrated in Figure 1, a control device (hereinafter referred to as the control unit 100) equipped in a hybrid vehicle 10, which is an example of an electric vehicle according to one embodiment of the present invention, performs vehicle control, including power generation control, which will be described later. The control unit 100 controls the engine 101, motor 102, generator 103, charge / discharge control unit 104, clutch CL, etc. The battery 105 is connected to the generator 103 and motor 102 via the charge / discharge control unit 104, and stores the power generated by the generator 103 according to the control of the control unit 100, and supplies the stored power to the motor 102.
[0012] Furthermore, if the hybrid vehicle 10 is a plug-in hybrid type, the battery 105 may be charged by power supplied from a household commercial power source or a fast-charging power source at a charging station via an external charging unit, or power may be supplied from the battery 105 to household appliances, etc., via an external power supply unit (not shown).
[0013] The generator 103 is mechanically connected to the output shaft of the engine 101 via a power transmission path G, and is driven to generate electricity when the engine 101 rotates. The generator 103 can also operate as a motor. Specifically, the generator 103 can act as a starter for starting the engine 101, or it can rotate the engine 102 as a load to use the generated electricity for waste generation.
[0014] The clutch CL mechanically disconnects or connects the transmission of rotational torque from the engine 101 to the gear mechanism 106. By disconnecting the clutch CL, the output shaft of the engine 101 is mechanically connected only to the generator 103. At this time, the hybrid vehicle is in EV driving mode or series driving mode. By connecting the clutch CL, the output shaft of the engine 101 is connected not only to the generator 103 but also to the gear mechanism 106. At this time, the gear mechanism 106 can transmit the driving torque of the engine 101 to the drive wheels 107. In this embodiment, examples are given for EV driving, where the engine is stopped and the vehicle runs only on the motor, or series driving mode, where the generator absorbs the engine torque.
[0015] The control unit 100 is an electronic control unit (ECU) that controls the overall operation of the hybrid vehicle 10, and has a power generation control function that controls the output of the engine 101 based on vehicle speed, accelerator opening, and battery level (or battery charge rate SOC). The power generation control function includes a traffic congestion information acquisition function and a target power generation amount calculation function, which will be described later. The control unit 100 is also connected to a storage unit 108 that stores past traffic congestion information, and an operation unit which serves as a user interface (not shown) is also connected to it. It is assumed that the control unit 100 is equipped with a timekeeping unit that measures the date and time, and a timer that measures elapsed time.
[0016] The vehicle position detection unit 109 can utilize GPS (Global Positioning System), and can also be used in conjunction with an acceleration sensor or the like.
[0017] The control unit 100 may include a processor such as a CPU (Central Processing Unit), a ROM (Read-only memory) for storing control programs executed by the processor, a RAM (Random access memory) as an operating area for the control program, and an interface section for peripheral circuits. The power generation control method according to this embodiment can be implemented by executing a program on the processor of the control unit 100. The power generation control according to this embodiment will be described in detail below.
[0018] 2. Power generation control 2.1) Configuration As illustrated in Figure 2, the control unit 100 has the functions of a traffic congestion information acquisition unit 110, a target power generation amount calculation unit 120, a target engine speed calculation unit 130, and a target power generation control unit 140.
[0019] The traffic congestion information acquisition unit 110 has the functions of a traffic congestion determination unit 111, a traffic congestion prediction unit 112, and a traffic congestion list management unit 113. The traffic congestion determination unit 111 determines whether a vehicle is caught in a traffic jam by referring to the vehicle speed and elapsed time, and records the location of the congestion, date and time, day of the week, season, and other conditions as traffic congestion information in the traffic congestion list management unit 113.
[0020] The traffic congestion prediction unit 112 refers to traffic congestion information, vehicle location information, or date and time information recorded in the traffic congestion list management unit 113 to predict whether traffic congestion will occur in the future and to what extent it will occur. In other words, the traffic congestion information acquisition unit 110 has the function of learning traffic congestion information and using the results for future traffic congestion prediction.
[0021] Thus, the traffic congestion information acquisition unit 110 generates a predicted buffer time RT, which indicates how much time is available before being caught in a predicted traffic jam. E Or, the congestion duration T, which indicates how long you are likely to be caught in the predicted traffic jam. TJ Traffic congestion distance D indicates how long the predicted traffic jam will be. TJThe system outputs information such as the above to the target power generation calculation unit 120. The traffic congestion information acquisition unit 110 may also notify the target power generation surplus unit 120 of the predicted time of being caught in traffic congestion (predicted time of traffic congestion entry) and the time of being released from that congestion (predicted time of traffic congestion exit). Furthermore, the target power generation calculation unit 120 also outputs the predicted surplus time RT. E and congestion duration T TJ You may also calculate this.
[0022] The target power generation calculation unit 120 calculates the target power generation amount considering the amount of electricity consumed in the predicted traffic jam and outputs it to the target engine speed calculation unit 130. The target engine speed calculation unit 130 calculates the target engine speed corresponding to the target power generation amount. The engine 101 is controlled so that its actual rotational speed follows the target engine speed calculated by the target engine speed calculation unit 130.
[0023] The target power generation control unit 140 switches the target power generation amount calculated by the target power generation amount calculation unit 120 between a setting for avoiding emergency power generation and a normal setting. As will be described later, the target power generation control unit 140 sets the system to avoid emergency power generation if traffic congestion is expected, and returns to the normal setting when traffic congestion occurs or when the battery level has risen sufficiently.
[0024] <Target power generation calculation unit (first example)> As illustrated in Figure 3, the target power generation calculation unit 120 includes a request output calculation unit 201, an adder 202, a power generation map 203, a differencer 204, and a target battery level setting unit 205. The request output calculation unit 201 calculates the request output based on the accelerator opening and vehicle speed. The adder 202 adds the request output, the charge output CB from the power generation map 203, and the auxiliary equipment power consumption to output the target power generation amount.
[0025] The differential 204 displays the current battery level BS. R Target battery level BS TGT The system calculates how much larger or smaller the current level is, i.e., whether it is sufficient or insufficient, and outputs the difference to the power generation map 203. The power generation map 203 displays the current battery level BS.R is less than the target battery remaining amount BS TGT If it is less (deficient), a charging output CB corresponding to the deficiency is output to the adder 202. The charging output CB is the current battery remaining amount BS R is equal to or greater than the target battery remaining amount BS TGT If it is, it is set to zero.
[0026] The target battery remaining amount setting unit 205 includes a maximum value selection unit (MAX function) 206, an emergency power generation avoidance battery remaining amount prediction unit 207, and an arithmetic unit 208. The maximum value selection unit 206 determines the larger one between the normal target battery remaining amount BS T-N and the predicted target battery remaining amount BS T-E and outputs the larger one as the target battery remaining amount BS TGT to the differentiator 204.
[0027] The predicted target battery remaining amount BS T-E is the target battery remaining amount when considering the power consumption predicted in traffic jams, and the arithmetic unit 208 calculates it from the predicted battery remaining amount BS EE for emergency power generation avoidance and the predicted remaining time RT E . The arithmetic unit 208 may calculate the predicted target battery remaining amount BS E using a function such that the shorter the predicted remaining time RT T-E , the larger the predicted target battery remaining amount BS T-E . An example of this function is shown below: BS T-E = BS EE / RT E . However, if the predicted remaining time RT E becomes short and the predicted target battery remaining amount BS T-E becomes too large, the engine 101 rotates at high speed, thereby increasing noise and vibration (NV). Therefore, it is desirable to provide an upper limit for the target power generation amount in consideration of NV.
[0028] The emergency power generation avoidance battery remaining amount prediction unit 207 is the battery remaining amount BS TH at the start of emergency power generation (fixed value), the auxiliary power consumption P A, the electricity required for EV driving in congested areas P EV , traffic congestion duration T TJ and congestion distance D TJ Enter the following into the formula to predict the remaining battery level BS for avoiding emergency power generation. EE Calculate: BS EE =BS TH +(P A ×T TJ +P EV ) Here, the battery level BS is used to start emergency power generation. TH This is a predetermined fixed value, and BS is an example. TH =Set to 15%. (P A ×T TJ +P EV ) is the amount of electricity required for EV driving until you get out of traffic. Auxiliary equipment power consumption P A The value obtained from vehicle 10 and used for prediction shall be the congestion distance D. TJ The electricity P required for EV driving EV This can be predicted from past traffic information recorded in the traffic congestion list. Alternatively, the amount of electricity P required for EV driving in congested sections. EV The electricity consumption E is calculated for each traffic jam stored in the traffic jam list. E [km / kW] is stored in the memory unit 108. Electricity P required for EV driving in congested areas EV = Traffic congestion distance D TJ / E E It may also be calculated by [this method].
[0029] Note that the above predicted battery level BS EE This is merely a predicted value. Therefore, in hybrid vehicles, it is possible that power may be generated during traffic jams, or that the battery level remaining after exiting a traffic jam may be higher than the level required to start emergency power generation. In that case, the battery level BS EE This calculation may take into account any surplus or deficit in the battery charge at which emergency power generation begins for the same traffic congestion in subsequent instances.
[0030] Thus, the predicted battery level BS EE The calculation unit 208 predicts the margin time RT.E The predicted target battery level BS is adjusted up or down accordingly. T-E The value is output to the maximum value selection unit 206. The maximum value selection unit 206 is the normal target battery level BS T-N and predicted target battery level BS T-E Use the larger of the two values as your target battery level (BS). TGT Output as follows: The power generation map 203 and adder 202 output the current battery level BS. R Target battery level BS TGT If the amount is smaller, the deficit may be included in the target power generation amount as a charge output CB.
[0031] <Target power generation calculation unit (second example)> As illustrated in Figure 4, the target power generation calculation unit 120A includes a requested output calculation unit 201, an adder 202, a maximum value selection unit 210, a differencer 211, a power generation map 212, an emergency power generation avoidance battery remaining charge prediction unit 213, a differencer 214, and a calculation unit 215. Here, the requested output calculation unit 201 and the adder 202 are the same as in the first example described above, so their explanation is omitted. In the second example in Figure 4, the method of generating the charge output CB differs from the first example in Figure 3.
[0032] In Figure 4, the current battery level BS R This is input to the differencer 211 and the differencer 214, respectively. The differencer 211 receives the current battery level BS R This is the normal target battery level BS T-N The system calculates how much larger or smaller the current battery level is, i.e., whether it is sufficient or insufficient, and outputs the difference to the power generation map 212. The power generation map 212 displays the current battery level BS. R This is the normal target battery level BS T-N If the charge level is lower (insufficient), the normal charge amount corresponding to the deficit will be charged. N The value is output to the maximum value selection unit 210. Normal charge amount CB N This is the current battery level BS R This is the normal target battery level BS T-N If the value is greater than or equal to the above, it will be set to zero.
[0033] The battery remaining amount prediction unit 213 for emergency power generation avoidance inputs the battery remaining amount BS TH (fixed value), auxiliary power consumption P A , power P required for EV driving in a traffic jam section EV , traffic jam duration T TJ and traffic jam distance D TJ into the following formula, and calculates the predicted battery remaining amount BS EE for emergency power generation avoidance as described in the first example: BS EE = BS TH + (P A × T TJ + P EV )
[0034] The differentiator 214 calculates how much larger or smaller the current battery remaining amount BS R is than the predicted battery remaining amount BS EE , that is, whether it is sufficient or insufficient, and outputs the difference to the arithmetic unit 215.
[0035] The arithmetic unit 215 inputs the difference (BS R - BS EE ) between the current battery remaining amount BS R and the predicted battery remaining amount BS EE and the predicted margin time RT E , and outputs the predicted charging amount CB E to the maximum value selection unit 210. The arithmetic unit 215 uses a function in which the predicted charging amount CB E becomes larger as the predicted margin time RT E becomes shorter to calculate the predicted charging amount CB E . An example of this function is shown below: CB E = (BS R - BS EE ) / RT E . However, as described in the first example, it is desirable that the predicted charging amount CB E has an upper limit considering NV.
[0036] The maximum value selection unit 210 selects the normal charging amount CB N and the predicted charging amount CBE Input the above and output the larger of them as the charging output CB to the adder 202. The adder 202 adds the required output k, the auxiliary power consumption PA, and the charging output CB described above to output the target power generation amount.
[0037] 2.2) Emergency power generation avoidance ON / OFF control As illustrated in FIG. 5, the target power generation control unit 140 in the control unit 100 determines whether the vehicle 10 is traveling in the series mode (step 301). If it is traveling in the series mode, it receives the traffic jam prediction information from the traffic jam information acquisition unit 110 and determines the presence or absence of a predicted traffic jam (step 302). When a traffic jam is predicted, the target power generation control unit 140 operates the emergency power generation avoidance battery remaining amount prediction units 207 and 213 to set the target power generation amount for emergency power generation avoidance (step 303).
[0038] Subsequently, the target power generation control unit 140 determines the presence or absence of a traffic jam determination indicating entry into a traffic jam (step 304), whether the remaining battery amount has risen sufficiently (step 305), and whether the predicted traffic jam entry time has passed (step 306) from the traffic jam information acquisition unit 110. When a positive determination is made in any of S304 to S306, the target power generation control unit 140 stops the operation of the emergency power generation avoidance battery remaining amount prediction units 207 and 213 and returns the target power generation amount to the normal setting (step 307).
[0039] Note that the emergency power generation avoidance ON / OFF control may be automatically set to OFF or manually set to OFF if the location of the hybrid vehicle is different from the location where it usually travels. Whether the location of the hybrid vehicle is different from the location where it usually travels may be determined based on, for example, the position detection result by GPS.
[0040] In addition, the power generation control according to whether the vehicle has entered a traffic jam section and the power generation control according to the remaining battery amount are described below.
[0041] (1) If the vehicle's location information determines that it is in a congested area, or if the current time is determined to be the predicted time for entering a congested area, the engine can be stopped and the vehicle can be driven using only the motor. This reduces the frequency of restarting the engine in congested areas. (2) If the vehicle's battery level exceeds the target battery level before the vehicle enters a congested area, based on the vehicle's location information, the battery charging can be terminated and the vehicle can run on the motor alone. This allows the vehicle to enter congested areas while maintaining a sufficient charge level, reducing the frequency of engine restarts in congested areas. (3) If the battery level exceeds the target battery level before the predicted time of entering a traffic jam, the battery charging can be terminated and the vehicle can run on the motor alone. This allows the vehicle to enter the congested section while maintaining a desirable charge level, making it easier to avoid the situation where the engine stops and restarts frequently in the congested section.
[0042] 2.3) Traffic congestion information processing As illustrated in Figure 6, in the traffic congestion information acquisition unit 110 of the control unit 100, the traffic congestion determination unit 111 determines that the vehicle speed V is a predetermined low speed V TH The following is determined: The congestion determination unit 111 determines whether the condition is below and continues for a predetermined time T or longer (step 401). TH If the system determines that the following vehicle speed V has continued for a predetermined time or longer, it determines whether the current shift is in parking (P) or in a stopped state V=0 (step 402). If the congestion determination unit 111 determines that the shift is P or V=0 (YES in step 402), it terminates the process without determining congestion. If the congestion determination unit 111 determines that the shift is neither P nor V=0 (NO in step 402), it determines that the vehicle has entered a traffic jam (step 403).
[0043] When the congestion determination unit 111 determines that congestion has occurred, it refers to the congestion list in the congestion list management unit 113 to determine whether congestion has occurred multiple times (N1 times) or more in the past for the current day of the week / time (step 404). If the congestion determination unit 111 determines that congestion has occurred N1 times or more (YES in step 404), it records the current day of the week, vehicle start time, and congestion entry time in the congestion list (step 405). The same time refers to a time period with a predetermined width centered around that time. The reason for limiting congestion occurrence to N1 times or more is to exclude sudden congestion.
[0044] In step 405, it is desirable for the congestion determination unit 111 to record the vehicle start time and the congestion entry time as a set. If the vehicle start time is not recorded, for example, if the actual vehicle start time is delayed, the buffer time until the predicted congestion entry time will be shortened by the amount of the delay, and the target power generation amount will increase more than necessary. To avoid this, by recording the vehicle start time and the congestion entry time as a set, even if the vehicle start time is delayed, the predicted congestion entry time can be delayed by the amount of the delay to secure the predicted buffer time. Also, if multiple congestions are recorded on the same day of the week, by storing the vehicle start times as a set, it is possible to determine which congestion record is suitable for congestion prediction.
[0045] In step 401, the congestion determination unit 111 determines the low speed V TH If the system determines that the following vehicle speed V has not continued for a predetermined time or longer (NO in step 401), it determines that there is no traffic congestion. This is because the hybrid vehicle is continuously traveling at a certain speed. Therefore, the traffic congestion determination unit 111 determines whether the most recent traffic congestion determination is still ongoing (step 406). If the traffic congestion determination unit 111 determines that it is ongoing (YES in step 406), it determines that the vehicle has exited the most recent traffic congestion (step 407) and records the time of exiting the congestion and the distance traveled until exiting the congestion in the traffic congestion list (step 408). At that time, the traffic congestion determination unit 111 may also record the electricity consumption during the congestion and the power consumption until exiting the congestion as traffic congestion information in the traffic congestion list.
[0046] If the congestion determination unit 111 determines that the most recent congestion entry determination is not ongoing (NO in step 406), it determines whether the current day / time is registered in the congestion list (step 409). If the congestion determination unit 111 determines that the current day / time is registered in the congestion list (YES in step 409), it determines, while referring to the congestion list, whether there have been N2 or more congestion determinations for that day / time (step 410). If the congestion determination unit 111 determines that there have been N2 or more congestion determinations for that day / time (YES in step 410), it deletes the entry for that day / time from the congestion list (step 411).
[0047] Thus, if the congestion detection unit 111 detects congestion N1 or more times on the same day of the week and at the same time, it registers the day of the week and the time of congestion entry in the congestion list. The congestion detection unit 111 also removes the day from the congestion list if it does not detect congestion N2 or more times. However, if events with a high probability of congestion occurring in each country or region (such as Obon, New Year's, or Golden Week) are predetermined, the congestion detection unit 111 may be controlled so that the day is not removed from the congestion list even if there are no congestion detections N2 or more times during that period.
[0048] Note that creating a traffic congestion list requires driving for a certain distance and getting caught in traffic, but you can also register days / times when traffic congestion is generally expected, such as weekday rush hours, as an initial list for traffic congestion.
[0049] 2.4) Emergency power generation avoidance control As illustrated in Figure 7, the congestion prediction unit 112 in the congestion information acquisition unit 110 of the control unit 100 predicts that congestion will occur ahead based on the current position of the vehicle 10 and the congestion information in the congestion list, and then predicts the duration of the congestion T TJ and congestion distance D TJ The data is obtained and output to the target power generation calculation unit 120, 120A (step 501).
[0050] The battery remaining charge prediction units 207 and 213 for emergency power generation avoidance in the target power generation calculation units 120 and 120A are calculated using the following formula: (Auxiliary equipment power consumption PA ) × (Traffic congestion duration T) TJ ) + (Traffic congestion distance D) TJ The electricity P required for EV driving EV ) This allows us to predict the amount of electricity needed for EV driving until we get out of the traffic jam (Step 502).
[0051] Next, the battery remaining charge prediction units 207 and 213 for avoiding emergency power generation predict the remaining battery charge BS for avoiding emergency power generation. EE of (Battery level BS when emergency power generation starts) TH ) + (the amount of electricity consumed during EV driving until we get out of the traffic jam) Predict by (step 503).
[0052] Furthermore, the congestion prediction unit 112 in the congestion information acquisition unit 110 predicts a buffer time RT from the current time and the predicted congestion entry time. E The calculation is performed and output to the target power generation calculation unit 120, 120A (step 504). The target power generation calculation unit 120, 120A calculates the predicted battery remaining amount BS for avoiding emergency power generation, as described above. EE Predicted buffer time RT E Based on this, calculate the target power generation amount to avoid emergency power generation (step 505).
[0053] 3. Other Embodiments According to the embodiment described above, the traffic congestion information acquisition unit 110 acquired the necessary traffic congestion information using a traffic congestion list, but the present invention is not limited thereto. For example, the traffic congestion information acquisition unit 110 may acquire the same traffic congestion information from an external traffic information communication system.
[0054] In this case, as shown in Figure 8, the vehicle 10 may be equipped with a control unit 600 instead of a control unit 100. The control unit 600 also has a traffic congestion information acquisition unit 602. The control unit 600 is connected to a wireless communication unit 601. The control unit 600 is also connected to an external traffic information communication system 700 via the wireless communication unit 601. In addition, the control unit 600 has functions such as target power generation calculation units 120, 120A and a target power generation control unit 140, similar to those in the above embodiment. The traffic congestion information acquisition unit 602 has at least a traffic congestion determination unit 111 that determines whether the vehicle 10 is caught in a traffic jam, and may also have a traffic congestion list management unit 113 if necessary. E The congestion duration T indicates how long you are likely to be stuck in the predicted traffic jam. TJ Traffic congestion distance D indicates how long the predicted traffic jam will be. TJ Such information can be obtained from the external traffic information communication system 700 via the wireless communication unit 601. Further details regarding other power generation control functions are omitted as they were described in the embodiments described above.
[0055] 4. Effects As described above, according to this embodiment, when traffic congestion is expected, the necessary amount of electricity is generated by the engine operation and charged into the battery before the vehicle gets caught in the congestion. This makes it possible to reduce the frequency of engine restarts during traffic congestion and to reduce the discomfort of vibrations experienced by the occupants. [Explanation of symbols]
[0056] 10 Hybrid Vehicles 100 Control Unit 101 Engine 102 Motor 103 Generator 104 Charge / Discharge Control Unit 105 Battery 106 Gear mechanism 107 Drive wheels 108 Storage section 109 Vehicle position detection unit 110 Traffic Congestion Information Acquisition Unit 111 Traffic congestion determination unit 112 Traffic Congestion Prediction Section 113 Traffic Congestion List Management Department 120 Target power generation calculation unit 130 Target engine speed calculation unit 140 Target Power Generation Control Unit 201 Request output calculation section 202 Adder 203, 212 Power Generation Map 204, 211, 214 differentiator 205 Target battery level setting section 206, 210 Maximum value selection section 207, 213 Battery remaining charge prediction unit for avoiding emergency power generation 208, 215 Arithmetic unit
Claims
1. Assuming this vehicle configuration is correct, please describe the invention as a control device or control system applied to the vehicle. The same applies to copied portions. Method claims are not required. Please also revise the abstract and title of the invention accordingly. A control device for an electric vehicle having an engine, a generator that generates electricity using power from the engine, a battery that is charged by the electricity generated by the generator, and a motor that drives the drive wheels using electricity from the battery, An engine speed calculation unit that calculates the rotational speed of the engine according to the target power generation amount during the aforementioned power generation, A traffic congestion information acquisition unit acquires traffic congestion information, including at least the congestion distance and congestion duration, for the congested section when congestion is predicted ahead based on past congestion lists or external systems. Assuming that the vehicle travels through the congested section solely using the motor, a target power generation calculation unit sets a target battery level that exceeds the amount of power consumed until leaving the congested section, based on the predicted amount of power consumption and duration of the congestion, and calculates the target power generation amount so that the battery reaches the target battery level before entering the congested section. A control device for electric vehicles, characterized by including the following:
2. The control device for an electric vehicle according to claim 1, characterized in that the amount of power consumed until leaving the congested section includes the amount of power consumed by the motor in the congested section and the amount of power consumed by the auxiliary equipment of the electric vehicle in the congested section.
3. The electric vehicle further includes a position detection unit for detecting the position of the electric vehicle, A control device for an electric vehicle according to claim 1 or 2, characterized in that when the electric vehicle is located within the congested section, the engine is stopped and the electric vehicle is driven solely by the motor.
4. The aforementioned traffic congestion information includes the predicted time when the electric vehicle will enter the traffic congestion, A control device for an electric vehicle according to claim 1 or 2, characterized in that when the current time reaches the predicted congestion entry time, the engine is stopped and the electric vehicle is driven by the motor alone.
5. The system further includes a position detection unit for detecting the position of the electric vehicle, Whether or not the electric vehicle has entered the congestion zone is determined based on whether or not its position is included in the congestion zone. A control device for an electric vehicle according to claim 1 or 2, characterized in that if the battery reaches a level equal to or greater than the target battery level before entering the aforementioned traffic jam, charging of the battery is terminated and the electric vehicle is driven solely by the motor.
6. The aforementioned traffic congestion information includes the predicted time when the electric vehicle will enter the traffic congestion, Whether the electric vehicle has entered a congested section is determined based on whether the current time has passed the predicted time for entering the congestion section. A control device for an electric vehicle according to claim 1 or 2, characterized in that if the battery reaches a level equal to or greater than the target battery level before entering the aforementioned traffic jam, charging of the battery is terminated and the electric vehicle is driven solely by the motor.
7. The aforementioned traffic congestion information includes the predicted time when the electric vehicle will enter the traffic congestion, The traffic congestion information acquisition unit predicts the time of buffer time before the vehicle enters the traffic congestion based on the current time and the predicted time of entry into the congestion. The control device for an electric vehicle according to claim 1 or 2, characterized in that the target power generation calculation unit increases the increment of the target battery remaining amount as the margin time decreases.
8. The aforementioned traffic congestion list records past traffic congestion information by situation, The control device for an electric vehicle according to claim 1 or 2, characterized in that the traffic congestion information acquisition unit predicts the traffic congestion using a learning function based on past traffic congestion information.