car

Abstract

To more properly estimate the temperatures of a motor.SOLUTION: A predicted travel pattern that is predicted for travel on a travel route is set on the basis of information on the travel route to a destination, and a corrected travel pattern is set by correcting the predicted travel pattern from a current position to the destination on the basis of a difference between an actual travel pattern actually measured in travel from a predetermined point to the current position on the travel route and the predicted travel pattern. Then, the temperatures of a motor from the current position to the destination are estimated using the corrected travel pattern.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to automobiles, and more particularly to an automobile equipped with a motor used for driving and a navigation system that provides route guidance for a driving route to a destination. [Background technology]

[0002] Conventionally, one proposed vehicle of this type estimates the predicted future motor temperature using information from a navigation system while the vehicle is running in EV mode, which runs using motor power instead of engine power (see, for example, Patent Document 1). In this vehicle, if the predicted future motor temperature is lower than the load limit start temperature, the EV running prohibition temperature is set to a first temperature that is slightly lower than the load limit start temperature, and if the predicted future motor temperature is higher than the load limit start temperature, the EV running prohibition temperature is set to a second temperature that is lower than the first temperature. This prevents a decrease in power performance. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-244875 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned automobile, depending on the user's driving style, there may be a discrepancy between the actual motor temperature and the predicted motor temperature estimated using information from the navigation system. In this case, control based on the estimated motor temperature may not be performed properly, and unexpected driving restrictions may be imposed on the motor drive.

[0005] The main purpose of the vehicle of the present disclosure is to more accurately estimate the temperature of the motor. [Means for solving the problem]

[0006] The automobile of the present disclosure employs the following measures to achieve the above-mentioned main object.

[0007] The vehicle of the present disclosure comprises: a motor used for running; a navigation system that provides route guidance for a driving route to a destination; a control device for controlling the motor; A motor vehicle comprising: The control device sets an estimated driving pattern estimated for driving along the driving route based on information about the driving route, sets a corrected driving pattern by correcting the estimated driving pattern from the current location to the destination based on a difference between an actual driving pattern actually measured during driving from a predetermined point on the driving route to the current location and the estimated driving pattern, and estimates the temperature of the motor from the current location to the destination using the corrected driving pattern. It is characterized by:

[0008] In the vehicle disclosed herein, an estimated driving pattern is set for driving the driving route based on information about the driving route to the destination. Furthermore, a corrected driving pattern is set by correcting the estimated driving pattern from the current location to the destination based on the difference between the estimated driving pattern and an actual driving pattern measured during driving from a predetermined point on the driving route to the current location. The corrected driving pattern is then used to estimate the motor temperature from the current location to the destination. Because the corrected driving pattern is set based on the difference between the actual driving pattern and the estimated driving pattern, and the motor temperature from the current location to the destination is estimated based on the corrected driving pattern, the motor temperature from the current location to the destination can be more accurately estimated than when the motor temperature from the current location to the destination is estimated based on the estimated driving pattern.

[0009] The estimated driving pattern, actual driving pattern, and corrected driving pattern can use the driving torque pattern when traveling along the driving route. Here, the driving torque means the torque output from the motor if the vehicle is equipped with only a driving motor, and means the sum of the torque output from the motor and the torque output from the engine if the vehicle is equipped with a driving motor and an engine.

[0010] In the vehicle of the present disclosure in which the driving torque pattern is the driving pattern, the control device may store a torque-temperature relationship map that defines the relationship between the driving torque and a temperature rise of the motor, and estimate the temperature of the motor from the current location to the destination using the temperature rise of the motor obtained by applying the torque-temperature relationship map to the modified driving pattern. The torque-temperature relationship map may be determined in advance for each vehicle by using experiments or machine learning based on experimental data to determine the relationship between the driving torque and the temperature rise of the motor.

[0011] In the vehicle disclosed herein, the control device may be configured to issue a high motor temperature notification when the motor temperature, estimated using the corrected driving pattern from the current location to the destination, exceeds a predetermined temperature. This allows the driver to be notified of the high motor temperature notification. Here, the predetermined temperature may be a lower limit temperature at which a load rate limit is imposed on the motor. The high motor temperature notification may be a notification that the motor temperature exceeds a temperature at which a load rate limit is imposed on the motor. In this case, the control device may be configured to issue a notification that the high motor temperature notification has been canceled when the motor temperature estimated using the corrected driving pattern based on the difference between the estimated driving pattern from the notification point where the high motor temperature notification was issued and the actual driving pattern falls below the predetermined temperature. This allows the driver to be notified that the high motor temperature notification has been canceled. [Brief explanation of the drawings]

[0012] [Figure 1]1 is a block diagram showing an example of the configuration of an automobile 20 according to an embodiment, with an electronic control unit 50 at the center. [Figure 2] 4 is a flowchart showing an example of a motor drive restriction prediction process executed by an electronic control unit 50. [Figure 3] FIG. 10 is an explanatory diagram showing an example of a map for setting a motor temperature increase amount. [Figure 4] 10 is an explanatory diagram showing an example of a travel pattern and how the temperature Tmg of the motor MG changes depending on the point on the travel route. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0013] Next, an embodiment for carrying out the present disclosure will be described. Fig. 1 is a block diagram showing an example of the configuration of an automobile 20 according to an embodiment, with an electronic control unit 50 at the center. As shown in the figure, the automobile 20 according to the embodiment includes a motor MG as a power source. In addition to the power source, the automobile 20 according to the embodiment also includes an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-board camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a battery actuator 38, a battery 40, an air conditioner electronic control unit (hereinafter referred to as an air conditioner ECU) 42, an air conditioner compressor 44, an electronic control unit 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0014] The GPS 22 is a device that detects the vehicle's position based on signals transmitted from multiple GPS satellites. The on-board camera 24 is a camera that captures images of the vehicle's surroundings, such as a front camera that captures images in front of the vehicle and a rear camera that captures images behind the vehicle. The millimeter-wave radar 26 detects the inter-vehicle distance and relative speed between the host vehicle and a vehicle ahead, and the inter-vehicle distance and relative speed between the host vehicle and a vehicle behind.

[0015] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the front-rear direction of the vehicle or the acceleration in the left-right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The accelerator sensor 32 detects the accelerator opening amount according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position, etc., as the amount of depression of the brake pedal by the driver.

[0016] The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, charge / discharge current, and battery temperature, and manages the battery 40 based on these. The battery actuator 38 calculates the power storage ratio SOC as the ratio of the remaining power storage capacity to the total power storage capacity based on the charge / discharge current, and calculates the maximum allowable output power (output limit Wout) that may be output from the battery 40 and the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the power storage ratio SOC, battery temperature, etc. The battery 40 is configured as a rechargeable secondary battery, and may be, for example, a lithium-ion battery, a nickel-metal hydride battery, or a lead-acid battery.

[0017] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The air conditioner ECU 42 is incorporated into an air conditioner that conditions the passenger compartment, and drives and controls an air conditioner compressor 44 in the air conditioner so that the temperature in the passenger compartment becomes a set temperature.

[0018] The motor MG is configured as an electric motor that also functions as a generator, such as a synchronous motor. The motor MG is connected to the battery 40 via an inverter (not shown), and can output driving force using power supplied from the battery 40 and charge the battery 40 with the generated power.

[0019] Although not shown, the electronic control unit 50 is configured as a microcomputer centered around a CPU, and in addition to the CPU, is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The electronic control unit 50 sets a required driving force and a required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for the motor MG so as to output the required driving force and the required power to the vehicle, and sends the set torque command to the accelerator actuator 60. When the brake pedal is depressed, the electronic control unit 50 sets a required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets a regenerative torque command for regeneratively controlling the motor MG based on the required braking force and the vehicle speed, and sets a target braking force to be applied by the brake device, and sends the torque command to the accelerator actuator 60 and the target braking force to the brake actuator 62.

[0020] Accelerator actuator 60 controls the driving of motor MG based on a torque command set by electronic control unit 50. Accelerator actuator 60 controls the switching of switching elements of an inverter that drives motor MG so that torque corresponding to the torque command is output from motor MG.

[0021] The brake actuator 62 controls the brake device 64 so that the target braking force set by the electronic control unit 50 is applied to the vehicle by the brake device 64. The brake control device 64 is configured as, for example, a hydraulically driven friction brake.

[0022] The display device 66 is mounted, for example, in an installation panel in front of the driver's seat, and displays various information. The meter 68 is mounted, for example, in an installation panel in front of the driver's seat.

[0023] The DCM (Data Communication Module) 70 transmits information about the vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Examples of the vehicle information include the vehicle's position, vehicle speed, and running power. Examples of the road traffic information include information about current and future congestion, information about the current average vehicle speed and predicted future average vehicle speed in sections along the travel route, information about traffic regulations, information about weather, information about road surface conditions, and information about maps. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every minute, or every two minutes).

[0024] The navigation system 80 is a system that guides the vehicle to a set destination, and includes a display unit 82 and a map information database 84. The navigation system 80 communicates with a traffic information management center 100 via a DCM (Data Communication Module) 70. When a destination is set, the navigation system 80 sets a route based on the destination information, information on the current location (current vehicle position) acquired by the GPS 22, and information stored in the map information database 84. The navigation system 80 then communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or every 5 minutes) to acquire road traffic information, and provides route guidance based on the road traffic information.

[0025] Next, the operation of the automobile 20 configured as described above will be described, particularly the operation when predicting the drive limit of the motor MG while a travel route is set and route guidance is being performed by the navigation system 80. Fig. 2 is a flowchart showing an example of a motor drive limit prediction process executed mainly by the electronic control unit 50. In this embodiment, in order to protect the motor MG, when the temperature Tmg of the motor MG becomes equal to or higher than the threshold Tref, the drive limit is imposed so that the torque that may be output from the motor MG decreases as the temperature Tmg of the motor MG increases.

[0026] When the motor drive restriction prediction process is executed, the electronic control unit 50 first determines whether a destination has been set by the navigation system 80 (step S100), and waits until the destination is set. Once the destination is set, the electronic control unit 50 sets a travel route from the current location (starting point) to the destination (step S110). This travel route is set by the navigation system 80 based on information about the destination, information about the current location (current position of the vehicle), and information stored in the map information database 84.

[0027] Next, a driving pattern (estimated driving pattern) estimated for the set driving route is set. The estimated driving pattern is a change (pattern) in the driving torque when traveling through each driving section on the driving route, and is set based on information on each driving section on the driving route and information on the driving load among the road traffic information acquired by the navigation system 80 from the traffic information management center 100, the vehicle speed of the vehicle, the driving power of the vehicle, etc.

[0028] Next, it is determined whether the destination has been reached (step S130), and the processing of steps S140 to S250 is repeated until the destination has been reached. If it is determined that the destination has been reached, this processing ends. If it is determined that the destination has not been reached, the actual driving pattern is stored until a predetermined period of time has elapsed (steps S130, S140). The predetermined period may be the period until a predetermined driving distance has been traveled, the period until a predetermined number of driving sections have been traveled, or the period until a predetermined time has elapsed. The actual driving pattern is the transition (change) of the driving torque actually output from the motor MG, and the driving torque may be, for example, a torque command to the motor MG.

[0029] If it is determined in step S150 that the predetermined period has elapsed, the elapsed period is reset (step S160), and the difference between the estimated driving pattern and the actual driving pattern is calculated (step S170). The difference between the estimated driving pattern and the actual driving pattern can be calculated, for example, as the difference between the integrated value of the estimated driving torque and the integrated value of the actual driving torque, or the difference between the average value of the estimated driving torque and the average value of the actual driving torque.

[0030] Once the difference between the estimated driving pattern and the actual driving pattern is calculated, this difference is applied to the estimated driving pattern from the current location onwards to create a corrected driving pattern (step S180). The corrected driving pattern can be obtained by multiplying the estimated driving pattern by a value obtained by adding the ratio of the difference to the estimated integrated value of driving torque to a value of 1 (1 + (difference / estimated integrated value of driving torque)) when the difference between the estimated integrated value of driving torque and the actual integrated value of driving torque is used as the difference; or by multiplying the estimated driving pattern by a value obtained by adding the ratio of the difference to the average value of estimated driving torque to a value of 1 (1 + (difference / average value of estimated driving torque)) when the difference between the estimated average value of driving torque and the actual average value of driving torque is used as the difference.

[0031] Once the corrected driving pattern is created, the temperature Tmg of the motor MG at each point on the driving route from the current location onward is estimated based on the corrected driving pattern (step S190). The temperature Tmg of the motor at each point can be estimated by sequentially adding the temperature rise of the motor MG per unit time based on the drive torque (torque of the motor MG) required for driving at each point to the temperature Tmg of the motor MG. In the vehicle 20 of this embodiment, the relationship between the drive torque and the temperature rise of the motor MG per unit time is determined in advance through experiments, machine learning, etc. and stored as a motor temperature rise setting map. When drive torque is applied, the corresponding temperature rise of the motor MG is derived from the map and used. Figure 3 shows an example of the motor temperature rise setting map.

[0032] Then, it is determined whether there is a point on the travel route from the current position onward where the estimated temperature Tmg of the motor MG is equal to or higher than the threshold Tref (step S200). As described above, the threshold Tref is the lower limit temperature at which a drive restriction is imposed on the motor MG.

[0033] If it is determined in step S200 that there is no point where the estimated motor MG temperature Tmg is equal to or greater than the threshold value Tref, it is determined whether the motor high temperature flag Fm is equal to 1 (step S230), and if it is determined that the motor high temperature flag Fm is not equal to 1 (is equal to 0), the process returns to step S130, where it is determined whether the destination has been reached. Here, the motor high temperature flag Fm is a flag that is set to 1 when there is a point where the estimated motor MG temperature Tmg is equal to the threshold value Tref, and is set to 0 when there is no point where the estimated motor MG temperature Tmg is equal to the threshold value Tref.

[0034] If it is determined in step S200 that there is a point where the motor MG temperature Tmg estimated is equal to or higher than the threshold value Tref, a notification is issued that the motor MG temperature Tmg is high (high motor temperature information) (step S210), the motor high temperature flag Fm is set to a value of 1 (step S220), and the process returns to step S130, where it is determined whether the destination has been reached. The high motor temperature information can be notified by displaying an announcement such as "There is a risk that the motor will become hot" on the display device 66 or by outputting it as voice.

[0035] If it is determined in step S230 that the high motor temperature flag Fm is equal to 1, a notification is issued that the motor MG temperature Tmg has been prevented from becoming too high (high motor temperature information has been cancelled) (step S240), the high motor temperature flag Fm is reset to 0 (step S240), and the process returns to step S130, where it is determined whether the vehicle has arrived at the destination. The notification that the high motor temperature information has been cancelled can be made by displaying an announcement such as "The risk of the motor becoming too high has been prevented" on the display device 66 or by outputting it as voice.

[0036] In the repeated processing of steps S130 to S250, the temperature Tmg of the motor MG from that point (current location) onward is estimated using a corrected driving pattern based on the difference between the actual driving pattern and the estimated driving pattern up until the predetermined period has elapsed, and if there is a point where the estimated temperature Tmg of the motor MG is equal to or greater than the threshold Tref, high motor temperature information is notified. This makes it possible to notify the driver that the temperature Tmg of the motor MG may become high. Furthermore, after the high motor temperature information is notified, the temperature Tmg of the motor MG from that point (current location) onward is estimated using a corrected driving pattern based on the difference between the actual driving pattern and the estimated driving pattern up until the predetermined period has elapsed, and if there is no point where the estimated temperature Tmg of the motor MG is equal to or greater than the threshold Tref, the high motor temperature information is canceled. This makes it possible to notify the driver that the risk of the temperature Tmg of the motor MG becoming high due to driving by the driver since the high motor temperature information was notified has been eliminated.

[0037] FIG. 4 is an explanatory diagram showing an example of how the driving pattern and the temperature Tmg of the motor MG change depending on the location on the driving route. In the diagram, from the departure point to the current location, the solid line indicates the estimated driving pattern and the temperature Tmg of the motor MG estimated based on the estimated driving pattern, and the dashed line indicates the actual driving pattern and the actual temperature Tmg of the motor MG. From the current location to the destination, the solid line indicates the estimated driving pattern and the temperature Tmg of the motor MG estimated based on the estimated driving pattern, and the dashed line indicates the corrected driving pattern and the temperature Tmg of the motor MG estimated based on the corrected driving pattern. The actual driving pattern exhibits a larger change in drive torque than the estimated driving pattern from the departure point to the current location. Therefore, from the current location to the destination, the change in drive torque is larger in the corrected driving pattern than in the estimated driving pattern. As a result, the temperature Tmg of the motor MG estimated based on the corrected driving pattern from the current location to the destination (dashed line) is higher than the temperature Tmg of the motor MG estimated based on the estimated driving pattern. In this example, the temperature Tmg of the motor MG estimated based on the corrected driving pattern at point P is equal to or exceeds the threshold Tref, so high motor temperature information is issued.

[0038] In the embodiment of the vehicle 20 described above, a corrected driving pattern is created each time a predetermined period of time elapses based on the difference between the estimated driving pattern and the actual driving pattern up until the predetermined period of time has elapsed, and the temperature Tmg of the motor MG at each point on the driving route from the current location onward is estimated based on the corrected driving pattern. In this way, the temperature Tmg of the motor MG at each point on the driving route from the current location onward is estimated based on the corrected driving pattern that is based on the difference between the estimated driving pattern and the actual driving pattern, so that the temperature Tmg of the motor MG from the current location onward can be more accurately estimated. Then, when there is a point where the estimated temperature Tmg of the motor MG is equal to or higher than the threshold value Tref, high motor temperature information is notified. This makes it possible to notify the driver that the temperature Tmg of the motor MG may become high.

[0039] In the embodiment, after the high motor temperature information is notified, the vehicle 20 estimates the motor MG temperature Tmg from that point (current location) onward every predetermined period of time using a corrected driving pattern based on the difference between the actual driving pattern and the estimated driving pattern up until the predetermined period of time has elapsed, and notifies the driver that the high motor temperature information has been canceled if there is no point where the estimated motor MG temperature Tmg is equal to or higher than the threshold value Tref. This makes it possible to notify the driver that the risk of the motor MG temperature Tmg becoming too high due to driving by the driver after the high motor temperature information was notified has been eliminated.

[0040] Although the automobile 20 of the embodiment is equipped with a single motor MG as a driving device for traveling, it may be equipped with multiple motors. In this case, since the driving torque is the torque (sum) output from the driving device equipped with multiple motors, the relationship between the driving torque and the temperature rise of each motor may be obtained by experiment, machine learning, or the like, and the temperature of each motor may be estimated. Then, high-temperature motor information may be notified for each motor. Furthermore, the automobile may be equipped with an engine and a motor as a driving device for traveling. In this case, since the driving torque is the torque output from the driving device equipped with the engine and motor, the relationship between the driving torque and the temperature rise of the motor may be obtained by experiment, machine learning, or the like, and the temperature of the motor may be estimated.

[0041] In the embodiment, the driving pattern of the automobile 20 is determined by changes in drive torque, but the driving pattern may also be determined by changes in acceleration or deceleration. In this case, the motor temperature can be estimated by calculating the temperature rise of the motor according to the acceleration or deceleration.

[0042] The correspondence between the main elements of the embodiment and the main elements of the present disclosure described in the section on "Means for Solving the Problems" will be described below. The motor MG corresponds to the "motor," the navigation system 80 corresponds to the "navigation system," and the electronic control unit 50 corresponds to the "control device."

[0043] The correspondence between the main elements of the Examples and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the Examples are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the Examples are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0044] The above describes the form for implementing the present disclosure using examples, but the present disclosure is not limited to these examples in any way, and it goes without saying that the present disclosure can be implemented in various forms within the scope that does not deviate from the gist of the present disclosure. [Industrial Applicability]

[0045] The present disclosure is applicable to the automobile manufacturing industry and the like. [Explanation of symbols]

[0046] 20 Automobile, 21 Ignition switch, 22 GPS, 24 In-vehicle camera, 26 Millimeter wave radar, 28 Acceleration sensor, 30 Vehicle speed sensor, 32 Accelerator sensor, 34 Brake sensor, 38 Battery actuator, 40 Battery, 42 Air conditioning electronic control unit (air conditioning ECU), 44 Air conditioning compressor, 50 Electronic control unit, 60 Accelerator actuator, 62 Brake actuator, 64 Brake device, 66 Display device, 68 Meter, 70 DCM, 80 Navigation system, 82 Display unit, 84 Map information database, 100 Traffic information management center, MG motor.

Claims

1. a motor used for running; a navigation system that provides route guidance for a driving route to a destination; a control device for controlling the motor; A motor vehicle comprising: The control device sets an estimated driving pattern estimated for driving along the driving route based on information about the driving route, sets a corrected driving pattern by correcting the estimated driving pattern from the current location to the destination based on a difference between an actual driving pattern actually measured during driving from a predetermined point on the driving route to the current location and the estimated driving pattern, and estimates the temperature of the motor from the current location to the destination using the corrected driving pattern. A vehicle characterized by:

2. 2. The vehicle of claim 1, the control device issues a high motor temperature information when the motor temperature is equal to or higher than a predetermined temperature when the motor temperature is estimated using the corrected travel pattern from the current location to the destination. car.

3. 3. The vehicle according to claim 2, When the temperature of the motor from the notification point to the destination estimated using the corrected driving pattern based on the difference between the estimated driving pattern after the notification point where the high motor temperature information was notified and the actual driving pattern becomes lower than the predetermined temperature, the control device notifies that the high motor temperature information has been canceled. car.

4. A motor vehicle according to any one of claims 1 to 3, The estimated driving pattern, the actual driving pattern, and the corrected driving pattern are driving torque patterns when traveling along the driving route. car.

5. 5. The vehicle of claim 4, the control device stores a torque-temperature relationship map that defines a relationship between the drive torque and a temperature rise of the motor, and estimates the temperature of the motor from a current location to a destination using the temperature rise of the motor obtained by applying the torque-temperature relationship map to the corrected driving pattern. car.

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