Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device, a vehicle control method and a program which enable an occupant to physically feel a difference between travelling modes easily in an electric vehicle.SOLUTION: A vehicle control device comprises: a battery state obtaining part that obtains a state of a first battery and a state of a second battery that is lower in capacity and higher in output than the first battery; an output ratio calculating part that calculates a first output upper limit value on the basis of the state of the first battery, calculates a second output upper limit value on the basis of the state of the second battery, and calculates electric power output ratio of electric energy which is supplied from the first battery and the second battery respectively to a motor that outputs power for travelling, on the basis of the first output upper limit value and the second output upper limit value; and an output electric power control part that controls electric power which is outputted to the motor, on the basis of a travelling mode of the vehicle, the maximum driving power in the motor and the electric power output ratio. The output electric power control part differentiates the maxim electric energy on the basis of whether the travelling mode is a first travelling mode which gives priority to travelling performance over the other travelling mode or not.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] In recent years, there has been progress in the development of electric vehicles, such as hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs), that run at least by an electric motor driven by power supplied from a battery (secondary battery). In these electric vehicles, the drive of the electric motor is controlled based on the amount of power stored in the battery. Furthermore, electric vehicle systems that combine two different types of batteries, such as a low-output but high-capacity battery (hereinafter referred to as a "capacity-type battery") and a low-capacity but high-output battery (hereinafter referred to as an "output-type battery"), have also been put into practical use.

[0003] Incidentally, there has been technology relating to vehicles that are equipped with a plurality of driving modes that differentiate the driving performance of the vehicle (see, for example, Patent Document 1). In consideration of such prior art, it is conceivable that an electric vehicle will be equipped with a driving mode that prioritizes driving performance, such as a sports mode, in addition to a normal driving mode. These driving modes may be automatically switched depending on the driving conditions of the electric vehicle, or may be intentionally switched according to the will of the user (driver) of the electric vehicle, for example. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-243594 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the driving performance of an electric vehicle is determined by the maximum driving force of the electric motor installed on the vehicle. Therefore, the maximum driving force of an electric vehicle is constant regardless of the driving mode. For this reason, users (drivers) of electric vehicles may find it difficult to feel the difference between driving modes compared to vehicles driven by an internal combustion engine.

[0006] The present invention has been made based on the recognition of the above-mentioned problems, and one of its objects is to provide a vehicle control device, a vehicle control method, and a program that can make it easier for a driver to experience the differences in driving modes in an electric vehicle. [Means for solving the problem]

[0007] A vehicle control device, a vehicle control method, and a program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a battery state acquisition unit that acquires the state of a first battery and the state of a second battery that has a lower capacity and higher output than the first battery; an output ratio calculation unit that calculates a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculates a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, and calculates a power output ratio that is the ratio between the amount of power supplied from the first battery and the second battery to a motor that outputs power for driving based on the calculated first output upper limit value and second output upper limit value; vehicle driving modes that include at least a first driving mode that prioritizes driving performance over other driving modes and a second driving mode that is different from the first driving mode; and an output power control unit that controls the power output to the motor based on the maximum driving force of the motor and the power output ratio, wherein the output power control unit varies the maximum amount of power based on whether the driving mode is the first driving mode or not.

[0008] (2): In the aspect (1) above, the output power control unit makes the maximum amount of power output in the first running mode greater than the maximum amount of power output in the other running modes.

[0009] (3): In the aspect (2) above, the output power control unit determines the maximum amount of power to be output in the first driving mode based at least on the maximum driving force, and determines the maximum amount of power to be output in the other driving modes based at least on the maximum driving force and the power output ratio.

[0010] (4): In any one of the above aspects (1) to (3), the output power control unit further includes a power output adjustment unit that adjusts the time until the power output in the driving mode reaches its maximum amount.

[0011] (5): In the above aspect (4), the power output adjustment unit adjusts the first time until the power output in the first driving mode reaches its maximum amount so that the first time is shorter than the second time until the power output in the other driving mode reaches its maximum amount.

[0012] (6): In any one of the above aspects (2) to (5), the first driving mode is a driving mode in which an amount of electric power that is the sum of the amount of electric power from the first battery and the amount of electric power from the second battery is output to the motor, and the other driving mode is a driving mode in which at least the amount of electric power from the first battery is output to the motor.

[0013] (7): In the aspect (6) above, the other driving modes include a second driving mode in which the amount of electric power from the first battery is output to the motor, and a third driving mode in which the amount of electric power from the first battery is supplemented with the amount of electric power from the second battery and output to the motor.

[0014] (8): A vehicle control method according to one embodiment of the present invention includes a computer that acquires the state of a first battery and the state of a second battery that has a lower capacity and higher output than the first battery, calculates a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculates a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, calculates a power output ratio that is the ratio between the amount of power supplied from the first battery and the second battery to a motor that outputs power for driving based on the calculated first output upper limit value and the second output upper limit value, determines a maximum amount of power to be output to the motor based on the vehicle driving modes that include at least a first driving mode that prioritizes driving performance over other driving modes and a second driving mode that is different from the first driving mode, the maximum driving force of the motor, and the power output ratio, and varies the maximum amount of power based on whether the driving mode is the first driving mode.

[0015] (9): A program according to one aspect of the present invention causes a computer to acquire the state of a first battery and the state of a second battery that has a lower capacity and higher output than the first battery, calculate a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculate a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, calculate a power output ratio that is the ratio of the amount of power supplied from the first battery and the second battery to a motor that outputs power for driving based on the calculated first output upper limit value and the second output upper limit value, determine a maximum amount of power to be output to the motor based on the maximum driving force of the motor and the power output ratio, and determine whether the driving mode is the first driving mode or not. [Effects of the Invention]

[0016] According to the above aspects (1) to (9), it is possible to make it easier for the driver to feel the difference in the driving modes of the electric vehicle. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 1 is a diagram illustrating an example of a configuration of a vehicle according to an embodiment. [Figure 2] FIG. 4 is a diagram showing an example of a change in driving force of a traction motor provided in the vehicle according to the embodiment. [Figure 3] FIG. 10 is a diagram showing another example of a change in driving force of a traction motor provided in the vehicle according to the embodiment. [Figure 4] FIG. 2 is a diagram illustrating an example of the configuration of a control device provided in a vehicle according to the embodiment. [Figure 5] 4 is a flowchart showing an example of a flow of processing executed when the drive force of the traction motor is controlled by the control device provided in the vehicle according to the embodiment. [Figure 6] 4 is a flowchart showing an example of a flow of processing executed when the drive force of the traction motor is controlled by the control device provided in the vehicle according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0018] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

[0019] [Vehicle configuration] FIG. 1 is a diagram showing an example of the configuration of a vehicle according to an embodiment. Vehicle 1 is an electric vehicle (EV) (hereinafter simply referred to as "vehicle") that runs using an electric motor driven by power supplied from a traction battery (secondary battery). Vehicle 1 is a multi-battery system electric vehicle equipped with two different types of batteries: a capacity-type battery that has low output but high capacity, and an output-type battery that has low capacity but high output. Vehicle 1 runs using the electric motor driven by power supplied from one of the batteries or a combination of power supplied from both batteries. Vehicles to which the present invention is applicable include, for example, not only four-wheeled vehicles but also saddle-ride type two-wheeled vehicles, three-wheeled vehicles (including vehicles with one front wheel and two rear wheels as well as vehicles with two front wheels and one rear wheel), and even assisted bicycles, and may be any vehicle that runs using an electric motor driven by power supplied from a traction battery. Vehicle 1 may also be a hybrid electric vehicle (HEV) that runs using power supplied by an internal combustion engine that uses fuel as an energy source, such as a diesel engine or a gasoline engine.

[0020] The vehicle 1 includes, for example, a traction motor 10, drive wheels 12, a brake device 14, a reducer 16, a PDU (Power Drive Unit) 20, a capacity-type battery 30, a battery sensor 32, a VCU (Voltage Control Unit) 40, an output-type battery 50, a battery sensor 52, a driving operator 70, a vehicle sensor 80, and a control device 100.

[0021] The traction motor 10 is a rotating electric machine for propelling the vehicle 1. The traction motor 10 is, for example, a three-phase AC motor. The rotor of the traction motor 10 is connected to a reducer 16. The traction motor 10 is driven (rotated) by power supplied from the capacity battery 30, or by power supplied from the capacity battery 30 plus power supplied from the output battery 50 via the VCU 40. The traction motor 10 transmits its own rotational power to the reducer 16. The traction motor 10 may operate as a regenerative brake using kinetic energy when the vehicle 1 decelerates to generate power. The traction motor 10 is an example of a "motor" in the claims.

[0022] The brake device 14 arranged on the drive wheels 12 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. The brake device 14 may also include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal (not shown) by a user (driver) of the vehicle 1 to the cylinder via a master cylinder. The brake device 14 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake device that transmits hydraulic pressure from a master cylinder to the cylinder.

[0023] The reducer 16 is, for example, a differential gear. The reducer 16 transmits the driving force of the shaft to which the traction motor 10 is connected, i.e., the rotational power of the traction motor 10, to the axle to which the drive wheels 12 are connected. The reducer 16 may include, for example, a speed change mechanism, a so-called transmission mechanism, in which a plurality of gears and shafts are combined, and which changes the rotational speed of the traction motor 10 according to a speed ratio (gear ratio) and transmits the rotational power to the axle. The reducer 16 may include, for example, a clutch mechanism that directly couples or separates the rotational power of the traction motor 10 to the axle.

[0024] The PDU 20 is, for example, an AC-DC converter. The PDU 20 converts DC power supplied from the capacity-type battery 30, or DC power supplied from the output-type battery 50 via the VCU 40 in addition to power supplied from the capacity-type battery 30, into AC power for driving the traction motor 10 and outputs the AC power to the traction motor 10. The PDU 20 converts AC power generated by the traction motor 10 operating as a regenerative brake into DC power and outputs it to the capacity-type battery 30 or the VCU 40 (i.e., the output-type battery 50). The PDU 20 may step up or step down the voltage according to the output destination of the power before outputting it.

[0025] The VCU 40 is, for example, a DC-DC converter. The VCU 40 boosts the power supplied (discharged) from the output-type battery 50 to a voltage similar to the voltage at which the capacity-type battery 30 supplies power to the PDU 20, and outputs the boosted power to the PDU 20. The VCU 40 reduces the voltage of the power generated by the traction motor 10 operating as a regenerative brake and output from the PDU 20 to the output-type battery 50, where it is stored (charged).

[0026] The capacity-type battery 30 and the output-type battery 50 are batteries that include, as power storage units, secondary batteries that can be repeatedly charged and discharged, such as lithium-ion batteries. Each of the capacity-type battery 30 and the output-type battery 50 may be configured to be easily detachable from the vehicle 1, such as a cassette-type battery pack, or may be configured as a fixed battery that is not easily detachable from the vehicle 1. For example, the capacity-type battery 30 is configured as a fixed battery, and the output-type battery 50 is configured as a fixed battery. The secondary batteries included in each of the capacity-type battery 30 and the output-type battery 50 are, for example, lithium-ion batteries. The secondary batteries included in each of the capacity-type battery 30 and the output-type battery 50 may be, for example, lead-acid batteries, nickel-metal hydride batteries, sodium-ion batteries, capacitors such as electric double-layer capacitors, or combination batteries that combine a secondary battery and a capacitor. However, any configuration of secondary batteries may be used. Each of the capacity-type battery 30 and the output-type battery 50 stores (charges) power introduced from an external charger (not shown) of the vehicle 1, and discharges the stored power to run the vehicle 1. Each of the capacity-type battery 30 and the output-type battery 50 stores (charges) power supplied via the PDU 20 or the VCU 40 and generated by the traction motor 10 operating as a regenerative brake, and discharges the stored power to run (e.g., accelerate) the vehicle 1. The capacity-type battery 30 is an example of a "first battery" in the claims, and the output-type battery 50 is an example of a "second battery" in the claims.

[0027] A battery sensor 32 is connected to the capacity battery 30. The battery sensor 32 detects physical quantities such as the voltage, current, and temperature of the capacity battery 30. The battery sensor 32 includes, for example, a voltage sensor, a current sensor, and a temperature sensor. The battery sensor 32 detects the voltage of the capacity battery 30 using a voltage sensor, detects the current of the capacity battery 30 using a current sensor, and detects the temperature of the capacity battery 30 using a temperature sensor. The battery sensor 32 outputs information such as the detected voltage value, current value, and temperature of the capacity battery 30 (hereinafter referred to as "capacity battery information") to the control device 100.

[0028] A battery sensor 52 is connected to the output-type battery 50. The battery sensor 52 detects physical quantities such as the voltage, current, and temperature of the output-type battery 50. The configuration of the battery sensor 52 is similar to that of the battery sensor 32. The battery sensor 52 outputs information such as the detected voltage value, current value, and temperature of the output-type battery 50 (hereinafter referred to as "output-type battery information") to the control device 100.

[0029] The driving operators 70 include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, an irregular steering wheel, a joystick, and other operators. The driving operators 70 are equipped with sensors that detect whether or not each operator is operated by the user (driver) of the vehicle 1, or the amount of operation. The driving operators 70 output the detection results of the sensors to the control device 100. For example, an accelerator opening sensor is attached to the accelerator pedal to detect the amount of operation of the accelerator pedal by the driver and output the detected amount of operation to the control device 100 as the accelerator opening. For example, a brake depression sensor is attached to the brake pedal to detect the amount of operation of the brake pedal by the driver and output the detected amount of operation to the control device 100 as the brake depression amount.

[0030] The vehicle sensor 80 detects the running state of the vehicle 1. The vehicle sensor 80 includes, for example, a vehicle speed sensor that detects the speed of the vehicle 1 and an acceleration sensor that detects the acceleration of the vehicle 1. The vehicle speed sensor may include, for example, wheel speed sensors attached to each drive wheel 12 of the vehicle 1 and a speed calculator, and may derive (detect) the speed (vehicle speed) of the vehicle 1 by combining the wheel speeds detected by the wheel speed sensors. The vehicle sensor 80 may include, for example, a yaw rate sensor that detects the angular velocity of the vehicle 1 around a vertical axis, and a direction sensor that detects the orientation of the vehicle 1. The vehicle sensor 80 outputs information representing the detected running state of the vehicle 1 (hereinafter referred to as "running state information") to the control device 100.

[0031] The control device 100 controls the operation and behavior of the PDU 20 and the VCU 40 in accordance with the detection results output by the sensors included in the driving controls 70, i.e., the operation of the controls by the user (driver) of the vehicle 1. For example, the control device 100 controls the operation and behavior of the PDU 20 and the VCU 40 in accordance with the accelerator position detected by an accelerator position sensor. At this time, the control device 100 controls the operation and behavior of the PDU 20 and the VCU 40, taking into account, for example, the vehicle speed included in the driving state information output by the vehicle sensor 80. The control device 100 may also control the operation and behavior of the PDU 20 and the VCU 40, taking into account, for example, the speed ratio (gear ratio) of the transmission mechanism that it controls. In this way, the control device 100 controls the amount of power supplied to the traction motor 10, i.e., the driving force of the traction motor 10.

[0032] The control device 100 may be configured as separate control devices, such as a motor control unit, a PDU control unit, a battery control unit, and a VCU control unit. The control device 100 may be replaced with control devices such as a motor ECU (Electronic Control Unit), a PDU-ECU, a battery ECU, and a VCU-ECU.

[0033] The control device 100 and the motor control unit, PDU control unit, battery control unit, and VCU control unit constituting the control device 100 are each realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. Some or all of the functions of these components may be realized by a dedicated LSI. The program may be stored in advance in a storage device (storage device having a non-transitory storage medium) such as an HDD (Hard Disk Drive) or flash memory provided in the vehicle 1, or may be stored in a removable storage medium (non-transitory storage medium) such as a DVD or CD-ROM, and installed in the HDD or flash memory provided in the vehicle 1 by inserting the storage medium into a drive device provided in the vehicle 1.

[0034] The control device 100 controls the discharging of power from and charging of power to the capacity-type battery 30, and the discharging of power from and charging of power to the output-type battery 50, based on the driving mode of the vehicle 1. The driving modes of the vehicle 1 include at least three driving modes, for example, a single-battery driving mode, a multi-battery driving mode, and a performance-priority driving mode. The driving mode of the vehicle 1 may be automatically switched by the control device 100 based on the accelerator opening and brake depression amount output by the driving operator 70 and driving state information output by the vehicle sensor 80, or may be manually and intentionally switched by the driver using, for example, a driving mode selector switch (not shown) provided on the driving operator 70. When the driver manually switches the driving mode, the driving mode selector switch (not shown) outputs information about the driving mode set (specified) by the driver (hereinafter referred to as "driving mode information") to the control device 100.

[0035] The single-battery running mode is a running mode in which, when the vehicle 1 is running normally, the traction motor 10 is driven only by power supplied (discharged) from the capacity-type battery 30 (i.e., only by power from one battery), causing the vehicle 1 to run. In the single-battery running mode, the control device 100 does not cause the VCU 40 to output the power stored in the output-type battery 50 to the PDU 20. As a result, only the power stored in the capacity-type battery 30 is output to the PDU 20, and the vehicle 1 runs using the rotational power of the traction motor 10, which is driven only by the power output from the capacity-type battery 30 by the PDU 20.

[0036] The multi-battery driving mode is a driving mode in which, during normal driving of the vehicle 1, the traction motor 10 is driven by combining the power supplied (discharged) from the capacity-type battery 30 and the output-type battery 50 (i.e., combining the power of the two batteries). In the multi-battery driving mode, if the amount of power required to drive the traction motor 10 with a driving force corresponding to the driver's accelerator pedal operation exceeds the upper limit (hereinafter referred to as the "output upper limit") that the capacity-type battery 30 can output, the shortage of power is compensated for by the amount of power output from the output-type battery 50. Therefore, in the multi-battery driving mode, when the driving force of the traction motor 10 required to drive the vehicle 1 is small (does not exceed the output upper limit), for example, when the vehicle 1 is stopped or when climbing a flat or gentle slope, the control device 100 does not cause the VCU 40 to output the power stored in the output-type battery 50 to the PDU 20, as in the single-battery driving mode. As a result, just as in the single-battery traveling mode, only the power stored in the capacity-type battery 30 is output to the PDU 20, and the vehicle 1 travels using the rotational power of the traction motor 10, which is driven only by the power output from the capacity-type battery 30 by the PDU 20. On the other hand, in the multi-battery traveling mode, when the driving force of the traction motor 10 required for traveling of the vehicle 1 is large, for example, when climbing a steep slope or accelerating, the control device 100 causes the VCU 40 to output the necessary amount of power, exceeding the output upper limit of the capacity-type battery 30, from the output-type battery 50 to the PDU 20. As a result, in addition to the power stored in the capacity-type battery 30, the power stored in the output-type battery 50 is output to the PDU 20 via the VCU 40, and the vehicle 1 travels using the rotational power of the traction motor 10, which is driven by the combined power of the power output from the capacity-type battery 30 and the power from the output-type battery 50, which is output from the PDU 20. The output upper limit value can be calculated based on the capacity-type battery information output by the battery sensor 32.More specifically, for example, the SOC (State Of Charge) representing the state of charge of the capacitance-type battery 30 can be calculated based on the voltage value and current value included in the capacitance-type battery information, and the current output upper limit value of the capacitance-type battery 30 can be calculated based on the calculated SOC and the temperature information included in the capacitance-type battery information.

[0037] The performance-priority driving mode is a driving mode in which the vehicle 1 is driven with priority given to its driving performance, so that the driver can experience (realize) a difference from the normal driving performance of the vehicle 1, such as the acceleration performance of the vehicle 1. The performance-priority driving mode is, for example, a driving mode known as a sports mode. In the performance-priority driving mode, the traction motor 10 is driven by combining the power of the two batteries, as in the multi-battery driving mode. However, in the performance-priority driving mode, the traction motor 10 is driven with a large driving force to improve the driving performance of the vehicle 1. For this reason, the control device 100 intentionally and actively causes the VCU 40 to output the power stored in the output-type battery 50 to the PDU 20, rather than causing the VCU 40 to output the power stored in the output-type battery 50 to the PDU 20 in order to supplement the power shortage caused by the supply from the capacity-type battery 30 alone. At this time, the control device 100 adds the amount of power output from the output-type battery 50 up to the limit value of the amount of power that can be supplied to the traction motor 10 (hereinafter referred to as the "power limit value"), without limiting the shortfall from the output upper limit value of the capacity-type battery 30 as in the multi-battery traveling mode. Therefore, the control device 100 outputs power up to the output upper limit value from each of the capacity-type battery 30 and the output-type battery 50. As a result, a large amount of power, which is the power output from the capacity-type battery 30 plus the power of the output-type battery 50 output via the VCU 40, is output to the PDU 20, and the vehicle 1 travels using the large rotational power of the traction motor 10, which is driven by the large amount of power output from the PDU 20.

[0038] In this way, the control device 100 controls the operation and behavior of the PDU 20 and VCU 40 in each driving mode in accordance with the driver's operation of the driving operator 70, and outputs power from the capacity-type battery 30 and the output-type battery 50 to drive the driving motor 10.

[0039] The control device 100 is an example of a "vehicle control device" in the claims. The performance-priority driving mode is an example of a "first driving mode" in the claims. The single-battery driving mode and the multi-battery driving mode are examples of "other driving modes" in the claims. The single-battery driving mode is an example of a "second driving mode" in the claims, and the multi-battery driving mode is an example of a "third driving mode" in the claims. In the following description, the single-battery driving mode and the multi-battery driving mode are not distinguished from each other and are referred to as "normal driving mode."

[0040] [Control of power supply to traction motor] As described above, the performance-priority driving mode is a driving mode that allows the driver to feel the difference in driving performance compared to the normal driving mode. The maximum driving force of the traction motor 10 (hereinafter referred to as the "maximum motor driving force") is a fixed value determined by the standard (specifications) of the traction motor 10. As long as the power of the power limit value can be supplied to the traction motor 10 (i.e., as long as the SOCs of the capacity-type battery 30 and the output-type battery 50 are sufficient), the traction motor 10 can be driven at the maximum motor driving force in either driving mode. For this reason, the control device 100 intentionally varies the driving force of the traction motor 10 so that the difference in driving performance appears between the normal driving mode and the performance-priority driving mode. In other words, the control device 100 varies the amount of power supplied from the PDU 20 to the traction motor 10 between the normal driving mode and the performance-priority driving mode.

[0041] 2 and 3 are diagrams showing an example of changes in the driving force of the traction motor 10 provided in the vehicle 1 according to the embodiment. As described above, the control device 100 controls the driving force of the traction motor 10 based on the accelerator opening, the speed ratio (gear ratio), the vehicle speed, etc., but in the following explanation, it is assumed that the accelerator opening, the speed ratio (gear ratio), etc. do not change during the control.

[0042] First, an example of how the control device 100 controls the driving force of the traction motor 10 will be described using Figure 2. Figure 2 shows an example of how the control device 100 controls the amount of power supplied to the traction motor 10, thereby causing the change in the driving force [N] of the traction motor 10 over time [ms] to differ between the normal driving mode and the performance-priority driving mode. The driving force [N] of the traction motor 10 corresponds to torque in an internal combustion engine such as an internal combustion engine, and in the vehicle 1, it can be changed by the control device 100 controlling the amount of power supplied from the PDU 20 to the traction motor 10.

[0043] The control device 100 controls the maximum driving force (hereinafter referred to as "maximum controllable driving force") Nmax of the traction motor 10 so that it differs in each driving mode. More specifically, the control device 100 controls the amount of power supplied by the PDU 20 to the traction motor 10 so that the maximum controllable driving force Nmax-P of the traction motor 10 in the performance-priority driving mode is higher than the maximum controllable driving force Nmax-N of the traction motor 10 in the normal driving mode.

[0044] Furthermore, the control device 100 controls the amount of power required for the driving force of the traction motor 10 to reach the controlled maximum driving force Nmax so that it differs in each driving mode. More specifically, the control device 100 controls the amount of power supplied by the PDU 20 to the traction motor 10 so that the time TP required for the driving force of the traction motor 10 to reach the controlled maximum driving force Nmax-P in the performance-priority driving mode is shorter than the time TN required for the driving force of the traction motor 10 to reach the controlled maximum driving force Nmax-N in the normal driving mode. In other words, the control device 100 controls the amount of power supplied to the traction motor 10 so that the slope CP of the change in the driving force of the traction motor 10 in the performance-priority driving mode is larger (steeper) than the slope CN of the change in the driving force of the traction motor 10 in the normal driving mode. For example, the control device 100 controls the amount of power supplied to the traction motor 10 so that the time TP is several hundred milliseconds and the time TN is several times the time TP. For example, the control device 100 controls the amount of power supplied to the traction motor 10 so that the slope CP is several times or more the slope CN. The time TP is an example of the "first time" in the claims, and the time TN is an example of the "second time" in the claims.

[0045] Next, another example of control of the driving force of the traction motor 10 by the control device 100 will be described using Figure 3. Figure 3 shows an example of a case in which the control device 100 controls the amount of power supplied to the traction motor 10, thereby causing the change in driving force [N] of the traction motor 10 relative to the vehicle speed [Km / h] to differ between the normal driving mode and the performance-priority driving mode. The vehicle speed [Km / h] may be the wheel speed detected by wheel speed sensors attached to the drive wheels 12.

[0046] When accelerating the vehicle 1 during an accelerator-on period P (where the accelerator pedal is operated and the accelerator opening is constant) during which the accelerator pedal is operated, the control device 10 controls the amount of power supplied by the PDU 20 to the traction motor 10 so that the change in the driving force of the traction motor 10 differs between the normal driving mode and the performance-priority driving mode in response to the driver's operation (depression) of the accelerator pedal while the traction motor 10 is being driven with the same driving force. The control device 100 changes the driving force of the traction motor 10 in response to the vehicle speed [km / h] of the vehicle 1. In this case, the control device 100 controls the timing at which the driving force of the traction motor 10 is reduced as the vehicle speed increases (increases) so that the timing is later in the performance-priority driving mode than in the normal driving mode. More specifically, the PDU 20 controls the amount of power supplied to the traction motor 10 so that the speed SP at which the driving force of the traction motor 10 is reduced in the performance-priority driving mode is higher than the speed SN at which the driving force of the traction motor 10 is reduced in the normal driving mode. For example, even if the control device 100 controls the driving force of the traction motor 10 to be the same in both the normal driving mode and the performance-priority driving mode from the moment the accelerator is depressed until acceleration begins and the driving force reaches the maximum control driving force, the control device 100 controls the amount of power supplied to the traction motor 10 so that the difference in vehicle speed up to speed SP, at which the driving force of the traction motor 10 is subsequently reduced, is greater than the difference in vehicle speed up to speed SN. The rate at which the control device 100 subsequently reduces the driving force of the traction motor 10 according to the vehicle speed may be the same for each driving mode or may be different.

[0047] In this way, the control device 100 varies the amount of power supplied from the PDU 20, causing a difference in the change in driving force between the normal driving mode and the performance-priority driving mode in the traction motor 10. This allows the driver driving the vehicle 1 to feel (actually sense) the difference in the driving performance of the vehicle 1 between the performance-priority driving mode and the normal driving mode, for example, in the feeling of acceleration of the vehicle 1 or the extension of acceleration.

[0048] [Control device configuration] Fig. 4 is a diagram showing an example of the configuration of the control device 100 provided in the vehicle 1 according to the embodiment. The control device 100 includes, for example, a battery state acquisition unit 120, an output ratio calculation unit 140, and an output power control unit 160. The output power control unit 160 includes a power output adjustment unit 162. Fig. 4 shows the components of the control device 100 related to the control of the driving force of the traction motor 10.

[0049] The battery state acquiring unit 120 acquires the capacity type battery information output by the battery sensor 32 and the output type battery information output by the battery sensor 52. The battery state acquiring unit 120 outputs the acquired capacity type battery information and output type battery information to the output ratio calculating unit 140.

[0050] The output ratio calculation unit 140 calculates the ratio of the amounts of electric power supplied (output) from the capacity-type battery 30 and the output-type battery 50 to the traction motor 10 (hereinafter referred to as the "power output ratio") based on the capacity-type battery information and the output-type battery information output by the battery state acquisition unit 120. At this time, the output ratio calculation unit 140 calculates the current SOC (capacity-type battery SOC) of the capacity-type battery 30 based on the voltage value and current value included in the capacity-type battery information, and calculates an output upper limit value (hereinafter referred to as the "capacity-type output upper limit value") of the capacity-type battery 30 based on the calculated capacity-type battery SOC and temperature information included in the capacity-type battery information. Furthermore, the output ratio calculation unit 140 calculates the current SOC (output-type battery SOC) of the output-type battery 50 based on the voltage value and current value included in the output-type battery information, and calculates an output upper limit value (hereinafter referred to as the "output-type output upper limit value") of the output-type battery 50 based on the calculated output-type battery SOC and temperature information included in the output-type battery information. The output ratio calculation unit 140 may further calculate the capacitance type output upper limit value and the output type output upper limit value using the internal resistance value of the corresponding battery included in each battery information. The capacitance type battery SOC and the output type battery SOC may be calculated by the battery state acquisition unit 120 and included in the capacitance type battery information and the output type battery information and output them to the output ratio calculation unit 140. Thereafter, the output ratio calculation unit 140 calculates the total output upper limit value (hereinafter referred to as the "total output upper limit value") that can be supplied to the traction motor 10 based on the calculated capacitance type output upper limit value and output type output upper limit value. Then, the output ratio calculation unit 140 calculates the power output ratio based on the calculated total output upper limit value and capacitance type output upper limit value. More specifically, the output ratio calculation unit 140 Capacitive output upper limit of Total output upper limit Divide by (division) The output ratio calculation unit 140 outputs information on the calculated power output ratio to the output power control unit 160.

[0051] The output power control unit 160 controls the power to be output (supplied) from the PDU 20 to the traction motor 10 based on the driving mode information of the vehicle 1, the maximum motor driving force of the traction motor 10, and the information on the power output ratio output by the output ratio calculation unit 140. At this time, the output power control unit 160 determines the maximum amount of power to be output to the traction motor 10 (hereinafter referred to as the "maximum power amount"). In other words, the output power control unit 160 determines the maximum controllable driving force of the traction motor 10. The driving mode information of the vehicle 1 is, for example, driving mode information output by a driving mode selector switch (not shown). The maximum motor driving force of the traction motor 10 is a fixed value determined by the specifications of the traction motor 10. The output power control unit 160 may use a power limit value instead of the maximum motor driving force. When determining the maximum controllable driving force, the output power control unit 160 also takes into account the gear ratio information of the transmission mechanism, accelerator opening information, vehicle speed information, and the like. When the driving mode of vehicle 1 is the performance-priority driving mode, output power control unit 160 determines the controllable maximum driving force to be the motor maximum driving force. On the other hand, when the driving mode of vehicle 1 is the normal driving mode, output power control unit 160 determines the controllable maximum driving force to be the driving force obtained by multiplying the motor maximum driving force by the power output ratio.

[0052] The power output adjustment unit 162 calculates (adjusts) the time until the power output from the PDU 20 to the traction motor 10 reaches the maximum amount of power determined by the output power control unit 160, and determines this time as the change time. In other words, the power output adjustment unit 162 determines the amount of change until the driving force of the traction motor 10 changes to the controllable maximum driving force determined by the output power control unit 160. At this time, the power output adjustment unit 162 calculates the change time such that the maximum amount of power is reached by a target time for the change in driving force of the traction motor 10 that is preset for each driving mode of the vehicle 1. The target time is, for example, a time that defines the slope CP or slope CN shown in FIG. 2. In this way, the power output adjustment unit 162 determines the change time until the driving force of the traction motor 10 reaches the controllable maximum driving force, such as the time TP or time TN shown in FIG. 2.

[0053] The power output adjustment unit 162 may estimate the time required to reach the maximum controlled driving force in the normal driving mode based on the maximum driving force of the driving motor 10 that is preset for the normal driving mode or the target time, and when the driving mode of the vehicle 1 is the performance-priority driving mode, may determine a change time that is different from the estimated time by a predetermined value or more (for example, a fraction of the time).

[0054] The output power control unit 160 generates a power control signal for causing the traction motor 10 to output power in accordance with the change time determined (adjusted) by the power output adjustment unit 162. At this time, the output power control unit 160 generates a power control signal for changing the current driving force of the traction motor 10, which is based on the power control signal generated in the previous process, to the determined maximum control driving force. The output power control unit 160 outputs the generated power control signal to the PDU 20 and the VCU 40. As a result, the PDU 20 and the VCU 40 output power corresponding to the power control signal from the capacity-type battery 30 and the output-type battery 50. The PDU 20 then outputs to the traction motor 10 the power output from the capacity-type battery 30, or the power output from the capacity-type battery 30 plus the power output from the output-type battery 50 via the VCU 40. As a result, the traction motor 10 is driven with a driving force corresponding to the power output from the PDU 20.

[0055] [Control device processing] Figures 5 and 6 are flowcharts showing an example of the flow of processing executed when the control device 100 provided in the vehicle 1 according to this embodiment controls the driving force of the traction motor 10. Figure 5 shows the overall processing from when the output power control unit 160 determines the maximum controllable driving force to when it outputs a power control signal, and Figure 6 shows the processing executed by the power output adjustment unit 162 to adjust the change time as part of the overall processing shown in Figure 5. The processing of this flowchart is executed repeatedly while the vehicle 1 is traveling.

[0056] First, the process by which output power control unit 160 determines the controllable maximum driving force will be described with reference to Fig. 5. Battery state acquisition unit 120 acquires capacity-type battery information output by battery sensor 32 (step S100). Battery state acquisition unit 120 outputs the acquired capacity-type battery information to output ratio calculation unit 140. Furthermore, battery state acquisition unit 120 acquires output-type battery information output by battery sensor 52 (step S102). Battery state acquisition unit 120 outputs the acquired output-type battery information to output ratio calculation unit 140.

[0057] The output ratio calculation unit 140 calculates a total output upper limit value based on the capacitance-type output upper limit value and the output-type output upper limit value calculated based on the battery status acquisition unit 120 and the output-type battery information output by the battery status acquisition unit 120 (step S104). Furthermore, the output ratio calculation unit 140 calculates a power output ratio based on the calculated total output upper limit value and the capacitance-type output upper limit value (step S106). The output ratio calculation unit 140 outputs information on the calculated power output ratio to the output power control unit 160.

[0058] The output power control unit 160 checks whether the driving mode of the vehicle 1 is the performance-priority driving mode (step S108). If it is determined in step S108 that the driving mode of the vehicle 1 is the performance-priority driving mode, the output power control unit 160 sets the controllable maximum driving force to the motor maximum driving force (step S110). On the other hand, if it is determined in step S108 that the driving mode of the vehicle 1 is not the performance-priority driving mode, the output power control unit 160 calculates the controllable maximum driving force as the driving force obtained by multiplying the motor maximum driving force by the power output ratio (step S112).

[0059] If it is determined in the processing of step S108 that the driving mode of the vehicle 1 is not the performance-priority driving mode, that is, the normal driving mode, the output power control unit 160 may further determine whether the driving mode of the vehicle 1 is the multi-battery driving mode or the single-battery driving mode. If the driving mode of the vehicle 1 is the multi-battery driving mode, the output power control unit 160 may set the driving force calculated in the processing of step S112 as the control maximum driving force. In this case, the output power control unit 160 may set a predetermined upper limit value for the control maximum driving force, that is, the upper limit of the amount of power output to the traction motor 10. On the other hand, if the driving mode of the vehicle 1 is the single-battery driving mode, the output power control unit 160 may set the driving force when the power of the capacity-type output upper limit value calculated by the output ratio calculation unit 140 is output to the traction motor 10 as the control maximum driving force.

[0060] The electric power output adjusting unit 162 determines the change time for changing the driving force of the traction motor 10 to the control maximum driving force determined by the output power control unit 160 (step S120). Here, the process by which the electric power output adjusting unit 162 determines the change time will be described with reference to FIG.

[0061] When the controllable maximum driving force is determined by the output power control unit 160, the power output adjustment unit 162 acquires information about the controllable maximum driving force (step S121).

[0062] The electric power output adjustment unit 162 checks whether the driving mode of the vehicle 1 is the performance-priority driving mode (step S122). The check in the processing of step S122 may be omitted, for example, if it is known whether the controllable maximum driving force determined by the output power control unit 160 corresponds to the normal driving mode or the performance-priority driving mode.

[0063] If it is determined in step S122 that the driving mode of vehicle 1 is the performance-priority driving mode, power output adjustment unit 162 acquires a target time corresponding to the performance-priority driving mode (step S123). Then, power output adjustment unit 162 calculates and determines a change time for the performance-priority driving mode based on the acquired control maximum driving force and target time (step S124). Then, power output adjustment unit 162 returns to the previous process.

[0064] On the other hand, if it is determined in step S122 that the driving mode of vehicle 1 is not the performance-priority driving mode, that is, the normal driving mode, then power output adjustment unit 162 acquires a target time corresponding to the normal driving mode (step S125). Then, power output adjustment unit 162 calculates and determines a change time for the normal driving mode based on the acquired control maximum driving force and target time (step S126). Then, power output adjustment unit 162 returns to the previous process.

[0065] The target times in the processes of steps S123 and S125 described above may be acquired before the process of step S122. In this case, power output adjuster 162 acquires target times corresponding to all driving modes of vehicle 1.

[0066] 5, the output power control unit 160 generates a power control signal for causing the traction motor 10 to output power in accordance with the change time determined (adjusted) by the power output adjustment unit 162 (step S130). The output power control unit 160 outputs the generated power control signal to the PDU 20 and the VCU 40 (step S132).

[0067] Through this processing flow, the control device 100 controls the amount of power supplied from the PDU 20 to the traction motor 10 to differ depending on whether the driving mode of the vehicle 1 is normal driving mode or performance-priority driving mode, and drives the traction motor 10 so that the difference in driving performance between the normal driving mode and the performance-priority driving mode appears.

[0068] As described above, according to the vehicle 1 of the embodiment, the control device 100 causes the driving force of the traction motor 10 to differ between the normal driving mode and the performance-priority driving mode of the vehicle 1. As a result, when the driving mode of the vehicle M is the performance-priority driving mode, the driver who is driving the vehicle 1 can feel (actually sense) the difference in the driving performance of the vehicle 1 (for example, acceleration performance such as the acceleration feel and acceleration extension of the vehicle 1) compared to the normal driving mode.

[0069] In the embodiment, the control device 100 controls the amount of power supplied to the PDU 20 to drive the traction motor 10 so that different driving performance results depending on whether the driving mode of the vehicle 1 is the normal driving mode or the performance-priority driving mode. However, it is also conceivable that the vehicle 1 is equipped with various driving modes other than the above-described driving modes (single-battery driving mode, multi-battery driving mode, performance-priority driving mode). In this case, the control device 100 can control the amount of power supply in the same way as in the above-described embodiment. In this case, the configuration, operation, processing, etc. of the control device 100 may be equivalent to the configuration, operation, and processing of the above-described embodiment.

[0070] According to the vehicle 1 of the embodiment described above, the battery state acquisition unit 120 acquires the state of the capacity-type battery 30 and the state of the output-type battery 50, which has a lower capacity and higher output than the capacity-type battery 30, calculates a capacity-type output upper limit value that is an output upper limit value of the capacity-type battery 30 based on the state of the capacity-type battery 30, calculates an output-type output upper limit value that is an output upper limit value of the output-type battery 50 based on the state of the output-type battery 50, and calculates a voltage to be supplied from each of the capacity-type battery 30 and the output-type battery 50 to the traction motor 10 that outputs power for traveling based on the calculated capacity-type output upper limit value and output-type output upper limit value. The vehicle 1 includes an output ratio calculation unit 140 that calculates a power output ratio, which is the ratio of the amount of power used to drive the vehicle, vehicle driving modes including at least a performance-priority driving mode that prioritizes driving performance over other driving modes and a normal driving mode that is different from the performance-priority driving mode, and an output power control unit 160 that controls the power output to the driving motor 10 based on the maximum driving power of the driving motor 10 and the power output ratio, and the output power control unit 160 can appropriately control the driving power of the electric motor according to the multiple driving modes installed by varying the maximum amount of power based on whether the driving mode is the performance-priority driving mode. This allows the user (driver) of the vehicle 1 of the embodiment to experience (realize) the difference in driving performance between the driving modes, thereby improving marketability.

[0071] The above-described embodiment can be expressed as follows. a hardware processor; a storage device that stores a program, The hardware processor reads and executes the program stored in the storage device, Obtaining a state of a first battery and a state of a second battery having a lower capacity and a higher output than the first battery; calculating a first output upper limit value that is an output upper limit value of the first battery based on a state of the first battery, calculating a second output upper limit value that is an output upper limit value of the second battery based on a state of the second battery, and calculating a power output ratio that is a ratio between the amounts of power supplied from the first battery and the second battery to a motor that outputs power for traveling based on the calculated first output upper limit value and second output upper limit value; determining a maximum amount of electric power to be output to the motor based on vehicle driving modes including at least a first driving mode that prioritizes driving performance over other driving modes and a second driving mode that is different from the first mode, a maximum driving force of the motor, and the electric power output ratio; The maximum amount of electric power is varied based on whether the driving mode is the first driving mode. The vehicle control device is configured as follows.

[0072] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0073] 1. Vehicle 10. Drive motor 12. Drive wheels 14. Brake device 16...Reducer 20 PDUs 30-capacity battery 32 Battery sensor 40···VCU 50··· output battery 52 Battery sensor 70 Driving controls 80 Vehicle sensor 100 Control device 120 Battery status acquisition unit 140 Output ratio calculation section 160 Output power control section 162 Power output adjustment unit

Claims

1. a battery status acquisition unit that acquires a status of a first battery and a status of a second battery that has a lower capacity and a higher output than the first battery; an output ratio calculation unit that calculates a first output upper limit value that is an output upper limit value of the first battery based on a state of the first battery, calculates a second output upper limit value that is an output upper limit value of the second battery based on a state of the second battery, calculates a total output upper limit value by summing the calculated first output upper limit value and the calculated second output upper limit value, and calculates a power output ratio that is a ratio of power supplied from the first battery to a motor that outputs power for driving from each of the first battery and the second battery by dividing the first output upper limit value by the total output upper limit value; an output power control unit that controls, based on a maximum driving force of the motor and the power output ratio, electric power output to the motor according to a driving mode of the vehicle including at least a first driving mode that prioritizes driving performance over other driving modes and a second driving mode different from the first driving mode; a power output adjustment unit that adjusts a slope representing a change in the driving force of the motor over time until the electric power output in the running mode reaches a maximum; Equipped with the first driving mode is a driving mode in which the motor is driven with a driving force greater than those in the other driving modes, The output power control unit When the driving mode selected by the driving mode selector switch is the second driving mode, the maximum amount of electric power to be output in the second driving mode, which is determined by multiplying the maximum driving force by the electric power output ratio, is output from the first battery to the motor; When the driving mode selected by the driving mode selector switch is the first driving mode, the maximum amount of electric power to be output in the first driving mode determined as the maximum driving force is increased to be greater than the maximum amount of electric power to be output in the second driving mode by adding electric power from the first battery to electric power from the second battery, and outputting the increased amount to the motor; the power output adjustment unit adjusts a first time period until the power output in the first traveling mode reaches a maximum amount so that the first time period is shorter than a second time period until the power output in the second traveling mode reaches a maximum amount. Vehicle control device.

2. The other driving modes include the second driving mode and a third driving mode in which electric power obtained by supplementing electric power from the first battery with electric power from the second battery is output to the motor. The vehicle control device according to claim 1 .

3. The computer acquiring a state of a first battery and a state of a second battery having a lower capacity and a higher output than the first battery; calculating a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculating a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, calculating a total output upper limit value by summing the calculated first output upper limit value and the calculated second output upper limit value, and calculating a power output ratio that is a ratio of power supplied from the first battery to a motor that outputs power for driving from each of the first battery and the second battery by dividing the first output upper limit value by the total output upper limit value; determining a maximum amount of electric power to be output to the motor according to a driving mode of the vehicle, the driving mode including at least a first driving mode that prioritizes driving performance over other driving modes and a second driving mode different from the first driving mode, based on a maximum driving force of the motor and the electric power output ratio; adjusting a slope representing a change in the driving force of the motor with respect to time until the electric power output in the running mode reaches a maximum; the first driving mode is a driving mode in which the motor is driven with a driving force greater than those in the other driving modes, When the driving mode selected by the driving mode selector switch is the second driving mode, the maximum amount of electric power to be output in the second driving mode, which is determined by multiplying the maximum driving force by the electric power output ratio, is output from the first battery to the motor; When the driving mode selected by the driving mode selector switch is the first driving mode, the maximum amount of electric power to be output in the first driving mode determined as the maximum driving force is increased to be greater than the maximum amount of electric power to be output in the second driving mode by adding electric power from the first battery to electric power from the second battery, and outputting the increased amount to the motor; a first time period required for the electric power output in the first traveling mode to reach a maximum is adjusted to be shorter than a second time period required for the electric power output in the second traveling mode to reach a maximum; Vehicle control method.

4. On the computer, acquiring a state of a first battery and a state of a second battery having a lower capacity and a higher output than the first battery; a first output upper limit value that is an output upper limit value of the first battery is calculated based on the state of the first battery, a second output upper limit value that is an output upper limit value of the second battery is calculated based on the state of the second battery, a total output upper limit value is calculated by adding together the calculated first output upper limit value and the second output upper limit value, and a power output ratio that is a ratio of power supplied from the first battery to a motor that outputs power for driving from each of the first battery and the second battery is calculated by dividing the first output upper limit value by the total output upper limit value; determining a maximum amount of electric power to be output to the motor according to a driving mode of the vehicle, the driving mode including at least a first driving mode that prioritizes driving performance over other driving modes and a second driving mode different from the first driving mode, based on a maximum driving force of the motor and the electric power output ratio; adjusting a slope representing a change in the driving force of the motor with respect to time until the electric power output in the running mode reaches a maximum; the first driving mode is a driving mode in which the motor is driven with a driving force greater than those in the other driving modes, When the driving mode selected by the driving mode selector switch is the second driving mode, the maximum amount of electric power to be output in the second driving mode, which is determined by multiplying the maximum driving force by the electric power output ratio, is output from the first battery to the motor; When the driving mode selected by the driving mode selector switch is the first driving mode, the maximum amount of electric power to be output in the first driving mode determined to be the maximum driving force is increased to be greater than the maximum amount of electric power to be output in the second driving mode by adding electric power from the first battery to electric power from the second battery, and outputting the increased amount to the motor; a first time period required for the electric power to be output in the first traveling mode to reach a maximum amount is adjusted to be shorter than a second time period required for the electric power to be output in the second traveling mode to reach a maximum amount; program.

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