Energy management method, energy management device, program, and storage medium

Abstract

To reduce long-term or cumulative fuel consumption in a power generating system relative to an energy management using a brake specific fuel consumption (BSFC) map when using heating.SOLUTION: An energy management method of a vehicle 100 comprises: a battery 11 which supplies a drive motor 10 with electric power; an electric power generation system 12 which generates electricity accumulated in a battery by using fuel; and a heater 13. The energy management method estimates travel consumption power C which is electric power consumed by the drive motor 10 during traveling of the vehicle 100, acquires heating energy (total heating energy H) according to output requested to the heater 13, and determines operation point of the power generation system 12 based on the travel consumption power C and the heating energy (total heating energy H).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle energy management method, an energy management device, a program, and a storage medium. [Background technology]

[0002] Patent Document 1 discloses an energy management device that creates a control plan based on driving route information and vehicle information to minimize energy consumption when a hybrid vehicle travels along a driving route, and corrects the created control plan when the driving mode is switched in a specific way.

[0003] Furthermore, Patent Document 2 discloses an optimal operating point determination method that uses a net fuel consumption rate map to calculate a fuel consumption rate equivalent coefficient, which is a factor for quantitatively comparing the amount of fuel consumed by the engine and the electrical energy consumed by the motor, and determines the optimal operating point according to the state of charge of the battery based on the fuel consumption rate equivalent coefficient. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-159830 [Patent Document 2] Japanese Patent Application Laid-Open No. 2009-143524 Summary of the Invention [Problem to be solved by the invention]

[0005] Vehicle energy management is performed based on, for example, a brake specific fuel consumption (BSFC) map. However, energy management based on the BSFC map may not be optimal. For example, in a series hybrid vehicle, even when energy management is performed using the BSFC map, there may be situations where the battery must be discharged by motoring (idling) the engine for generating electricity or by using a battery-powered heater. In other words, there is room for improvement in energy management based on the BSFC map.

[0006] The present invention aims to provide an energy management method and an energy management device that can reduce long-term or cumulative fuel consumption in a power generation system when heating is used, compared to when energy management is performed using a BSFC map. [Means for solving the problem]

[0007] One aspect of the present invention is an energy management method for a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to store in the battery, and a heater. In this energy management method, running power consumption, which is the power consumed by the drive motor while the vehicle is running, is estimated. Heating energy corresponding to the output required for the heater is also obtained. An operating point of the power generation system is then determined based on the running power consumption and the heating energy. Furthermore, time-series data of the traveling power consumption is recorded, a moving average of the traveling power consumption is calculated based on the time-series data, and the traveling power consumption is estimated based on the moving average. In addition, in one embodiment, the driving power consumption is calculated by adding a moving average and a correction value according to the battery's charging rate, and if the charging rate is higher than a predetermined reference value, the correction value is set to a negative value, and if the charging rate is lower than the reference value, the correction value is set to a positive value. In another embodiment, the moving average is calculated for a predetermined period of time, and the predetermined period of time is reduced as the battery's charge rate decreases. In yet another embodiment, the moving average is reset when the vehicle speed exceeds a predetermined threshold or when the vehicle speed falls below the threshold. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide an energy management method and an energy management device that can reduce long-term or cumulative fuel consumption in a power generation system when heating is used, compared to when energy management is performed using a BSFC map. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of a vehicle. [Figure 2] FIG. 2 is an explanatory diagram showing the relationship between engine water temperature and power generation control. [Figure 3] FIG. 3 is a block diagram showing the configuration of a controller related to energy management of a vehicle. [Figure 4] FIG. 4 is a flowchart of power generation control. [Figure 5] FIG. 5 is an explanatory diagram showing the operating points of the power generation system based on the BSFC map and the fuel consumption map. [Figure 6] FIG. 6 is a graph showing the changes in BSFC and fuel consumption when driving in an urban area. [Figure 7] FIG. 7 is an explanatory diagram showing the operating points of the power generation system based on the corrected fuel consumption rate map when the total heating energy is 4000 W when traveling in an urban area. [Figure 8] FIG. 8 is a graph showing the changes in BSFC, fuel consumption, etc. when the total heating energy is 4000 W when traveling in an urban area. [Figure 9] FIG. 9 is a graph showing the results of WLTC driving while performing energy management by power generation control according to the first embodiment. [Figure 10] FIG. 10 is a graph showing the relationship between the traveling power consumption and the moving average of the traveling power consumption over the past five minutes. [Figure 11] FIG. 11 is a graph showing the relationship between the coefficient a1 and the coefficient a2. [Figure 12]FIG. 12 is a graph showing the results of WLTC driving while performing energy management by power generation control according to the second embodiment. [Figure 13] FIG. 13 is a graph showing the traveling power consumption, the moving average of the traveling power consumption for the past five minutes, and the moving average of the traveling power consumption for the past one minute. [Figure 14] FIG. 14 is a flowchart relating to the determination of the operating point of the power generation system and the second heater output in real time. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0011] [First embodiment] Fig. 1 is a block diagram showing a schematic configuration of a vehicle 100. As shown in Fig. 1, the vehicle 100 according to this embodiment is a so-called series hybrid vehicle, and includes a drive motor 10, a battery 11, a power generation system 12, a heater 13, and a controller 14. However, the vehicle 100 may be a hybrid vehicle of another type.

[0012] The drive motor 10 is an electric motor that generates a driving force for the vehicle 100, and is connected to a drive wheel (not shown). The drive motor 10 is driven by electric power supplied from a battery 11.

[0013] The battery 11 stores electric power to be supplied to the drive motor 10, the heater 13, and other auxiliary devices. The battery 11 is charged with electric power generated by the power generation system 12. The battery 11 is also charged with electric power input from the drive motor 10 by so-called regenerative control.

[0014] In this embodiment, power generation by the power generation system 12 is controlled so that the charging rate or state of charge (hereinafter referred to as SOC (State Of Charge)) of the battery 11 is maintained within a predetermined range (hereinafter referred to as a predetermined charging range). Specifically, for energy management and the like, a power generation on threshold Th1 and a power generation off threshold Th2 are set for the SOC of the battery 11. When the SOC becomes smaller than the power generation on threshold Th1, or when it is determined that this is likely to occur, the power generation system 12 starts power generation and charges the battery 11 in principle. On the other hand, when the SOC becomes larger than the power generation off threshold Th2, or when it is determined that this is likely to occur, the power generation system 12 stops power generation in principle. When the SOC is equal to or larger than the power generation on threshold Th1 and equal to or smaller than the power generation off threshold Th2, power generation by the power generation system 12 is turned on or off as appropriate depending on factors other than the SOC.

[0015] Furthermore, for safe operation of the battery 11, a tolerance value Th3 is set for the SOC of the battery 11. When the SOC is smaller than the tolerance value Th3, power generation by the power generation system 12 and charging of the battery 11 are permitted. Therefore, the power generation on threshold Th1 and the power generation off threshold Th2 are set to values ​​that are at least smaller than the tolerance value Th3. The tolerance value Th3 is set in advance according to the specifications of the battery 11, etc. The power generation on threshold Th1 and the power generation off threshold Th2 are set in advance by adaptation based on experiments, simulations, etc. for energy management, etc.

[0016] The power generation system 12 uses fuel to generate power to be stored in the battery 11. In this embodiment, the power generation system 12 includes an engine 16 and a generator 17. The engine 16 is an internal combustion engine that is driven by gasoline or other fuel. The power generated by the engine 16 is input to the generator 17. The generator 17 rotates using the power of the engine 16 and generates power. The power generated by the generator 17 is input to the battery 11. Note that the generator 17 may be driven by the power of the battery 11, and the engine 16 may be idled (so-called motoring), thereby discharging the battery 11. However, in this embodiment, energy management of the vehicle 100 is performed so that, in principle, energy does not need to be consumed by motoring.

[0017] The heater 13 heats the interior of the vehicle 100. The heater 13 is part of an HVAC (Heating, Ventilation, and Air Conditioning) system (not shown) provided in the vehicle 100. The heater 13 of this embodiment includes a first heater 18 and a second heater 19.

[0018] The first heater 18 is a first heating device that uses heat generated by the power generation system 12 to provide heating. In this embodiment, the first heater 18 is provided in a circulation path for coolant or other refrigerant (hereinafter referred to as coolant) that cools the engine 16. The first heater 18 supplies warm air into the interior of the vehicle 100 by blowing air into the circulation path for the coolant heated by the engine 16. The load of the first heater 18 in the heater 13, i.e., the output of the first heater 18 (hereinafter referred to as first heater output T [W]), is determined by the temperature of the coolant (hereinafter referred to as engine water temperature T W The engine water temperature T W is a parameter that represents the temperature of the engine 16 and essentially functions as a parameter that represents the temperature of the power generation system 12.

[0019] Figure 2 shows the engine water temperature T W 2(A) is an explanatory diagram showing the relationship between the engine water temperature T W2(A) shows the transition of the engine water temperature T W The on / off of power generation by the power generation system 12 is controlled so that the temperature falls within a predetermined temperature range.

[0020] Specifically, the engine water temperature T W power generation on threshold T W1 and power generation off threshold T W2 is set. Engine water temperature T W is the power generation on threshold T W1 When the engine coolant temperature T W On the other hand, the engine water temperature T W is the power generation off threshold T W2 When the engine water temperature T W decreases.

[0021] In addition, for the safe operation of the power generation system 12, the engine water temperature T W Tolerance T W3 is set. Engine water temperature T W is the tolerance T W3 If the power generation on threshold T is smaller than the threshold T, the power generation system 12 is permitted to operate without using a radiator (not shown). W1 and power generation off threshold T W2 is at least the tolerance T W3 The tolerance T is set to a value smaller than W3 is set in advance according to the specifications of the power generation system 12. In this embodiment, the energy management of the vehicle 100 is performed so that, in principle, it is not necessary to rapidly cool the coolant for the engine 16 using a radiator.

[0022] In this way, the engine water temperature T W is the power generation threshold T W1 The power generation off threshold T W2 The first heater output T [W] is maintained within the temperature range below the engine water temperature T W The temperature range that can be taken by W1 ≦T W ≦T W2 ) varies within the range corresponding to

[0023] In addition, the engine water temperature T W is the power generation on threshold T W1 Power generation off threshold T W2 When the engine water temperature is below T W The power generation by the power generation system 12 may be turned on or off as appropriate depending on factors other than the power generation on threshold T W1 and power generation off threshold T W2 is determined in advance by experiment, simulation, or the like.

[0024] The second heater 19 (see FIG. 1) is a second heating device that performs heating using the power of the battery 11. In this embodiment, the second heater 19 is, for example, a PTC (Positive Temperature Coefficient) heater.

[0025] In conventional vehicles, heaters such as first heater 18 that utilize heat generated by engine 16 or power generation system 12 are typically used for heating, and electrically powered heaters such as second heater 19 are used only as auxiliary heaters. Furthermore, electrically powered heaters such as second heater 19 may be energized when it is necessary to discharge battery 11. In other words, in conventional vehicles, the situations in which electrically powered heaters such as second heater 19 are used are limited.

[0026] In contrast, in this embodiment, the second heater 19 is used more actively for energy management of the vehicle 100, i.e., to reduce the fuel consumption F of the power generation system 12 (engine 16). Specifically, the load of the second heater 19 in the heater 13, i.e., the output of the second heater 19 (hereinafter referred to as the second heater output P [W]), is set so as to reduce the fuel consumption F of the power generation system 12 (engine 16). In principle, the heater 13 achieves requested heating by causing the first heater 18 and the second heater 19 to operate in cooperation. The total heating energy H [W] required by the heater 13 is the sum of the first heater output T and the second heater output P. The total heating energy H is determined according to the room temperature setting by the driver of the vehicle 100, etc.

[0027] The controller 14 is a control unit that performs overall control of each part of the vehicle 100. The controller 14 is configured with one or more computers, and is programmed to control each part of the vehicle 100 at a predetermined control cycle. In other words, the controller 14 is a computer that controls the vehicle 100 by executing a pre-stored program. The program for controlling the vehicle 100 may be provided in a form stored in a storage medium such as a CD-ROM, an SD card, or a hard disk. The program for controlling the vehicle 100 may also be provided by communication with a device or the like external to the vehicle 100 (such as a server or a cloud service).

[0028] In this embodiment, the controller 14 particularly functions as an energy management device that manages the energy balance of the vehicle 100. Specifically, the controller 14 performs overall control of the power generation system 12 and the heater 13, thereby reducing (particularly minimizing) the fuel consumption F when the heater 13 is used, compared to when simple energy management based on the BSFC map 50 (see FIG. 5) is performed.

[0029] The controller 14 can appropriately acquire vehicle information necessary for energy management and other control by measurement, calculation, etc. The vehicle information is a parameter indicating the operating state of the vehicle 100 or each part constituting the vehicle 100. Specifically, the controller 14 acquires the vehicle speed V [km / h], the SOC of the battery 11, the engine water temperature T W , the rotation speed N of the power generation system 12 (engine 16 and / or generator 17) G [rpm] and torque T G [Nm], as well as the total heating energy H, etc. are obtained as appropriate.

[0030] 3 is a block diagram showing the configuration of controller 14 related to energy management of vehicle 100. As shown in FIG. 3, controller 14 includes a traveling power consumption estimation unit 21, a heating energy acquisition unit 22, and a power generation control unit 23.

[0031] The traveling power consumption estimating unit 21 estimates the traveling power consumption C. The traveling power consumption C is an estimated value of the power consumed by the drive motor 10 when the vehicle 100 travels.

[0032] The traveling power consumption estimation unit 21 can calculate the traveling power consumption C based on the route along which the vehicle 100 is scheduled to travel (hereinafter referred to as the traveling route). The traveling route is information relating to the route to the destination or a stopover, etc., and the undulations of the route. When the traveling route is set in advance in a car navigation system (not shown), etc., the traveling power consumption estimation unit 21 acquires the traveling route from the car navigation system, etc.

[0033] In this embodiment, in order to perform appropriate energy management even when the driving route is unknown, the driving power consumption estimation unit 21 estimates the driving power consumption C based on the driving history of the vehicle 100. For this reason, the driving power consumption estimation unit 21 of this embodiment includes a driving power consumption recording unit 31, an average driving power consumption calculation unit 32, a correction value calculation unit 33, and a driving power consumption calculation unit 34.

[0034] The traveling power consumption recording unit 31 records past traveling power consumption C. The traveling power consumption C recorded by the traveling power consumption recording unit 31 is an estimated value of traveling power consumption C, or a measured or calculated value of the power actually consumed by the drive motor 10. In this embodiment, the traveling power consumption recording unit 31 records an estimated value of traveling power consumption C (hereinafter simply referred to as traveling power consumption C).

[0035] Furthermore, the traveling power consumption recording unit 31 records the traveling power consumption C in chronological order. In this embodiment, the traveling power consumption recording unit 31 records the traveling power consumption C over at least a predetermined time period used by the average traveling power consumption calculation unit 32. Hereinafter, the total traveling power consumption C recorded in chronological order is referred to as "time series data of traveling power consumption C."

[0036] The average traveling power consumption calculation unit 32 calculates the average traveling power consumption based on the time series data of the traveling power consumption C. Since the traveling power consumption C is time series data, the average traveling power consumption calculation unit 32 calculates the moving average MA of the traveling power consumption C for the past predetermined time X (range) as the average traveling power consumption. X For example, the moving average MA for the past minute is calculated. 60 , or the moving average MA for the past 5 minutes 300 In this embodiment, the moving average MA for the past 5 minutes is calculated and used. 300 However, the average traveling power consumption calculation unit 32 calculates and uses the moving average MA X The period over which the moving average MA is taken (hereinafter referred to as the "range of the moving average") can be set as appropriate. X It is also possible to calculate the moving average MA X The range of is determined in advance based on experiments, simulations, etc. The average traveling power consumption calculation unit 32 calculates the moving average MA of the traveling power consumption C by a simple moving average, a weighted moving average, or other specific calculation method. X In this embodiment, the average traveling power consumption calculation unit 32 calculates the moving average MA of the traveling power consumption C by using a simple moving average (SMA). X Calculate the following.

[0037] The correction value calculation unit 33 calculates a correction value α based on the SOC of the battery 11. SOC Calculate [W]. Correction value α SOC is the moving average MA X It is a correction term for the moving average MA X In this embodiment, the SOC of the battery 11 is calculated based on the median value M between the power generation on threshold Th1 and the power generation off threshold Th2 (hereinafter referred to as the median value M of the predetermined charging range). SOC If it is greater than α SOC is set to be a negative value, and the SOC of the battery 11 is set to the median value M SOC If it is smaller than SOC is set to be a positive value. SOC The magnitude of is the median value M of the SOC and the specified charging range. SOC That is, the correction value calculation unit 33 calculates the correction value α according to the following equation (1): SOC The coefficient β in equation (1) is calculated based on the SOC and the median value M SOC This is a conversion coefficient for relating the deviation from the actual value to the power [W], and is a correction value α for the driving power consumption C. SOC The coefficient β is set in advance based on experiments, simulations, or the like.

[0038]

number

[0039] The traveling power consumption calculation unit 34 calculates a moving average MA of one or more types of traveling power consumption C. X and its moving average MA X Correction value α according to SOC SOC That is, the traveling power consumption calculation unit 34 calculates the traveling power consumption C according to the following equation (2).

[0040]

number

[0041] For example, if the SOC at the time of calculation is the median value M SOC When it is 10% smaller than the moving average MA for the past X minutes X The value obtained by adding 10 × β [W] to this is estimated to be the driving power consumption C. On the other hand, if the SOC at the time of calculation is the median value M of the specified charging range, SOC When it is 10% larger than the moving average MA for the past X minutes X The value obtained by subtracting 10×β [W] from the calculated value is estimated to be the traveling power consumption C. The traveling power consumption calculation unit 34 inputs the calculated traveling power consumption C to the power generation control unit 23 and the traveling power consumption recording unit 31.

[0042] The heating energy acquisition unit 22 acquires (calculates) the total heating energy H based on the room temperature setting by the driver or the like of the vehicle 100. The total heating energy H is input to the power generation control unit .

[0043] The power generation control unit 23 controls the power generation system 12 based on the traveling power consumption C and the total heating energy H, thereby controlling the engine water temperature T W within a predetermined temperature range (power generation on threshold T W1 Power generation off threshold T W2 The temperature is maintained within the temperature range below. Specifically, the power generation control unit 23 determines the operation time of the power generation system 12 (i.e., the time and timing for generating power) and the second heater output P based on the power consumption C during traveling and the total heating energy H.

[0044] The operation time of the power generation system 12 is the power generation on period t ON (the length of time power is generated) and the power generation off period t OFF The total value of (the length of time when power generation is stopped) (t ON +t OFF ) for the power generation on period t ON The ratio of (hereinafter referred to as duty ratio) D_HVAC=t ON / (t ON +t OFF )

[0045] In this embodiment, the second heater output P is calculated by multiplying the traveling power consumption C, the total heating energy H, and the rotation speed N of the power generation system 12. G and torque T G (hereinafter referred to as the operating point). The duty ratio D_HVAC is determined based on the first heater output T and the operating point of the power generation system 12.

[0046] Hereinafter, a method for setting the duty ratio D_HVAC and the second heater output P for energy management according to this embodiment will be described.

[0047] The first heater 18 is for detecting the engine water temperature T W Since the first heater output T is utilized, the first heater output T is proportional to the power generation time (duty ratio D_HVAC). More specifically, the product of the duty ratio D_HVAC and the thermal energy E that can be reused for heating by the first heater 18, out of the thermal energy generated in the power generation system 12 (engine 16) by power generation, is balanced with the first heater output T. In other words, the duty ratio D_HVAC is expressed by the following equation (3) using the first heater output T and the thermal energy E that can be reused for heating.

[0048]

number

[0049] Furthermore, the first heater output T is expressed by the following equation (4) using the total heating energy H required for the heater 13 and the second heater output P. Therefore, as shown in the following equation (5), the duty ratio D_HVAC can be calculated using the total heating energy H, the second heater output P, ​​and the thermal energy E that can be reused for heating.

[0050]

number

[0051] On the other hand, when the power generation amount G of the power generation system 12 and the power consumption C during traveling are balanced, the relationship between the duty ratio D_HVAC, the power generation amount G, the second heater output P, ​​and the power consumption C during traveling is expressed by the following equation (6).

[0052]

number

[0053] Therefore, according to equations (5) and (6), the second heater output P can be calculated by the following equation (7) based on the traveling power consumption C, the total heating energy H, the power generation amount G, and the thermal energy E that can be reused for heating. As a result, according to equations (5) and (7), the duty ratio D_HVAC can also be calculated based on the traveling power consumption C, the total heating energy H, the power generation amount G, and the thermal energy E that can be reused for heating.

[0054]

number

[0055] In this embodiment, as described above, the traveling power consumption C and the total heating energy H are estimated or acquired, respectively. The power generation amount G and the thermal energy E that can be reused for heating are determined by the operating point of the power generation system 12, and the operating point of the power generation system 12 that is generating power is known.

[0056] Therefore, the power generation control unit 23 calculates (determines) the second heater output P according to the operating point of the power generation system 12 based on the traveling power consumption C and the total heating energy H using the above equation (7).

[0057] Furthermore, the power generation control unit 23 can determine the duty ratio D_HVAC by theoretical calculation based on the power generation amount G corresponding to the operating point of the power generation system 12, the second heater output P, ​​and the traveling power consumption C using the above formula (6). However, in this embodiment, the power generation control unit 23 calculates (determines) the duty ratio D_HVAC using a statistical method in accordance with the first heater output T and the operating point of the power generation system 12. The first heater output T is determined by the engine coolant temperature T W Therefore, the first heater output T is known.

[0058] As described above, both the second heater output P and the duty ratio D_HVAC are determined according to the operating point of the power generation system 12, and the fuel consumption F of the power generation system 12 is determined by the operating point of the power generation system 12. Therefore, the operating point of the power generation system 12 is determined according to the traveling power consumption C and the total heating energy H so as to minimize the fuel consumption F.

[0059] Specifically, the power generation control unit 23 includes a fuel consumption map 35. The fuel consumption map 35 is a graph of the fuel consumption based on the traveling power consumption C, the total heating energy H, and the operating point (rotation speed N G and torque T G ) and the fuel consumption F. In this embodiment, one or more fuel consumption maps 35 corresponding to combinations of traveling power consumption C and total heating energy H are assumed to be prepared in advance by experiments, simulations, or the like. Therefore, the power generation control unit 23 determines the operating point of the power generation system 12 at which the fuel consumption F is minimized by referring to a specific fuel consumption map 35 corresponding to the combination of traveling power consumption C and total heating energy H. Then, the power generation control unit 23 determines the second heater output P and the duty ratio D_HVAC based on the operating point of the power generation system 12 determined using the fuel consumption map 35. As a result, the engine water temperature T Wis maintained within a predetermined temperature range while minimizing the fuel consumption F. As a result, the fuel consumption F when the heater 13 is used is reduced compared to when simple energy management based on the BSFC map 50 is performed.

[0060] The operation of energy management through power generation control of vehicle 100 configured as described above will now be described.

[0061] FIG. 4 is a flowchart of power generation control. As shown in FIG. 4, in step S101, the traveling power consumption calculation unit 34 estimates the traveling power consumption C. In step S102, the heating energy acquisition unit 22 acquires the total heating energy H. Then, in step S103, the power generation control unit 23 uses the fuel consumption map 35 according to the traveling power consumption C and the total heating energy H to determine the operating point (rotation speed N) of the power generation system 12 at which the fuel consumption F is minimized. G and torque T G In step S103, the power generation control unit 23 determines an operating point of the power generation system 12 that minimizes the fuel consumption amount F and a second heater output P corresponding to the operating point, based on the traveling power consumption C and the total heating energy H.

[0062] In step S104, the power generation control unit 23 checks whether the power generation system 12 is stopped, i.e., whether the power generation is off. If the power generation is off, the process proceeds to step S105. On the other hand, if the power generation system 12 is operating, i.e., if the power generation is on, the process proceeds to step S109.

[0063] In step S105, the power generation control unit 23 calculates the engine water temperature T W power generation on threshold T W1 Compare with engine water temperature T W is the power generation on threshold T W1If the engine water temperature T is lower than the threshold value Th3, the process proceeds to step S106, where the power generation control unit 23 compares the SOC of the battery 11 with the threshold value Th3. If the SOC is lower than the threshold value Th3 in step S106 and charging of the battery 11 is permitted, power generation is started (power generation is turned on) in step S107. W is the power generation on threshold T W1 When the engine coolant temperature T W In order to maintain the temperature within a predetermined temperature range, power generation is started under the conditions of the operating point and second heater output P determined in step S103.

[0064] On the other hand, in step S105, the engine water temperature T W is the power generation on threshold T W1 If it is equal to or greater than the threshold value Th1, the process proceeds to step S108, where the power generation control unit 23 compares the SOC of the battery 11 with the power generation-on threshold value Th1. If the SOC is equal to or less than the threshold value Th1 in step S108, the process proceeds to step S106. If the SOC is smaller than the allowable value Th3 in step S106 and charging of the battery 11 is allowed, power generation is started in step S107. That is, the engine water temperature T W is the power generation on threshold T W1 Even if the temperature is above this range, when the SOC is lower than the power generation on threshold Th1, power generation is started under the conditions of the operating point and second heater output P determined in step S103 in order to maintain the SOC within the predetermined charging range.

[0065] If the SOC is equal to or greater than the power generation threshold Th1 in step S108, the process proceeds to step S111. Therefore, power generation is not started. W When it is determined that power generation is unnecessary from the viewpoint of both maintaining the SOC and maintaining the RH, power generation is not performed.

[0066] In step S104, if the power generation system 12 is already operating, that is, if the power generation is on, the process proceeds to step S109, and the power generation control unit 23 determines whether the engine water temperature T W power generation off threshold T W2 In step S109, the engine water temperature T W is the power generation off threshold T W2 If the SOC is greater than the power generation-off threshold value Th2, the process proceeds to step S110, where the power generation control unit 23 compares the SOC of the battery 11 with the power generation-off threshold value Th2. If the SOC is greater than the power generation-off threshold value Th2 in step S110, the process proceeds to step S111, where the power generation control unit 23 stops power generation by the power generation system 12. In other words, if the power generation is already on, the engine water temperature T W When the SOC is greater than the power generation off threshold Th2 and the SOC is greater than the power generation off threshold Th2, power generation is stopped.

[0067] On the other hand, even when the power generation is already on, the engine water temperature T W is the power generation off threshold T W2 If the SOC is equal to or less than the power generation off threshold Th2 in step S110, the process proceeds to step S106. If the SOC is smaller than the allowable value Th3 in step S106 and charging of the battery 11 is allowed, the process proceeds to step S107, where power generation is started. That is, if the power generation is already on, the engine water temperature T W As long as the SOC and the SOC are maintained within the predetermined charging range and charging of the battery 11 is permitted, power generation continues under the conditions of the operating point and the second heater output P determined in step S103.

[0068] The above power generation control is repeatedly executed at a predetermined control period until the vehicle 100 stops traveling.

[0069] 5 is an explanatory diagram showing the operating points of the power generation system 12 based on the BSFC map 50 and the fuel consumption map 35. The BSFC map 50 is a graph showing the operating points of the power generation system 12 based on the rotation speed N G and torque TG This is a map that determines the break-even specific fuel consumption (BSFC) corresponding to the operating point. Therefore, when selecting an operating point of the power generation system 12 so that the BSFC is minimized according to the BSFC map 50, the operating point of the power generation system 12 is determined regardless of the traveling power consumption C or the total heating energy H. Here, when referring to the BSFC map 50, it is assumed that the operating point P1 is selected as the operating point that minimizes the BSFC.

[0070] On the other hand, in this embodiment, the operating point of the power generation system 12 is selected according to a fuel consumption map 35 that corresponds to the traveling power consumption C and the total heating energy H. Here, as an example, it is assumed that the traveling power consumption C is 2200 W, which is typical (average) for urban driving, and the total heating energy H is 2500 W. Then, based on the fuel consumption map 35 that corresponds to these specific traveling power consumption C and total heating energy H, the operating point P2 is selected as the operating point that minimizes the fuel consumption F. As shown in FIG. 5 , according to the BSFC map 50, the operating point P2 selected by the fuel consumption map 35 that corresponds to the traveling power consumption C and the total heating energy H has a large BSFC and is an inefficient operating point from the perspective of BSFC.

[0071] FIG. 6 is a graph showing the transition of BSFC and fuel consumption F when driving in an urban area. FIG. 6(A) shows the transition of vehicle speed V [km / h] over time. FIG. 6(B) shows the transition of SOC of battery 11 over time. FIG. 6(C) shows the transition of engine water temperature T W 6(D) shows the time transition of the rotation speed N G 6(E) shows the time transition of the torque T G6(B) to 6(H), the solid lines indicate the case where the energy management of this embodiment is implemented by power generation control based on the fuel consumption map 35, and the dashed lines indicate the case where the energy management of the comparative example is implemented by power generation control based on the BSFC map 50. For comparison, in the energy management of the comparative example, the engine water temperature T W shall be maintained within a specified temperature range.

[0072] When vehicle 100 travels in urban areas, it repeatedly starts and stops in a relatively short period of time. As a result, vehicle speed V fluctuates wildly, as shown in Figure 6(A). When traveling in urban areas, power consumption C also fluctuates constantly, but its average value is typically around 2200 W.

[0073] In the energy management of the comparative example, when the SOC of the battery 11 is expected to reach the upper limit of the control target (the power generation off threshold Th2 in this embodiment) as shown by the dashed line in Fig. 6(B), the second heater 19 is operated at maximum output as shown by the dashed line in Fig. 6(F). That is, in the energy management of the comparative example, when the stored power of the battery 11 is expected to become excessive, the power of the battery 11 is forcibly consumed (wasted or discarded) using the second heater 19.

[0074] On the other hand, in the energy management of this embodiment, the second heater 19 is actively used for energy management. That is, as shown by the solid line in Fig. 6(F), in the energy management of this embodiment, the second heater 19 is operated at a roughly constant level.

[0075] As a result, as shown in Figure 6(G), the BSFC (solid line) obtained by the energy management of this embodiment is almost always greater than the BSFC (dashed line) obtained by the energy management of the comparative example. In other words, the fuel utilization efficiency of the power generation system 12 is better when the energy management of the comparative example is performed than when the energy management of this embodiment is performed. This corresponds to the fact that the operating point P2 of the power generation system 12 selected by the energy management of this embodiment is less efficient than the operating point P1 selected according to the BSFC map 50 (see Figure 5).

[0076] However, when comparing the fuel consumption F of the present embodiment and the comparative example, as shown in Figure 6(H), the fuel consumption F (solid line) obtained by the energy management of the present embodiment is almost always smaller than the fuel consumption F (dashed line) obtained by the energy management of the comparative example. In other words, according to the energy management of the present embodiment, the short-term fuel utilization efficiency of the power generation system 12 decreases, but the long-term or cumulative fuel consumption F is reduced. Therefore, compared to the energy management of the comparative example using the BSFC map 50, the energy management of the present embodiment improves the energy balance of the vehicle 100 when heating is used.

[0077] Fig. 7 is an explanatory diagram showing an operating point P3 of the power generation system 12 based on the fuel consumption map 35 when the total heating energy H is 4000 W when driving in an urban area. Fig. 5 shows operating point P2 when the total heating energy H is set to 2500 W when driving in an urban area with driving power consumption C of approximately 2200 W. However, when the total heating energy H becomes 4000 W, the operating point of the power generation system 12 transitions to operating point P3 as shown in Fig. 7. On the other hand, when the BSFC map 50 is referenced, even if the total heating energy H changes, the operating point that minimizes BSFC does not change and remains as operating point P1.

[0078] Fig. 8 is a graph showing the changes in BSFC, fuel consumption F, etc. when the total heating energy H is 4000 W when driving in an urban area. The parameters shown in Fig. 8(A) to Fig. 8(H) are the same as those in Fig. 6. In Fig. 8(B) to Fig. 8(H), the solid lines indicate the case where the energy management of this embodiment is implemented using power generation control based on the fuel consumption map 35, and the dashed lines indicate the case where the energy management of the comparative example is implemented using power generation control based on the BSFC map 50.

[0079] The time transition of the vehicle speed V shown in Figure 8(A) is the same as that in Figure 6(A). Therefore, the average value of the traveling power consumption C is about 2200W.

[0080] In the energy management of the comparative example, when the SOC of the battery 11 is expected to reach the upper limit of the control target (power generation off threshold Th2 in this embodiment), or when it actually reaches this upper limit, the second heater 19 is operated at maximum output, as shown by the dashed line in FIG. 8(F). However, when the total heating energy H is 4000 W, the excess stored power of the battery 11 cannot be consumed even though the second heater 19 continues to operate at maximum output. For this reason, as shown by the dashed line in FIG. 8(B), in the energy management of the comparative example, the SOC exceeds the upper limit for control. Therefore, when the total heating energy H is set to 4000 W, the energy management of the comparative example discharges the battery 11 by some other method, such as motoring, or by reducing the engine water temperature T W In other words, when the total heating energy H is set to 4000 W, the energy management of the comparative example breaks down.

[0081] On the other hand, in the energy management of this embodiment, as shown in Fig. 8(F), because the total heating energy H is set to 4000 W, the second heater output P increases compared to when the total heating energy H is 2500 W, but the second heater 19 operates at a generally constant level. In the energy management of this embodiment, the operating point P3 of the power generation system 12 is adjusted according to the traveling power consumption C and the total heating energy H, so the SOC of the battery 11 is also maintained within a predetermined temperature range, as shown by the solid line in Fig. 8(B). In other words, the energy management of this embodiment does not break down even when the total heating energy H is set to 4000 W.

[0082] Furthermore, as shown in FIG. 8(G), the BSFC (solid line) obtained by the energy management of the present embodiment is almost always greater than the BSFC (dashed line) obtained by the energy management of the comparative example. However, when comparing the fuel consumption F of the present embodiment and the comparative example, as shown in FIG. 8(H), the fuel consumption F (solid line) obtained by the energy management of the present embodiment is almost always less than the fuel consumption F (dashed line) obtained by the energy management of the comparative example. In other words, even when the total heating energy H is set to 4000 W, the energy management of the present embodiment reduces the long-term or cumulative fuel consumption F. Therefore, compared to the energy management of the comparative example using the BSFC map 50, the energy management of the present embodiment improves the energy balance of the vehicle 100 when heating is used.

[0083] As described above, the energy management of this embodiment takes into account the traveling power consumption C and the total heating energy H, thereby making it possible to reduce the long-term or cumulative fuel consumption F compared to simple energy management that uses the BSFC map 50. Furthermore, even if the total heating energy H changes, the energy management of this embodiment does not fail.

[0084] [Second embodiment] In the first embodiment, the moving average MA for the past five minutes is 300The running power consumption C is estimated using, but it is not limited to, the period for taking the moving average, that is, the moving average MA X The range of can be changed. For example, from the time series data of the driving power consumption C, multiple types of moving averages MA with different ranges can be calculated. X Calculate the moving average MA X The traveling power consumption C may be estimated by switching between or combining the above.

[0085] 9 is a graph showing the results of WLTC (Worldwide-harmonized Light vehicles Test Cycle) driving while performing energy management by power generation control according to the first embodiment. That is, FIG. 9 shows the moving average MA 300 9A shows the time transition of the vehicle speed V determined in the WLCT driving. FIG. 9B shows the time transition of the SOC. FIG. 9C shows the time transition of the engine water temperature T W 9(D) shows the time transition of the rotation speed N G 9(E) shows the time transition of the torque T G 9(F) shows the time transition of the second heater output P.

[0086] Note that section L from the start of driving to time t1 is a driving section in the so-called low-speed phase (urban mode). Section M from time t1 to time t2 is a driving section in the so-called medium-speed phase (suburban mode). Section H from time t2 to time t3 is a driving section in the so-called high-speed phase (highway mode). Furthermore, section EX from time t3 to time t4 is a driving section in the so-called ultra-high-speed phase.

[0087] As shown in Figure 9(B), the moving average MA for the past 5 minutes 300When the traveling power consumption C is estimated using the above equation, the SOC of the battery 11 is generally maintained within the predetermined charge range, which is the control target, in the section L of the low speed phase, the section M of the medium speed phase, and the section H of the high speed phase. However, in the section EX of the ultra-high speed phase, the SOC falls below the power generation on threshold Th1. That is, the moving average MA for the past five minutes 300 When the traveling power consumption C is continuously estimated using the above formula, if the vehicle speed V increases suddenly, the SOC may not be able to be maintained within the predetermined charging range.

[0088] Figure 10 shows the moving average MA of the driving power consumption C and the driving power consumption C over the past 5 minutes. 300 In FIG. 10, the power consumption C while traveling is shown by a solid line, and the moving average MA 300 is shown by a dashed line.

[0089] As shown in Fig. 10, in the section L of the low speed phase and the section M of the medium speed phase, the running power consumption C is calculated by the moving average MA 300 Also, in the high-speed phase section H, the running power consumption C is expressed as the moving average MA 300 However, in the ultra-high speed phase section EX, the running power consumption C and the moving average MA 300 In other words, the deviation between the moving average MA over the past 5 minutes becomes large. 300 When the above equation is used, the estimation accuracy of the traveling power consumption C decreases in the section EX of the ultra-high speed phase. As a result, as described above, the SOC falls below the power generation on threshold Th1 in the section EX of the ultra-high speed phase.

[0090] Therefore, in this embodiment, as will be described below, the traveling power consumption C is estimated using a plurality of types of moving averages with different periods (ranges) for calculating the moving average. 300 and the moving average MA for the past minute 60 and are used to estimate the traveling power consumption C more appropriately according to the traveling scene.

[0091] Specifically, the traveling power consumption calculation unit 34 calculates the moving average MA 300 , moving average MA for the past minute 60 , and the correction value α SOC The coefficient a1 in the formula (8) is the moving average MA of the driving power consumption C for the past 5 minutes. 300 The coefficient a2 represents the contribution rate of the moving average MA over the past minute. 60 represents the contribution rate of

[0092]

number

[0093] Fig. 11 is a graph showing the relationship between the coefficient a1 and the coefficient a2. In Fig. 11, the solid line indicates the coefficient a1, and the dashed line indicates the coefficient a2. As shown in Fig. 11, in this embodiment, the traveling power consumption calculation unit 34 sets a first moving average switching threshold V1 and a second moving average switching threshold V2 for the SOC of the battery 11. The first moving average switching threshold V1 and the second moving average switching threshold V2 are used to estimate the traveling power consumption C. X These are thresholds for determining whether to switch the range. The first moving average switching threshold V1 and the second moving average switching threshold V2 are both set to values ​​greater than the power generation on threshold Th1 and less than the power generation off threshold Th2. The first moving average switching threshold V1 is set to a value equal to or greater than the second moving average switching threshold V2.

[0094] 11, when the SOC of the battery 11 is equal to or greater than the first moving average switching threshold V1, the coefficient a1 is set to "1" and the coefficient a2 is set to "0." Therefore, when the SOC is equal to or greater than the first moving average switching threshold V1, the moving average MA for the past five minutes is essentially set to "0." 300 is used to estimate the driving power consumption C.

[0095] When the SOC of the battery 11 is equal to or lower than the second moving average switching threshold V2, the coefficient a1 is set to "0" and the coefficient a2 is set to "1." Therefore, when the SOC is equal to or lower than the second moving average switching threshold V2, the moving average MA for the past one minute is substantially 60 is used to estimate the driving power consumption C.

[0096] When the SOC of the battery 11 is smaller than the first moving average switching threshold V1 and larger than the second moving average switching threshold V2, the coefficients a1 and a2 are set according to the SOC. Specifically, the sum of the coefficients a1 and a2 is maintained at "1," while the coefficient a1 is set to increase according to the SOC, and the coefficient a2 is set to decrease according to the SOC. Therefore, when the SOC is smaller than the first moving average switching threshold V1 and larger than the second moving average switching threshold V2, the moving average MA for the past five minutes is set to "0." 300 and the moving average MA for the past minute 60 is used to estimate the driving power consumption C.

[0097] In this way, the moving average MA X is calculated for a predetermined time X (range), but in this embodiment, the lower the SOC (charging rate), the shorter the predetermined time X (range). X The lower the SOC, the lower the moving average MA X The moving average MA with a longer predetermined time X (range) X It can also be said that it is switching to.

[0098] 12 is a graph showing the results of WLTC driving while performing energy management by power generation control according to the second embodiment. That is, FIG. 12 shows the moving average MA X12 shows the results of WLTC driving in a case where the range of the battery 11 is shortened or extended depending on the SOC of the battery 11. In the WLCT driving in FIG. 12, as an example, as shown in Equation (8) and FIG. 11, the moving average MA X The moving average MA for the past 5 minutes 300 and the moving average MA for the past minute 60 I switch between and.

[0099] FIG. 12(A) shows the time transition of the vehicle speed V determined in WLCT driving. FIG. 12(B) shows the time transition of the SOC. FIG. 12(C) shows the time transition of the engine water temperature T W 12(D) shows the time transition of the rotation speed N G 12(E) shows the time transition of the torque T G 12(F) shows the time transition of the second heater output P.

[0100] Moving average MA for the last 5 minutes according to SOC 300 and / or the moving average MA for the last minute 60 When the driving power consumption C is estimated using the moving average MA 300 As in the case where the traveling power consumption C is estimated using the moving average MA for the past five minutes, the SOC of the battery 11 is generally maintained within the predetermined charge range, which is the control target, in the section L of the low speed phase, the section M of the medium speed phase, and the section H of the high speed phase. Furthermore, in the section EX of the ultra-high speed phase, the SOC is maintained at or above the power generation on threshold Th1. That is, 300 and the moving average MA for the past minute 60 When the traveling power consumption C is estimated by appropriately using the above equations, the SOC is maintained within the predetermined charging range even if the vehicle speed V increases suddenly.

[0101] Figure 13 shows the moving average MA of the driving power consumption C and the driving power consumption C for the past 5 minutes. 300 , and the moving average MA of the driving power consumption C for the past minute 6013, the moving average MA X When the range of the battery 11 is shortened or extended depending on the SOC of the battery 11, in the section L of the low speed phase where the driving power consumption C is relatively small, the driving power consumption C is calculated based on the moving average MA 300 In the section M of the medium speed phase where the driving power consumption C is medium, the driving power consumption C is roughly the moving average MA 300 and the moving average MA for the past minute 60 In the high-speed phase section H and the ultra-high-speed phase section EX, where the driving power consumption C is relatively large, the driving power consumption C is calculated based on the moving average MA 60 Therefore, as shown in Equation (8) and FIG. 11, for example, the moving average MA of the past 5 minutes is calculated according to the SOC. 300 and the moving average MA for the past minute 60 The moving average MA used to estimate the driving power consumption C is X By adjusting the range, even in driving situations where the SOC changes significantly, such as when the vehicle speed V increases suddenly, it is possible to perform energy management to minimize the fuel consumption F when the heater 13 is used while maintaining the SOC within a predetermined charging range.

[0102] [Third embodiment] In the first and second embodiments described above, the power generation control unit 23 stores the fuel consumption map 35 in advance and refers to it to determine an operating point of the power generation system 12 that reduces (minimizes) the fuel consumption F when the heater 13 is in use. However, the power generation control unit 23 can be configured to determine (calculate) an operating point that reduces (minimizes) the fuel consumption F when the heater 13 is in use in real time while the vehicle 100 is traveling. In this embodiment, a control configuration will be described for determining an operating point that reduces the fuel consumption F when the heater 13 is in use in real time while the vehicle 100 is traveling.

[0103] 14 is a flowchart related to the real-time determination of the operating point of the power generation system 12 and the second heater output P. As shown in FIG. 14, in step S201, the traveling power consumption calculation unit 34 estimates the traveling power consumption C. In step S202, the heating energy acquisition unit 22 acquires the total heating energy H.

[0104] In step S203, the power generation control unit 23 determines the possible operating points (rotation speed N G and torque T G ) to select one operating point to be used in the subsequent calculation.

[0105] In step S204, the power generation control unit 23 calculates the first heater output T based on the traveling power consumption C, the total heating energy H, and the selected operating point of the power generation system 12. That is, the power generation control unit 23 calculates the first heater output T based on equation (7). At this time, the power generation amount G and the thermal energy E are calculated based on the selected operating point of the power generation system 12.

[0106] In step S205, the power generation control unit 23 calculates the second heater output P using the total heating energy H and the first heater output T. That is, the power generation control unit 23 calculates the second heater output P according to equation (4).

[0107] In step S206, the power generation control unit 23 calculates the duty ratio D_HVAC based on the first heater output T and the selected operating point of the power generation system 12. Note that the power generation control unit 23 may calculate the duty ratio D_HVAC based on the total heating energy H, the second heater output P (or the first heater output T), and the selected operating point of the power generation system 12. That is, the power generation control unit 23 may calculate the duty ratio D_HVAC according to equation (5).

[0108] In step S207, the power generation control unit 23 calculates the operating time of the power generation system 12 required to maintain the SOC (hereinafter referred to as duty ratio D_SOC). The duty ratio D_SOC is the ratio of the traveling power consumption C to the power generation amount G. That is, D_SOC=C / G. Therefore, the power generation control unit 23 calculates the duty ratio D_SOC based on the traveling power consumption C and the selected operating point of the power generation system 12.

[0109] In step S208, the power generation control unit 23 determines a final duty ratio (hereinafter referred to as final duty ratio D) using the duty ratio D_HVAC calculated in step S206 and the duty ratio D_SOC calculated in step S207. In this embodiment, the power generation control unit 23 sets the larger value of the duty ratio D_HVAC and the duty ratio D_SOC as the final duty ratio D. That is, the power generation control unit 23 determines the final duty ratio D according to the following equation (9):

[0110]

number

[0111] In step S209, the power generation control unit 23 determines whether the final duty ratio D is smaller than "1." That is, the power generation control unit 23 checks whether the final duty ratio D is a value that can be realized. If D<1 in step S209, the process proceeds to step S210. On the other hand, if D≧1 in step S209, the power generation control unit 23 determines that the operating point selected for the calculation in step S203 cannot be realized, and returns to step S203 to redo the calculation from the selection of the operating point of the power generation system 12.

[0112] In step S210, the power generation control unit 23 calculates the fuel consumption amount F based on the final duty ratio D determined in step S208, the power generation amount G determined by the selected operating point, and the BSFC determined by the selected operating point. Specifically, the power generation control unit 23 calculates the fuel consumption amount F by multiplying the final duty ratio D, the power generation amount G, and the BSFC. That is, the power generation control unit 23 calculates the fuel consumption amount F according to the following equation (10).

[0113]

number

[0114] In step S211, the power generation control unit 23 selects a selectable operating point (rotation speed N G and torque T G Then, if there is an operating point that has not been calculated, the process returns to step S203, and the power generation control unit 23 changes the operating point selected for calculation and calculates the fuel consumption F. When the calculation of the fuel consumption F for the selectable operating points is completed, that is, when the fuel consumption map 35 according to the traveling state is completed, the process proceeds to step S212.

[0115] In step S212, the power generation control unit 23 selects an operating point and second heater output P at which the fuel consumption F is minimized, based on a combination of the operating point and second heater output P of the power generation system 12 and the fuel consumption F. Then, in step S213, the power generation control unit 23 executes power generation control using the operating point and second heater output P at which the fuel consumption F is minimized.

[0116] [Variations] In the first, second, and third embodiments, the operating point of the power generation system 12 can be arbitrarily selected. However, due to noise, vibration (so-called acoustic vibration), and other issues, the selectable operating point may change depending on the driving scene, the operating state of the vehicle 100, and the like. For example, when the heater 13 is in use, the heater 13 generates noise, etc., so the demand for noise and vibration reduction for the power generation system 12 is lower than when the heater 13 is not in use. Therefore, when the heater 13 is in use, the range of operating points that the power generation system 12 can take may be wider than when the heater 13 is not in use. The same applies to driving scenes with high driving noise. Therefore, when the operating points that the power generation system 12 can take are set to a predetermined range depending on the operating state or driving scene of the vehicle 100, the power generation control unit 23 determines the operating point of the power generation system 12 within that predetermined range.

[0117] In the first and second embodiments, when determining the operating point of the power generation system 12 at which the fuel consumption F is minimized using the fuel consumption map 35, it is preferable to use a gradient method such as the steepest descent method in order to reduce the amount of calculation. The power generation control unit 23 can, for example, search for an operating point in a direction in which the fuel consumption F decreases from the operating point P1 determined by the BSFC map 50, and determine the operating point at which the fuel consumption F no longer decreases as the operating point of the power generation system 12. Furthermore, in the third embodiment, the fuel consumption map 35 is created substantially in real time, but in order to reduce the amount of calculation, it is preferable to use a gradient method to create the fuel consumption map 35 and to search for an operating point at which the fuel consumption F is reduced. The power generation control unit 23 can, for example, create the fuel consumption map 35 in a direction in which the fuel consumption F decreases from the operating point P1 determined by the BSFC map 50, and determine the operating point at which the fuel consumption F no longer decreases as the operating point of the power generation system 12.

[0118] In the first, second, and third embodiments, the moving average MA Xis used to estimate the driving power consumption C, but the moving average MA X It is preferable to reset the threshold value Th as appropriate in response to changes in the driving scene, etc. For example, the power generation control unit 23 may set a predetermined threshold value (hereinafter referred to as the speed threshold value Th) for the vehicle speed V. V The vehicle speed V is set to this speed threshold Th V or when the vehicle speed V exceeds the speed threshold Th V When the following occurs, the moving average MA X The speed threshold Th can be reset. V is determined in advance based on experiments or simulations, and is, for example, 70 km / h. X The reset of the moving average MA X The base end of the range is set at a specific point (when the vehicle speed V is greater than the speed threshold Th V (the point at which the amount exceeds the specified amount) or thereafter.

[0119] Vehicle speed V is equal to the speed threshold Th V The following values ​​are used to determine the speed threshold Th V If the vehicle speed V exceeds the speed threshold Th, it can be determined that there is a high possibility that the vehicle 100 has entered the expressway. V From the above values, the speed threshold Th V If the vehicle speed V is equal to or less than the speed threshold Th, it can be determined that there is a high possibility that the vehicle has entered an urban area from an expressway. Since the traveling speed of the vehicle 100 is usually different between an expressway and an urban area, the transition of the traveling power consumption C also differs. V There may be cases where the change in the power consumption C before crossing the threshold value Th does not correlate with the power consumption C after crossing the threshold value Th. V Before and after crossing the moving average MA X However, there are cases where the vehicle speed V is not useful for estimating the driving power consumption C. Therefore, as described above, V or when the vehicle speed V exceeds the speed threshold Th V When the following occurs, the moving average MA XIt is preferable to reset the value C. This improves the accuracy of estimating the traveling power consumption C. As a result, the accuracy of the energy management according to each of the above embodiments is improved.

[0120] As described above, the energy management methods according to the above-described embodiments and modifications are energy management methods for a vehicle 100 that includes a battery 11 that supplies power to a drive motor 10, a power generation system 12 that generates power using fuel to be stored in the battery 11, and a heater 13. In this energy management method, the running power consumption C, which is the power consumed by the drive motor 10 when the vehicle 100 runs, is estimated. Also, heating energy (total heating energy H) corresponding to the output required of the heater 13 is acquired. Then, an operating point (N G ,T G ) is determined.

[0121] As described above, when the vehicle 100 includes the power generation system 12 and the heater 13, if the operating point of the power generation system 12 is determined based on the traveling power consumption C and the total heating energy H, the short-term fuel efficiency (BSFC) of the power generation system 12 decreases. However, by determining the operating point of the power generation system 12 based on the traveling power consumption C and the total heating energy H, the opportunities for discarding thermal energy generated by the power generation system 12 by the radiator and discarding electric power from the battery 11 by motoring the engine 16 are reduced. As a result, the long-term or cumulative fuel consumption F of the power generation system 12 is reduced compared to when the operating point of the power generation system 12 is determined based on the BSFC map 50. In other words, according to the energy management methods of the above-described embodiments and modifications, the energy generated by the power generation system 12 can be used more efficiently than when simple energy management based on the BSFC map 50 is performed, improving the energy balance of the vehicle 100 as a whole, and therefore the fuel consumption F of the power generation system 12 can be reduced.

[0122] In the energy management methods according to the above-described embodiments and modifications, the heater 13 includes a first heater 18 that performs heating using heat generated in the power generation system 12. The temperature of the power generation system 12 (engine water temperature T W ) is within a predetermined temperature range (T W1 ≦T W ≦T W2 ) is controlled within the engine water temperature T W within a given temperature range (T W1 ≦T W ≦T W2 ), at least the output of the first heater 18 (first heater output T) of the total heating energy H varies within a range corresponding thereto. In other words, the first heater output T is not subject to unlimited fluctuations, but the fluctuation range of the first heater output T (and thus the total heating energy H) is limited. This makes it particularly easy to determine an operating point of the power generation system 12 that reduces the fuel consumption F, based on the traveling power consumption C and the total heating energy H. As a result, the fuel consumption F in the power generation system 12 is particularly likely to be reduced.

[0123] In the energy management methods according to the above-described embodiments and modifications, the heater 13 includes a second heater 19 that provides heating using electric power from the battery 11. The operating point of the power generation system 12 and the output of the second heater 19 (second heater output P) are determined based on the traveling power consumption C and the heating energy (total heating energy H). In this way, when the heater 13 includes the electrically powered second heater 19, the operating point of the power generation system 12 and the output of the second heater 19 are determined based on the traveling power consumption C and the total heating energy H, and the second heater 19 is actively used for energy management, which particularly reduces the fuel consumption F of the power generation system 12. In particular, when traveling in urban areas, for example, in driving situations where stop-and-go driving is repeated at a vehicle speed V of 50 km / h or less, by utilizing the second heater 19 as described above, the SOC of the battery 11 is more likely to be maintained.

[0124] In the energy management method according to the above-described modified example, the operating point of the power generation system 12 is determined within a predetermined range that is determined in advance depending on the operating state or driving scene of the vehicle 100. That is, when there are restrictions on the operating points that the power generation system 12 can take, for example, to suppress noise and vibration, the operating point is determined within the range of the restrictions. Therefore, an appropriate operating point that also addresses restrictions such as noise and vibration is selected. In particular, when the heater 13 is used or in driving scenes with high driving noise, the range of operating points that the power generation system 12 can take may be expanded. Therefore, by utilizing operating points within such an expanded range, the fuel consumption F of the power generation system 12 is particularly likely to be reduced.

[0125] In the energy management methods according to the first embodiment and each of the modifications, the operating point of the power generation system 12 is determined based on a fuel consumption map 35 that previously associates the traveling power consumption C, the heating energy (total heating energy H), and the operating point with the fuel consumption F. In this way, by preparing the fuel consumption map 35 in advance, it becomes easier to search for an optimal operating point of the power generation system 12 that reduces the fuel consumption F. In other words, the amount of calculation required to determine the operating point of the power generation system 12 is reduced.

[0126] In the energy management method according to the above modification, the gradient method is used to determine (search for) the operating point of the power generation system 12 that minimizes the fuel consumption F. In this way, by using the gradient method to determine the operating point of the power generation system 12 that minimizes the fuel consumption F, the amount of calculation required to determine the operating point of the power generation system 12 is reduced. In particular, when traveling in urban areas, for example, in driving situations where stop-and-go driving is repeated at a vehicle speed V of 50 km / h or less, the operating point of the power generation system 12 that minimizes the fuel consumption F is determined quickly and accurately, making it easier to maintain the SOC of the battery 11.

[0127] In the energy management method according to each of the above-described embodiments and modifications, time series data of the traveling power consumption C is recorded, and a moving average MA of the traveling power consumption C is calculated based on the time series data.X Then, the moving average MA X The running power consumption C is estimated based on the moving average MA X When the traveling power consumption C is estimated using the above, even if the driver of the vehicle 100 does not register the traveling route in a car navigation system or the like, it is possible to accurately estimate the traveling power consumption C and determine the operating point of the power generation system 12 at which the fuel consumption F is reduced.

[0128] In the energy management method according to each of the above-described embodiments and modifications, the traveling power consumption C is calculated by the moving average MA X and a correction value α according to the state of charge (SOC) of the battery 11. SOC Then, when the state of charge (SOC) reaches a predetermined reference value (median M SOC ), the correction value α SOC is set to a negative value. Also, when the state of charge (SOC) is equal to the reference value (median M SOC ), the correction value α SOC is set to a positive value. In this way, the moving average MA X If the traveling power consumption C is estimated by correcting the above, the SOC is likely to be maintained within a predetermined charging range. In other words, the SOC is particularly likely to be stable.

[0129] In particular, in the energy management method according to the second embodiment, the moving average MA X is calculated for a predetermined time X, and the lower the state of charge (SOC) of the battery 11, the shorter the predetermined time X. In this way, the moving average MA X By changing the range in accordance with the SOC, the SOC can be easily maintained within the predetermined charging range even in situations where the driving power consumption C rises suddenly, such as when moving from an ordinary road to an expressway.

[0130] In the energy management method according to the above modification, the speed of the vehicle 100 (vehicle speed V) is set to a predetermined threshold (speed threshold Th V ), or when the speed of the vehicle 100 (vehicle speed V) exceeds a threshold value (speed threshold ThV ) or less, the moving average MA X is reset. In this way, the moving average MA X is appropriately reset in response to changes in the driving scene, etc., thereby improving the accuracy of estimating the driving power consumption C. As a result, the accuracy of the energy management according to each of the above embodiments is improved.

[0131] The energy management device (controller 14) of each of the above embodiments and modifications is an energy management device for a vehicle 100 having a battery 11 that supplies power to a drive motor 10, a power generation system 12 that uses fuel to generate power to be stored in the battery 11, and a heater 13. This energy management device (controller 14) is configured to include a driving power consumption estimation unit 21 that estimates driving power consumption C, which is the power consumed by the drive motor 10 when the vehicle 100 is driving, a heating energy acquisition unit 22 that acquires heating energy (total heating energy H) corresponding to the output required of the heater 13, and a power generation control unit 23 that determines the operating point of the power generation system 12 based on the driving power consumption C and the heating energy (total heating energy H).

[0132] This energy management device (controller 14) reduces opportunities for discarding thermal energy generated in the power generation system 12 by the radiator and for discarding electric power from the battery 11 by motoring the engine 16. As a result, the long-term or cumulative fuel consumption F of the power generation system 12 is reduced compared to when the operating point of the power generation system 12 is determined based on the BSFC map 50. In other words, the energy generated by the power generation system 12 can be used more efficiently than when simple energy management based on the BSFC map 50 is performed, improving the energy balance of the vehicle 100 as a whole, and therefore the fuel consumption F of the power generation system 12 can be reduced.

[0133] The energy management program of each of the above-described embodiments and modifications is executed by a computer (controller 14) that controls a vehicle 100 having a battery 11 that supplies power to a drive motor 10, a power generation system 12 that uses fuel to generate power to be stored in the battery 11, and a heater 13. This program causes the computer (controller 14) to function as a travel power consumption estimation unit 21 that estimates travel power consumption C, which is the power consumed by the drive motor 10 while the vehicle 100 is traveling; a heating energy acquisition unit 22 that acquires heating energy (total heating energy H) corresponding to the output required of the heater 13; and a power generation control unit 23 that determines the operating point of the power generation system 12 based on the travel power consumption C and the heating energy (total heating energy H). In other words, this program causes the computer (controller 14) to function as an energy management device according to each of the above-described embodiments and modifications. This program may also be provided in a form stored on a storage medium.

[0134] The above describes embodiments and modifications of the present invention, but the configurations described in the above embodiments and modifications merely represent some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0135] For example, in each of the above embodiments and modifications, the vehicle 100 is provided with the second heater 19, but the second heater 19 can be omitted. In this case, too, the above energy management method and energy management device can reduce the fuel consumption F in the power generation system 12. Furthermore, the various specific calculation methods and the like shown in each of the above embodiments and modifications are merely examples, and can be changed or adjusted as appropriate depending on the specific configuration of the vehicle 100, the expected driving scene, and the like. [Explanation of symbols]

[0136] 10: Drive motor, 11: Battery, 12: Power generation system, 13: Heater, 14: Controller, 16: Engine, 17: Generator, 18: First heater, 19: Second heater, 21: Driving power consumption estimation unit, 22: Heating energy acquisition unit, 23: Power generation control unit, 31: Driving power consumption recording unit, 32: Average driving power consumption calculation unit, 33: Correction value calculation unit, 34: Driving power consumption calculation unit, 35: Fuel consumption map, 50: BSFC map, 100: Vehicle

Claims

1. An energy management method for a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, comprising: Estimating driving power consumption, which is the power consumed by the drive motor when the vehicle is traveling; Obtaining heating energy corresponding to the output required for the heater; determining an operating point of the power generation system based on the traveling power consumption and the heating energy; Recording time series data of the traveling power consumption, Calculating a moving average of the traveling power consumption based on the time series data; Estimating the traveling power consumption based on the moving average; The traveling power consumption is calculated by adding the moving average and a correction value according to the charging rate of the battery, If the charging rate is higher than a predetermined reference value, the correction value is set to a negative value; If the charging rate is lower than the reference value, the correction value is set to a positive value. Energy management methods.

2. An energy management method for a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, comprising: Estimating driving power consumption, which is the power consumed by the drive motor when the vehicle is traveling; Obtaining heating energy corresponding to the output required for the heater; determining an operating point of the power generation system based on the traveling power consumption and the heating energy; Recording time series data of the traveling power consumption, Calculating a moving average of the traveling power consumption based on the time series data; Estimating the traveling power consumption based on the moving average; The moving average is calculated for a predetermined time period, The lower the charging rate of the battery, the shorter the predetermined time period. Energy management methods.

3. An energy management method for a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, comprising: Estimating driving power consumption, which is the power consumed by the drive motor when the vehicle is traveling; Obtaining heating energy corresponding to the output required for the heater; determining an operating point of the power generation system based on the traveling power consumption and the heating energy; Recording time series data of the traveling power consumption, Calculating a moving average of the traveling power consumption based on the time series data; Estimating the traveling power consumption based on the moving average; resetting the moving average when the speed of the vehicle exceeds a predetermined threshold or when the speed of the vehicle becomes equal to or less than the threshold; Energy management methods.

4. The energy management method according to any one of claims 1 to 3, the heater includes a first heater that performs heating using heat generated by the power generation system, controlling the temperature of the power generation system within a predetermined temperature range; Energy management methods.

5. The energy management method according to any one of claims 1 to 3, the heater includes a second heater that uses power from the battery to provide heating; determining the operating point of the power generation system and the output of the second heater based on the traveling power consumption and the heating energy; Energy management methods.

6. The energy management method according to any one of claims 1 to 3, The driving point is determined within a predetermined range that is determined in advance depending on the operating state or driving scene of the vehicle. Energy management methods.

7. The energy management method according to any one of claims 1 to 3, The operating point is determined based on the traveling power consumption, the heating energy, and a fuel consumption map in which the operating point and the fuel consumption are previously associated with each other. Energy management methods.

8. The energy management method according to any one of claims 1 to 3, determining the operating point at which fuel consumption is minimized by a gradient method; Energy management methods.

9. An energy management device for a vehicle having a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, a running power consumption estimation unit that estimates running power consumption, which is power consumed by the drive motor when the vehicle is running; a heating energy acquisition unit that acquires heating energy corresponding to an output required for the heater; a power generation control unit that determines an operating point of the power generation system based on the traveling power consumption and the heating energy; a traveling power consumption estimation unit that records time series data of the traveling power consumption, calculates a moving average of the traveling power consumption based on the time series data, and estimates the traveling power consumption based on the moving average; Equipped with The traveling power consumption estimation unit The traveling power consumption is calculated by adding the moving average and a correction value according to the charging rate of the battery, If the charging rate is higher than a predetermined reference value, the correction value is set to a negative value; If the charging rate is lower than the reference value, the correction value is set to a positive value. Energy management device.

10. An energy management device for a vehicle having a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, a running power consumption estimation unit that estimates running power consumption, which is power consumed by the drive motor when the vehicle is running; a heating energy acquisition unit that acquires heating energy corresponding to an output required for the heater; a power generation control unit that determines an operating point of the power generation system based on the traveling power consumption and the heating energy; a traveling power consumption estimation unit that records time series data of the traveling power consumption, calculates a moving average of the traveling power consumption based on the time series data, and estimates the traveling power consumption based on the moving average; Equipped with The traveling power consumption estimation unit calculating the moving average for a predetermined time period; The lower the charging rate of the battery, the shorter the predetermined time period. Energy management device.

11. An energy management device for a vehicle having a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, a running power consumption estimation unit that estimates running power consumption, which is power consumed by the drive motor when the vehicle is running; a heating energy acquisition unit that acquires heating energy corresponding to an output required for the heater; a power generation control unit that determines an operating point of the power generation system based on the traveling power consumption and the heating energy; a traveling power consumption estimation unit that records time series data of the traveling power consumption, calculates a moving average of the traveling power consumption based on the time series data, and estimates the traveling power consumption based on the moving average; Equipped with the traveling power consumption estimation unit resets the moving average when the speed of the vehicle exceeds a predetermined threshold or when the speed of the vehicle becomes equal to or less than the threshold. Energy management device.

12. A program executed by a computer that controls a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, the program comprising: The computer is caused to function as a traveling power consumption estimation unit that estimates traveling power consumption, which is the power consumed in the drive motor by traveling of the vehicle, a heating energy acquisition unit that acquires heating energy corresponding to the output required of the heater, a power generation control unit that determines an operating point of the power generation system based on the traveling power consumption and the heating energy, and a traveling power consumption estimation unit that records time series data of the traveling power consumption, calculates a moving average of the traveling power consumption based on the time series data, and estimates the traveling power consumption based on the moving average, The traveling power consumption estimation unit, The traveling power consumption is calculated by adding the moving average and a correction value according to the charging rate of the battery, If the charging rate is higher than a predetermined reference value, the correction value is set to a negative value; If the charging rate is lower than the reference value, the correction value is set to a positive value. The program functions as follows.

13. A program executed by a computer that controls a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, the program comprising: The computer is caused to function as a traveling power consumption estimation unit that estimates traveling power consumption, which is the power consumed in the drive motor by traveling of the vehicle, a heating energy acquisition unit that acquires heating energy corresponding to the output required of the heater, a power generation control unit that determines an operating point of the power generation system based on the traveling power consumption and the heating energy, and a traveling power consumption estimation unit that records time series data of the traveling power consumption, calculates a moving average of the traveling power consumption based on the time series data, and estimates the traveling power consumption based on the moving average, The traveling power consumption estimation unit, calculating the moving average for a predetermined time period; The lower the charging rate of the battery, the shorter the predetermined time period. The program functions as follows.

14. A program executed by a computer that controls a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, the program comprising: The computer is caused to function as a traveling power consumption estimation unit that estimates traveling power consumption, which is the power consumed in the drive motor by traveling of the vehicle, a heating energy acquisition unit that acquires heating energy corresponding to the output required of the heater, a power generation control unit that determines an operating point of the power generation system based on the traveling power consumption and the heating energy, and a traveling power consumption estimation unit that records time series data of the traveling power consumption, calculates a moving average of the traveling power consumption based on the time series data, and estimates the traveling power consumption based on the moving average, a program that causes the traveling power consumption estimation unit to function to reset the moving average when the speed of the vehicle exceeds a predetermined threshold or when the speed of the vehicle becomes equal to or less than the threshold.

15. A storage medium storing a program executed by a computer that controls a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, a power generation control unit that determines an operating point of the power generation system based on the driving power consumption and the heating energy; and a driving power consumption estimating unit that records time series data of the driving power consumption, calculates a moving average of the driving power consumption based on the time series data, and estimates the driving power consumption based on the moving average; and a storage medium that stores the program that causes the computer to function as a driving power consumption estimating unit that calculates the driving power consumption by adding the moving average and a correction value corresponding to the charging rate of the battery, and sets the correction value to a negative value if the charging rate is higher than a predetermined reference value, and sets the correction value to a positive value if the charging rate is lower than the reference value.

16. A storage medium storing a program executed by a computer that controls a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, a power generation control unit that determines an operating point of the power generation system based on the driving power consumption and the heating energy; and a storage medium that stores the program that causes the computer to function as a driving power consumption estimation unit that records time series data of the driving power consumption, calculates a moving average of the driving power consumption based on the time series data, and estimates the driving power consumption based on the moving average, and causes the driving power consumption estimation unit to calculate the moving average for a predetermined time period and reduce the predetermined time period as the battery's charging rate becomes lower.

17. A storage medium storing a program executed by a computer that controls a vehicle including a battery that supplies power to a drive motor, a power generation system that generates power using fuel to be stored in the battery, and a heater, a power generation control unit that determines the operating point of the power generation system based on the power consumption and the heating energy; and a power generation control unit that records time series data of the power consumption, calculates a moving average of the power consumption based on the time series data, and estimates the power consumption based on the moving average. A storage medium that stores the program causing the computer to function as a power consumption estimation unit that estimates power consumption, which is the power consumed in the drive motor when the vehicle is traveling; a heating energy acquisition unit that acquires heating energy corresponding to the output required of the heater; a power generation control unit that determines the operating point of the power generation system based on the power consumption and the heating energy; and a power consumption estimation unit that records time series data of the power consumption, calculates a moving average of the power consumption, and estimates the power consumption based on the moving average; and causes the power consumption estimation unit to reset the moving average when the speed of the vehicle exceeds a predetermined threshold or when the speed of the vehicle becomes equal to or less than the threshold.

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