Electric vehicle control method and electric vehicle control device

Abstract

This electric vehicle control method includes charging a battery by an on-vehicle power generation system, and has, as operation modes of the power generation system, a normal mode in which power is generated in a state where the operation state is restricted, and a restriction relaxation mode in which restriction is relaxed when the SOC of the battery becomes equal to or less than a predetermined reference value, and the power generation amount is increased as compared to the normal mode. In this control method, a travel route of an electric vehicle is acquired, an uphill section included in the travel route is determined, a decreased amount of the SOC in the uphill section when power is generated in the normal mode is estimated, and a target SOC at a start point of the uphill section is set on the basis of the decreased amount such that the SOC is maintained at the reference value or higher through power generation in the normal mode in the uphill section. Then, the battery is charged in the normal mode before entering the uphill section such that the SOC becomes equal to or higher than the target SOC at the start point of the uphill section.

Description

Control method for electric vehicle and control device for electric vehicle

[0001] The present invention relates to a control method and a control device for an electric vehicle.

[0002] JP2007-126145A discloses a hybrid vehicle control device that divides a planned travel route into equal inclined sections with uniform gradients and controls the battery charge amount according to the traveling energy in each section. Specifically, this hybrid vehicle control device, in principle, starts charging the battery when the remaining capacity of the battery drops to a predetermined lower limit (45%) and ends charging when the remaining capacity exceeds a predetermined upper limit (65%). When the next travel section is an uphill road, this hybrid vehicle control device charges the battery to a charge amount (TC0) that exceeds the upper limit (65%), and when the next travel section is a downhill road, it uses the battery to a charge amount (TC1) that falls below the lower limit (45%).

[0003] When an electric vehicle has a power generation system that charges a battery, the power generation system is appropriately driven so that the SOC (State of Charge), which represents the amount of charge of the battery, is maintained within a predetermined range. Specifically, the power generation system is driven when the SOC falls below a predetermined lower limit, and then stopped when the SOC reaches or exceeds a predetermined upper limit. At this time, the power generation system is usually driven in the best operating state (operating point) that provides good fuel economy and minimizes noise and vibration.

[0004] However, when the SOC falls below the lower limit and further falls below a predetermined reference value set lower than the lower limit, it is necessary to secure driving energy by increasing the amount of power generated by relaxing the restrictions on the driving state that take fuel economy, noise, and vibration into consideration. For example, when driving on an uphill road where the SOC decreases significantly under high load, it may not be possible to maintain the SOC by generating power under the best driving state that takes fuel economy, noise, and vibration into consideration. For this reason, it becomes necessary to operate the power generation system under driving conditions that are poor in fuel economy or that are likely to generate noise and vibration.

[0005] In order to avoid generating electricity in driving conditions that are fuel-efficient or prone to noise and vibration, one possible method is to set the SOC higher than a predetermined upper limit before entering an uphill road. However, it has not been clear how much SOC should be maintained before entering an uphill road.

[0006] The present invention aims to provide a control method and control device for an electric vehicle that can control the SOC so that power generation can be avoided in driving conditions that result in poor fuel efficiency or that are prone to noise and vibration, and that can overcome high-load uphill roads with power generation in the best driving conditions.

[0007] One aspect of the present invention is a control method for an electric vehicle in which a battery is charged by an on-board power generation system, and the power generation system has two operating modes: a normal mode in which power is generated under restricted operating conditions, and a relaxed restriction mode in which the restriction is relaxed when the battery's SOC falls below a predetermined reference value, thereby increasing the amount of power generated compared to the normal mode. This control method acquires a driving route for the electric vehicle, determines whether the driving route includes an uphill section, estimates the amount of SOC decrease that would occur in the uphill section if power was generated in the normal mode, and sets a target SOC at the start of the uphill section based on the amount of decrease so that the SOC is maintained at or above the reference value when power is generated in the normal mode. Then, before entering the uphill section, the battery is charged in the normal mode so that the SOC is at or above the target SOC at the start of the uphill section.

[0008] FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle. FIG. 2 is a block diagram showing the configuration of a controller. FIG. 3 is an explanatory diagram showing an example of a driving route on a map. FIG. 4 is a map showing the power generation efficiency of a power generation system. FIG. 5 is a flowchart related to power generation before entering an uphill section. FIG. 6 is a flowchart related to power generation after entering an uphill section. FIG. 7 is a graph showing the progress of SOC and the like in a comparative example. FIG. 8 is a graph showing the progress of SOC and the like in this embodiment.

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] 1 is a block diagram showing a schematic configuration of an electric vehicle 100. As shown in FIG. 1, the electric vehicle 100 is a so-called series hybrid vehicle, and includes a battery 10, an electric motor 11, a power generation system 12, a navigation system 13, and a controller 14.

[0011] The battery 10 is a DC power source that supplies power to the electric motor 11. The battery 10 is composed of a lithium ion battery or the like and is rechargeable. The battery 10 is charged by the power generated by the power generation system 12. When the electric motor 11 is rotated by the driving wheels 15, the battery 10 is charged by the regenerative energy input from the electric motor 11. The charge amount of the battery 10 is expressed by SOC [%]. The DC voltage V output by the battery 10 is ｄｃ The SOC of the battery 10 can be measured (acquired) as needed using a sensor (not shown) or the like.

[0012] The electric motor 11 is a drive source of the electric vehicle 100 and is configured by, for example, a three-phase AC synchronous motor. ｍ The torque is transmitted to the drive wheels 15 via a reduction gear and a drive shaft. As a result, a driving force is generated in the electric vehicle 100.

[0013] The power generation system 12 is a system that generates power to charge the battery 10 or to supply power to the electric motor 11. In this embodiment, for simplicity, it is assumed that the power generated by the power generation system 12 is used to charge the battery 10.

[0014] The power generation system 12 is an on-board power generation system and includes an engine 16 and a generator 17. The engine 16 is an internal combustion engine driven by gasoline or other fuel. The generator 17 is connected to the output shaft of the engine 16 and generates electricity using the power input from the engine 16. In this embodiment, the generator 17 rotates at a rotation speed N Ｇ The engine 16 is controlled so that the rotation speed N Ｇ In order to obtain the maximum power generation amount according to the output torque (hereinafter, engine torque T ＥTherefore, in this embodiment, the operating state (operating point) of the power generation system 12 is controlled by the rotation speed N Ｇ and engine torque T Ｅ It is determined by:

[0015] When a power generation request is received from the controller 14, the power generation system 12 switches to the normal mode M. Ａ or relaxed restriction mode M Ｂ It operates in one of the following modes.

[0016] Normal Mode M Ａ is an operation mode in which power is generated in a state where the operation state is restricted. Ａ Normal mode M is an operating mode in which power is generated in a state in which the available operating states are limited to a specific operating state in which the engine 16 has good fuel economy and the power generation system 12 generates little noise and vibration. Ａ Normal mode M is an operation mode in which power is generated under the best operating conditions. Ａ is selected during normal operation to maintain the SOC within a predetermined range. Ｌ When the SOC falls below the upper limit value SOC Ｈ When the power consumption exceeds this limit, power generation is terminated (stopped).

[0017] Relaxed Restriction Mode M Ｂ The normal mode M relaxes the restrictions on the operating states that can be taken, and allows for a decrease in fuel efficiency or the generation of noise and vibration. Ａ In simple terms, this is the relaxed restriction mode M Ｂ is an operating mode that allows power generation under operating conditions other than the best operating conditions. Ｂ is the lower limit SOC of the predetermined range. Ｌ and further falls below a predetermined reference value TH ＬＬ In other words, when it is necessary to recover the SOC and secure driving energy even at the expense of deterioration of fuel economy or the generation of noise and vibration, the relaxed restriction mode M is selected. Ｂ Then, the relaxed restriction mode MＢ The reference value TH of SOC for selecting ＬＬ is a threshold value for forcibly increasing the amount of power generation. Ｂ For example, power generation is performed when the SOC is below the lower limit SOC Ｌ It continues until it reaches

[0018] In addition, the power generation system 12 is configured to detect whether the vehicle speed V of the electric vehicle 100 is a predetermined vehicle speed threshold TH Ｖ When the power generation system 12 is operating, the vehicle speed V is greater than or equal to the vehicle speed threshold TH. Ｖ When the vehicle speed threshold TH is smaller than the threshold TH, the power generation system 12 is stopped in principle. Ｖ is determined in advance by experiment or simulation. The vehicle speed V can be calculated based on the rotation speed of the electric motor 11, for example.

[0019] The navigation system 13 is a system that provides guidance on travel routes and the like to the driver and other occupants (hereinafter simply referred to as the driver) of the electric vehicle 100. The navigation system 13 provides guidance on one or more travel routes that are optimal in terms of required time, cost, and the like, depending on the current location of the electric vehicle 100 and a destination set by the driver.

[0020] When the driver selects (decides) a route, the navigation system 13 sends information related to the selected route (hereinafter referred to as route information R ＩＮＦＯ The driving route information R ＩＮＦＯ In addition to information about the travel route itself, the travel route information R includes information about the gradient ψ (not shown), altitude, air density, predicted vehicle speed, etc. at each point on the travel route. ＩＮＦＯ It is assumed that the route information includes information on the gradient ψ at each point on the route in addition to information on the route itself.

[0021] However, the gradient can be calculated from the altitude at each point. The air density is essentially determined by the altitude at each point. The predicted vehicle speed is determined based on the legal speed limit on the travel route and statistical data collected in advance. In addition, the travel route information RＩＮＦＯ may include predicted values ​​related to the running resistance at each point on the travel route. The running resistance may be calculated based on the vehicle speed (predicted vehicle speed), air density, vehicle weight, and the like.

[0022] Furthermore, when the electric vehicle 100 has traveled the planned travel route in the past, the navigation system 13 may store actual history such as changes in vehicle speed and SOC along the travel route (hereinafter referred to as travel history). In this case, the travel route information R ＩＮＦＯ may include actual driving history instead of or in addition to the predicted vehicle speed etc.

[0023] In addition, the navigation system 13 uses a GPS (Global Positioning System) sensor (not shown) or the like to detect the current position X of the electric vehicle 100. ｃｕｒ The navigation system 13 can obtain the current position X ｃｕｒ are provided to the controller 14 accordingly.

[0024] The controller 14 is a control device that comprehensively controls each part of the electric vehicle 100. The controller 14 is configured, for example, by one or more computers, and is programmed to control each part at a predetermined control cycle.

[0025] Specifically, the controller 14 controls the accelerator operation amount, the rotation speed of the electric motor 11, and the DC voltage V of the battery 10. ｄｃ Based on the above, the torque T generated by the electric motor 11 is ｍ Furthermore, the controller 14 controls the operation of the power generation system 12 based on the SOC of the battery 10. In particular, in this embodiment, the controller 14 controls the operation of the power generation system 12 based on the SOC of the battery 10, based on the driving route information R ＩＮＦＯ The operation of the power generation system 12 is controlled by referring to the above.

[0026] 2 is a block diagram showing the configuration of the controller 14. Here, the configuration for controlling the operation of the power generation system 12 will be described, and a description of the other configuration will be omitted.

[0027] As shown in FIG. 2, the vehicle control system includes an uphill section determination unit 21, an SOC change estimation unit 22, and a power generation control unit 23.

[0028] The uphill section determination unit 21 acquires the travel route of the electric vehicle 100 and determines the uphill sections included in the travel route. In this embodiment, the uphill section determination unit 21 acquires the travel route information R ＩＮＦＯ The uphill section determination unit 21 then determines the gradient ψ of the travel route based on the gradient ψ. ψ The part above this is the uphill section Z １ When there are multiple uphill sections separated by a small flat section or a small downhill section, the uphill section determination unit 21 determines the entire section including these multiple uphill sections as an uphill section Z. １ That is, the uphill section determination unit 21 may determine a series of sections including one or more uphill roads as an uphill section Z. １ It is determined that:

[0029] In addition, the uphill section determination unit 21 determines the pre-charging section Z ２ Pre-charging section A ｐｃ is the uphill section Z １ This is a section in which the battery 10 is overcharged to increase the SOC in preparation for a drop in the SOC during the pre-charge period. ２ is the uphill section Z １ Just before that, there is an uphill section Z. １ In this embodiment, the pre-charging period Z ２ The length of the uphill section Z is determined in advance to a degree that ensures sufficient time for charging the battery 10. １ "Before entering" means that the electric vehicle 100 is in this pre-charging section Z ２ It means to be in.

[0030] The SOC change estimation unit 22 estimates a change in SOC along a travel route.

[0031] Uphill section Z １ Before entering into normal mode M Ａ When generating electricity by the uphill section Z １ SOC decrease amount D ＳＯＣ１＊ In addition, the SOC change estimation unit 22 estimates the SOC change during the uphill section Z １ End point EP ｕｐｈｉｌｌ Predicted SOC (hereinafter referred to as SOC ＥＰ－ｕｐｈｉｌｌ ＊ Furthermore, the SOC change estimation unit 22 calculates the uphill section Z １ Previous current position X ｃｕｒ From uphill section Z １ Starting point SP ｕｐｈｉｌｌ By estimating the change in SOC that occurs up to the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Predicted SOC (hereinafter referred to as SOC ＳＰ－ｕｐｈｉｌｌ ＊ (called "(x,y)") is calculated.

[0032] Uphill section Z １ After entering the uphill section, the SOC change estimation unit 22 calculates the current position X ｃｕｒ From uphill section Z １ End point EP ｕｐｈｉｌｌ (Exit) SOC decrease amount D ＳＯＣ２ ＊ Then, the SOC change estimation unit 22 estimates the current SOC and the calculated decrease amount D ＳＯＣ２ Based on this, the uphill section Z １ End point EP ｕｐｈｉｌｌ Predicted SOC (SOC ＥＰ－ｕｐｈｉｌｌ ＊ ) is calculated.

[0033] Specifically, the SOC change estimation unit 22 includes a traveling energy calculation unit 24 , a power generation energy calculation unit 25 , and an SOC calculation unit 26 .

[0034] The traveling energy calculation unit 24 calculates the energy (hereinafter referred to as traveling energy) that is actually consumed when the electric vehicle 100 travels, based on the traveling route and its gradient ψ. In this embodiment, for simplicity, the traveling energy calculation unit 24 calculates the traveling energy required when the electric vehicle 100 travels at a predetermined speed (for example, the legal speed limit) against gradient resistance at each point on the traveling route.

[0035] The traveling energy calculation unit 24 can calculate the traveling energy more accurately by referring to the predicted vehicle speed and air density at each point on the traveling route. Also, when there is a traveling history, the traveling energy calculation unit 24 can calculate the traveling energy more accurately by referring to the traveling history. Furthermore, when calculating the traveling energy, the traveling energy calculation unit 24 can take into account the power consumption of so-called auxiliary equipment such as an air conditioning system.

[0036] The generated energy calculation unit 25 calculates the energy (hereinafter referred to as generated energy) generated by the power generation system 12 along the travel route. When a travel history is available, the generated energy calculation unit 25 can calculate a more accurate generated energy by referring to the travel history. In this embodiment, the generated energy calculation unit 25 appropriately switches the power generation system 12 between normal mode M and normal mode M at each point along the travel route. Ａ The generated energy when driven at this speed is calculated.

[0037] The SOC calculation unit 26 estimates the SOC at each point on the driving route based on the driving energy and the generated energy at each point on the driving route. Specifically, the SOC calculation unit 26 calculates the predicted SOC and the amount of change therein at each point on the driving route based on the balance between the driving energy and the generated energy. Furthermore, when there is a driving history, the SOC calculation unit 26 can estimate (obtain) a more accurate change in SOC by referring to the driving history. In this embodiment, the SOC calculation unit 26 calculates, for example, the above-mentioned parameters. That is, the SOC calculation unit 26 calculates the D ＳＯＣ１ ＊ , D ＳＯＣ２ ＊ , SOC ＳＰ－ｕｐｈｉｌｌ ＊ , and SOC ＥＰ－ｕｐｈｉｌｌ ＊ Calculate the following:

[0038] The power generation control unit 23 appropriately drives or stops the power generation system 12 based on the SOC of the battery 10 and the vehicle speed V of the electric vehicle 100. That is, the power generation control unit 23 controls the rotation speed NＧ and engine torque T Ｅ Control.

[0039] Specifically, the power generation control unit 23 １ End point EP ｕｐｈｉｌｌ Predicted SOC (SOC ＥＰ－ｕｐｈｉｌｌ ＊ ) is the reference value TH ＬＬ Then, it is determined whether the SOC ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ When it is determined that the vehicle speed will decrease to or below the maximum speed, the power generation control unit 23 １ End point EP ｕｐｈｉｌｌ The SOC at ＬＬ As above, the uphill section Z １ Before entering normal mode M Ａ The battery 10 is charged.

[0040] First, the uphill section Z １ Before entering the normal mode M Ａ Power generation by the climbing section Z １ The SOC at ＬＬ To maintain the above, the uphill section Z １ The amount of decrease in SOC D ＳＯＣ１ ＊ Based on this, the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (hereinafter referred to as SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ (called) is set. ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ is the uphill section Z １ Normal mode M Ａ In order to survive by generating electricity at １ Starting point SP ｕｐｈｉｌｌ This is the SOC that needs to be secured.

[0041] The power generation control unit 23 １ End point EP ｕｐｈｉｌｌ Target SOC (hereinafter referred to as SOC ＥＰ－ｒｅｑ ) and the uphill section Z １ The amount of decrease in SOC D ＳＯＣ１ ＊ and SOCＳＰ－ｕｐｈｉｌｌ－ｒｅｑ In other words, SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ is SOC ＥＰ－ｒｅｑ And the uphill section Z １ The amount of decrease in SOC D ＳＯＣ１ ＊ and (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ = SOC ＥＰ－ｒｅｑ +D ＳＯＣ１ ＊ ).

[0042] In addition, SOC ＥＰ－ｒｅｑ is the relaxed restriction mode M Ｂ The reference value TH for determining the transition to ＬＬ For simplicity, the SOC ＥＰ－ｒｅｑ is the reference value TH ＬＬ Therefore, in this embodiment, the SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ is the reference value TH ＬＬ And the uphill section Z １ The amount of decrease in SOC D ＳＯＣ１ ＊ and (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ =TH ＬＬ +D ＳＯＣ１ ＊ However, SOC ＥＰ－ｒｅｑ is the reference value TH ＬＬ This is because the value of the uphill section Z １ Immediately after the end of the restriction relaxation mode M Ｂ This is to prevent power generation from starting in the

[0043] As mentioned above, the SOC is the upper limit SOC Ｈ When the upper limit SOC is exceeded, the power generation control unit 23 stops the power generation system 12 in principle and terminates charging of the battery 10. Ｈ SOC exceeding ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ When the power generation control unit 23 sets the SOC to SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ The power generation system 12 continues to operate until the SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ is the normal upper limit SOC Ｈ If the maximum speed exceeds the maximum speed in the uphill section Z １ End point EP ｕｐｈｉｌｌTemporarily up to the upper limit SOC Ｈ That is, the upper limit SOC Ｈ is SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ or higher. This increases the SOC to SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ The battery 10 is allowed to charge until this occurs.

[0044] When the target SOC is set as described above, the power generation control unit 23 １ Starting point SP ｕｐｈｉｌｌ When the predicted SOC in the uphill section Z is smaller than the target SOC, the power generation system 12 is appropriately driven. １ Before entering the ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ When the SOC ＳＰ－ｕｐｈｉｌｌ ＊ <SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ When the power generation system 12 is in the ON state, the power generation system 12 is driven and the battery 10 is charged.

[0045] Next, the uphill section Z １ After entering the normal mode M, the power generation control unit 23 Ａ Power generation by the climbing section Z １ The SOC at ＬＬ The current position X is maintained as above. ｃｕｒ From uphill section Z １ End point EP ｕｐｈｉｌｌ The amount of decrease in SOC that occurs until ＳＯＣ２ ＊ Based on the current position X ｃｕｒ Target SOC (hereinafter referred to as SOC ｃｕｒ－ｒｅｑ (called) is set. ｃｕｒ－ｒｅｑ is the remaining uphill section Z １ Normal mode M Ａ In order to survive by generating electricity at current position X ｃｕｒ This is the SOC that needs to be secured.

[0046] The power generation control unit 23 １ End point EP ｕｐｈｉｌｌ Target SOC (SOC ＥＰ－ｒｅｑ ) and the remaining uphill section Z １ The amount of decrease in SOC DＳＯＣ２ ＊ and SOC ｃｕｒ－ｒｅｑ In other words, SOC ｃｕｒ－ｒｅｑ is SOC ＥＰ－ｒｅｑ And the remaining uphill section Z １ The amount of decrease in SOC D ＳＯＣ２ ＊ and (SOC ｃｕｒ－ｒｅｑ = SOC ＥＰ－ｒｅｑ +D ＳＯＣ２ ＊ In this embodiment, the SOC ＥＰ－ｒｅｑ is the reference value TH ＬＬ Therefore, the power generation control unit 23 determines that the SOC ｃｕｒ－ｒｅｑ is the reference value TH ＬＬ And the remaining uphill section Z １ The amount of decrease in SOC D ＳＯＣ２ ＊ and (SOC ｃｕｒ－ｒｅｑ =TH ＬＬ +D ＳＯＣ２ ＊ ).

[0047] Then, as described above, the power generation control unit 23 determines whether the current SOC is at the current position X ｃｕｒ When the SOC is smaller than the target SOC in the uphill section Z １ After the entry of the SOC ｃｕｒ－ｒｅｑ and SOC<SOC ｃｕｒ－ｒｅｑ When the vehicle is in the uphill section Z, the power generation system 12 is driven and the battery 10 is charged. １ The SOC at the end point is the reference value TH ＬＬ When it is predicted that the temperature will fall below the maximum allowable temperature, the power generation control unit 23 １ Even after entering normal mode M Ａ Continue charging via

[0048] 3 is an explanatory diagram showing an example of a driving route on a map 30. When the driver sets a destination 32, or a starting point 31 and a destination 32, in the navigation system 13, the navigation system 13 displays the current position X ｃｕｒThe navigation system 13 proposes a driving route from the starting point 31 to the destination 32, or a driving route from the set starting point 31 to the destination 32. Here, one driving route selected by the driver from one or more driving routes proposed by the navigation system 13 is shown by a thick solid line. Also, as shown by a thick dashed line, in the following description, the driving route selected by the driver passes through one uphill section Z １ Also, the pre-charging section Z ２ is the uphill section Z １ It is set immediately before the

[0049] 4 is a map showing the power generation efficiency of the power generation system 12. In FIG. 4, the dashed line indicates the operating point at WOT (wide open throttle), and the dotted line indicates the line where the fuel consumption is equal (equal fuel consumption line). The thick solid line indicates the so-called α line. The α line is a function of the rotation speed N Ｇ The line connecting the operating points with the best fuel economy is the best operating point 35 of the power generation system 12.

[0050] As shown in FIG. 4, the best operating point 35 is the operating point in the range where the fuel consumption by the engine 16 is the lowest, particularly at the rotation speed N Ｇ is the lowest operating point. Ｇ and engine torque T Ｅ are N Ｇ－ｂｅｓｔ , T Ｅ－ｂｅｓｔ Normal mode M Ａ In the normal mode M, the operating point of the power generation system 12 is limited to the best operating point 35 or an operating point very close to the best operating point 35. Ａ So, the rotation speed N Ｇ N Ｇ－ｂｅｓｔ The engine torque T Ｅ On the other hand, the relaxed restriction mode M Ｂ In the relaxed restriction mode M, the operating point of the power generation system 12 shifts along the α line as necessary to increase the amount of power generation per unit time. Ｂ Then, the rotation speed N is set according to the required power generation amount. Ｇ N Ｇ－ｂｅｓｔ and the transition speed NＧ The engine torque T Ｅ is adjusted.

[0051] 5 is a flowchart showing power generation before entering an uphill section. As shown in FIG. 5, in step S10, the uphill section determination unit 21 determines whether or not the uphill section Z １ Also, if the route has an uphill section Z １ When this is included, the uphill section Z １ Just before the pre-charging section Z ２ is set.

[0052] In step S11, the controller 14 calculates the current position X ｃｕｒ However, along the route, there is an uphill section Z １ Starting point SP ｕｐｈｉｌｌ Then, check whether the current position X is before ｃｕｒ Uphill section Z １ Starting point SP ｕｐｈｉｌｌ It comes before (X ｃｕｒ <SP ｕｐｈｉｌｌ ), climbing section Z １ If it is determined that the vehicle is about to enter the area X 100 , the controller 14 advances the process to step S12. ｃｕｒ is the pre-charging section Z ２ Check whether the current position is X ｃｕｒ is the pre-charging section Z ２ If so, the process proceeds to step S12.

[0053] In step S12, the traveling energy calculation unit 24 calculates the traveling energy １ In step S13, the power generation energy calculation unit 25 calculates the traveling energy of the uphill section Z １ Then, in step S14, the SOC calculation unit 26 calculates the power generation energy of the uphill section Z １ Based on the driving energy and power generation energy of Ａ When generating electricity by the uphill section Z １ SOC decrease amount D ＳＯＣ１ ＊In step S15, the SOC calculation unit 26 calculates the uphill section Z １ Based on the driving energy and power generation energy of the uphill section Z １ End point EP ｕｐｈｉｌｌ The predicted SOC at ＥＰ－ｕｐｈｉｌｌ ＊ Calculate the following.

[0054] Then, in step S16, the power generation control unit 23 ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ Then, it is determined whether the SOC ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ and normal mode M Ａ If you only charge the vehicle by the appropriate method, the uphill section Z １ When the SOC is below the reference value TH ＬＬ The following is the relaxed restriction mode M Ｂ If it is expected that charging by the battery will be necessary, the controller 14 advances the process to step S17.

[0055] In step S16, the SOC ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ is larger than normal mode M Ａ By simply charging the battery appropriately, the SOC will be reduced to the reference value TH. ＬＬ Uphill section Z without １ When it is expected that the power generation control unit 23 can survive the SOC lower limit SOC Ｌ When it falls below this, it switches to normal mode M Ａ The power generation system 12 is driven at the upper limit SOC Ｈ When the SOC exceeds the reference value TH ＬＬ When the power consumption falls below the limit, the power generation control unit 23 switches the power generation system 12 to the relaxed restriction mode M Ｂ It is driven by.

[0056] In step S17, the power generation control unit 23 １ SOC decrease amount DＳＯＣ１ ＊ Based on this, the uphill section Z １ Starting point SP ｕｐｈｉｌｌ The target SOC at ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ In step 18, the running energy calculation unit 24 sets the current position X ｃｕｒ From uphill section Z １ Starting point SP ｕｐｈｉｌｌ In step S19, the power generation energy calculation unit 25 calculates the traveling energy up to the current position X ｃｕｒ From uphill section Z １ Starting point SP ｕｐｈｉｌｌ Then, in step S20, the SOC calculation unit 26 calculates the power generation energy up to the uphill section Z １ Starting point SP ｕｐｈｉｌｌ The predicted SOC at ＳＰ－ｕｐｈｉｌｌ ＊ Calculate the following.

[0057] Then, in step S21, the power generation control unit 23 １ Starting point SP ｕｐｈｉｌｌ Predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) and target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) are compared. Here, the uphill section Z １ Starting point SP ｕｐｈｉｌｌ When the predicted SOC at is equal to or greater than the target SOC, i.e., SOC ＳＰ－ｕｐｈｉｌｌ ＊ ≧SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ If so, the process returns to step S18, and the power generation control unit 23 waits without driving the power generation system 12. １ Starting point SP ｕｐｈｉｌｌ The predicted SOC at is lower than the target SOC, and the SOC ＳＰ－ｕｐｈｉｌｌ ＊ <SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ If so, the process proceeds to step S22.

[0058] In step S22, the power generation control unit 23 sets the vehicle speed V of the electric vehicle 100 to a vehicle speed threshold TH Ｖ At this time, the vehicle speed V is compared with the vehicle speed threshold value TH ＶWhen the vehicle speed V is smaller than the vehicle speed threshold TH Ｖ As described above, if the noise and vibration caused by driving the power generation system 12 are not noticeable, the process proceeds to step S23.

[0059] In step S23, the power generation control unit 23 sets the current SOC to the reference value TH ＬＬ Then, the current SOC is compared with the reference value TH ＬＬ If the power consumption is larger than the normal mode M, the process proceeds to step S24. Ａ As a result, the SOC of the battery 10 is １ Before entering the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) will be charged in excess.

[0060] In step S23, the current SOC is set to the reference value TH ＬＬ The following is the uphill section Z １ Regardless of the above, if there is a risk of insufficient running energy, the process proceeds to step S25, and the power generation control unit 23 is forced to switch the power generation system 12 to the relaxed restriction mode M. Ｂ It is driven by.

[0061] 6 is a flowchart showing power generation after entering an uphill section. As shown in FIG. 6, in step S30, the controller 14 calculates the current position X ｃｕｒ Uphill section Z １ Then, check whether the current position is X ｃｕｒ Uphill section Z １ Located inside (SP ｕｐｈｉｌｌ <X ｃｕｒ <EP ｕｐｈｉｌｌ ), climbing section Z １ If it is determined that the vehicle has entered the designated area, the controller 14 advances the process to step S31.

[0062] In step S31, the running energy calculation unit 24 calculates the current position X ｃｕｒFrom uphill section Z １ End point EP ｈｉｌｌ In step S32, the power generation energy calculation unit 25 calculates the traveling energy up to the current position X ｃｕｒ From uphill section Z １ End point EP ｈｉｌｌ Then, in step S33, the SOC calculation unit 26 calculates the power generation energy up to the normal mode M based on the running energy and power generation energy. Ａ When generating electricity by the current position X ｃｕｒ From uphill section Z １ End point EP ｕｐｈｉｌｌ The amount of decrease in SOC that occurs until ＳＯＣ２ ＊ In step S34, the SOC calculation unit 26 calculates the uphill section Z １ End point EP ｕｐｈｉｌｌ The predicted SOC at ＥＰ－ｕｐｈｉｌｌ ＊ Calculate the following.

[0063] Then, in step S35, the power generation control unit 23 ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ Then, it is determined whether the SOC ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ and the restriction relaxation mode M Ｂ If it is expected that charging by SOC 0.5 will be necessary, the controller 14 advances the process to step S36. ＥＰ－ｕｐｈｉｌｌ ＊ is the reference value TH ＬＬ is larger than normal mode M Ａ By simply charging the battery appropriately, the SOC will be reduced to the reference value TH. ＬＬ Uphill section Z without １ If it is expected that the power generation system 12 will be able to survive the above mentioned period, the power generation control unit 23 controls the power generation system 12 normally in accordance with the principle.

[0064] In step S36, the power generation control unit 23 calculates the remaining uphill section Z １ SOC decrease amount D ＳＯＣ２ ＊Based on the current position X ｃｕｒ The target SOC at ｃｕｒ－ｒｅｑ Set.

[0065] In step S37, the power generation control unit 23 calculates the current SOC and the current position X ｃｕｒ Target SOC (SOC ｃｕｒ－ｒｅｑ ) is compared. Here, when the current SOC is equal to or greater than the target SOC, that is, when SOC≧SOC ｃｕｒ－ｒｅｑ If so, the process returns to step S31, and the power generation control unit 23 waits without driving the power generation system 12. On the other hand, if the current SOC is lower than the target SOC and SOC<SOC ｃｕｒ－ｒｅｑ If so, the process proceeds to step S38.

[0066] In step S38, the power generation control unit 23 sets the vehicle speed V of the electric vehicle 100 to a vehicle speed threshold TH Ｖ At this time, the vehicle speed V is compared with the vehicle speed threshold value TH Ｖ When the vehicle speed V is smaller than the vehicle speed threshold TH Ｖ As described above, if the noise and vibration caused by driving the power generation system 12 are not noticeable, the process proceeds to step S39.

[0067] In step S39, the power generation control unit 23 sets the current SOC to the reference value TH ＬＬ Then, the current SOC is compared with the reference value TH ＬＬ If the power generation control unit 23 determines that the power generation system 12 is in the normal mode M, the process proceeds to step S40. Ａ As a result, the SOC of the battery 10 is set to the reference value TH ＬＬ is kept at a value greater than

[0068] In step S39, the current SOC is set to the reference value TH ＬＬ When the running energy is insufficient, the power generation control unit 23 is forced to switch the power generation system 12 to the relaxed restriction mode M Ｂ It is driven by.

[0069] FIG. 7 is a graph showing the transition of the SOC and other parameters in a comparative example. １ Regardless of whether or not the SOC is lower than the lower limit SOC Ｌ and upper limit SOC Ｈ In normal mode M Ａ However, in the comparative example, the SOC is also lower than the lower limit SOC Ｌ and the reference value TH ＬＬ When the condition becomes as follows, the power generation control unit 23 switches to the relaxed restriction mode M Ｂ The power generation system 12 is driven by the

[0070] In FIG. 7, the travel route includes a starting point 31 and an uphill section Z １ End point EP ｕｐｈｉｌｌ 7A shows the altitude of the travel route (the height at which the electric vehicle 100 is located). FIG. 7B shows the vehicle speed V. FIG. 7C shows the rotation speed N Ｇ 7C also shows the operation mode when the power generation system 12 generates power. Ｅ 7(E) shows the SOC of the battery 10. The horizontal axis of these graphs represents the time (elapsed time) [sec] since the electric vehicle 100 departs from the departure point 31.

[0071] As shown in FIG. 7A, the travel route includes an uphill section Z １ and immediately before that is the pre-charging section Z ２ Here, the electric vehicle 100 is set at time t １ Pre-charging section Z ２ At time t ２ Uphill section Z １ Starting point SP ｕｐｈｉｌｌ to reach.

[0072] As shown in FIG. 7B, after the electric vehicle 100 departs from the departure point 31, at time t ２ Uphill section Z １ Acceleration, deceleration, or stopping is repeated until the SOC reaches a predetermined lower limit SOC ＬWhen the vehicle speed V falls below the vehicle speed threshold TH Ｖ At this point, the power generation system 12 switches to the normal mode M Ａ Power generation is started at this time, and the battery 10 is charged. Ｈ When the rotation speed N exceeds the predetermined value, the power generation system 12 stops generating power. Ｇ , engine torque T Ｅ , and the SOC change as shown in FIG. 7(C) to FIG. 7(E).

[0073] Then, as shown in FIG. 7A, the electric vehicle 100 ２ Uphill section Z １ After that, the electric vehicle 100 reaches a point where the altitude increases at a substantially uniform rate. ６ Uphill section Z １ End point EP ｕｐｈｉｌｌ Furthermore, as shown in FIG. 7B, the electric vehicle 100 reaches the time t ２ After that, while repeatedly accelerating and decelerating, １ The following will be carried out.

[0074] At this time, in the comparative example, the SOC is simply controlled to be maintained within a predetermined range. ２ Uphill section Z １ When the vehicle enters into the normal mode M and the driving energy increases, as shown in Figs. Ａ Even if power is generated at this temperature, the SOC continues to decrease as shown in FIG.

[0075] Then, as shown in FIG. 7(E), at time t ３ In this case, the SOC is the reference value TH ＬＬ In this way, the SOC drops to the reference value TH ＬＬ 7C, the power generation system 12 enters the relaxed restriction mode M Ｂ As a result, the amount of power generated increases, although fuel economy deteriorates and noise and vibration generated by the power generation system 12 increase. As a result, as shown in FIG. 7(E), the SOC decreases at time t ４ The lower limit value of the predetermined range SOC Ｌ However, if the SOC is below the lower limit of the specified range,Ｌ When the power generation system 12 recovers to the normal mode M, the operation mode of the power generation system 12 returns to the normal mode M. Ａ Therefore, the SOC gradually decreases again, and at time t ５ Again, the reference value TH ＬＬ Therefore, at time t ５ Thereafter, the operation mode of the power generation system 12 is the relaxed restriction mode M Ｂ Thus, the SOC is restored while allowing for a deterioration in fuel economy or noise and vibration.

[0076] In this way, in the comparative example, the electric vehicle 100 １ When you enter, normal mode M Ａ and relaxed mode M Ｂ This can result in poor fuel economy or frequent noise and vibration.

[0077] 8A to 8E are graphs showing the transition of the SOC and other parameters in this embodiment. Similar to FIGS. 7A to 7E, FIGS. 8A to 8E show the transition of the SOC and other parameters in the present embodiment, with respect to the altitude, the vehicle speed V, and the number of revolutions N. Ｇ , engine torque T Ｅ 8(E) shows the SOC of the comparative example with a dashed line for reference.

[0078] As shown in Figures 8A and 8B, the changes in altitude and vehicle speed V in this embodiment are similar to those in the comparative example. ２ When the electric vehicle 100 enters the uphill section Z, the control mode of the power generation system 12 changes. １ Pre-charging section Z that passes through before entering ２ So, the upper limit of SOC is SOC Ｈ is extended or updated, and the SOC is as close as possible to the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) or more.

[0079] Specifically, the electric vehicle 100 is in the pre-charging section Z ２, as shown in FIG. 8(C) and FIG. 8(D), the normal mode M Ａ In this example, as shown by the arrow 40, the period in which the power generation system 12 is driven is extended in the normal mode M Ａ As a result, as shown in FIG. 8(E), the SOC is increased to the upper limit value SOC Ｈ and ascends to the uphill section Z １ When approaching (time t ２ ) is ensured to be higher than in the comparative example.

[0080] As a result, as shown in FIG. 8(E), the electric vehicle 100 １ Time t when entering ２ Thereafter, the SOC gradually decreases. However, as shown in FIG. 8(C), in the normal mode M Ａ By simply continuing the power generation with high fuel efficiency, low noise, and low vibration, as shown in Figure 8 (E), １ The SOC at ＬＬ Therefore, in this embodiment, the electric vehicle 100 is maintained at a value greater than the high load uphill section Z １ Even if the vehicle enters the road and the traveling energy increases, fuel economy is improved and noise and vibration are suppressed compared to the comparative example.

[0081] In the above example, the uphill section Z １ Even after entering the normal mode M Ａ However, the power generation control unit 23 generates power in the uphill section Z １ In an extreme case, power generation by the power generation system 12 may be stopped temporarily or permanently after the vehicle enters the uphill section Z. １ Starting point SP ｕｐｈｉｌｌ Only the SOC stored in the uphill section Z １ When the vehicle can complete the uphill section Z １ The power generation system 12 is not driven.

[0082] [Modification] In the above embodiment, the uphill section determination unit 21 simply determines the uphill section Z based on the gradient ψ of the travel route. １However, the uphill section Z １ The specific method for determining the uphill section Z is not limited to this. For example, the uphill section determination unit 21 may use the calculation result of the SOC change estimation unit 22 to determine the uphill section Z １ Specifically, as long as the driving route is determined, the SOC change estimation unit 22 can determine the uphill section Z １ Before making the determination, the uphill section determination unit 21 calculates the driving energy and the power generation energy on the driving route based on the gradient ψ of the driving route, and can estimate the change in SOC on the driving route based on the driving energy and the power generation energy. Ｄ The section where this is the case or more is called the uphill section Z １ That is, the uphill section determination unit 21 determines that the section where the decrease in the predicted SOC is large is the uphill section Z １ It can be determined that:

[0083] This also applies when the SOC change estimation unit 22 uses the driving history instead of the gradient ψ of the driving route. １ Before making the determination, the uphill section determination unit 21 calculates the driving energy and the power generation energy on the driving route based on the driving history, and can estimate the change in SOC on the driving route based on the driving energy and the power generation energy. In this case, the uphill section determination unit 21 determines, for example, the SOC change on the driving route where the predicted decrease in SOC is greater than or equal to a predetermined threshold TH Ｄ The section where this is the case or more is called the uphill section Z １ It can be determined that:

[0084] As described above, the control method for an electric vehicle according to the above-described embodiment and modification is a method for charging the battery 10 by the on-board power generation system 12, and for controlling the power generation system 12 in the operating state (N Ｇ , T Ｅ Normal mode M, in which power is generated in a state where the power consumption is limited. ＡThe SOC of the battery 10 is a predetermined reference value TH ＬＬ When the following conditions are met, the restrictions are relaxed and normal mode M Ａ Mode M, which increases power generation more than Ｂ In this control method, a travel route of the electric vehicle 100 is acquired, and an uphill section Z included in the travel route is determined. １ and normal mode M Ａ When generating electricity by the uphill section Z １ The decrease in SOC (D ＳＯＣ１ ＊ ) is estimated. １ In normal mode M Ａ The SOC is below the standard value TH ＬＬ The amount of decrease (D ＳＯＣ１ ＊ ) based on the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) is set. １ Starting point SP ｕｐｈｉｌｌ In this case, the SOC is the target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) so that the uphill section Z １ Before entering the normal mode M Ａ The battery 10 is charged by

[0085] In this way, the uphill section Z １ The decrease in SOC (D ＳＯＣ１ ＊ ) based on the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) and set it to normal mode M Ａ If the battery 10 is charged in advance by １ Even in normal mode, Ａ Only power generation by this method is possible in the uphill section Z １ That is, the electric vehicle 100 can overcome the uphill section Z １ In this case, the SOC is set to the reference value TH. ＬＬThe value is kept larger than the value of Ｂ Without using １ Therefore, the uphill section Z １ In this case, fuel efficiency is improved (maintained) and noise and vibration generation is suppressed.

[0086] In the control method for an electric vehicle according to the above embodiment and modification, the uphill section Z １ Previous current position X ｃｕｒ From uphill section Z １ Starting point SP ｕｐｈｉｌｌ By estimating the change in SOC that occurs up to the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) and calculate the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) and predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) and the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) is the target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ), the power generation system 12 is switched to the normal mode M Ａ Driven by.

[0087] In this way, the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) and predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) and, based on the comparison, the power generation system 12 is switched to the normal mode M Ａ If you drive it at this speed, you can maintain high fuel efficiency, low noise, and low vibration while climbing uphill. １ This makes it easier to secure the appropriate amount of SOC at the appropriate time.

[0088] In the control method for an electric vehicle according to the above embodiment and modification, the uphill section Z １ Current position X in ｃｕｒ From uphill section Z １ End point EP ｕｐｈｉｌｌBy estimating the change in SOC that occurs up to the end point EP of the uphill section Z1, ｕｐｈｉｌｌ Predicted SOC (SOC ＥＰ－ｕｐｈｉｌｌ ＊ ) and calculate the uphill section Z １ End point EP ｕｐｈｉｌｌ Predicted SOC (SOC ＥＰ－ｕｐｈｉｌｌ ＊ ) is the reference value TH ＬＬ When the temperature is below 100°C, the normal mode M Ａ Continue charging via

[0089] In this way, the uphill section Z １ After entering the uphill section Z １ End point EP ｕｐｈｉｌｌ Predicted SOC (SOC ＥＰ－ｕｐｈｉｌｌ ＊ ) depending on the normal mode M Ａ If charging is continued (performed) by the restriction relaxation mode M Ｂ Even without using the uphill section Z １ SOC is easily maintained in the uphill section Z. １ Starting point SP ｕｐｈｉｌｌ In the uphill section Z １ Even if the SOC sufficient to get through the normal mode M is not secured, the electric vehicle 100 Ａ By charging the battery, the SOC is set to the reference value TH. ＬＬ While maintaining a value greater than Z １ You can complete the course.

[0090] In the control method for an electric vehicle according to the above embodiment and modification, the vehicle speed V is set to a predetermined vehicle speed threshold TH Ｖ When the vehicle speed V is equal to or greater than the vehicle speed threshold TH Ｖ When it is lower, the power generation system 12 is shut down.

[0091] In this way, the vehicle speed V is equal to the vehicle speed threshold TH Ｖ As described above, if the power generation system 12 is driven only in situations where a certain level of running noise or vibration is generated, the noise and vibration generated by the power generation system 12 are less noticeable. １Even if the operating time of the power generation system 12 is extended in order to charge the battery 10 excessively toward the end of the first period, the driver will not notice this, and the riding comfort of the electric vehicle 100 can be maintained.

[0092] In the control method for an electric vehicle according to the above embodiment and modified example, in principle, the SOC is set to a predetermined lower limit SOC Ｌ The power generation system 12 is driven when the SOC is equal to or lower than a predetermined upper limit value SOC Ｈ When the SOC reaches or exceeds the target SOC, the power generation system 12 is stopped to maintain the SOC within a predetermined range. ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) is the upper limit SOC Ｈ When it exceeds the upper limit SOC Ｈ Pull up.

[0093] In this way, the target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) to set the upper limit of SOC SOC Ｈ By raising the SOC, it is possible to secure a surplus of SOC at the appropriate timing. １ Regardless of this, it is not appropriate to always maintain a high SOC, but according to the above, an excess SOC can be appropriately secured when the need actually arises.

[0094] In the control method for an electric vehicle according to the above modification, the traveling energy and the power generation energy along the traveling route are calculated based on the gradient ψ of the traveling route, and the change in SOC is estimated based on the traveling energy and the power generation energy. Ｄ The section where this is the case or more is called the uphill section Z １ It is determined that:

[0095] In this way, the uphill section Z is calculated based on the change in SOC (predicted SOC) along the travel route. １ If you determine the above, you can accurately determine the uphill section Z １ It is possible to determine:

[0096] In the control method for an electric vehicle according to the above modification, a travel history relating to a travel route is acquired, travel energy and power generation energy for the travel route are calculated based on the travel history, and a change in SOC is estimated based on the travel energy and the power generation energy. Ｄ The section where this is the case or more is called the uphill section Z １ It is determined that:

[0097] In this way, the uphill section Z is calculated based on the change in SOC (predicted SOC) along the travel route. １ If you determine the above, you can accurately determine the uphill section Z １ When estimating the change in SOC (predicted SOC) on the travel route based on the actual travel history, the uphill section Z １ It is possible to determine:

[0098] In the control method for an electric vehicle according to the above embodiment and modification, the current position X ｃｕｒ From uphill section Z １ Starting point SP ｕｐｈｉｌｌ The driving energy and the generated energy are calculated, and the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) is calculated.

[0099] In this way, the driving energy and the generated energy are estimated, and the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) is calculated to obtain the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) accuracy is particularly improved. １ It is particularly easy to ensure an appropriate SOC for this purpose.

[0100] In the control method for an electric vehicle according to the above embodiment and modification, a travel history relating to a travel route is acquired, and a current position X ｃｕｒ From uphill section Z １ Starting point SP ｕｐｈｉｌｌThe driving energy and the generated energy are calculated, and the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) is calculated.

[0101] In this way, the driving energy and the generated energy are estimated, and the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) is calculated to obtain the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) accuracy is improved. In particular, when estimating driving energy and power generation energy based on actual driving history, the predicted SOC (SOC ＳＰ－ｕｐｈｉｌｌ ＊ ) accuracy is particularly improved. １ It is particularly easy to ensure an appropriate SOC for this purpose.

[0102] The control device for an electric vehicle according to the above embodiment and modification charges the battery 10 by the on-board power generation system 12, and sets the operation mode of the power generation system 12 to an operation state (N Ｇ , T Ｅ Normal mode M, in which power is generated in a state where the power consumption is limited. Ａ The SOC of the battery 10 is a predetermined reference value TH ＬＬ When the following conditions are met, the restrictions are relaxed and normal mode M Ａ Mode M, which increases power generation more than Ｂ The control device (controller 14) of the electric vehicle 100 includes an uphill section determination unit 21 that acquires a travel route of the electric vehicle 100 and determines an uphill section included in the travel route, and a normal mode M Ａ When generating electricity by the uphill section Z １ The decrease in SOC (D ＳＯＣ１ ＊ ) and an SOC change estimation unit 22 for estimating the SOC change in the uphill section Z １ In normal mode M Ａ The SOC is below the standard value TH ＬＬ The amount of decrease (D ＳＯＣ１ ＊ ) based on the uphill section Z １Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) and set the uphill section Z １ Starting point SP ｕｐｈｉｌｌ In this case, the SOC is the target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) so that the uphill section Z １ Before entering the normal mode M Ａ and a power generation control unit 23 that charges the battery 10 by

[0103] In this way, the uphill section Z １ The decrease in SOC (D ＳＯＣ１ ＊ ) based on the uphill section Z １ Starting point SP ｕｐｈｉｌｌ Target SOC (SOC ＳＰ－ｕｐｈｉｌｌ－ｒｅｑ ) and set it to normal mode M Ａ If the battery 10 is charged in advance by １ Even in normal mode, Ａ Only power generation by this method is possible in the uphill section Z １ That is, the electric vehicle 100 can overcome the uphill section Z １ In this case, the SOC is set to the reference value TH. ＬＬ The value is kept larger than the value of Ｂ Without using １ Therefore, the uphill section Z １ In this case, fuel efficiency is improved (maintained) and noise and vibration generation is suppressed.

[0104] The above describes embodiments and modifications of the present invention, but the configurations described in the above embodiments and modifications merely illustrate some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0105] For example, in the above embodiment, the electric vehicle 100 is a series hybrid vehicle, but the present invention is also suitable for electric vehicles other than series hybrid vehicles as long as the electric vehicle 100 is equipped with a power generation system 12.

Claims

1. A control method for an electric vehicle in which a battery is charged by an on-board power generation system, and the power generation system has operating modes including a normal mode in which power is generated under restricted operating conditions, and a restricted mode in which the restricted mode is relaxed when the SOC of the battery falls below a predetermined reference value, thereby increasing the amount of power generated compared to the normal mode, the control method comprising the steps of: acquiring a driving route for the electric vehicle; determining an uphill section included in the driving route; estimating an amount of SOC decrease in the uphill section when power is generated in the normal mode; setting a target SOC at a start point of the uphill section based on the amount of decrease, so that the SOC is maintained at or above the reference value when power is generated in the normal mode; and charging the battery in the normal mode before entering the uphill section, so that the SOC at the start point of the uphill section is at or above the target SOC.

2. A control method for an electric vehicle as described in claim 1, comprising: calculating a predicted SOC at the start point of the uphill section by estimating a change in SOC that will occur from a current position before the uphill section to a start point of the uphill section based on the travel route; comparing the predicted SOC with the target SOC at the start point of the uphill section; and driving the power generation system in the normal mode when the predicted SOC falls below the target SOC.

3. A control method for an electric vehicle as described in claim 1, comprising: calculating a predicted SOC at the end point of the uphill section by estimating a change in SOC that will occur from the current position in the uphill section to the end point of the uphill section based on the travel route; and continuing charging in the normal mode when the predicted SOC at the end point of the uphill section falls below the reference value.

4. A control method for an electric vehicle according to claim 1, wherein the power generation system is driven when the vehicle speed is equal to or greater than a predetermined vehicle speed threshold, and the power generation system is stopped when the vehicle speed is lower than the vehicle speed threshold.

5. A control method for an electric vehicle as described in claim 1, comprising: driving the power generation system when the SOC is equal to or lower than a predetermined lower limit; and stopping the power generation system when the SOC is equal to or higher than a predetermined upper limit, thereby maintaining the SOC within a predetermined range; and raising the upper limit when the target SOC exceeds the upper limit.

6. A control method for an electric vehicle as claimed in claim 1, comprising: calculating the driving energy and power generation energy of the driving route based on the gradient of the driving route; estimating a change in SOC based on the driving energy and the power generation energy; and determining that a section of the driving route where a decrease in SOC is equal to or greater than a predetermined threshold is the uphill section.

7. A control method for an electric vehicle as claimed in claim 1, comprising: acquiring a driving history relating to said driving route; calculating driving energy and power generation energy for said driving route based on said driving history; estimating a change in SOC based on said driving energy and said power generation energy; and determining that a section of said driving route where a decrease in SOC is equal to or greater than a predetermined threshold is said uphill section.

8. A control method for an electric vehicle as claimed in claim 2, comprising: calculating, based on the gradient of the travel route, the travel energy and the generated energy from the current position to the start point of the uphill section; and calculating the predicted SOC based on the travel energy and the generated energy.

9. A control method for an electric vehicle as claimed in claim 2, comprising: acquiring a driving history relating to the driving route; calculating the driving energy and the generated energy from the current position to the start point of the uphill section based on the driving history; and calculating the predicted SOC based on the driving energy and the generated energy.

10. A control device for an electric vehicle that charges a battery using an on-board power generation system and has as operation modes of the power generation system a normal mode in which power is generated under restricted operating conditions, and a restriction easing mode in which the restriction is relaxed when the SOC of the battery falls below a predetermined reference value, thereby increasing the amount of power generated compared to the normal mode, the control device comprising: an uphill section determination unit that acquires a driving route of the electric vehicle and determines an uphill section included in the driving route; an SOC change estimation unit that estimates an amount of SOC decrease in the uphill section when power is generated in the normal mode; and a power generation control unit that sets a target SOC at a start point of the uphill section based on the amount of decrease in the uphill section so that the SOC is maintained at or above the reference value when power is generated in the normal mode, and charges the battery in the normal mode before starting to enter the uphill section so that the SOC is at or above the target SOC at the start point of the uphill section.

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