Patent Application
20220089145
The present disclosure relates to a control system for and a control method of a hybrid vehicle.
Onboard equipment control systems are known that detect the current position of a vehicle and the current time and apply a particular control program when the current position is within a valid area and the current time is within a valid period (See, for example, Patent Literature 1). In an example of Patent Literature 1, the vehicle is a hybrid vehicle having an engine and an electric motor, the valid area is an area where the noise level and the exhaust gas amount of the hybrid vehicle are desired to be regulated, and the particular control program is a motive power control program which mainly uses the electric motor. That is, in this example, the operation of the engine is restricted when the hybrid vehicle travels within the valid area during the valid period, and the operation of the engine is permitted otherwise.
[PTL 1] Japanese Unexamined Patent Publication (Kokai) No. H11(1999)-115651
In Patent Literature 1, when the valid period arrives while the hybrid vehicle is traveling within the valid area, the engine operation is restricted and the power generation by the engine operation is restricted. As a result, while the hybrid vehicle travels within the valid area, the SOC of the hybrid vehicle's battery may continue to decrease, and the hybrid vehicle may not reach, for example, a destination. In other words, the SOC of the hybrid vehicle's battery may be insufficient.
According to the present disclosure, the followings are provided.
A control system for a hybrid vehicle provided with an internal combustion engine and an electric motor, wherein:
a variable restriction zone, for which a restricted period and a permitted period are set in advance, is provided in advance, the operation of the internal combustion engine is restricted within the variable restriction zone during the restricted period, and the operation of the internal combustion engine is permitted within the variable restriction zone during the permitted period;
when it is determined that the hybrid vehicle is located within the variable restriction zone during the restricted period, the operation of the internal combustion engine is restricted, and the electric motor is operated so as to drive the hybrid vehicle; and
when it is determined that a time from a current timing, at which the hybrid vehicle is located outside the variable restriction zone or within the variable restriction zone during the permitted period, to a position start timing, at which the hybrid vehicle starts to be located within the variable restriction zone during the restricted period, is shorter than a predetermined set time, the rate of increase of an SOC of a battery of the hybrid vehicle is increased, or the rate of decrease of the SOC is decreased, when compared with a case in which it is determined that the time from the current timing to the position start timing is longer than the set time.
The control system according to Configuration 1, wherein the set time is set so that the SOC reaches a required SOC value at the position start timing.
The control system according to Configuration 2, wherein the required SOC value is an SOC required for the movement of the hybrid vehicle to a position at which the SOC can be increased, after the hybrid vehicle is located within the variable restriction zone during the restricted period, without the SOC falling below a lower limit value.
The control system according to any one of Configuration 1 to 3, wherein when it is determined that the time from the current timing to the position start timing is longer than the set time, an SOC increase promoting control for promoting an increase of the SOC or an SOC reduction limiting control for limiting a decrease of the SOC is not executed, and after that, when it is determined that the time from the current timing to the position start timing has reached the set time, the SOC increase promoting control or the SOC reduction limiting control is executed until the hybrid vehicle is located within the variable restriction zone during the restricted period.
A control method of a hybrid vehicle provided with an internal combustion engine and an electric motor, wherein:
a variable restriction zone, for which a restricted period and a permitted period are set in advance, is provided in advance, the operation of the internal combustion engine is restricted within the variable restriction zone during the restricted period, and the operation of the internal combustion engine is permitted within the variable restriction zone during the permitted period;
when it is determined that the hybrid vehicle is located within the variable restriction zone during the restricted period, the operation of the internal combustion engine is restricted, and the electric motor is operated so as to drive the hybrid vehicle; and
when it is determined that a time from a current timing, at which the hybrid vehicle is located outside the variable restriction zone or within the variable restriction zone during the permitted period, to a position start timing, at which the hybrid vehicle starts to be located within the variable restriction zone during the restricted period, is shorter than a predetermined set time, the rate of increase of an SOC of a battery of the hybrid vehicle is increased, or the rate of decrease of the SOC is decreased when compared with a case in which it is determined that the time from the current timing to the position start timing is longer than the set time.
When a variable restriction zone is provided, it is possible to limit a shortage of the SOC of the battery of the hybrid vehicle.
Referring to
The hybrid vehicle 10 of the embodiment according to the present disclosure comprises an internal combustion engine 11, a motor generator (M/G) 12, a battery 13, at least one sensor 14, a GPS receiver 15, a storage device 16, a communication device 17, an HMI (human machine interface) 18, and an electronic control unit 20.
The internal combustion engine 11 of the embodiment according to the present disclosure is composed of, for example, a spark ignition engine or a compression ignition engine. The internal combustion engine 11 (for example, a fuel injection valve, a spark plug, a throttle valve, etc.) is controlled based on a signal from the electronic control unit 20.
Further, the motor generator 12 of the embodiment according to the present disclosure operates as an electric motor or a power generator. The motor generator 12 is controlled based on a signal from the electronic control unit 20.
In the embodiment according to the present disclosure, the driving mode of the hybrid vehicle 10 can be switched between an EV mode and an HV mode. In the EV mode of the embodiment according to the present disclosure, the motor generator 12 is operated as an electric motor while the internal combustion engine 11 is stopped. In this respect, an output of the motor generator 12 is transmitted to an axle. On the other hand, in the HV mode of the embodiment according to the present disclosure, the internal combustion engine 11 is operated, and the motor generator 12 is operated as an electric motor. In this respect, in one example, an output of the internal combustion engine 11 and an output of the motor generator 12 are transmitted to the axle. In another example, an output of the motor generator 12 is transmitted to the axle, an output of the internal combustion engine 11 is transmitted to a power generator (not shown), and the power generator is operated. Electric power generated by the power generator is sent to the motor generator 12 or the battery 13. In yet another example, a part of an output of the internal combustion engine 11 and an output of the motor generator 12 are transmitted to the axle, and the rest of the output of the internal combustion engine 11 is transmitted to the power generator. The electric power generated by the power generator is sent to the motor generator 12 or the battery 13. Further, in the embodiment according to the present disclosure, in the EV mode and the HV mode, a regenerative control using the motor generator 12 as a power generator is performed during, for example, a deceleration operation. The electric power generated by the regenerative control is sent to the battery 13.
The battery 13 of the embodiment according to the present disclosure is charged with electric power from the motor generator 12 operating as a power generator, or a power generator (not shown) driven by the internal combustion engine 11. In another embodiment (not shown), the battery 13 can also be charged by an external power source. On the other hand, in the embodiment according to the present disclosure, electric power is supplied from the battery 13 to the motor generator 12 that operates as an electric motor, the electronic control unit 20, and other onboard equipment.
The sensors 14 of the embodiment according to the present disclosure detect various raw data. The sensors 14 of the embodiment according to the present disclosure include, for example, a load sensor for detecting a required vehicle load represented by an amount of depression of an accelerator pedal, a throttle position sensor for detecting a throttle position of the internal combustion engine 11, an NOx sensor for detecting an NOx concentration in the exhaust gas of the internal combustion engine 11, a rotation speed sensor for detecting a rotation speed of the internal combustion engine 11, a voltmeter and a current meter for detecting a voltage and a current of the battery 13, a speed sensor for detecting a speed of the vehicle 10, etc. Output signals of these sensors 14 are input to the electronic control unit 20.
The GPS receiver 15 of the embodiment according to the present disclosure receives signals from GPS satellites, thereby detecting information representing an absolute position (for example, longitude and latitude) of the vehicle 10. The position information of the vehicle 10 is input to the electronic control unit 20.
Various data are stored in advance in the storage device 16 of the embodiment according to the present disclosure. The communication device 17 of the embodiment according to the present disclosure can be connected to a communication network N such as the Internet.
The HMI 18 of the embodiment according to the present disclosure exchanges information between an occupant(s) (including a driver) of the vehicle 10 and the control system 1. Specifically, the HMI 18 includes a notification function for giving, for example, visual, auditory, tactile, or olfactory notification to the occupant of the vehicle 10, and an input function for receiving inputs from the occupant of the vehicle 10. The HMI 18 includes, for example, a display, a lamp, a speaker, a vibrator, etc. for the notification function, and a touch panel, a button, a switch, etc. for the input function. In another embodiment (not shown), the HMI 18 has a notification function without an input function.
The electronic control unit 20 of the vehicle 10 of the embodiment according to the present disclosure comprises one or more processors 21, one or more memories 22 and an input/output (I/O) port 23, which are communicably connected to one another by a bidirectional bus. The memories 22 comprise, for example, a ROM, a RAM, etc. Various programs are stored in the memories 22, and various functions are realized by executing these programs in the processors 21. The above-mentioned internal combustion engine 11, motor generator 12, sensors 14, GPS receiver 15, storage device 16, communication device 17, and HMI 18 are communicably connected to the input/output port 23 of the embodiment according to the present disclosure. Further, in the processors 21 of the embodiment according to the present disclosure, the SOC or charge rate of the battery 13 is calculated based on, for example, the voltage and current of the battery 13.
Further, referring to
The storage device 31 of the embodiment according to the present disclosure stores information on a predetermined restriction zone.
The communication device 32 of the embodiment according to the present disclosure can be connected to the communication network N. Therefore, the vehicle 10 and the server 30 can be connected to each other via the communication network N.
As in the electronic control unit 20 of the vehicle 10, the electronic control unit 40 of the server 30 of the embodiment according to the present disclosure comprises one or more processors 41, one or more memories 42, and an input/output port 43, which are communicatively connected to one another by a bidirectional bus. The above-mentioned storage device 31 and communication device 32 are communicably connected to the input/output port 43 of the embodiment according to the present disclosure.
In the restriction zone RZ of the embodiment according to the present disclosure, the operation of the internal combustion engine 11 is restricted at least temporarily. In one example, the operation of the internal combustion engine 11 is prohibited at least temporarily.
In the restriction zone RZ of an example shown in
That is, in the embodiment according to the present disclosure, the operation of the internal combustion engine 11 is restricted when the vehicle 10 is located within the variable restriction zone RZ during the restricted period PR or the fixed restriction zone RZ. Note that, in the embodiment according to the present disclosure, the variable restriction zone RZ during the restricted period PR or the fixed restriction zone RZ may be referred to as an in-operation restriction zone RZR. On the contrary, when the vehicle 10 is located in the variable restriction zone RZ during the permitted period PP or the general zone GENZ, the operation of the internal combustion engine 11 is permitted.
Restrictions for the operation of the internal combustion engine 11 in the in-operation restriction zone RZR are based on statutory or non-statutory rules. In one example, violating these rules will result in penalties, such as fines. In another example, observing these rules gives incentives such as points.
In the embodiment according to the present disclosure, whether the vehicle 10 is located within the restriction zone RZ or the general zone GENZ at the current timing is determined. Note that the restriction zone RZ in this respect includes a variable restriction zone RZ during the restricted period, a variable restriction zone RZ during the permitted period, and a fixed restriction zone RZ.
When it is determined that the vehicle 10 is located within the general zone GENZ at the current timing, the driving mode of the vehicle 10 is set to the EV mode or the HV mode. In one example, the EV mode is set when the required output of the vehicle 10 is smaller than a predetermined set output, and the HV mode is set when the required output is larger than the set output. Further, the EV mode is set when the SOC of the battery 13 is higher than a predetermined set SOC, and the HV mode is set when the SOC is lower than the set SOC. In the HV mode in this respect, the internal combustion engine 11 operates the power generator, and the SOC of the battery 13 is increased. Note that, in the embodiment according to the present disclosure, such a control of the driving mode is referred to as a normal control.
On the contrary, when it is determined that the vehicle 10 is located within the restriction zone RZ at the current timing, whether the restriction zone RZ is the variable restriction zone RZ or the fixed restriction zone RZ is determined. When it is determined that the restriction zone RZ, in which the vehicle 10 is located, is the fixed restriction zone RZ, the driving mode of the vehicle 10 is set to the EV mode. That is, the operation of the internal combustion engine 11 is restricted.
On the other hand, when it is determined that the restriction zone RZ, in which the vehicle 10 is located, is the variable restriction zone RZ, whether the current timing is within the restricted period PR of the variable restriction zone RZ is then determined. When it is determined that the current timing is within the restricted period PR in the variable restriction zone RZ, the driving mode of the vehicle 10 is set to the EV mode. On the contrary, when it is determined that the current timing is within the permitted period PP in the variable restriction zone RZ, a normal control is performed.
In the embodiment according to the present disclosure, the determination as to whether the vehicle 10 is located within the restriction zone RZ is performed, for example, as follows. That is, as shown in
On the contrary, in another embodiment shown in
In yet another embodiment (not shown), the information of the restriction zone RZ is stored in the storage device 16 of the vehicle 10. In this respect, the vehicle 10 identifies the restriction zone RZ, and determines whether the vehicle 10 is located within the restriction zone RZ, or the like, without communicating with the server 30.
By the way, even if the vehicle 10 is located outside the in-operation restriction zone RZR at the current timing, the vehicle 10 may be subsequently located within the in-operation restriction zone RZR.
That is, in an example shown in
In an example shown in
In an example shown in
In an example shown in
Note that, in the examples shown in
When the vehicle 10 is located within the in-operation restriction zone RZR, the operation of the internal combustion engine 11 is restricted, and therefore, the power generation in the vehicle 10 is restricted. Therefore, the SOC of the battery 13 may be reduced, and the vehicle 10 may be unable to reach, for example, the charging equipment in the restriction zone RZ, or the outside of the in-operation restriction zone RZR.
Thus, in the embodiment according to the present disclosure, roughly speaking, an SOC control is performed for increasing the SOC of the battery 13 or limiting reduction of the SOC, before the vehicle 10 is located within the in-operation restriction zone RZR, i.e., before the position start timing tPS. In one example, an SOC control is performed to make the SOC, at a time when the vehicle 10 starts to be located within the in-operation restriction zone RZR, equal to an required SOC value. The required SOC value is, for example, an SOC which is required for the vehicle 10 to move to a position where the SOC can be increased without the SOC falling below a lower limit value SOCL, after the vehicle 10 is located within the in-operation restriction zone RZR. Here, the lower limit value SOCL is an SOC which makes recovery of the SOC extremely difficult if the SOC falls below the lower limit value SOCL. Note that, the position where the SOC can be increased includes, for example, a charging facility, a variable restriction zone RZ during the permitted period PP, a general zone GENZ, a downhill, etc.
In an example of the SOC control, an SOC increase promoting control is performed. In the SOC increase promoting control, for example, the internal combustion engine 11 is operated, and the power generator is operated by at least a part of the output of the internal combustion engine 11, whereby the increase speed of the SOC is made larger than that in a normal control. As a result, a lack of the SOC is limited when the vehicle 10 is located in the in-operation restriction zone RZR.
In this respect, it is possible to perform the SOC increase promoting control from the current timing t0 to the position start timing tPS. However, if the SOC increase promoting control starts from the current timing t0, the SOC may be excessive.
Thus, in the embodiment according to the present disclosure, a predicted SOC value SOCP at the position start timing tPS is calculated on the assumption that the SOC increase promoting control has been performed from the current timing to the position start timing tPS. When the predicted SOC value SOCP is larger than the required SOC value SOCR, the SOC increase promoting control is not performed. The predicted SOC value SOCP decreases with the passage of time. Then, when the predicted SOC value SOCP reaches the required SOC value SOCR, the SOC increase promoting control is started. Then, when the position start timing tPS arrives, the SOC increase promoting control is terminated. As a result, an excess of the SOC is limited while a shortage of the SOC is limited.
That is, in an example shown in
In
In another example of the SOC control, a SOC reduction limiting control is performed. In the SOC reduction limiting control, for example, the internal combustion engine 11 is operated, and a power generator is operated by at least a part of the output of the internal combustion engine 11, whereby the reduction speed of the SOC is made smaller than that in a normal control. In one example, the SOC is kept constant.
In this respect, as shown in
Note that, in the embodiment according to the present disclosure, when it is determined that the vehicle 10 is located outside the restriction zone RZ at the current timing, a route information of the vehicle 10 is acquired, and whether the vehicle 10 is scheduled to subsequently enter the restriction zone RZ is determined based on this route information. For example, in the case where the vehicle 10 has an automatic driving function, information on the route of the vehicle 10 set by the automatic driving function is acquired. Alternatively, the route of the vehicle 10 is predicted based on the travel history of the vehicle 10. Note that, the route information is, for example, in the form of a combination of a plurality of future times and the position of the vehicle 10 at each time. Further, in the embodiment according to the present disclosure, when it is determined that the vehicle 10 is scheduled to enter the restriction zone RZ, the entry timing tENT is calculated from, for example, the route information of the vehicle 10, the position information of the restriction zone RZ, and the information of the restricted period PR. Further, the position start timing tPS is calculated as the delayed one of the entry timing tENT and the restriction start timing tRS.
For example, as shown in
With reference to
On the contrary, when it is determined at step 102 that the current timing is out of the restricted period PR, i.e., within the permitted period PP, the process then shifts to step 104, and the position start timing tPS is set to the restriction start timing tRS. Subsequently, at step 105, a predicted SOC value SOCP is calculated on the assumption that the SOC increase promoting control has been performed from the current timing to the restriction start timing tRS. Subsequently, at step 106, a required SOC value SOCR is calculated. Subsequently, at step 107, whether the predicted SOC value SOCP is equal to or less than the required SOC value SOCR is determined. When SOCP >SOCR, the process then shifts to step 108, and a normal control is performed. On the contrary, when SOCP SOCR, the process shifts to step 109, and an SOC control is performed.
On the other hand, at step 100, when it is determined that the vehicle 10 is located outside the restriction zone RZ at the current timing, the process then shifts to step 110, and whether the vehicle 10 is scheduled to enter the restriction zone RZ is determined. When it is determined that the vehicle 10 is not scheduled to enter the restriction zone RZ, the process then shifts to step 108.
On the contrary, when it is determined that the vehicle 10 is scheduled to enter the restriction zone RZ, the process shifts from step 110 to step 111, and whether the restriction zone RZ in question is a variable restriction zone or a fixed restriction zone is determined. When it is determined that the restriction zone RZ is a variable restriction zone, the process then shifts to step 112, and whether the entry timing tENT, at which the vehicle 10 enters the restriction zone RZ, is within the restricted period PR is determined. When the entry timing tENT is within the restricted period PR, the process then shifts to step 113, and the position start timing tPS is set to the entry timing tENT. Then, the process shifts to step 105, and a predicted SOC value SOCP is calculated on the assumption that the SOC increase promoting control is performed from the current timing to the entry timing tENT. On the other hand, when it is determined at step 112 that the entry timing tENT is out of the restricted period PR, i.e., within the permitted period PP, the process then shifts to step 104, and the position start timing tPS is set to the restriction start timing tRS.
In an example shown in
On the other hand,
In another embodiment shown in
By the way, in the example shown in
Note that the set time in this respect is a duration from the time (ta1, tb1) at which the predicted SOC value SOCP at the position start timing tPS reaches the required SOC value SOCR, to the position start timing tPS, on the assumption that an SOC control has been executed from the current timing at which the vehicle 10 is located outside the in-operation restriction zone RZR, to the position start timing tPS.
On the other hand, focusing on the predicted SOC value SOCP and the required SOC value SOCR, in the embodiment according to the present disclosure, when the predicted SOC value SOCP is larger than the required SOC value SOCR, the SOC control (the SOC increase promoting control or the SOC decrease limiting control) will be terminated, and when the predicted SOC value SOCP is equal to or less than the required SOC value SOCR, the SOC control will be performed.
This application claims the benefit of Japanese Patent Application No. 2020-158710, the entire disclosure of which is incorporated by reference herein.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-158710 | Sep 2020 | JP | national |
