JP2006306231A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more efficiently charge and discharge a battery.
Mountains and valleys on a travel route are detected, and a travel plan is set from the starting point (valley) of the uphill to the end point (valley) of the downhill through the summit. First, the power that can be regenerated in the downhill section from the top is calculated, and the power that can be used in the uphill section is C%. C% corrects the value of the regenerative power obtained from the altitude difference with the power used by the auxiliary device (the sum of the battery cooling power and the other power used by the auxiliary device). Then, the point P on the uphill section is set as the start point, the battery usage amount when the vehicle travels normally to the start point P is A%, and the battery usage amount when the EV travels from the start point P to the apex is B%. In this case, a starting point P where C = A + B is obtained. The planned travel section up to the start point P is the normal travel section, the point P to the top is the EV travel section, and the downhill section from the top is the section where regeneration by the motor is performed.
[Selection] Figure 1

Description

  The present invention relates to a hybrid vehicle, for example, a technique for efficiently using a power supply device.

Hybrid vehicles that use an engine and a motor to obtain the driving force of the vehicle have been put into practical use.
For such a hybrid vehicle, various techniques for efficiently charging / discharging the battery and techniques for reducing exhaust gas and improving engine fuel efficiency have been proposed.

For example, Patent Document 1 describes a technique for efficiently performing regenerative charging of a battery when a travel route is known in advance and reducing exhaust gas.
That is, in Patent Document 1, the remaining battery level is calculated from the output of the battery current / voltage detection sensor, and the remaining battery level (SOC) according to the travel route is calculated based on road information and current location information supplied from the navigation processing unit. ), And a technique for adjusting the output of the motor and the engine so that the actual remaining battery level approaches the target value.

Patent Document 2 describes a hybrid vehicle that can efficiently perform regenerative charging and discharging of a battery when the current position and altitude information of the road can be detected, and does not impair drivability.
That is, in Patent Document 2, it is expected during downhill traveling until reaching the highest altitude point of the traveling route based on the current location information of the vehicle, road information including altitude information in the traveling route, and remaining battery charge information. A technique is described in which an allowable upper limit value of the battery discharge amount is set in consideration of a charge amount by regenerative power generation, and the SOC is adjusted to a minimum value at the maximum altitude point of the travel route.

JP-A-8-126116 JP2001-169408

When a hybrid vehicle travels, power is also used for navigation devices and audio and other auxiliary equipment.
In particular, the driving power of a fan used for cooling a battery is large.
That is, the battery temperature rises due to regeneration, such as when going down a long distance on a mountain road, and battery performance deteriorates when regeneration continues at a temperature above a certain level. For this reason, when regenerating more than a predetermined time or when regenerating more than a certain amount, it is necessary to cool the battery with a fan or the like in order to use the battery at an appropriate temperature. The power used for driving is large.

However, in the conventional hybrid vehicle, when charging / discharging the battery and scheduling for driving by the engine or motor (travel planning) for that purpose, the power used for driving the vehicle and the regenerative power are considered. However, the power used by the auxiliary equipment other than the drive was not considered.
In other words, although the actual regeneration amount was less by the amount of auxiliary power used for battery cooling, etc., the control schedule was based on the assumption that more regeneration was performed, so there were more batteries than necessary. In some cases, it was planned to be used, and the battery could not be charged and discharged efficiently.

  Accordingly, an object of the present invention is to provide a navigation device that can charge and discharge a battery more efficiently.

(1) In the invention described in claim 1, in a hybrid vehicle including a motor and an engine for generating driving force of the vehicle, a battery for supplying electric power to the motor, and a remaining battery level for detecting the remaining battery level Detection means, current position detection means for detecting the current position of the vehicle, route acquisition means for acquiring the travel route of the vehicle, and an accessory mounted on the vehicle from the battery while traveling on the acquired travel route. Based on the acquired travel route, the detected current location, the detected remaining battery level, and the determined auxiliary device power, the auxiliary device power determining means for determining the power used by the auxiliary device, The hybrid vehicle is provided with output adjusting means for adjusting the output of the engine to achieve the object.
(2) In the invention described in claim 2, in the hybrid vehicle described in claim 1, the hybrid vehicle further includes battery cooling means for cooling the battery, and the auxiliary device power consumption determining means supplies at least the battery cooling means. The power used by the auxiliary device is determined in consideration of the power to be used.
(3) In the invention according to claim 3, in the hybrid vehicle according to claim 2, the battery cooling means is constituted by a cooling fan, and the battery temperature detecting means for detecting the temperature of the battery and the cooling fan. Cooling air temperature detecting means for detecting the cooling air temperature, and the auxiliary device power consumption determining means obtains the power consumption of the cooling fan using the detected battery temperature and cooling air temperature. .
(4) In the invention according to claim 4, in the hybrid vehicle according to claim 1, claim 2, or claim 3, the route acquisition means acquires altitude information of the travel route along with the travel route. The auxiliary power usage determining means determines a downhill section from the acquired altitude information, and determines auxiliary equipment power consumption in the downhill section.

  According to the present invention, the power used by the auxiliary device to be supplied from the battery to the auxiliary device mounted on the vehicle is determined, and the output of the motor and the engine is adjusted in consideration of the determined power used by the auxiliary device. Therefore, it is possible to more accurately plan the use and charging (including regeneration) of the battery, and the charging and discharging are efficiently performed.

Hereinafter, a preferred embodiment of the navigation device of the present invention will be described in detail with reference to FIGS.
(1) Outline of the embodiment In the present embodiment, the altitude data at each point on the travel route and the travel route is acquired, the mountains and valleys on the travel route are detected, and the summit is determined from the starting point (valley, flat land) of the uphill. Then, a travel plan is set for a section (referred to as a planned travel section) up to the end point of the downhill (valley, flat land).

That is, the power that can be regenerated in the downhill section from the top is calculated, and this power is used in the uphill section up to the top.
In the present embodiment, as power that can be regenerated in the downhill section, the power of the auxiliary device that is used even during regeneration (power used by the auxiliary device) is calculated, and the value of the regenerative power obtained from the altitude difference is corrected by the power used by the auxiliary device. Thus, more accurate regenerative power can be calculated, and this can be used as power that can be used for driving uphill (usable power).

FIG. 1 shows a travel plan in the planned travel section.
Then, the point P on the section (climbing section) up to the top of the planned travel section is set as the start point, the amount of battery usage when the vehicle travels normally to the start point P is A%, and EV travel from the start point P to the top In this case, when the battery usage amount is B% and the amount of usable power is C%, a starting point P where C = A + B is obtained.
Here, the EV traveling is traveling using the driving force of the motor without using the driving force of the engine, and the normal traveling refers to traveling using the engine and the motor as the driving force.
And as a travel plan, let the start point P of the plan travel section be a normal travel section, the EV travel section from the P point to the apex, and the downhill section from the apex will be the section that performs regeneration by the motor.

  In this way, when there is an uphill / downhill in the travel route, a more accurate power (usable power) regenerated on the downhill is determined in consideration of the power used by the auxiliary equipment, and the uphill section of the available power up to the top is determined. Since the travel plan is set so as to be consumed at the time of climbing, the battery is not excessively consumed (the amount of power used by the auxiliary equipment) during climbing, and efficient charging and discharging are performed.

Scheduling is performed as follows.
(1) Obtain the altitude of the route to be run.
(2) When hybrid control is possible using an uphill / downhill slope, the extent to which the battery temperature rises due to the downhill slope is calculated (use of a rising battery temperature determination map).
(3) The battery temperature to be lowered is calculated based on the battery temperature increased by the hybrid control and the cooling air temperature used for cooling (using a battery cooling temperature determination map).
(4) Calculate the fan rotation speed required for cooling from the current battery temperature and the battery temperature to be cooled (use fan rotation determination map)
(5) The consumed SOC is acquired from the battery temperature to be cooled and the fan rotation speed (use of consumption SOC determination map).
(6) The SOC amount required for hybrid control is calculated from the SOC obtained by regeneration, the fan consumption SOC required for battery cooling, and the consumption SOC by other auxiliary devices.
(7) A schedule for controlling the hybrid vehicle is performed, and operation settings of the engine, the motor, and the cooling fan are performed.

(2) Details of Embodiment FIG. 2 is a block diagram illustrating a configuration of a circuit portion of the hybrid vehicle according to the present embodiment.
The hybrid vehicle of this embodiment includes an engine 1 and a motor 10 that generate driving force. The driving force of at least one of the driving force of the engine 1 and the motor 10 is output to the output shaft 22 by connection / disconnection of a clutch (not shown) and transmitted to the left and right front wheels 33a and 33b via the differential device 11. It has become.
In this embodiment, as the engine 1, various engines such as gasoline or diesel are selectively used, and as the motor 10, various motors such as a brushless DC motor, an induction motor, and a DC shunt motor are selectively used.

The hybrid vehicle also has a battery 41 as a power supply device that supplies power for driving the motor 10, a battery remaining amount detection sensor 411 that detects the remaining amount of the battery 41, and a current from the battery 41 for a predetermined amount. A driver 43 that converts the current value generated by torque into the motor 10 and supplies it to the motor 10 and controls regeneration from the motor 10 to the battery 41 is provided.
The battery remaining amount detection sensor 411 detects the remaining charge (SOC) of the battery by detecting the current and voltage of the battery 41, for example.

  The hybrid vehicle further includes an engine control mechanism 44 that controls the output of the engine 1 by adjusting the opening of the throttle valve according to the output torque value requested by the driver, and the driving force of the engine 1 and the motor 10. Is selectively output to the output shaft 22, and a clutch control unit 45 that controls engagement and release of the clutch is provided.

  The hybrid vehicle includes a cooling device 42 configured by a cooling fan that cools the battery 41, a cooling device controller 421 that controls the number of revolutions of the cooling device 42, and a temperature of cooling air that cools the battery 41 by the cooling device 42. The cooling air temperature sensor 422 is detected.

The hybrid vehicle further includes a controller 48 for controlling the entire operation of the vehicle, a map storage unit 49 connected to the controller 48, a navigation processing unit 50 connected to the controller 48, and the current location (latitude, longitude) of the vehicle. A current position detecting device 51 for detecting a current position), an input / output unit 52 for inputting and outputting data, and various data files 53.
The current position detection device 51, the input / output unit 52, and various data files 53 are connected to the navigation processing unit 50, and a navigation system is configured by these.

  The controller 48 includes a CPU 481. The CPU 481 includes a ROM (Read Only Memory) 482 that stores various programs for controlling the entire vehicle via a bus line such as a data bus, and a RAM (Random / Random Memory) that stores various data. Access memory) 483.

The controller 48 acquires data (travel route data, altitude data, etc.) relating to the travel route searched for or the predicted travel route from the navigation processing unit 50, and detects an uphill / downhill existing on the route. Then, the battery charging / discharging schedule on the uphill / downhill is performed.
Specifically, in the uphill section, a point (starting point P) for switching from the normal travel to the EV travel is determined, the travel is switched before and after that, and the regenerative travel is performed in the downhill section. The drive and clutch control unit 45 of the motor 10 is controlled.

The map storage unit 49 stores various maps necessary for determining the regeneration amount (SOC (%)) to be regenerated in the downhill section in consideration of the power used by the auxiliary equipment in the downhill section.
FIG. 3 shows a rising battery temperature determination map.
With this rising battery temperature determination map, the regenerative SOC (%) when the auxiliary equipment is not used with respect to the altitude difference in the downhill section, and the battery that rises when the downhill section is regenerated without cooling by the cooling device 42 Temperature (increased battery temperature).

FIG. 4 shows a battery cooling temperature determination map.
This battery cooling temperature determination map shows the temperature of the battery 41 that needs to be lowered from the battery temperature when not cooling and the actual temperature of the cooling air detected by the cooling air temperature sensor 422 when the cooling device 42 is driven ( Battery cooling temperature).
Here, the battery temperature when not cooled is a temperature obtained by adding the increased battery temperature obtained in FIG. 3 to the actual temperature of the battery 41 detected by the battery temperature detection sensor 412.

FIG. 5 shows a fan rotation speed determination map.
With this fan rotation speed determination map, the fan rotation speed necessary for cooling can be obtained from the current actual temperature of the battery 41 and the battery cooling temperature obtained from the battery cooling temperature determination map (FIG. 4).

FIG. 6 shows a consumption SOC determination map.
Based on this consumption SOC determination map, the SOC (%) consumed in battery cooling is calculated from the battery cooling temperature obtained from the battery cooling temperature judgment map (FIG. 4) and the fan rotation speed obtained from the fan rotation speed determination map (FIG. 5). ) Is obtained.

The map storage unit 49 stores various other maps (not shown) such as a normal SOC usage map.
The normal SOC usage amount map is a map in which the usage amount of SOC (%) with respect to the difference in altitude traveled is defined when climbing in normal driving.

  By using these various maps, the power (usable power) that can be used for driving up to the top in the uphill section is obtained by the following equation (1), and the obtained usable power and normal The starting point P is obtained using an SOC usage map or the like. Equation (1) is stored in various storage means such as the ROM 482 and the map storage unit 49.

Usable power (C (%)) = A1-A2-A3 (1)
Here, A1 is the regenerative SOC (%) obtained corresponding to the altitude difference in the downhill section in the rising battery temperature determination map (FIG. 3).
A2 is the battery cooling consumption SOC (%) by the fan (cooling device 42) obtained from the consumption SOC (FIG. 6), and A3 is the consumption SOC (%) of other auxiliary devices.

In FIG. 2, a current location detection device 51 is a device that detects latitude and longitude as the current location of the vehicle.
The current value detection device 51 includes a GPS (Global Positioning System) receiving device that measures the position of the vehicle using an artificial satellite.

The input / output unit 52 includes a display device, an input device, and an audio output device.
From the input device, the current location (starting point) and destination (arrival point) at the start of traveling are input.
As the display device, a liquid crystal display or the like is used, and in the navigation system, a route set according to a user's request is displayed, or a guide map is displayed along the traveling route.
The voice output device appropriately outputs voice guidance information in the navigation system.

The navigation processing unit 50 includes a CPU (not shown), a ROM that stores various programs such as a navigation program, and a RAM as a working memory.
When the destination is input from the input / output unit 52, the navigation processing unit 50 reads various data stored in the data file 53 in accordance with the navigation program stored in the ROM, performs arithmetic processing on these data, and performs RAM processing. And the necessary information is supplied to the input / output unit 52, and the current location information and road information which is road network data in the vicinity of the current location are supplied to the controller 48.

The data file 53 includes a drawing map data file 531, an intersection data file 532, a node data file 533, and a road data file 534.
Here, the drawing map data file 531 stores drawing map data to be drawn on the display device of the input / output unit 52.

On the other hand, data stored in each of the intersection data file 532, the node data file 533, and the road data file 534 is used for the route search.
The intersection data file 532 stores intersection data such as an intersection name and the latitude and longitude of the intersection corresponding to each of the intersection numbers.
The road data file 534 stores a road number, road width, road length, number of lanes, number of nodes, and the like assigned to each road between intersections.
The node data file 533 includes various data such as latitude, longitude, altitude, and the like for each node constituting the road of the road data.

Next, a travel schedule process in the navigation device configured as described above will be described.
FIG. 7 is a flowchart showing the planned traveling process of the hybrid vehicle on the uphill / downhill.
The controller 48 of the hybrid vehicle inquires of the navigation processing unit 50 whether the travel route is set by route search or whether the travel route can be predicted as in the case of traveling on a single mountain road, Judgment is made (step 10).
If the travel route is not set and cannot be predicted (step 10; N), the process is terminated and the process returns to the main routine.

On the other hand, when the travel route can be set or predicted (step 10; Y), the controller 48 acquires from the navigation processing unit 50 data on the travel route on which the vehicle will travel and data on the altitude of the travel route (step). 20).
The controller 48 detects peaks and valleys in the travel route from the acquired travel route and altitude, and sets a planned travel section (step 30). When there are a plurality of peaks and valleys in the travel route, a plurality of planned travel sections are set with a valley (flat area) −mountain peak−valley (flat area) as one unit.

Detection of peaks and valleys existing in the travel route is performed as follows.
Since the travel route data includes node coordinate data and altitude data, the travel route data is divided into one small section each time the total distance between the node points exceeds a predetermined distance (for example, 200 m).
Then, the start point of the divided small section is compared with the altitude of the end point, and if the start point elevation is low, the small section is ascending, and conversely, if the start point elevation is high, the section is determined as the descending slope.
Check each small section from the beginning of the travel route, and when the tendency of uphill / downhill changes, such as uphill to downhill, downhill to uphill, we are currently looking at (comparing start point elevation and end point elevation) The summit (valley) is detected from the two small sections of the small section and the small section immediately before it.

When the planned travel section is set, the controller 48 calculates the amount of power (auxiliary use power) used by the auxiliary device while traveling the set travel planned section (step 40).
The amount of power used by the auxiliary device is the sum of the amount of power (SOC (%)) required for cooling the battery 41 in consideration of the battery temperature increase due to regeneration and the other power used by the auxiliary device.

The power used by other auxiliary devices is the sum of the power used by normal devices and the power used by special devices.
Usually, the power used by auxiliary equipment is power used for audio, navigation, blinker, and the like.
Normally, the power used by auxiliary devices is the power consumed on the average according to the travel distance regardless of the altitude difference, and the power corresponding to the planned travel section is required.
In this embodiment, it is set that 1% of the remaining battery capacity is consumed per 1 km of travel distance.
However, the normal auxiliary device use power per unit distance may be set to an average value obtained by actual measurement for each vehicle or vehicle type.

On the other hand, the power used for special auxiliary equipment includes power consumed by auxiliary equipment that may or may not be used depending on the season and time of day, power for lights used for lighting such as headlights and fog lamps, and air conditioners. There is power for air conditioners used in the.
In either case, when the headlight sensor is on and when the air conditioner sensor is on, it is calculated and added as auxiliary device power consumption.
The power used by the special auxiliary device is also set in advance as the power per unit distance, but an average value obtained by actual measurement may be set for each vehicle or vehicle type.

FIG. 8 is a flowchart showing an acquisition process of the electric energy (SOC (%)) necessary for cooling the battery 41 in consideration of the battery temperature increase due to regeneration.
The controller 48 acquires the current remaining battery level (SOC (%)) a, the battery temperature b, and the cooling air temperature c from the remaining battery level detection sensor 411, the battery temperature detection sensor 412, and the cooling air temperature sensor 422. (Step 51).

Next, the controller 48 obtains the SOC (%) amount d regenerated by the descending slope from the altitude difference of the descending slope section of the planned traveling section (see FIG. 1) using the rising battery temperature determination map (FIG. 3). (Step 52).
Note that the SOC (%) amount d regenerated by this downhill is an amount when no auxiliary device is used.

Further, the controller 48 acquires the battery temperature increase e using the SOC (%) amount d and the increased battery temperature determination map (FIG. 3) (step 53).
The SOC (%) amount d corresponds to the altitude difference in the downhill section, and may be obtained from the altitude difference using FIG.

The controller 48 uses the battery cooling temperature determination map (FIG. 4) from the battery temperature f after control and the cooling air temperature c to obtain the temperature of the battery 41 (battery cooling temperature h) that must be lowered (battery cooling temperature h) (see FIG. 4). Step 54)
Here, the battery temperature f after the control is a temperature when the vehicle 41 travels while regenerating the downhill section without cooling the battery 41, and is a temperature obtained by adding the battery temperature increase e obtained in step 53 to the battery temperature b. It is.

Next, the controller 48 uses the fan rotation speed determination map (FIG. 5) from the battery temperature f (= b + e) after the control and the battery cooling temperature h, and the fan rotation speed necessary for cooling the battery 41. i is acquired (step 55).
Then, the controller 48 obtains the electric energy (SOC (%)) j necessary for cooling the battery 41 from the battery cooling temperature h and the fan rotation speed i (step 56), and returns to the routine of FIG. To do.

The electric power j required for cooling can be obtained from the flowchart shown in FIG. 8 and the maps shown in FIGS. 3 to 5. Specific examples thereof will be described.
Assume that the altitude difference in the downhill section is 150 m, the current battery temperature b = 41 ° C. (degree C), and the cooling air temperature c = 20 ° C.

  In this case, from the altitude difference of the downhill section = 150 m and the rising battery temperature judgment map (FIG. 3), SOC (%) d = 23% regenerated by the downhill and the battery rising temperature e = 7 ° C. are obtained. (Steps 52 and 53), the battery temperature after control f = b + e = 48 ° C. is obtained.

  From the battery temperature after control f = 48 ° C. and the cooling air temperature c = 20 ° C., using the battery cooling temperature judgment map (FIG. 4), the temperature that must be lowered by the cooling air (battery cooling temperature) h = It is obtained that the temperature is 5 ° C. (step 54).

  Then, from the battery temperature after control f = 48 ° C. and the battery cooling temperature h = 5 ° C., the fan rotation speed judgment map (FIG. 5) is used, and the necessary fan rotation speed i = 3500 rpm is required. Is obtained (step 55).

  Furthermore, from the battery cooling temperature h = 5 ° C. and the fan rotation speed i = 3500 rpm, the consumption SOC determination map (FIG. 6) is used to obtain SOC j = 6% necessary for battery cooling (step) 56).

  From the above, when the altitude difference in the downhill section is 150 m, the battery temperature b = 41 ° C., and the cooling air temperature c = 20 ° C., it is used for the battery cooling required for the schedule of this embodiment. SOCj = 6%, and the fan rotation speed i = 3500 rpm necessary for cooling is obtained.

  When the amount of power (SOC (%) j) used for cooling the battery 41 is calculated as described above, the controller 48 calculates the amount of power used by the auxiliary device by summing it with the other power used by the auxiliary devices (see FIG. 7, Step 40).

Next, the controller 48 calculates the amount of electric power (C%) that can be used in the uphill section from the above formula (1) (step 50), and sets a travel schedule from the calculated available electric energy (C%) (step 50). 60).
The travel schedule is set as follows.

  That is, as shown in FIG. 1, the controller 48 starts using a point P on the section (uphill section) up to the top of the planned traveling section as a starting point, and uses the battery when traveling normally to the starting point P. , A =, B is the amount of battery used when EV travels from the starting point P to the top, and B is the amount of usable power, and C = A + B, where C = A + B.

  Then, the controller 48, as a travel plan (travel schedule), is a normal travel section up to the start point P of the planned travel section, an EV travel section from the P point to the top, and a section in which the downhill section from the top is regenerated by the motor. Set to.

Note that an upper limit value and a lower limit value are set as the management width of the remaining battery level (SOC) from the viewpoint of battery protection.
In this embodiment, 80% is set as the upper limit value and 50% is set as the lower limit value.

Further, when the electric power A% used when the vehicle normally travels to the top is C% or more, C% can be consumed only by the normal travel, and therefore the entire uphill section is the normal travel.
On the other hand, even if EV traveling all the way to the top is performed, if B% is C% or less, all the climbing sections are EV traveling, and in the descending slope section, the regenerative traveling is performed up to the upper limit of 80% of the remaining battery level. Subsequent regenerative energy is consumed as heat other than charging.

  When the setting of the schedule for one planned travel section (step 60) is completed, the controller 48 determines whether there is another planned travel section (step 70), and if there is (step 70; Y) step Returning to 40, the next scheduled travel section is scheduled.

When the setting of the travel schedule for all the planned travel sections is completed, the controller 48 sets the vehicle control (step 80) and returns to the main routine.
In the vehicle control setting, the controller 48 sets the fan rotation speed obtained in step 55 (FIG. 8) and the engine and motor output.

As described above, when the travel schedule of the planned travel section existing in the travel route is set and the vehicle travels in the planned travel section, the controller 48 is detected by the current location detection device 51 according to the set travel schedule. Normal travel is performed until the current location of the vehicle reaches the start point P, and EV travel is performed from the start point P to the summit (vertex).
Then, the controller 48 controls the fan of the cooling device 42 to be driven at the fan speed i set in the cooling device controller 42 from the summit to the end of the planned traveling section, and travels while performing regeneration. The driver 43 is controlled to do so.

As described above, according to the hybrid vehicle of the present embodiment, when there is an uphill / downhill in the travel route, the power (usable power) is actually regenerated in the downhill section by considering the power used by the auxiliary equipment. The travel plan is set so that it is determined more accurately and the available power is consumed in the uphill section up to the top.
For this reason, the battery is not excessively consumed (for the power used by the auxiliary device) during climbing, and efficient charging and discharging are performed.

Moreover, the following conventional problems can be solved.
That is, when a conventional battery cooling fan is driven, the battery temperature is detected, and the fan is driven when an upper limit value thereof, for example, 50 degrees is detected. For this reason, in order to continue the regeneration, the number of rotations of the fan has to be increased due to the necessity of rapid cooling, and the electric power used for driving the fan has increased.
Moreover, since the rotation speed of the fan was constant, more electric power than necessary was used.

On the other hand, in the hybrid vehicle of the present embodiment, when regenerative travel is performed on the downhill in the planned travel section without cooling the battery 41, the temperature of the battery 41 at the end point of the downhill section (battery temperature f after control) ) Is predicted, and the temperature to be cooled and the rotational speed i of the fan are determined based on the predicted temperature f.
As a result, the fan rotation speed i suitable for cooling the battery is set and driven, so that wasteful power consumption can be suppressed.

  In the hybrid vehicle of this embodiment, since the battery 41 is continuously cooled from the start of the downhill at an appropriate fan speed i, it is necessary to cool rapidly after reaching the upper limit of the allowable temperature of the battery 41. And can be cooled with less power consumption.

  Further, according to the present embodiment, the accurate regenerative power (usable power) regenerated in the downhill section is calculated, and the starting point P is set so that this usable power is consumed in the uphill section. The remaining battery level at the end point of the section can be set to the same value as the remaining battery level immediately before the planned traveling section.

In addition, when the remaining battery level X immediately before the planned travel section is a predetermined value within the battery usable range (80% to 50% range), for example, an intermediate value of 70% or less, the start point P is reached. It is also possible to set more (shorter EV travel section).
As a result, the remaining battery level can be increased when the travel of the planned travel section is completed within the upper limit of the remaining battery level.

Although one embodiment of the hybrid vehicle of the present invention has been described above, the present invention is not limited to the described embodiment, and various modifications can be made within the scope described in each claim.
For example, in the described embodiment, the cooling fan is driven as the battery cooling means, but the battery may be cooled by a thermoelectric element.
In this case, a thermoelectric element may be disposed on the outer periphery of the battery 41 with the battery side as a cooling surface, and the battery may be cooled by supplying power to the thermoelectric element.
The amount of power for auxiliary equipment used for cooling is the amount of power supplied to the thermoelectric element.

It is explanatory drawing showing the travel plan in the plan travel area in one Embodiment of this invention. It is a block diagram which shows the structure of the circuit part of the hybrid vehicle which concerns on a present Example. It is explanatory drawing showing the raise battery temperature judgment map. It is explanatory drawing showing the battery cooling temperature judgment map. It is explanatory drawing showing the fan rotation speed judgment map. It is explanatory drawing showing the consumption SOC judgment map. It is a flowchart showing the planned traveling process of the hybrid vehicle on the uphill / downhill. It is a flowchart showing acquisition processing of electric energy (SOC (%)) required in order to cool a battery in consideration of the amount of battery temperature rise by regeneration.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 10 Motor 41 Battery 411 Battery remaining amount detection sensor 412 Battery temperature detection sensor 42 Cooling device 421 Cooling device controller 422 Cooling air temperature sensor 43 Driver 44 Engine control mechanism 48 Controller 49 Map storage unit 50 Navigation processing unit 51 Present location detection device 52 Input / output part 53 Data file

Claims (4)

In a hybrid vehicle having a motor and an engine for generating a driving force of the vehicle,
A battery for supplying power to the motor;
Battery remaining amount detecting means for detecting the remaining amount of the battery;
Current location detection means for detecting the current location of the vehicle;
Route acquisition means for acquiring a travel route of the vehicle;
Auxiliary device use power determining means for determining power used by an auxiliary device supplied from the battery to an auxiliary device mounted on a vehicle while traveling on the acquired travel route;
Output adjustment means for adjusting the output of the motor and the engine based on the acquired travel route, the detected current location, the detected remaining battery level, and the determined auxiliary device power consumption, Hybrid vehicle.
Battery cooling means for cooling the battery;
2. The hybrid vehicle according to claim 1, wherein the auxiliary device usage power determination unit determines the auxiliary device usage power in consideration of at least power supplied to the battery cooling unit.
The battery cooling means comprises a cooling fan;
Battery temperature detecting means for detecting the temperature of the battery;
Cooling air temperature detecting means for detecting the cooling air temperature by the cooling fan,
3. The hybrid vehicle according to claim 2, wherein the auxiliary device power consumption determining unit obtains power consumption of the cooling fan using the detected battery temperature and cooling air temperature. 4.
The route acquisition means acquires elevation information of the travel route along with the travel route,
The said auxiliary device electric power determination means determines a downhill section from the acquired altitude information, and determines the auxiliary device electric power used in the downhill section. 3. The hybrid vehicle according to 3.

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