JP2019088076A - Vehicle control system, vehicle control method, and program - Google Patents

Abstract

An object of the present invention is to optimize the state of a battery when a vehicle starts moving.
A vehicle control system includes a storage battery for storing power, an acquisition unit for acquiring a time when a vehicle is scheduled to start, storage control for causing the storage battery to store power, and discharging the power stored in the storage battery. The discharge control is repeatedly performed, and at least of the magnitude of the power stored in the storage battery by the storage control or the magnitude of the power discharged in the storage battery by the discharge control as the time acquired by the acquisition unit is approached. And a charge / discharge control unit that executes charge / discharge control that brings the degree of charge of the storage battery closer to a target while reducing one of the sizes.
[Selected figure] Figure 1

Description

The present invention relates to a vehicle control system, a vehicle control method, and a program.

  Conventionally, there has been disclosed a battery warm-up control device which controls charging and discharging of the battery at low temperature to warm up the battery by internal heat generation (see, for example, Patent Document 1). When the temperature of the battery is lower than the specified temperature, the warm-up control device performs charging and discharging of the battery, which alternately repeats charging and discharging of the battery in a pulse shape, within a predetermined range to raise the temperature of the battery. .

Unexamined-Japanese-Patent No. 2017-100606

  However, in the prior art, when the timing at which the vehicle starts is reached, the battery may not be in a suitable state.

  The present invention has been made in consideration of such circumstances, and it is an object of the present invention to provide a vehicle control system, a vehicle control method, and a program capable of optimizing the state of a battery when the vehicle starts moving. One of the

  (1): A storage battery that stores power, an acquisition unit that acquires a time when the vehicle is scheduled to start, storage control that causes the storage battery to store power, and discharge control that discharges the power stored in the storage battery are repeated. And reducing at least one of the magnitude of the power stored in the storage battery by the storage control or the magnitude of the power discharged in the storage battery by discharge control as the time approaches the time acquired by the acquisition unit. A vehicle control system comprising: a charge / discharge control unit that executes charge / discharge control that brings the degree of charge of the storage battery closer to a target.

  (2) The vehicle control system according to (1), wherein the charge / discharge control unit is configured to store the magnitude of power stored in the storage battery by the storage control and discharge as the time approaches the time acquired by the acquisition unit. The degree of charging of the storage battery approaches a target while reducing both the magnitudes of the power discharged to the storage battery by control.

  (3): The vehicle control system according to (2), wherein the charge / discharge control unit causes the storage battery to generate the magnitude of the power to be discharged to the storage battery by the discharge control as the time approaches the time. The degree of charging of the storage battery is made closer to a target by reducing the size of the stored power.

  (4) The vehicle control system according to any one of (1) to (3), wherein the charge / discharge control unit at least targets a target power amount to be stored in the storage battery, a target temperature of the storage battery, and The charge and discharge pattern of the charge and discharge control is determined based on the temperature of the storage battery, and the charge degree of the storage battery is brought close to a target.

  (5): The vehicle control system according to (4), wherein the change of the actual temperature of the storage battery caused by the control based on the charge / discharge pattern determined by the charge / discharge control unit, and the predicted change of the storage battery And a correction unit that corrects the charge / discharge pattern of the charge / discharge control so that the difference becomes smaller based on a difference with a change in temperature.

  (6): The vehicle control system according to (5), wherein the correction unit predicts a change in the actual temperature of the storage battery caused by control based on the charge / discharge pattern determined by the charge / discharge control unit. If the change is smaller than the temperature change of the storage battery, the amount of power per unit time for discharging the power stored in the storage battery is increased.

  (7) The vehicle control system according to any one of (4) to (6), wherein the usable electric energy that can be used in the storage battery that changes with the temperature of the storage battery is equal to or higher than the target electric energy The temperature of the storage battery is determined as the target temperature of the storage battery.

  (8) The vehicle control system according to any one of (1) to (7), wherein the charge / discharge control unit determines the target charge degree within a predetermined time from the time acquired by the acquisition unit. The charge / discharge control is performed to maintain the charge amount equal to or greater than the first predetermined value.

  (9): The vehicle control system according to (8), wherein the charge / discharge control unit is a second predetermined degree which is smaller than the first predetermined value from the target charge degree in a time exceeding the predetermined time. The charge and discharge control is performed in the range of the value or more.

  (10) The vehicle control system according to any one of (1) to (9), further comprising a plug to which a connector to which a power line is connected is connected, the charge / discharge control unit comprising the plug and the connector The charge / discharge control is executed by storing the power supplied from the power line in the storage battery and outputting the power stored in the storage battery to the power line.

  (11): The on-board computer acquires the time when the vehicle is scheduled to start, and repeatedly executes storage control for causing the storage battery to store power to store power and discharge control for discharging the power stored in the storage battery. The degree of charging of the storage battery is reduced while reducing at least one of the magnitude of the power stored in the storage battery by the storage control or the magnitude of the power discharged in the storage battery as the time approaches the acquired time. Is a vehicle control method for performing charge / discharge control that brings the value of

  (12): Allowing the on-vehicle computer to acquire the time when the vehicle is scheduled to start, and repeatedly execute storage control for storing power in a storage battery storing power, and discharge control for discharging power stored in the storage battery. The degree of charging of the storage battery is reduced while reducing at least one of the magnitude of the power stored in the storage battery by the storage control or the magnitude of the power discharged in the storage battery as the time approaches the acquired time. Is a program that executes charge / discharge control that brings the value of

  According to (1) to (12), the state of the battery when the vehicle starts can be optimized.

FIG. 1 is a diagram showing a configuration of a charge / discharge system 1 for a vehicle. FIG. 2 is a diagram showing an example of the configuration of a vehicle M on which a vehicle system 2 is mounted. 5 is a flowchart showing a flow of processing executed by the charge / discharge control unit 82. It is a figure which shows an example of the temperature map mp. It is a figure which shows an example of the content of charge / discharge pattern table TB. It is a figure which shows an example of a charging / discharging pattern. It is a figure which shows an example of the result in which charging / discharging was controlled by the charging / discharging pattern. It is a figure which shows an example of a function structure of charge / discharge control part 82A of 2nd Embodiment. It is a figure for demonstrating an example of correction | amendment of the correction | amendment part 88. FIG. It is a figure which shows an example of a function structure of vehicle system 2A mounted in an electric vehicle. It is a figure showing an example of the hardware constitutions of the vehicle control device of an embodiment.

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

First Embodiment
[overall structure]
FIG. 1 is a diagram showing the configuration of a charge / discharge system 1 for a vehicle. The vehicle charge / discharge system 1 includes, for example, a terminal device T, a storage unit U, and a vehicle M. The terminal device T and the vehicle M, for example, wirelessly communicate with each other. The communication performed by the terminal device T and the vehicle M may be communication via a network or may be communication via a wire. Note that information or instructions similar to the information or instructions transmitted by the terminal device T may be input to the vehicle M by an operation on the operation unit or touch panel of the vehicle M.

  The storage unit U and the vehicle M communicate, for example, via a signal line associated with the power line EL. The communication performed by storage unit U and vehicle M may be power line communication (PLC) via a power line, or may be wireless communication.

[Terminal device]
The terminal device T is, for example, a smartphone held by an occupant of the vehicle M, a tablet computer, or the like. The occupant of the vehicle M can operate the terminal device T to input or manage the time to use the vehicle M, the destination at the time of utilization, the behavior schedule of the occupant, and the like. On the terminal device T, an application program for such schedule management is installed. The application program is provided, for example, by a server under control of a car maker. The occupant of the vehicle M may operate or operate the operation unit or the touch panel of the vehicle M to input or manage time for using the vehicle M, a destination at the time of utilization, an action schedule of the occupant, and the like.

  The terminal device T transmits the information input by the occupant to the vehicle M. The information (for example, the destination and the use time) input by the occupant is acquired and managed by the navigation device 80 and the charge / discharge control unit 82 of the vehicle M. For example, the vehicle M performs, in advance, charging of the battery 60, setting of a route, and the like so that the vehicle M can depart for the destination at the usage time input by the occupant.

[Storage unit]
The storage unit U includes, for example, a power line EL, a communication unit (not shown), a storage unit, and a control unit. For example, a connector is provided at the tip of the power line EL. By attaching the connector to the plug 78, the vehicle M and the storage unit U are electrically connected. Power line EL supplies electric power stored in storage unit U to vehicle M by being electrically connected to plug 78 of vehicle M, and supplies electric power output from vehicle M to storage unit U .

  The communication unit communicates with the vehicle M via the electric line EL. The storage unit is, for example, a secondary battery that can be repeatedly charged and discharged, such as a lithium ion storage battery. The control unit controls the communication unit and the storage unit. For example, the control unit stores the power acquired from the power system or the vehicle M in the storage unit, or supplies the power stored in the storage unit to the load L disposed in the vehicle M or the residence H.

[vehicle]
FIG. 2 is a view showing an example of the configuration of a vehicle M equipped with the vehicle system 2. The vehicle on which the vehicle system 2 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. When the motor is provided, the motor operates using the power generated by the generator connected to the internal combustion engine or the discharge power of the secondary battery or the fuel cell. In the following description, a hybrid vehicle adopting a series system will be described as an example. The series system is a system in which the engine and the drive wheels are not mechanically connected, the motive power of the engine is used exclusively for power generation by a generator, and the generated power is supplied to a motor for traveling. In addition, this vehicle is a vehicle capable of plug-in charge of a battery.

  As shown in FIG. 2, the vehicle includes, for example, an engine 10, a first motor (generator) 12, a second motor (motor) 18, a drive wheel 25, and a PCU (Power Control Unit) 30. A battery 60, a power control unit 70, a vehicle sensor 75, a plug 78, a navigation device 80, a power generation planning unit 81, a charge / discharge control unit 82, and a storage unit 90 are mounted.

  The engine 10 is an internal combustion engine that outputs power by burning a fuel such as gasoline. The engine 10 is, for example, a reciprocating engine including a cylinder and a piston, an intake valve, an exhaust valve, a fuel injection device, a spark plug, a connecting rod, a crankshaft, and the like. Also, the engine 10 may be a rotary engine.

  The first motor 12 is, for example, a three-phase alternating current generator. The first motor 12 has a rotor connected to an output shaft (e.g., a crankshaft) of the engine 10 and generates electric power using power output from the engine 10. Hereinafter, the engine 10 and the first motor 12 may be referred to as a “power generation unit”.

  The second motor 18 is, for example, a three-phase alternating current motor. The rotor of the second motor 18 is coupled to the drive wheel 25. The second motor 18 outputs power to the drive wheel 25 using the supplied power. In addition, the second motor 18 generates electric power using the kinetic energy of the vehicle at the time of deceleration of the vehicle. Hereinafter, the power generation operation by the second motor 18 may be referred to as regeneration.

  The PCU 30 includes, for example, a first converter 32, a second converter 38, and a VCU (Voltage Control Unit) 40. It is an example to the last that these components were made into a group composition as PCU30, and these components may be distributed and arranged.

  The first converter 32 and the second converter 38 are, for example, AC-DC converters. The DC side terminals of the first converter 32 and the second converter 38 are connected to the DC link DL. A battery 60 is connected to the DC link DL via the VCU 40. The first converter 32 converts alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current to convert the first motor 12 Supply to Similarly, the second converter 38 converts alternating current generated by the second motor 18 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current to 2) Supply to the motor 18 or the like.

  The VCU 40 is, for example, a DC-DC converter. The VCU 40 boosts the power supplied from the battery 60 and outputs it to the DC link DL.

  The battery 60 is, for example, a secondary battery such as a lithium ion battery.

  The power control unit 70 includes, for example, a hybrid control unit 70A, an engine control unit 71, a motor control unit 72, a brake control unit 73, and a battery control unit 74. The hybrid control unit 70A outputs an instruction to the engine control unit 71, the motor control unit 72, the brake control unit 73, and the battery control unit 74. The instruction by the hybrid control unit 70A will be described later.

  The engine control unit 71 performs ignition control of the engine 10, throttle opening control, fuel injection control, fuel cut control, and the like according to an instruction from the hybrid control unit 70A. Further, the engine control unit 71 may calculate the engine rotational speed based on the output of the crank angle sensor attached to the crankshaft, and may output it to the hybrid control unit 70A.

  The motor control unit 72 performs switching control of the first converter 32 and / or the second converter 38 in accordance with an instruction from the hybrid control unit 70A.

  The brake control unit 73 controls a brake device (not shown) in accordance with an instruction from the hybrid control unit 70A. The brake device is a device that outputs a brake torque corresponding to the driver's braking operation to each wheel.

  The battery control unit 74 calculates the amount of power (for example, State Of Charge; charging rate) of the battery 60 based on the output of the battery sensor 62 attached to the battery 60, and the hybrid control unit 70A or the charge / discharge control unit 82. Output to Further, the battery control unit 74 outputs the detection result of the sensor that detects the temperature (battery temperature) of the battery 60 to the charge and discharge control unit 82. Furthermore, the battery control unit 74 controls charging / discharging of the battery 60 based on an instruction of the charging / discharging control unit 82. Hereinafter, the amount of power of the battery 60 may be referred to as “SOC”.

  The vehicle sensor 75 includes, for example, an accelerator opening sensor, a vehicle speed sensor, a brake depression amount sensor, and the like. The accelerator opening degree sensor is attached to an accelerator pedal, which is an example of an operating element that receives an acceleration instruction from the driver, detects an operation amount of the accelerator pedal, and outputs it to the power control unit 70 as an accelerator opening degree. The vehicle speed sensor includes, for example, a wheel speed sensor and a speed calculator attached to each wheel, integrates the wheel speeds detected by the wheel speed sensors to derive the speed (vehicle speed) of the vehicle, and Output. The brake depression amount sensor is attached to a brake pedal, which is an example of an operating element that receives a deceleration or stop instruction from the driver, detects an operation amount of the brake pedal, and outputs it to the power control unit 70 as a brake depression amount.

  Here, control by the hybrid control unit 70A will be described. Hybrid control unit 70A operates the power generation unit based on the power generation plan planned by power generation plan unit 81. Specifically, hybrid control unit 70A determines engine power Pe to be output of engine 10 based on the power generation plan. The power generation plan is a plan in which the timing at which the power generation unit generates power and the amount of power generation are defined. The hybrid control unit 70A determines the reaction torque of the first motor 12 to balance with the engine power Pe in accordance with the determined engine power Pe. Hybrid control unit 70A outputs the determined information to engine control unit 71. Further, when the driver operates the brake, the hybrid control unit 70A determines the distribution of the brake torque that can be output by the regeneration of the second motor 18 and the brake torque that is to be output by the brake device, and the motor control unit 72 and the brake control unit 73.

  The navigation device 80 includes, for example, a GNSS (Global Navigation Satellite System) receiver, a navigation HMI (Human Machine Interface), and a route determination unit, and holds map information in a storage device such as an HDD or a flash memory. . The GNSS receiver specifies the position of the host vehicle M based on the signal received from the GNSS satellite. The position of the host vehicle M may be identified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 75. The navigation HMI includes a display device, a speaker, a touch panel, keys and the like. The route determination unit is, for example, a route from the position of the vehicle M specified by the GNSS receiver (or any position input) to the destination input by the occupant using the navigation HMI (hereinafter referred to as map The route is determined with reference to the map information. The route on the map determined by the route determination unit may include not only the final destination but also a halfway point on the way, and the like, and may also include predicted arrival time of the destination and the passing point. The map information is, for example, information in which a road shape is represented by a link indicating a road and a node connected by the link. The map information may include road curvature, POI (Point Of Interest) information, and the like.

  The power generation planning unit 81 generates a power generation plan according to, for example, a route to a destination set by the navigation device 80 or a predetermined standard. For example, in the case where the priority set for each road or road section satisfies a predetermined standard and the amount of power stored in the battery 60 is less than a predetermined value, the power generation planning unit 81 generates power generation units in that section. Generate a generation plan to operate.

  The charge and discharge control unit 82 includes, for example, a charge and discharge processing unit 84 and a time processing unit 86. The charge / discharge processing unit 84 and the time processing unit 86 are realized, for example, when a hardware processor such as a CPU (Central Processing Unit) executes a program (software). In addition, some or all of these components may be hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), etc. Circuit (including circuitry) or may be realized by cooperation of software and hardware. The storage unit 90 is, for example, a nonvolatile storage device such as a ROM (Read Only Memory), an EEPROM (Electrically Erasable and Programmable Read Only Memory), an HDD (Hard Disk Drive), a RAM (Random Access Memory), a register, etc. It is realized by volatile storage.

  The charge and discharge processing unit 84 executes charge and discharge control to bring the charge degree of the battery 60 close to a target according to a charge and discharge pattern described later. The charge and discharge processing unit 84 communicates with, for example, the storage unit U, and executes storage control and discharge control. For example, the charge / discharge processing unit 84 executes storage control by transmitting a supply request signal for requesting the storage unit U to supply power, for example, and receives power for requesting the storage unit U to receive power. The storage control is executed by transmitting the request signal.

  The time processing unit 86 acquires the time when the vehicle is scheduled to start moving. The storage unit 90 stores, for example, various information (temperature map mp, action history information (not shown), charge / discharge pattern table TB, and the like) described later.

[flowchart]
FIG. 3 is a flowchart showing the flow of processing executed by the charge / discharge control unit 82. In the processing of this flowchart, it is assumed that the vehicle M is parked at a departure place such as a passenger's home.

  First, the charge / discharge processing unit 84 derives a necessary amount of power (step S100). For example, the charge / discharge processing unit 84 derives the amount of power necessary to reach the destination set in the navigation device 80 from the current location of the vehicle M. The necessary amount of power has reached the current state of charge of the battery 60, the amount of power consumed by the second motor 18, the amount of power consumed by the on-vehicle equipment of the vehicle M, the amount of power generated by the power generation plan, and the destination It is determined based on the target SOC of the event.

  For example, the current amount of power of the battery 60, the amount of power to be generated, and the necessary amount of power are added, and the amount of power obtained by subtracting the amount of power consumed by the second motor 18 or the vehicle equipment from the added amount is The necessary amount of power is set to be the target amount of power when arriving at the destination.

  Next, the charge / discharge processing unit 84 derives a target battery temperature based on the amount of power derived in step S100 (step S102). The charge / discharge processing unit 84 refers to the temperature map mp stored in the storage unit 90 to derive a target battery temperature.

[Temperature map]
FIG. 4 is a diagram showing an example of the temperature map mp. The vertical axis in FIG. 4 indicates the charge amount of the battery 60, and the horizontal axis indicates the battery temperature. A transition line CU indicates the transition of the amount of power that can be charged by the battery 60 for each battery temperature. The transition line CU is set, for example, such that the upper limit value of the charge amount is increased as the battery temperature is increased. The transition line DU indicates the transition of the amount of power that can be discharged by the battery 60 for each battery temperature. The transition line DU is set, for example, such that the upper limit value of the discharge amount rises as the battery temperature rises. In the illustrated example, when focusing on a predetermined battery temperature, a value corresponding to the widths of the transition line CU and the transition line DU is the usable electric energy Cp that can be used at the battery temperature.

Derivation of target battery temperature
The charge and discharge processing unit 84 derives usable electric energy exceeding the necessary electric energy Rp. For example, as shown in FIG. 4, the charge / discharge processing unit 84 sets the necessary power amount Rp, and shifts the set necessary power amount Rp to the high temperature side of the battery temperature. Then, the charge / discharge processing unit 84 derives a battery temperature such that the available power amount exceeds the required power amount Rp as a target battery temperature.

  The target temperature may be corrected in consideration of the outside temperature of the traveling route. For example, when the vehicle departs, the charge / discharge processing unit 84 travels in a low ambient temperature environment, and when it is predicted that the temperature of the battery 60 falls, the target is to compensate for the predicted temperature drop. Correct the temperature. That is, the charge / discharge processing unit 84 sets the temperature obtained by adding the temperature corresponding to the predicted drop to the target temperature as the corrected target temperature. The charge and discharge processing unit 84 acquires environmental information of the traveling route by the navigation device 80 and communication via the network.

  It returns to the explanation of FIG. Next, the time processing unit 86 acquires the scheduled departure time of the vehicle M (step S104). The scheduled departure time is, for example, a time input to the terminal device T by the operation of the passenger of the vehicle M. In addition, the scheduled departure time may be derived based on the occupant's schedule information stored in the storage unit of the terminal device T. For example, the time processing unit 86 predicts the scheduled departure time from the information on the scheduled departure time, the destination, and the arrival time to the destination, which is included in the schedule information.

  Next, the time processing unit 86 derives a departure time whose departure frequency is high before the scheduled departure time (step S106). The time processing unit 86, for example, refers to the action history information stored in the storage unit 90, and derives a departure time at which the departure frequency is high. The action history information is information regarding the usage history of the vehicle of the vehicle M occupant. In the action history information, for example, the time when the vehicle M departs from home, the time when the vehicle M returns to home, the travel route, and the like are stored in association with the weather, the day of the week, the date and the like. The time processing unit 86 statistically processes the information included in the action history information, and derives a departure time at which the departure frequency is high based on the processing result. The departure time at which the departure frequency is high is, for example, the attendance time, school attendance time, time to go shopping, and the like.

  Next, charge / discharge processing unit 84 is based on the time between the departure time at which the departure frequency is high derived in step S106 and the current time, the target battery temperature derived in step S102, and the current battery temperature. The charge / discharge pattern is determined as described later (step S108). In addition, when departure time is designated by a crew member in advance, that time becomes departure time replaced with departure time with high departure frequency. Then, the charge and discharge processing unit 84 controls the battery control unit 74 to control the battery 60 so that the battery 60 is charged and discharged in the charge and discharge pattern determined in step S108 (step S110). Thus, the processing of one routine of this flowchart ends.

[Determination of charge and discharge pattern]
The charge / discharge processing unit 84 determines the charge / discharge pattern with reference to, for example, the charge / discharge pattern table TB stored in the storage unit 90. FIG. 5 is a diagram showing an example of the content of the charge / discharge pattern table TB. The charge / discharge pattern table TB is generated based on experimentally obtained information (for example, the degree of increase of the battery temperature with respect to charge or discharge per unit time) or information of charge / discharge performed in the past. . For example, the charge / discharge pattern table TB is associated with charge / discharge patterns for each combination of the outside air temperature, the battery temperature, the time until the target time (for example, the departure time or the scheduled departure time) and the target battery temperature. Information.

  The charge and discharge pattern is a charge and discharge pattern capable of causing the battery temperature to reach the target battery temperature at the target time in the environment of the combination of the outside air temperature, the battery temperature, and the time until the target time. The charge / discharge pattern is, for example, information indicating the size per unit time of charge or discharge.

  More specifically, the charge and discharge pattern repeatedly executes storage control for causing the battery 60 to store power and discharge control for discharging the power stored in the battery 60, and as the target time is approached, the battery is controlled by storage control. 60. While reducing at least one of the size of the power stored in the memory 60 and the size of the power discharged to the battery 60 by the discharge control, the charge degree of the battery 60 approaches the target (for example, the target SOC) is there.

  Further, the charge / discharge pattern reduces the magnitude of the power to be discharged to the battery 60 by the discharge control as the target time approaches, compared to the magnitude of the power stored in the battery 60 by the storage control. The charging degree is close to the target.

  FIG. 6 is a view showing an example of the charge and discharge pattern. The vertical axis of FIG. 6 indicates the charge amount of the battery 60, and the horizontal axis of FIG. 6 indicates time. The charge / discharge pattern PTx shown in the upper part of FIG. 6 is the charge / discharge pattern set at the battery temperature A, and the charge / discharge pattern PTy shown in the middle part of FIG. It is a charge and discharge pattern. The conditions other than the battery temperature are the same, and battery temperature B <battery temperature A.

  In the charge and discharge pattern PTx, charge and discharge are started at time T2. In the charge and discharge pattern PTy, charge and discharge are started at time T1, which is earlier than time T2. Since the charge and discharge pattern PTy starts charge and discharge earlier than the charge and discharge pattern PTx, even if the battery temperature is lower than the battery temperature at which the charge and discharge pattern PTx is set, the target time can not be reached. It is a charging / discharging pattern which can reach battery temperature.

  In the above-described example, the charge / discharge pattern PTy has been described for an example in which the time when charge / discharge is started is different from the charge / discharge pattern PTx, but instead (or in addition) per unit time charged or discharged The amount of power and the number of times may differ. For example, in this case, in the charge / discharge pattern PTy, the magnitude of the amount of power per unit time to be charged or discharged is set larger or the number of times is set more as compared with the charge / discharge pattern PTx.

  Also, the charge / discharge pattern PTx or PTy is desirably set to minimize the loss of energy, for example, the time between the time when charge / discharge is started and the target time is minimized Set to

  Further, the charge / discharge pattern is a charge / discharge pattern which is charged / discharged to maintain a charge amount equal to or more than a first predetermined value Th1 from a target charge degree within a predetermined time t from a target time. For example, within a predetermined time t from the target time, charge and discharge are performed in a state where the charge amount is maintained at or above the first predetermined value Th (for example, in the range where the SOC is 80% or more). Thus, the vehicle M can start quickly because the SOC is equal to or higher than the predetermined degree at a time close to the target time. Note that the charge / discharge pattern is a charge / discharge pattern that is charged / discharged to maintain a charge amount equal to or greater than a second predetermined value Th2 that is a degree smaller than the first predetermined value Th1 before the predetermined time t.

  Also, the charge and discharge pattern may be changed based on the target time. For example, different charge and discharge patterns may be employed when the target time is morning and daytime. For example, when the target time is morning, the target time is often the attendance time or attending school time, so the charge / discharge pattern PTx or PTy whose charge degree is equal to or higher than the first predetermined value Th within the predetermined time t from the target time Is selected.

  On the other hand, when the target time is daytime, it is predicted that there will be an unexpected departure, etc., so a charge / discharge pattern PTz is selected such that the charge / discharge width shown in the lower part of FIG. . The charge / discharge pattern PTz is a charge / discharge pattern set to perform charge / discharge in a range where the charge amount is equal to or higher than the third predetermined value Th3 (for example, 50% or 70%) even at time other than the predetermined time t. . The third predetermined value Th3 is, for example, a degree greater than or equal to the second predetermined value Th2. The third predetermined value Th3 may be the same degree as the first predetermined value Th1, or may be a degree different from the first predetermined value Th1. For example, in the charge and discharge pattern table TB, charge and discharge patterns are associated with each target time.

  As described above, when the charge / discharge pattern PTz is selected, the state in which the SOC equal to or greater than the predetermined value is maintained is maintained, and therefore, the vehicle can be started quickly for unexpected use of the vehicle M.

[Control result]
FIG. 7 is a diagram showing an example of the result of control of charge and discharge according to the charge and discharge pattern. The upper diagram of FIG. 7 shows a departure time at which the departure frequency is high. The vertical axis of the upper figure shows the height of departure frequency, and the horizontal axis shows time. The horizontal axis is also time in the middle and lower figures described later. The transition line FR in the upper part of FIG. 7 indicates the departure frequency every hour.

  The middle view of FIG. 7 shows the relationship between the charge amount of the battery 60 and time. The charge and discharge pattern PT indicates a charge and discharge pattern of the battery 60.

  The lower part of FIG. 7 is a diagram showing the relationship between battery temperature and time. The vertical axis in FIG. 7 indicates the battery temperature. A transition line Te in the lower part of FIG. 7 shows a change in battery temperature due to the battery 60 being charged and discharged by the charge and discharge pattern PT in the middle. That is, the control according to the charge / discharge pattern PT is performed, indicating that the battery temperature has reached the target temperature Tob at the target time Ta.

  The details will be described below. First, a target battery temperature Tob is derived. Next, a scheduled departure time Ta of the vehicle M is derived, and a departure time Tb with a high departure frequency before the scheduled departure time is further derived. Next, the charge / discharge pattern PT is determined based on the derived time between the departure time Tb having a high departure frequency and the current time and the target battery temperature Tob. Then, charging / discharging of battery 60 is controlled from time Tc according to the determined charging / discharging pattern PT. As a result, the battery temperature changes like transition line Te, and the battery temperature reaches near the target battery temperature Tob at the departure time Tb where the departure frequency is high. That is, at the departure time Tb where the departure frequency is high, the battery 60 is in a state close to the optimum.

  Further, since the charge and discharge of the battery 60 are controlled by the determined charge and discharge pattern PT, the magnitudes of the charge amount and the discharge amount are small in the vicinity of the departure time Tb where the departure frequency is high. Then, since the required charge amount at the time of departure is in the state where the battery 60 is stored, at the departure time Tb where the departure frequency is high, the vehicle quickly departs to the destination with the battery 60 in an optimal state. be able to.

  According to the first embodiment described above, the charge / discharge control unit 84 repeatedly executes the storage control for causing the battery 60 to store power and the discharge control for discharging the power stored in the battery 60, thereby performing time processing. Charging of the battery 60 is performed while reducing at least one of the magnitude of the power stored in the battery 60 by the storage control or the magnitude of the power discharged in the battery 60 by the discharge control as the time acquired by the unit 86 is approached. By performing charge / discharge control that brings the degree close to the target, it is possible to optimize the state of the battery when the vehicle starts moving.

Second Embodiment
The second embodiment will be described below. The second embodiment differs from the first embodiment in that the charge / discharge pattern is corrected according to the change in battery temperature. Hereinafter, differences from the first embodiment will be mainly described.

  FIG. 8 is a diagram showing an example of a functional configuration of the charge / discharge control unit 82A of the second embodiment. The charge / discharge control unit 82A further includes, for example, a correction unit 88 in addition to the charge / discharge processing unit 84 and the time processing unit 86. Correction unit 88 is a difference based on the difference between the change in the actual battery temperature caused by the control based on the charge / discharge pattern of the charge / discharge control determined by charge / discharge processing unit 84 and the change in the predicted battery temperature. The charge / discharge pattern of charge / discharge control is corrected so that

  FIG. 9 is a diagram for describing an example of the correction of the correction unit 88. The indexes of the vertical axis and the horizontal axis in the upper and lower views of FIG. 9 are the same as the indexes of the vertical axis and the horizontal axis in the lower and upper views of FIG. 7, respectively. The transition line Te1 in FIG. 9 is the change in the actual battery temperature caused by the control based on the charge and discharge pattern, and the transition line Te2 in FIG. 9 is the battery predicted when the control based on the charge and discharge pattern is performed. It is a change of temperature. The information on the transition line Te is generated based on information experimentally obtained in advance and information on charge and discharge performed in the past. This information is stored in the storage unit 90.

  As described above, when the change in the actual battery temperature is smaller than the predicted change in the battery temperature, the amount of power per unit time for discharging (or charging, charging or discharging) the power stored in the battery 60 is large. Do. Specifically, as shown in the upper part of FIG. 9, the correction unit 88 increases the amount of power per unit time for discharging the charge / discharge pattern PT1 determined by the charge / discharge processing unit 84 by the correction value α. . Thereby, the charge / discharge pattern PT1 is corrected as in the charge / discharge pattern PT2, and the change of the actual battery temperature approaches the change of the predicted battery temperature.

  As a result, at the departure time Tb where the departure frequency is high, the battery temperature reaches the target battery temperature Tob. That is, the battery 60 is in the optimum state at the departure time Tb where the departure frequency is high.

  Although not shown, the correction unit 88 is configured such that the change in the actual battery temperature caused by the control based on the charge / discharge pattern determined by the charge / discharge processing unit 84 is larger than the change in the predicted battery temperature The amount of power per unit time for discharging the power stored in the battery 60 may be reduced.

  By the process as described above, even if the change of the battery temperature is different from the prediction due to, for example, the deterioration of the battery 60 or the change of the outside air temperature, the change of the battery temperature can be changed more accurately.

  According to the second embodiment described above, the correction unit 88 predicts the change in the actual temperature of the battery 60 caused by the control based on the charge / discharge pattern of the charge / discharge control determined by the charge / discharge control. By correcting the charge / discharge pattern of the charge / discharge control so that the difference becomes smaller based on the difference with the change in temperature of the battery 60, it is possible to optimize the state of the battery when the vehicle starts more accurately. You can do it.

[Modification]
In the first and second embodiments described above, the vehicle system 2 is described as including the power generation unit, but the power generation unit may be omitted. That is, the vehicle M on which the vehicle system 2 is mounted may be an electric vehicle.

  FIG. 10 is a diagram showing an example of a functional configuration of a vehicle system 2A mounted on an electric vehicle. As illustrated, the vehicle system 2A differs from the vehicle system 2 in that the engine 10, the first motor 12, and the first converter 32 are omitted.

  Further, the vehicle M may be a hybrid vehicle adopting a parallel system. In this case, the necessary power amount is derived taking into consideration the distance traveled by the power of the engine.

  According to the embodiment described above, the battery 60 for storing power, the time processing unit 86 for acquiring the time when the vehicle M is scheduled to start, the storage control for causing the battery 60 to store power, and the battery 60 The magnitude of the power stored in the battery 60 by the storage control or the size of the power discharged in the battery 60 by the discharge control is repeatedly executed as the discharge control to discharge the power is repeatedly performed and the time acquired by the time processing unit 86 is approached. The charge / discharge processing unit 84 performs charge / discharge control to bring the charge degree of the battery 60 close to the target while reducing at least one of the heights, thereby optimizing the state of the battery 60 when the vehicle starts moving. You can do it.

[Hardware configuration]
The vehicle control device including the charge / discharge control units 82 and 82A of the vehicle systems 2 and 2A according to the above-described embodiment is realized, for example, by a hardware configuration as shown in FIG. Drawing 11 is a figure showing an example of the hardware constitutions of the vehicle control device of an embodiment.

  The vehicle control device includes a communication controller 100-1, a CPU 100-2, a RAM 100-3, a ROM 100-4, a secondary storage device 100-5 such as a flash memory or an HDD, and a drive device 100-6, which use an internal bus or dedicated communication. It is the composition mutually connected by the line. A portable storage medium such as an optical disk is attached to the drive device 100-6. The program 100-5a stored in the secondary storage device 100-5 is expanded on the RAM 100-3 by a DMA controller (not shown) or the like and executed by the CPU 100-2 to realize the charge / discharge control unit 82, 82A. Be done. The program to which the CPU 100-2 refers may be stored in a portable storage medium mounted on the drive device 100-6, or may be downloaded from another device via the network NW.

The above embodiment can be expressed as follows.
A storage device and a hardware processor that executes a program stored in the storage device;
Get the time when the vehicle will be launched,
A storage control for storing power in a storage battery for storing power and a discharge control for discharging the storage power in the storage battery are repeatedly executed, and the power stored in the storage battery by the storage control is approached as the acquired time is approached. Performing charge / discharge control to bring the degree of charge of the storage battery closer to a target while reducing at least one of the size of the power or the magnitude of the power discharged to the storage battery by the discharge control.
A vehicle control system that is configured to:

  As mentioned above, although the form for carrying out the present invention was explained using an embodiment, the present invention is not limited at all by such an embodiment, and various modification and substitution within the range which does not deviate from the gist of the present invention Can be added.

DESCRIPTION OF SYMBOLS 1 charge / discharge control system 2 for vehicles, 2A vehicle system 10 engine 12 1st motor 18 2nd motor 25 driving wheel 30 PCU
60 battery 62 battery sensor 71 engine control unit 72 motor control unit 73 brake control unit 74 battery control unit 78 plug 80 navigation device 81 power generation planning unit 82 charge / discharge control unit 84 charge / discharge processing unit 86 time processing unit 88 correction unit 90 storage unit mp Temperature map TB charge and discharge pattern table

Claims (12)

A storage battery for storing power;
An acquisition unit that acquires a time when the vehicle is scheduled to start moving;
The storage control for storing power in the storage battery and the discharge control for discharging the storage power in the storage battery are repeatedly executed, and stored in the storage battery by the storage control as the time acquired by the acquisition unit approaches. A charge / discharge control unit that executes charge / discharge control that brings the degree of charge of the storage battery close to a target while reducing at least one of the size of the power or the size of the power discharged to the storage battery by discharge control;
Vehicle control system comprising: The charge / discharge control unit reduces both the magnitude of the power stored in the storage battery by the storage control and the magnitude of the power discharged in the storage battery by the discharge control as the time point acquired by the acquisition unit approaches. Close to the target while charging the storage battery
The vehicle control system according to claim 1. The charge / discharge control unit reduces the magnitude of the power discharged to the storage battery by the discharge control as the time approaches the time, as compared with the magnitude of the power stored in the storage battery by the storage control, Bring the storage battery charge degree closer to the target,
The vehicle control system according to claim 2. The charge / discharge control unit determines the charge / discharge pattern of the charge / discharge control based on at least the target power amount to be stored in the storage battery, the target temperature of the storage battery, and the temperature of the storage battery, and charges the storage battery. Bring the degree closer to the goal,
The vehicle control system according to any one of claims 1 to 3. The difference becomes smaller based on the difference between the change in the actual temperature of the storage battery caused by the control based on the charge / discharge pattern determined by the charge / discharge control unit and the predicted change in the temperature of the storage battery And a correction unit for correcting the charge / discharge pattern of the charge / discharge control,
The vehicle control system according to claim 4. When the change in the actual temperature of the storage battery caused by the control based on the charge / discharge pattern determined by the charge / discharge control unit is smaller than the predicted change in the temperature of the storage battery, the correction unit may Increase the amount of power per unit time to discharge the power stored in the storage battery,
The vehicle control system according to claim 5. The charge / discharge control unit determines, as a target temperature of the storage battery, a temperature of the storage battery in which usable electric energy available in the storage battery, which changes with temperature of the storage battery, is equal to or higher than the target electric energy.
The vehicle control system according to any one of claims 4 to 6. The charge / discharge control unit executes the charge / discharge control so as to maintain a charge amount equal to or more than a first predetermined value from the target charge degree within a predetermined time from the time acquired by the acquisition unit.
The vehicle control system according to any one of claims 1 to 7. The charge / discharge control unit executes the charge / discharge control in a range exceeding a second predetermined value which is a degree smaller than the first predetermined value from the target charge degree in a time exceeding the predetermined time.
The vehicle control system according to claim 8. It further comprises a plug to which a connector to which a power line is connected is connected,
The charge / discharge control unit executes the charge / discharge control by storing the power supplied from the power line in the storage battery via the plug and the connector and outputting the power stored in the storage battery to the power line Do,
The vehicle control system according to any one of claims 1 to 9. The in-vehicle computer
Get the time when the vehicle will be launched,
Storage control for storing power in a storage battery for storing power, and discharge control for discharging the power stored in the storage battery are repeatedly executed;
The degree of charging of the storage battery is reduced while reducing at least one of the magnitude of the power stored in the storage battery by the storage control or the magnitude of the power discharged in the storage battery as the time approaches the acquired time. Execute charge / discharge control to bring the
Vehicle control method. In-vehicle computers,
Get the time when the vehicle is scheduled to go off,
Storage control for storing power in a storage battery for storing power, and discharge control for discharging the power stored in the storage battery are repeatedly executed;
The degree of charging of the storage battery is reduced while reducing at least one of the magnitude of the power stored in the storage battery by the storage control or the magnitude of the power discharged in the storage battery as the time approaches the acquired time. Execute charge / discharge control to bring the
program.

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