JP6095031B1 - Vehicle energy management system - Google Patents

Abstract

An energy management device for a hybrid vehicle or a plug-in hybrid vehicle that minimizes fuel consumption to a destination even when there is a section where power can be supplied during traveling. Vehicle information including vehicle speed and remaining battery information of a hybrid vehicle, route information to a destination divided into sections, and information on a feeding section and feeding power received from a road power feeding facility via a power receiver Based on the in-travel power supply information, the target vehicle speed plan to the destination and the motor, engine, and generator driving necessity plan for the vehicle power train actuator so as to minimize the fuel consumption to the destination The powertrain actuator is controlled based on the target vehicle speed plan and the drive necessity plan. [Selection] Figure 2

Description

  The present invention relates to an energy management device for a vehicle that manages energy of a hybrid vehicle or a plug-in hybrid vehicle (hereinafter, both may be simply referred to as “hybrid vehicle”) capable of supplying power from a road surface during traveling.

  As such a vehicle energy management device, when the vehicle travels at the same speed and at the same time, a power supply lane is formed in which the amount of power supplied to the vehicle is different. Discloses a resonant non-contact power feeding system for a vehicle that instructs traveling to a power feeding lane where the amount of power feeding increases and the vehicle speed (see, for example, Patent Document 1).

Patent No. 5211103

  In the resonant non-contact power feeding system for a vehicle disclosed in Patent Document 1 described above, an instruction for a power feeding lane and a vehicle speed in the power feeding section are provided according to the remaining battery level of the vehicle for the purpose of avoiding traffic congestion in the power feeding section. However, since the engine drive plan, vehicle speed, and power supply considering the optimization of energy to the destination of the passing vehicle are not instructed, the fuel consumption to the destination cannot be minimized.

  For example, if there is a deceleration section such as a downward slope, a signal, or a traffic jam ahead of the power supply section, the engine is driven in front of the power supply section to increase the remaining battery power, or the power supply section can be powered up to the maximum battery capacity. If so, there is a problem that the deceleration regenerative power cannot be recovered, wasteful fuel consumption, that is, fuel consumption occurs, and the energy to the destination cannot be optimized.

  In addition, if there is a destination immediately after the power feeding section, it is possible to reach the destination even if the remaining battery level of the vehicle is low, so if the vehicle speed in the power feeding section is determined according to the remaining battery level, The vehicle speed is set low so that the amount of electric power increases, and power is supplied more than necessary. Therefore, there is a problem that arrival at the destination is delayed and the cost of power supply during traveling is increased.

  The present invention has been made in order to solve the above-described problems, and provides a vehicle energy management device that minimizes fuel consumption to a destination even if there is a power feeding section on the route to the destination. The purpose is to provide.

  An energy management device for a vehicle according to the present invention is mounted on a hybrid vehicle capable of supplying power from a road surface during traveling, and is an energy management device for a vehicle that manages the energy of the vehicle. A vehicle information acquisition unit that acquires vehicle information including quantity information, a route information acquisition unit that acquires route information to a destination divided into sections, a power supply section and a power supply section from a road surface power supply facility Based on the vehicle information, the route information, and the traveling power supply information, the fuel consumption to the destination is minimized based on the traveling power supply information acquisition unit that acquires the traveling power supply information including the information of the supplied power. An optimal plan calculation unit that sets a target vehicle speed plan to the destination and a drive necessity plan of the power train actuator of the vehicle, and the target Based on the speed plan and the driving necessity plan, and a vehicle control instructing unit for controlling the powertrain actuators.

  According to the vehicle energy management device of the present invention, the vehicle information including the vehicle speed and battery remaining information of the hybrid vehicle, the route information to the destination divided into the sections, and the road surface power supply facility are connected via the power receiver. The target vehicle speed plan to the destination and the driving power of the vehicle's powertrain actuator are required so that the fuel consumption to the destination is minimized based on the power supply information during travel that is information on the power supply section and power supplied. Because it was configured to control the powertrain actuator based on a rejection plan, even if there is a power feeding section in the route to the destination, it depends on this and unnecessary power feeding is performed The fuel consumption to the destination can be minimized.

  That is, in the conventional example, the charging route and the charging amount are determined from the current battery remaining amount without acquiring the route information, but in the present invention, the route information such as the route to the destination, the road gradient, the road type, etc. The optimum plan has been made in consideration of the above.

It is a block diagram which shows the structure of the energy management apparatus for vehicles by Embodiment 1 of this invention. An example of a target vehicle speed plan developed by an optimum plan calculation unit in the vehicle energy management apparatus shown in FIG. 1, a drive necessity plan for each actuator in the power train of an electric vehicle, and a power reception plan in a power feeding section are conventionally known. It is a figure shown by contrast with an example. It is a block diagram which shows the flow of the process of optimization using the genetic algorithm used for this invention. It is the block diagram (the 1) which showed typically the technique of the optimization using the genetic algorithm used for this invention. It is the block diagram (the 2) which showed typically the technique of the optimization using the genetic algorithm used for this invention. It is the block diagram (the 3) which showed typically the method of the optimization using the genetic algorithm used for this invention. It is a flowchart for demonstrating operation | movement of the energy management apparatus for vehicles by Embodiment 1 of this invention. It is a block diagram which shows the structure of the energy management apparatus for vehicles by Embodiment 2 of this invention. An example of a target vehicle speed plan developed by an optimum plan calculation unit in the vehicle energy management apparatus shown in FIG. 8, a drive necessity plan for each actuator in the powertrain of an electric vehicle, and a power reception plan in a power feeding section are conventionally known. It is a figure shown by contrast with an example. It is a flowchart for demonstrating operation | movement of the energy management apparatus for vehicles by Embodiment 2 of this invention.

Embodiment 1 FIG.
<System configuration>
The vehicle energy management device 1 according to Embodiment 1 of the present invention shown in FIG. 1 acquires vehicle information such as the current location of the vehicle, the vehicle speed, and the state of charge (remaining charge) of a battery (secondary battery) not shown. Information acquisition unit 2, route information acquisition unit 3 that acquires route information such as travel route, road gradient, and road type as route information from the departure point to the destination, power supply section, power supply power, power supply cost, etc. A traveling power supply information acquisition unit 5 that acquires information on the road surface power supply facility 4 that can supply power while traveling is provided.

  Further, the vehicle energy management device 1 receives the outputs of the vehicle information acquisition unit 2, the route information acquisition unit 3, and the traveling power supply information acquisition unit 5, and minimizes the fuel consumption to the destination. A vehicle speed plan, a drive necessity plan for power train actuators such as the motor 8, the engine 9, and the generator 10, and a power reception plan for the power receiver 11 to receive power from the road surface power supply equipment 4 in the power supply section in the route to the destination. In accordance with the optimum plan calculation unit 6 to be planned and the driving necessity plan so as to achieve the target vehicle speed at the current location, control instructions are given to the power train actuators such as the motor 8, the engine 9, and the generator 10, and the power is supplied according to the power receiving plan. Vehicle control instruction unit 7 that gives a power reception control instruction to the receiver 11, vehicle information from the optimum plan calculation unit 6, user ID, charge amount, and And a power supply facility transmitter 12 to provide to the road surface power feeding apparatus 4 fast plans.

  The present invention is premised on application to an electric vehicle such as a hybrid vehicle having a cruise control function for performing auto-cruise, and the target vehicle speed plan formulated by the optimal plan calculation unit 6 and the drive requirements of the power train actuator are required. By giving a control instruction to the power train actuator from the vehicle control instruction unit 7 based on the rejection plan, it is possible to further reduce the fuel consumption that cannot be sufficiently reduced by the conventional ACC (Adaptive Cruise Control).

  However, the first embodiment is effective even when auto-cruising is not performed, and the operation for selecting the travel mode based on the driving necessity plan of the power train actuator that is planned by the optimum plan calculation unit 6 is cruise control. Although the function is used, the vehicle speed may be instructed to the driver at any time in order to realize the target vehicle speed plan made by the optimum plan calculation unit 6. In order to instruct the vehicle speed, for example, an in-vehicle car navigation system can be used to instruct by voice or image. Of course, when entering the auto cruise section and the driver desires auto cruise, the vehicle speed may be set automatically.

  Here, the route information acquisition unit 3 can use an on-vehicle car navigation system, for example, and receives position information from a satellite positioning system such as a GPS (Global Positioning System) mounted on the car navigation system. Current location information may be acquired via a receiver (GPS sensor) that does not, and route information may be searched from the built-in map data. Moreover, the portable terminal, PDA, or smart phone which a driver | operator or a passenger | crew holds may be connected to the energy management apparatus 1 for vehicles, and the navigation function (application) incorporated in them may be used as the route information acquisition part 3. .

  The route information acquisition unit 3 includes a communication device with an external server, the current location of the vehicle is acquired from the vehicle information acquisition unit 2, and the route information is obtained from the VICS (registered trademark: vehicle information and communication) via the communication device. (system) It is good also as a structure acquired from infrastructure servers outside vehicles, such as a center. Of course, the route information acquisition unit 3 may have a unique navigation system and acquire the route information from the built-in map data.

  As route information, not only the travel route, road gradient, and road type, but also road information such as road shapes such as intersections and curves, traffic light conditions, construction, accidents, and traffic congestion are acquired. Also good. Some car navigation systems update this information in real time, which is advantageous in the case of using the car navigation system.

  The vehicle information acquisition unit 2 may include a battery sensor for acquiring the state of charge of the battery, and may directly measure the remaining charge of the battery (remaining battery charge), or an existing battery (not shown) The structure which acquires charge condition information from a management unit may be sufficient. Moreover, when the vehicle information acquisition part 2 has a GPS sensor, you may acquire a present location via a GPS sensor, and when the route information acquisition part 3 has a GPS sensor, route information Current location information may be acquired from the acquisition unit 3.

  The road surface power supply facility 4 is a facility for supplying electric power to a running vehicle, and supplies electric power to the vehicle from a coil embedded in the road surface. The power receiver 11 mounted on the vehicle is also configured by a coil, and receives power at a specific resonance frequency of the road surface coil.

  Here, although the road surface power supply equipment 4 and the power receiver 11 are non-contact systems using coils, energy such as an electric field, a magnetic field, and heat may be mediated. When energy is exchanged by heat, the power receiver 11 includes a thermoelectric converter. Moreover, as long as energy can be exchanged during traveling, a contact type may be used, such as traveling while contacting the guard rail and transmitting / receiving electric power via the guard rail.

  The traveling power supply information acquisition unit 5 acquires information on the road surface power supply facility 4 that can supply power during traveling, such as a power supply section, power supply power, and power supply cost.

  Here, the power feeding section is a power feeding section in the route to the destination, and may be obtained from the route information acquisition unit 3. The traveling power supply information acquisition unit 5 holds all the power feeding sections as a database, A route (running route) may be acquired from the information acquisition unit 3 and the power feeding section may be specified in the database. The power supply power may be power that can be output from the road surface power supply facility 4 during traveling for a certain unit time in the power supply section, and can be received by the power receiver 11 and power that can be output from the road surface power supply facility 4. You may make it be a small value of electric power. The power supply cost is a fee when a certain unit of electric power is received from the road surface power supply facility 4, and may be acquired from infrastructure facilities including the road surface power supply facility 4. May be held. Moreover, you may make it the driving | running | working electric power feeding information acquisition part 5 acquire the vehicle speed restriction | limiting range in an electric power feeding area.

  The power train actuator drive necessity plan prepared by the optimum plan calculation unit 6 is a plan for determining whether to drive or stop the motor 8, the engine 9, and the generator 10 in a certain section of the route to the destination. It is. This is because, for example, when traveling in an EV mode in a certain section, the engine 9 and the generator 10 are stopped and the motor 8 is driven, and all of the travel energy is covered by the motor 8, so the remaining charge of the battery decreases. It becomes.

Further, when traveling in a HEV mode in a certain section, the engine 9 and the generator 10 are driven and the motor 8 is also driven, and the motor 8 generates power by using the output of the engine 9 while providing travel energy. By charging the electric power to the battery (storage battery), the remaining charge of the battery can be prevented from decreasing. In a vehicle having a transmission and a clutch (not shown), the plan for connecting / disengaging the clutch and switching the gear of the transmission may be included in the plan for necessity of driving the power train actuator.
The power reception plan of the power receiver 11 devised by the optimal plan calculation unit 6 is a plan of power supply in the power supply section, and the power receiver 11 receives power from the power supply equipment 4 on the road surface based on the power reception control instruction. .

Here, the optimal plan calculation unit 6 may be configured not to output the power reception plan. When there is no power reception plan from the optimum plan calculation unit 6, the power receiver 11 receives power according to the smaller of the maximum ratings of the road surface power supply facility 4 and the power receiver 11.
As described above, the optimum plan calculation unit 6 does not output the power reception plan, so that the calculation / communication load of the vehicle control instruction unit 7 can be reduced.

  Further, the power receiver 11 may be configured not only to receive power from the road surface but also to discharge power from the vehicle to the road surface. Since the power receiver 11 supports up to the discharge, the optimum plan calculation unit 6 can plan the power receiver 11 by expanding the options not only to receiving power but also to discharging. For this reason, when a section where deceleration regeneration such as a downward gradient follows the power feeding section continues, the power loss can be reduced by passing power to the road surface. Moreover, when the incentive by the power sale is obtained from the road surface power supply facility 4, the travel fee to the destination can be reduced. In addition, it is possible to optimize power use in the region including the power feeding section.

  Here, the optimum plan calculation unit 6 not only makes an optimum plan when the vehicle departs, but also acquires various information at any time from the departure until the arrival at the destination, and is optimized as necessary. You may comprise so that a plan may be drawn up.

<Optimum plan>
Next, an example of the target vehicle speed plan, the powertrain actuator drive necessity plan, and the power reception plan of the power receiver 11, which are touched above and which is planned by the optimal plan calculation unit 6, will be specifically described with reference to FIG. 2. explain.

  In FIG. 2, a conventional hybrid vehicle capable of supplying power during traveling and a hybrid vehicle that formulates an optimum plan to the destination according to the first embodiment (hereinafter sometimes simply referred to as “optimum plan”). The comparison table is shown, and the section from the starting point to the destination is divided into six sections, and the vehicle speed, the remaining battery capacity, the engine efficiency, and the powertrain actuator driving necessity plan in each section are also shown. A thin solid line indicates the conventional vehicle, and a thick solid line indicates the optimum planned vehicle of the first embodiment.

  That is, in FIG. 2, the optimum plan calculation unit 6 includes information on the vehicle speed and battery remaining amount included in the vehicle information, route information to the destination divided into sections 1 to 6, and power supply from the road surface power supply facility A target vehicle speed plan from the section 1 to the destination of the section 6 and a driving necessity plan of the power train actuator of the vehicle, which are set so as to minimize the fuel consumption to the destination based on the information of the section and the supplied power It shows. In addition to these target vehicle speed plan and drive necessity plan, a plan of received power that the power receiver set by the optimal plan calculation unit 6 receives power from the road surface so that the remaining battery level is substantially zero is shown. ing.

  In FIG. 2, first, in section 1, both the optimal plan and the conventional example have a sufficient remaining battery level, and thus EV travel is performed. There is no difference in the remaining battery power.

  In section 2, a high vehicle speed is planned based on the road type. In the conventional example, it is determined that the remaining battery capacity is sufficient, and the EV traveling is continued. In the optimal plan, although there is a margin in the remaining battery level, the hybrid mode is selected and the remaining battery level is increased by switching to high speed driving and selecting the hybrid mode at a vehicle speed with good engine power generation efficiency, that is, fuel efficiency. In this case, the degree of increase (gradient) in which the remaining battery capacity in the optimal plan increases does not increase as shown in the figure since the power feeding section 4 exists.

  In section 3, the conventional example switches to the hybrid mode because the remaining battery level has been exhausted. Since the vehicle speed is low, engine efficiency is poor and fuel consumption is also poor. In the optimal plan, power can be generated in the section 2 with high engine efficiency, so the section 3 with low engine efficiency can run in the EV mode, and even if there is a power feeding section in the route to the destination, the fuel consumption to the destination Can be minimized.

Here, an operating point of engine efficiency, that is, fuel consumption efficiency will be described.
The energy that can be generated by the engine (engine output) is determined by engine output = rotational speed × torque, that is, engine rotational speed and torque (engine load). In a general engine, fuel consumption efficiency is improved at an operating point where the engine speed is somewhat high and the engine load is also high. When the vehicle speed is low and the speed pattern is not accelerating, the running energy is low, so the engine speed and engine load are also low, and the engine is driven at the operating point where the engine efficiency is poor (engine output). Deteriorate.

  The section 4 is a power feeding section where the power feeding facility 4 exists. In the conventional example, since the traveling vehicle speed and the charge amount are determined based on the remaining battery level, the vehicle runs at a low speed, and power is supplied in excess of the remaining battery level required for arrival at the destination. On the other hand, in the optimal plan, the vehicle speed and the received power are planned based on the remaining battery level required until the destination, that is, in this example, the remaining battery level is almost zero at the destination. The vehicle runs at medium speed, the remaining battery level and the rate of increase are moderate, the arrival time at the destination is short, and the power supply cost at the power supply facility can be reduced. It should be noted that, on a downhill or the like, the remaining battery level is unlikely to be zero, so it is not an essential condition that the remaining battery level is zero.

  In sections 5-6, both the conventional example and the optimal plan run on EV, but in the conventional example, excessive power is supplied in the power supply section, so that the remaining battery level at arrival increases, and the power supply cost increases compared to the optimal plan.

<Optimization problem>
As described above, the optimum plan of the optimum plan calculation unit 6 uses the fuel consumption to the destination as an objective function, and outputs the vehicle information acquisition unit 2, the route information acquisition unit 3, and the traveling power supply information acquisition unit 5. It is possible to plan by calculating an optimization problem as a constraint condition, and minimization of fuel consumption can be achieved.

  In other words, if the objective function is the fuel consumption from the starting point to the destination, in the example of FIG. 2, the objective function is defined by the sum of the fuel consumption in each section from section 1 to section 6. It becomes. Here, the traveling energy P is defined by the following formula (1).

In the above formula (1),
μ _roll is the rolling resistance coefficient,
m _weight is the vehicle weight (kg),
g is gravitational acceleration (m / s ² ),
θ is the road slope (rad),
ρ is the air density (kg / m ³ ),
C _D is the air resistance coefficient,
_CS is the avant-garde projected area (m ² ),
V _S is the vehicle speed (m / s).

  The running resistance parameters such as the rolling resistance coefficient, the vehicle weight, the air resistance coefficient, and the avant-garde projection area may be stored in the internal database by the optimum plan calculation unit 6, and vehicle speed information is obtained from the vehicle information acquisition unit 2. You may make it acquire with. The road gradient may be acquired from the route information acquisition unit 3.

As a constraint condition,
・ P <maximum motor output (in EV mode),
・ P <maximum motor output + maximum engine output (in HEV mode)
・ Speed range lower limit <Vs <Speed range upper limit,
・ Acceleration range lower limit <dVs / dt <Acceleration range upper limit,
・ Battery level lower limit <Battery level <Battery level upper limit,
Engine speed = engine speed characteristics (obtained from a map with P as a variable),
-Engine torque = engine torque characteristics (obtained from a map with P as a variable),
・ Fuel consumption = engine fuel characteristics (obtained from a map with speed and torque as variables)
-Feeding power <Feeding power upper limit, etc.

Planning the target vehicle speed, travel mode, and power supply plan that minimizes the fuel consumption, which is the objective function, based on the above-mentioned constraint conditions solves the optimization problem.
As a method for solving the optimization problem (optimization method), any method can be used as long as the combination of the target vehicle speed and the driving mode can be set, such as dynamic programming, quadratic programming, and genetic algorithm. However, a case where a genetic algorithm is used as an example will be described below.

<Optimization method using genetic algorithm>
The genetic algorithm is an optimization method based on the evolution of living organisms, and it approaches the optimal solution by repeating the strong individual's gene adapted to the environment to the next generation and leaving offspring by crossover and mutation. is there.

Hereinafter, an optimization method using a genetic algorithm will be described with reference to FIGS.
FIG. 3 is a flowchart showing the flow of processing of an optimization method using a genetic algorithm, and FIGS. 4 to 6 are diagrams schematically showing the optimization method using a genetic algorithm. Three figures form one figure. 4 to 6, for the sake of simplicity, a case will be described in which the vehicle speed is fixed and the mode (EV, HEV) and the feed power (high feed power, small, none) are set for six sections. .

  First, in step S1 in FIG. 3, an initial group is generated. In order to select a combination of modes to be set for each section from a random combination, four individuals A1 to D1 are prepared as an initial population as shown in FIG. That is, the individual A1 is a combination in which the EV mode is set for all of the six sections, and the power supplied in the power supply section is reduced. The individual B1 is a combination in which the second section and the sixth section are set in the HEV mode, the remaining sections are all in the EV mode, and the power feeding power in the power feeding section is increased. The individual C1 is a combination in which the first to third sections are in the HEV mode, the remaining sections are all in the EV mode, and the feed power in the feed section is small. The individual D1 is a combination in which the fourth section from the third section is set to the EV mode, the remaining section is set to the HEV mode, and the power supplied to the power supply section is increased. Individuals A1 to D1 generated at random in this way are referred to as a first generation.

  Next, fitness evaluation is performed in step S2 in FIG. In FIG. 4, this shows a table indicating whether or not a constraint condition for fuel consumption (gasoline consumption) is satisfied. First, the amount of fuel consumption for each of the individuals A1 to D1 is calculated. In this example, the gasoline consumption as the fuel consumption is 0 g, 20 g, 30 g, and 40 g for the individuals A1 to D1, respectively.

Next, it is determined whether or not the constraint condition is satisfied, that is, the selection step S3 is executed.
As shown in FIGS. 4 and 5, since the individual A1 is only in the EV mode, the fuel consumption is minimum (0 g). However, since the remaining charge amount of the battery, which is a constraint condition, is below the lower limit, the constraint condition is not possible. (NG) is deceived. The other individuals B1 to D1 satisfy the constraint condition (OK), but the individual D with the maximum fuel consumption (40 g) is deceived, and only the individual B1 and the individual C1 with low fuel consumption survive. Thus, the selection in step S3 in FIG.

  Next, in step S4 in FIG. 3, by rearranging the surviving individuals, crossover and mutation occur, and a next generation individual is generated. That is, as shown in FIG. 5, the surviving individuals B1 and C1 are divided into the first to third section sets and the fourth to sixth section sets and rearranged to regenerate the second generation. As shown in FIG. 6, individuals A2, B2, C2, and D2 are generated as individuals.

  That is, as shown in FIG. 6, an individual A <b> 2 and an individual B <b> 2 are generated when the groups of the fourth to sixth sections of the individual B <b> 1 and the individual C <b> 1 shown in FIG. 5 cross each other. In addition, as an elite preservation strategy, the individual C2 has the least gasoline in the first generation, and the individual B1 that satisfies the constraint condition is left as it is. The individual D2 has a combination in which the power supply in the fourth section of the individual C1 is greatly mutated.

  As a result, among the second generation individuals A2, B2, C2, and D2, the individual A2 has the least HEV and the least fuel consumption, and is used as, for example, the “optimal plan” according to the present invention in FIG. The Rukoto.

  For the second generation individuals generated in this way, “fitness evaluation” in step S2, “selection” in step S3, and “recombination of individuals” in step S4 are repeated until a predetermined end condition is reached. If it is determined in step S5 that the end condition has been reached, a more preferable individual can be obtained if an individual with the smallest fuel consumption at that time is designed as an optimized plan.

  Here, as the predetermined end condition, for example, a threshold value may be set for the number of repetitions of the processes of steps S2 to S4, and the end may be set when the number of times of the threshold value is repeated. However, the objective function may end when the threshold value is below the threshold.

  In the above description, the case where the vehicle speed is fixed and only the feeding power in the mode and the feeding section is set for simplification has been described. However, the acceleration in the EV mode, the constant speed in the EV mode, and the EV mode. Taking into account the types of vehicle speed, such as deceleration of the vehicle, acceleration in the HEV mode, constant speed in the HEV mode, and deceleration in the HEV mode, an optimal plan for the target vehicle speed and mode and power supply power can be established.

In addition, the power supply mode (power supply large and small) can be set only in the power supply section, so that individuals that cannot be realized in the next generation cannot be generated, and the number of optimization operations can be reduced.

In the above description, the fuel consumption amount up to the destination is used as the objective function. However, any value such as energy consumption, fuel consumption, CO ₂ emission amount, fuel cost, etc. may be used as the objective function. Further, not only the fuel consumption but also the objective function may be expressed by a sum of values weighted to items such as arrival time to the destination and power supply cost in the power supply section. By making an optimal plan with indicators including arrival time and power supply costs, it is possible to make a plan that prioritizes the items that the driver considers important. The weight of the objective function may be set for each driver.

  In the above description, the optimization method using the genetic algorithm has been described. However, optimization may be performed using dynamic programming or quadratic programming.

  Dynamic programming is a method that divides the target optimization problem into multiple subproblems, enumerates the solutions of the subproblems, finds a combination that satisfies the constraints and minimizes the objective function, and is an energy management method. When applied to the device, partial problems divided into certain sections are defined, and the combinations of travel modes and vehicle speeds that can be taken in each section are listed. From these combinations, a solution with the smallest fuel consumption is searched for while satisfying constraints such as the remaining battery charge and speed range. Unlike genetic algorithms, almost all possible combinations of vehicle speed and mode are listed, so the amount of computation increases.

  The quadratic programming method is a method in which an objective function and constraint conditions are all defined by a quadratic expression and a linear expression, and an optimal solution is obtained based on the mathematical expression. Since all the mathematical expressions are quadratic expressions or less, the maximum value and the minimum value are obtained when they are differentiated to 0, so that an optimal solution can be obtained by solving the differential equation.

  Returning to FIG. 1, the power supply facility transmitting unit 12 transmits information such as vehicle information, user ID, received power amount, vehicle speed plan, and the like to the road surface power supply facility 4. By transmitting the vehicle information, the user ID, and the amount of received power to the road surface power supply facility 4, the road surface power supply facility 4 can perform cost accounting management. In addition, by transmitting the vehicle speed plan, lane control can be performed so that the vehicle can pass at the planned vehicle speed even if there are other powered vehicles.

<Device operation>
Next, the operation of the vehicle energy management apparatus 1 according to Embodiment 1 will be described using the flowchart shown in FIG.

  First, the vehicle energy management device 1 acquires vehicle information such as the current location, vehicle speed, and battery charge state by the vehicle information acquisition unit 2 (step S101).

  Next, the route information acquisition unit 3 acquires route information such as the travel route to the destination, the gradient, and the road type (step S102).

  Next, the traveling power supply information acquisition unit 5 acquires information on the road surface power supply facility 4 (step S103).

  Next, the optimal plan calculation unit 6 determines whether or not the optimal plan calculation is necessary (step S104). If it is determined that the optimal plan calculation is not necessary, the process proceeds to step S106. Here, the optimum plan calculation is performed when the target vehicle speed and the vehicle speed acquired by the vehicle information acquisition unit 2 deviate by a certain threshold value or more, when the travel route is changed, or when the remaining battery level or the state of the road surface power supply equipment 4 is changed. If it has changed, it is determined that an optimal plan calculation is necessary. By determining whether or not the optimal plan calculation is necessary, the number of times of the optimal plan calculation can be reduced and the calculation load can be reduced.

  If it is determined in step S104 that the optimal plan calculation is necessary, the optimal plan calculation unit 6 makes a power train actuator driving necessity plan, a target vehicle speed plan, and a power receiving plan in the power feeding section (step S105).

  Next, the vehicle control instruction unit 7 gives a control instruction to actuators such as a motor, an engine, and a generator in accordance with a power train actuator driving necessity plan so that the target vehicle speed at the current location is reached (step S106).

  Next, the vehicle control instruction unit 7 gives a power reception control instruction to the power receiver 11 so as to obtain the power reception at the current location (step S107).

  Next, vehicle information is transmitted to the road surface power supply equipment 4 (step S108).

  Next, it is confirmed whether or not the vehicle has arrived at the destination. If the vehicle has arrived at the destination, the energy management is terminated. If the vehicle has not arrived, the processing from step S101 is repeated (step S109).

Embodiment 2. FIG.
<System configuration>
The configuration of the vehicle energy management device 1 according to the second embodiment of the present invention shown in FIG. 8 is different from the vehicle energy management device 1 according to the first embodiment shown in FIG. The difference is that a preceding vehicle information acquisition unit 13 that acquires preceding vehicle information such as a speed plan is provided.

  Further, the optimum plan calculation unit 6 uses the output information of the vehicle information acquisition unit 2, the route information acquisition unit 3, the traveling power supply information acquisition unit 5, and the preceding vehicle information acquisition unit 13 to consume fuel to the destination. A target vehicle speed plan that minimizes power consumption, a driving necessity plan for power train actuators such as a motor, an engine, and a generator, and a power receiving plan in a power feeding section are made. The vehicle information acquisition unit 2, the route information acquisition unit 3, the traveling power supply information acquisition unit 5, the vehicle control instruction unit 7, and the power supply facility transmission unit 12 are the same as those in the vehicle energy management apparatus 1 of the first embodiment. The description thereof is omitted.

  Here, the preceding vehicle information acquisition unit 13 may acquire the preceding vehicle information by inter-vehicle communication with the preceding vehicle, or may acquire the preceding vehicle information by communicating with an infrastructure server such as the VICS (registered trademark) described above. good.

  Note that the route of the preceding vehicle may be the route of the preceding vehicle only in the section where the route overlaps as compared with the route of the host vehicle acquired by the route information acquisition unit 3. Further, the preceding vehicle information may be only information on the vehicle that runs immediately before, or may be information on a plurality of preceding vehicles that run within a predetermined range from the host vehicle.

<Optimum plan>
Next, an example of the target vehicle speed plan, the power train actuator drive necessity plan, and the power reception plan of the power receiver 11 devised by the optimum plan calculation unit 6 will be described with reference to FIG. The conventional example does not consider the inter-vehicle distance with the preceding vehicle, and is the same as FIG.

  In FIG. 9, when the preceding vehicle is traveling, the target vehicle speed plan, the powertrain actuator driving necessity plan, and the power receiving plan in the power feeding section are collectively formulated in consideration of the inter-vehicle distance from the preceding vehicle. The optimum plan according to the second embodiment is shown, and the section from the starting point to the destination is divided into six sections, and the vehicle speed, remaining battery capacity, engine efficiency, inter-vehicle distance, and driving necessity plan in each section are shown. Show. In addition, the preceding vehicle of a prior art example is shown with the thin continuous line, and the optimal plan of the own vehicle is shown with the thick continuous line.

  In FIG. 9, in the section 1, the conventional example performs general acceleration, but in the optimum plan, the necessary energy is obtained due to the close distance between the preceding vehicle and the power feeding section 4 to the destination. Considering this, acceleration is performed more slowly than the conventional example.

  In section 2, the conventional example performs constant speed travel, but the EV travel is continued because of the remaining battery level. As a result, the remaining battery level is the lowest. In the optimal plan, the HEV mode is selected while the engine efficiency during acceleration is high, and the remaining battery level is increased.

  In section 3, the battery level in the conventional example decreased in section 2, so the HEV mode is selected at a vehicle speed with poor engine efficiency, that is, fuel efficiency. On the other hand, in the optimal plan, EV traveling is selected in a section where engine efficiency is poor, and fuel efficiency is improved.

  The section 4 is a power feeding section where the power feeding facility 4 exists. In the conventional example, since the traveling vehicle speed and the charge amount are determined based on the remaining battery level, the vehicle travels at a low speed, and thus power is supplied in excess of the remaining battery level necessary for arrival at the destination. On the other hand, in the optimum plan, the target vehicle speed and the received power are planned based on the remaining battery level and the inter-vehicle distance required to reach the end point of the destination section 6, so that the vehicle speed does not collide with the preceding vehicle. By controlling the power supply and limiting the power supply at the power supply facility to the minimum necessary amount, the cost can be reduced. In this example as well, the optimal plan is designed so that the remaining battery level is almost zero at the destination.

  In sections 5-6, both the conventional example and the optimal plan run on EV, but in the conventional example, excessive power is supplied in the power supply section, so the remaining battery level at arrival is greater than the optimal plan.

  By making such a target speed, a drive necessity plan, and a power reception plan, it is possible to travel with reduced fuel consumption even when the preceding vehicle is traveling.

  The optimal plan calculation unit 6 uses the objective function to minimize the fuel consumption to the destination, but the rolling resistance coefficient, vehicle weight, and air resistance coefficient necessary for calculating the fuel consumption that is the objective function. The travel resistance parameters such as the avant-garde projection area may be stored in the internal database by the optimal plan calculation unit 6 or may be acquired from the vehicle information acquisition unit 2 together with the vehicle speed information.

As a method for solving the optimization problem, a genetic algorithm, dynamic programming, or quadratic programming can be used as in the first embodiment, and the fuel to the destination is used as an objective function. In addition to consumption, any value such as energy consumption, fuel consumption, CO ₂ emission, and fuel cost may be used as the objective function.

Further, although the fuel consumption amount up to the destination is used as the objective function, any value such as energy consumption, fuel consumption, CO ₂ emission amount, fuel cost, etc. may be used as the objective function. In addition, the objective function may be represented by a certain weighted sum of not only the fuel consumption but also items such as arrival time to the destination, power supply cost in the power supply section, and inter-vehicle distance. By making an optimal plan with indicators including arrival time and power supply costs, it is possible to make a plan that prioritizes the items that the driver considers important. The weight of the objective function may be set for each driver.

<Device operation>
Next, the operation of the vehicle energy management apparatus 1 according to the second embodiment will be described using the flowchart shown in FIG.

  First, the vehicle energy management device 1 acquires vehicle information such as the current location, the vehicle speed, and the state of charge of the battery by the vehicle information acquisition unit 2 (step S201).

  Next, the route information acquisition unit 3 acquires route information such as the travel route to the destination, the gradient, and the road type (step S202).

  Next, the traveling power supply information acquisition unit 5 acquires information on the road surface power supply facility 4 (step S203).

  Next, the preceding vehicle information acquisition unit 13 acquires information on the preceding vehicle (step S204).

  Next, the optimal plan calculation unit 6 determines whether or not the optimal plan calculation is necessary (step S205). If it is determined that the optimal plan calculation is not necessary, the process proceeds to step S207. Here, the optimum plan calculation is performed when the target vehicle speed and the vehicle speed acquired by the vehicle information acquisition unit 2 deviate by a certain threshold or more, when the travel route is changed, or when the route of the preceding vehicle or the traveling of the preceding vehicle is performed. When the speed plan is changed, it is determined that the optimum plan calculation is necessary. By determining whether or not the optimal plan calculation is necessary, the number of times of the optimal plan calculation can be reduced and the calculation load can be reduced.

  If it is determined in step S205 that the optimal plan calculation is necessary, the optimal plan calculation unit 6 makes a power train actuator driving necessity plan, a target vehicle speed plan, and a power receiving plan in the power feeding section (step S206).

  Next, the vehicle control instruction unit 7 gives a control instruction to actuators such as a motor, an engine, and a generator in accordance with a powertrain actuator driving necessity plan so that the target vehicle speed at the current location is reached (step S207).

  Next, the vehicle control instruction unit 7 gives a power reception control instruction to the power receiver 11 so as to obtain the power reception at the current location (step S208).

  Next, vehicle information is transmitted to the road surface power supply equipment 4 (step S209).

  Next, it is confirmed whether or not the vehicle has arrived at the destination. If the vehicle has arrived at the destination, the energy management is terminated. If the vehicle has not arrived, the processing from step S201 is repeated (step S210).

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

  DESCRIPTION OF SYMBOLS 1 Vehicle energy management apparatus, 2 Vehicle information acquisition part, 3 Route information acquisition part, 4 Road surface feeding equipment, 5 Power supply information acquisition part during travel, 6 Optimal plan calculation part, 7 Vehicle control instruction part, 8 Motor, 9 Engine, DESCRIPTION OF SYMBOLS 10 Generator, 11 Electric power receiver, 12 Feeding equipment transmission part, 13 Prior vehicle information acquisition part.

Claims (8)

A vehicle energy management device that is mounted on a hybrid vehicle capable of supplying power from the road surface while traveling and manages the energy of the vehicle,
A vehicle information acquisition unit for acquiring vehicle information including information on a vehicle speed and a battery remaining amount of the vehicle;
A route information acquisition unit for acquiring route information to a destination divided into sections;
From the road surface power supply facility, through the power receiver, the in-travel power supply information acquisition unit that acquires the in-travel power supply information including information on the power supply section and the supplied power,
Based on the vehicle information, the route information, and the traveling power supply information, a target vehicle speed plan to the destination and a powertrain actuator of the vehicle to minimize the fuel consumption to the destination An optimal plan calculation unit for making a drive necessity plan;
A vehicle energy management device comprising: a vehicle control instruction unit that controls the power train actuator based on the target vehicle speed plan and the drive necessity plan. The optimal plan calculation unit includes:
In addition to the target vehicle speed plan and the driving necessity plan, the so the battery remaining amount at the destination is zero, according to claim 1, wherein the power receiver sets a receiving-plan that receives power from the road surface Vehicle energy management device. The power receiver not only receives power supply from the road surface power supply facility, but also has a power transmission function for supplying power from the vehicle to the road surface during traveling,
The optimal plan calculation unit includes:
The vehicle energy management device according to claim 1, wherein, in addition to the target vehicle speed plan and the drive necessity plan, a power reception plan in which the power receiver receives power from a road surface is established. The optimal plan calculation unit includes:
Using the fuel consumption to the destination as an objective function, solving the optimization problem with the vehicle information, the route information, and the traveling power supply information as constraints, the target vehicle speed plan, the driving necessity plan , and the vehicle energy management apparatus according to claim 2, make the receiving-plan. The optimal plan calculation unit includes:
Using the fuel consumption to the destination as an objective function, solving the optimization problem with the vehicle information, the route information, and the in-travel power supply information as constraints, the target vehicle speed plan and the driving necessity plan the vehicle energy management apparatus according to claim 3 to make a. It further has a preceding vehicle information acquisition unit for acquiring preceding vehicle information including the route of the preceding vehicle and the traveling speed plan,
The optimal plan calculation unit includes:
The vehicle information, the route information, and in addition to the travel during feeding information, the target vehicle speed plan based on the preceding vehicle information, the driving necessity plan, and to claim 2 or 4 sets the receiving-plan The vehicle energy management apparatus as described. It further has a preceding vehicle information acquisition unit for acquiring preceding vehicle information including the route of the preceding vehicle and the traveling speed plan,
The optimal plan calculation unit includes:
The vehicle energy management device according to claim 3, wherein the target vehicle speed plan and the drive necessity plan are set based on the preceding vehicle information in addition to the vehicle information, the route information, and the traveling power supply information. . The vehicle energy management device according to claim 1, wherein the power train actuator is a motor, an engine, or a generator.

Images