JP5936647B2 - Travel control device - Google Patents

Description

  The present invention relates to a travel control device, and more particularly, to a travel control device that manages a plurality of energy sources such as fuel energy and electric energy for driving a hybrid vehicle.

  For vehicles equipped with multiple energy sources such as fuel energy and electric energy, that is, hybrid vehicles that use the engine and motor as the driving source, the engine and motor modes that run with only the output of the motor and the output of the engine and motor are matched. There are various control modes, such as a mode in which the vehicle is running and a mode in which the generator is rotated by the output of the engine to store power or use it for driving the motor. The control method is programmed to reduce energy consumption as much as possible by so-called sequential control that calculates the output required for driving and selects the optimal control mode based on vehicle sensor information that detects the current vehicle state. ing.

  For example, Patent Document 1 discloses a method of selecting a power source that consumes substantially less fuel from among engine drive, motor drive, and engine drive + motor assist.

  Further, Patent Document 2 discloses a method of performing torque assist control with high fuel efficiency by distributing the excess and deficiency to the motor based on the fuel efficiency of the engine and the torque requested by the driver.

  Further, in Patent Document 3, even if the cooling capacity is secured while the engine is stopped, the engine is not started. If the cooling capacity cannot be secured, the engine is started and the cooling capacity is secured again. A technique for preventing unpleasant feelings due to repeated starting and stopping while preventing deterioration of fuel consumption, such as not immediately stopping the engine again, is disclosed.

  Further, Patent Document 4 discloses a technique for generating a control schedule in consideration of the surrounding environment and performing driving mode control in consideration of the surrounding environment by reducing engine driving sound and exhaust gas emission amount of the planned traveling route. It is disclosed.

Japanese Patent No. 3537810 Japanese Patent No. 3894105 Japanese Patent No. 3386044 Japanese Patent No. 5157862

  As described above, a technique for determining a driving mode by control in consideration of energy saving and influence on the surrounding environment in each vehicle is known, and a plurality of vehicles that perform these controls are similar on the same route. It is predicted that the vehicle travels in the travel mode. This is a prediction based on the recent situation that the number of vehicles equipped with a system such as a navigation device that sets a planned travel route in advance so that the destination can be reached in the shortest distance and the shortest time, When a plurality of vehicles travels in the same travel mode on the same route, there is a problem that in a certain section, there is a concern about the influence on the surrounding environment due to an increase in noise or an increase in exhaust gas concentration.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a travel control device for a vehicle that enables travel in consideration of the influence on the surrounding environment.

A travel control apparatus according to the present invention is a travel control apparatus for a vehicle including an engine and a motor as drive sources, and performs vehicle-to- vehicle communication with other vehicles in a predetermined area from the own vehicle to exchange vehicle information. A communication mode; a control mode determination unit that determines a control mode of the host vehicle so as to adjust an engine usage rate of the host vehicle based on the vehicle information obtained from the other vehicle by the communication unit; and the control Vehicle equipment control means for controlling the vehicle equipment of the host vehicle based on the control mode determined by the mode judging means.

According to the travel control device, the control of the host vehicle is performed so as to adjust the engine usage rate of the host vehicle based on the vehicle information obtained by performing inter-vehicle communication while traveling with another vehicle within a predetermined area. Since the mode is determined and the vehicle equipment of the host vehicle is controlled based on the determined control mode, it is possible to disperse the timing when the multiple vehicles travel while limiting the engine output and the engine start during traveling. In addition, it is possible to perform traveling control in consideration of the influence on the surrounding environment caused by noise and exhaust gas during traveling of a plurality of vehicles.

It is a block diagram which shows the structure of the traveling control apparatus of the vehicle of Embodiment 1 which concerns on this invention. It is a figure explaining the communicable area | region of the own vehicle and another vehicle. It is a block diagram which shows the structure of the control mode judgment means of Embodiment 1 which concerns on this invention. It is a figure which shows the relationship between the noise level with respect to engine speed, and an exhaust gas level. It is a figure which shows the relationship between the noise level with respect to a vehicle speed, and an exhaust gas level. It is a figure which shows the relationship between the noise level with respect to fuel injection quantity, and an exhaust gas level. It is a figure which shows the relationship between the noise level with respect to a torque, and an exhaust gas level. It is a figure which shows the relationship between the noise level with respect to an engine output, and an exhaust gas level. It is a flowchart which shows operation | movement of the traveling control apparatus of the vehicle of Embodiment 1 which concerns on this invention. It is a block diagram which shows the structure of the traveling control apparatus of the vehicle of Embodiment 2 which concerns on this invention. It is a block diagram which shows the structure of the control mode judgment means of Embodiment 2 which concerns on this invention. It is a flowchart which shows operation | movement of the traveling control apparatus of the vehicle of Embodiment 2 which concerns on this invention.

<Embodiment 1>
<Device configuration>
FIG. 1 is a block diagram showing the configuration of a vehicle travel control apparatus 100 using the engine and motor of Embodiment 1 according to the present invention as drive sources. As shown in FIG. 1, the travel control device 100 communicates with the other vehicle in the predetermined area from the own vehicle, and transmits and receives vehicle information, and the vehicle information obtained from the other vehicle by the communication unit 101. Based on the control mode determination unit 102 that determines the control mode of the host vehicle so as to adjust the engine utilization rate of the host vehicle, and based on the control mode determined by the control mode determination unit 102, Vehicle equipment control means 103 for controlling.

  The control mode determination unit 102 and the vehicle device control unit 103 are realized by an arithmetic device such as a CPU (Central Processing Unit) and a storage device such as a nonvolatile memory, and the communication unit 101 is a communication device controlled by the arithmetic device. It is realized by.

  Here, examples of the communication method of the communication unit 101 include short-range wireless communication represented by Bluetooth (registered trademark), ZigBee (registered trademark), and IEEE 802.11, but can transmit and receive with a plurality of vehicles during traveling. If there is, it is not limited to these.

  The vehicle information that the communication unit 101 obtains from other vehicles within a predetermined area is information including at least one of the engine speed, the vehicle speed, the fuel injection amount, the torque, and the engine output information. The communication unit 101 receives information including at least one of the engine speed, the vehicle speed, the fuel injection amount, the torque, and the engine output information of the host vehicle from the control mode determination unit 102. Send to the vehicle.

  These vehicle information are parameters directly related to the generation of noise and exhaust gas, and the noise level and exhaust gas level can be effectively calculated by using these vehicle information.

  In addition, the traveling control device according to the present invention functions by exchanging vehicle information between the own vehicle and other vehicles, and the number of vehicles equipped with the traveling control device according to the present invention increases so that the surroundings due to traveling of the vehicle The impact on the environment can be reduced.

  Here, in the predetermined area, for example, in the case of wireless communication using a vehicle-to-vehicle, as in the area CR represented by a semicircular area centered on the own vehicle VC shown in FIG. This corresponds to the communicable area where communication with the vehicle OVC is possible.

  Next, the detailed configuration of the control mode determination unit 102 will be described with reference to the block diagram of FIG. As shown in FIG. 3, the control mode determination unit 102 includes a noise level calculation unit 200 that calculates a noise level of another vehicle, a noise level allowable value storage unit 201 that stores a noise level allowable value, and an exhaust gas of the other vehicle. An exhaust gas level calculation unit 202 for calculating a level, an exhaust gas level allowable value storage unit 203 for storing an exhaust gas level allowable value, an engine utilization rate calculation unit 204, and a control mode determination unit 205 are provided.

  The outputs of the noise level calculation unit 200, the noise level allowable value storage unit 201, the exhaust gas level calculation unit 202, and the exhaust gas level allowable value storage unit 203 are given to the engine usage rate calculation unit 204, and the output of the engine usage rate calculation unit 204 Is supplied to the control mode determination unit 205, and the vehicle device is controlled by the vehicle device control means 103 based on the control mode determined by the control mode determination unit 205 using the output. Information can be directly exchanged between the communication unit 101 and the engine utilization rate calculation unit 204.

  The noise level calculation unit 200 acquires at least one of the engine speed, the vehicle speed, the fuel injection amount, the torque, and the engine output information from another vehicle in a predetermined area centered on the host vehicle via the communication unit 101, The noise level of the other vehicle is calculated based on the information. As a calculation method, a calculation may be performed using a physical formula, or a map showing a relationship between each information and a noise level may be prepared in advance and obtained based on the map.

  As an example of calculation using a physical formula, there is a calculation of multiplying the engine speed by a predetermined gain as shown in the following formula (1).

  In the above formula (1), α1 represents a gain and β1 represents an offset amount.

  In addition, although the example which calculates a noise level based on an engine speed above was demonstrated, you may calculate based on a vehicle speed, fuel injection amount, torque, and an engine output.

  On the other hand, as an example derived based on the map, it is conceivable to use maps as shown in FIGS. FIG. 4 is a map showing the relationship between the noise level [dB] and the exhaust gas level [g / km] with respect to the engine speed [rpm]. The noise level and the exhaust gas level increase as the engine speed increases. The characteristic of becoming higher is shown.

  FIG. 5 is a map showing the relationship between the noise level [dB] and the exhaust gas level [g / km] with respect to the vehicle speed [km / h]. The noise level increases as the vehicle speed increases. The gas level has a characteristic that it is higher when the vehicle speed is rather low.

  FIG. 6 is a map showing the relationship between the noise level [dB] and the exhaust gas level [g / km] with respect to the fuel injection amount [cc / min]. The exhaust gas level increases as the fuel injection amount increases. Although it increases, the characteristic that the noise level is saturated somewhere is shown.

  FIG. 7 is a map showing the relationship between the noise level [dB] and the exhaust gas level [g / km] with respect to the torque [Nm]. The noise level and the exhaust gas level increase as the torque increases. The characteristics of the increase are different between the two.

  FIG. 8 is a map showing the relationship between the noise level [dB] and the exhaust gas level [g / km] with respect to the engine output [kW]. The noise level and the exhaust gas level increase as the torque increases. The increase characteristics are similar in both cases.

  As described above, the noise level calculation unit 200 obtains the noise level of the other vehicle based on information obtained from the other vehicle, such as the engine speed, the vehicle speed, the fuel injection amount, the torque, and the engine output information. Since other types of vehicles are included, the noise level obtained based on the above information includes a certain amount of error.

  The noise level tolerance stored in the noise level tolerance storage unit 201 is a value determined for each type of region and reference time zone, and is a value corresponding to the environmental standards related to noise of the Ministry of the Environment. .

  In addition, according to the environmental standards, regional types are AA: areas where medical facilities and social welfare facilities are gathered and installed, especially areas that require calmness, A: areas that are exclusively used for housing, B: Three areas, mainly for residential use, C: Three areas for commercial, industrial use, etc., together with a considerable number of residences.

  The standard time zone corresponds to the time division in the environmental standard. According to the environmental standard, the daytime is from 6 am to 10 pm and the night is from 10 pm to 6 am on the following day. Between.

  The noise level allowable value may be a configuration in which the control mode determination unit 102 originally has a value in the noise level allowable value storage unit 201, or may be a navigation device or a Vehicle Information and Communication System ( A configuration may be employed in which the value is obtained from a communication system such as VICS (registered trademark), stored in the noise level allowable value storage unit 201, and the value is updated as needed.

  In addition, for a region facing a road having a lane equal to or greater than a predetermined lane and a space close to a road carrying main traffic, a special reference value of the environmental standard may be used as a noise level allowable value.

  The exhaust gas level calculation unit 202 acquires at least one of the engine speed, the vehicle speed, the fuel injection amount, the torque, and the engine output information from another vehicle in a predetermined region centered on the host vehicle via the communication unit 101, An exhaust gas level is calculated based on the information. As a calculation method, a calculation may be performed using a physical equation, or a map showing a relationship between each information and the exhaust gas level may be prepared in advance and obtained based on the map.

  As an example of calculation using a physical formula, there is a calculation of multiplying the engine speed by a predetermined offset amount as shown in the following formula (2).

  In the above equation (2), α2 represents a gain and β2 represents an offset amount.

  In the above description, the exhaust gas level is calculated based on the engine speed. However, the exhaust gas level may be calculated based on the vehicle speed, the fuel injection amount, the torque, and the engine output.

  On the other hand, as an example derived based on the map, maps as shown in FIGS. 4 to 8 may be used. Since the map has been described above, description thereof will be omitted.

  Here, there are three types of exhaust gas, exhaust gas, blow-by gas, and evaporative gas. Any component of the exhaust gas may be used as long as it is an air pollutant included in these three types.

  The exhaust gas level allowable value stored in the exhaust gas level allowable value storage unit 203 is a value corresponding to the automobile exhaust gas regulation value defined by the Japan Automobile Manufacturers Association, but is a map of a navigation device or the like. Information related to the recommended exhaust gas level suppression facility, the recommended exhaust gas level suppression area, and the section information may be obtained from a device that provides information, and the value stored in the allowable exhaust gas level storage unit 203 may be changed.

  That is, the exhaust gas level allowable value storage unit 203 stores the exhaust gas level allowable value corresponding to the automobile exhaust gas regulation value. If the planned travel route of the host vehicle is determined in advance, that route is stored. Information regarding recommended facilities for suppressing exhaust gas levels, information on recommended areas for suppressing exhaust gas levels, and section information are obtained, and an allowable exhaust gas level corresponding to each is set by the control mode determination means 102, and the allowable exhaust gas level is set. It may be changed. The calculation for this change can be calculated by, for example, multiplying the original exhaust gas level allowable value by a coefficient corresponding to the exhaust gas level suppression recommended facility, the exhaust gas level suppression recommended area, and the section. This calculation is executed by a calculation device (not shown) that realizes the control mode determination means 102.

  Here, the recommended exhaust gas level control facility is a facility that is recommended to avoid exhaust emission by vehicles etc. around the facility, for example, hospital, school, kindergarten, nursery school, park, etc. .

  In addition, the recommended exhaust gas level control areas and compartments are caused by harmful effects on human health (having a bad influence on respiratory organs), living environment, animals and plants, due to the air being polluted by human and economic activities. Applicable areas, administrative divisions, etc. that are likely to occur.

  The engine utilization rate calculation unit 204 obtains the noise level calculation result from the noise level calculation unit 200, the noise level allowable value from the noise level allowable value storage unit 201, and the exhaust gas level calculation result from the exhaust gas level calculation unit 202. The exhaust gas level allowable value is obtained from the exhaust gas level allowable value storage unit 203, and the engine utilization rate is determined based on the difference between the noise level and the noise level allowable value, and the difference between the exhaust gas level and the exhaust gas level allowable value. Calculate.

  Here, a method of calculating the engine utilization rate will be described. The engine usage rate is defined as a minimum value of the engine usage rate A obtained from noise and the engine usage rate B obtained from exhaust gas, and is defined by at least one of engine speed, torque, and engine output.

  That is, the engine utilization rate A is calculated by adding the noise level tolerance obtained from the noise level tolerance storage unit 201 and the noise level of the other vehicle obtained by the noise level calculator 200 (the other vehicle for which the noise level has been obtained). If there is one, only the value is determined as the maximum possible noise. The calculation is represented by the following mathematical formula (3).

  Then, by using the information of the maximum noise that can be obtained by the above formula (3), the maximum available engine speed, torque, and engine output are calculated from the maps shown in FIGS. 4, 7, and 8, respectively. Any one of them is determined as the engine utilization rate A.

  The engine utilization rate B is calculated by adding the exhaust gas level tolerance obtained from the exhaust gas level tolerance storage unit 203 and the exhaust gas level of the other vehicle obtained by the exhaust gas level calculation unit 202 (determining the exhaust gas level). If there is only one other vehicle, only that value) is determined to determine the maximum possible exhaust gas. The calculation is expressed by the following mathematical formula (4).

  Then, using the information of the maximum possible exhaust gas calculated by the above formula (4), any of the maximum available engine speed, torque, and engine output can be obtained from the maps shown in FIGS. To obtain the engine utilization rate B.

  The engine usage rate calculation unit 204 sets the smaller one of the engine usage rate A and the engine usage rate B as the final engine usage rate and outputs it as engine usage information.

  The engine output can also be calculated from the engine speed and torque by the following formula (5).

  As the engine usage rate, any of engine speed, torque, and engine output may be used, but the same type of information is used for the engine usage rate A and the engine usage rate B in order to compare the magnitudes.

  Note that the engine usage rate calculation unit 204 is configured to generate a maximum occurrence when at least one of the other vehicle noise level total value of Formula (3) and the other vehicle exhaust gas level total value of Formula (4) exceeds an allowable value. When at least one of the possible noise and the maximum possible exhaust gas has a negative value, a result indicating that the engine cannot be used is output as engine usage information.

  The control mode determination unit 205 obtains engine usage information from the engine usage rate calculation unit 204, and determines control modes such as engine driving, motor driving, power generation by a generator, and combinations thereof based on the engine usage information.

  Specific control modes include “engine mode” for engine drive only, “EV mode” for motor drive only, “HEV mode” for engine drive and motor drive (motor assist), engine drive and power generation by generator “Generation mode” for performing motors, “Regeneration mode” for generating power by motor drive and generator, “Series mode” for performing engine drive and power generation by motor and motor drive (engine is required to use the generator) and There is a “coasting running mode” in which driving is performed by inertia without driving or regenerating.

  For example, when the engine output is used as the engine usage rate and the host vehicle is currently running in the “engine mode”, the engine output approaches the engine usage rate output by the engine usage rate calculation unit 204. “HEV mode” is determined as the control mode. When the engine usage rate calculation unit 204 outputs a result indicating that the engine cannot be used as engine usage information, the control mode determination unit 205 determines “EV mode” as the control mode.

  Then, the vehicle device control means 103 controls the vehicle device 120 (FIG. 1) so that the host vehicle is driven in the determined control mode according to the control mode determined by the control mode determination unit 205 in the control mode determination means 102. .

<Operation>
Next, the vehicle control operation of the travel control device 100 will be described using the flowchart shown in FIG.

  When the operation flow of the travel control device 100 is started by starting the vehicle (system) or the like, first, in step S101, the communication unit 101 searches for whether there is another vehicle in a predetermined area centered on the own vehicle. Then, it is determined whether another vehicle is detected. If another vehicle is detected, the process proceeds to step S102. If no other vehicle is detected, the process proceeds to step S110 with the current control mode. The presence / absence of another vehicle may be determined by, for example, issuing a response request signal from the communication unit 101 and determining whether or not there is a vehicle responding thereto, or conversely, receiving a response request signal issued by another vehicle. You may judge by.

  In step S102, the control mode determination unit 102 acquires information including at least one of the engine speed, the vehicle speed, the fuel injection amount, the torque, and the engine output information from another vehicle in the predetermined region via the communication unit 101. The process proceeds to step S103.

  In step S103, the noise level calculation unit 200 calculates a noise level (total value of other vehicle noise levels) based on the information acquired in step S102. When the calculation is completed, the process proceeds to step S104.

  In step S104, the engine usage rate calculation unit 204 compares the noise level calculated in step S103 with the noise level tolerance stored in the noise level tolerance storage unit 201, and compares the noise level with the noise level tolerance. If the level is high, the process proceeds to step S108, and if the noise level is lower, the process proceeds to step S105.

  In step S105, the exhaust gas level calculation unit 202 calculates the exhaust gas level (total value of other vehicle exhaust gas levels) based on the information acquired in step S102. When the calculation is completed, the process proceeds to step S106.

  In step S106, the engine utilization rate calculation unit 204 compares the exhaust gas level calculated in step S105 with the exhaust gas level allowable value stored in the exhaust gas level allowable value storage unit 203, and the exhaust gas level allowable value. If the exhaust gas level is higher than the above, that is, if the result that the engine cannot be used is obtained, the process proceeds to step S108, and if the exhaust gas level is lower, the process proceeds to step S107.

  In step S107, the engine utilization rate calculation unit 204 calculates the difference between the noise level calculated in step S103 and the noise level allowable value stored in the noise level allowable value storage unit 201, and the exhaust gas level and emission calculated in step S105. Based on the difference from the exhaust gas level allowable value stored in the gas level allowable value storage unit 203, the engine utilization rate is calculated. When the calculation is completed, the process proceeds to step S109.

  On the other hand, in step S108, the control mode determination unit 205 detects whether the current host vehicle is using the engine. If the engine is in use, the process proceeds to step S109. If the engine is not in use, the process proceeds to step S110 with the current control mode.

  In step S109, the control mode determination unit 205 obtains engine usage information from the engine usage rate calculation unit 204, and based on the information, “engine mode”, “EV mode”, “HEV mode”, “power generation mode”. Then, any one of “regeneration mode”, “series mode” and “coasting running mode” is determined, and the process proceeds to step S110.

  In step S110, a series of vehicle control operations are completed by controlling the vehicle device 120 (FIG. 1) so that the host vehicle is driven in the control mode determined in step S109 or in the current control mode. The operation is repeated periodically until the engine key of the host vehicle is turned off.

  As described above, according to the travel control device 100 of the first embodiment of the present invention, the use of the engine of the host vehicle based on the vehicle information obtained from other vehicles in the predetermined area by the vehicle-to-vehicle communication during travel. Since the rate is adjusted, it is possible to disperse the timing of engine startup while multiple vehicles limit the engine output and the engine start while running, so that the surrounding environment due to noise and exhaust gas while running multiple vehicles Travel control that takes into account the effects of

  As an example of the effect of distributing the timing of starting the engine while traveling, for example, a car traveling 100 m ahead of the host vehicle switches the engine from “EV mode” to “engine mode” at point A and starts the engine. In this case, if the host vehicle is traveling at a speed of 50 km / h, the host vehicle does not start the engine when passing the point A, and the start timing is shifted by 10 seconds. As a result, the engine starting point can be shifted from the point A by about 140 m, the concentration of the vehicle starting the engine at the point A is suppressed, and the effect of reducing noise and exhaust gas associated with starting the engine can be obtained.

  In addition, the effect which considered the influence on surrounding environment becomes higher by making the said point A correspond to an exhaust gas level suppression recommendation facility, an exhaust gas level suppression recommendation area, and a division.

<Embodiment 2>
<Device configuration>
FIG. 10 is a block diagram showing a configuration of a vehicle travel control apparatus 200 using the engine and motor of Embodiment 2 according to the present invention as drive sources. As illustrated in FIG. 10, the travel control device 200 includes a travel route in addition to the communication unit 101, the control mode determination unit 102 </ b> A, and the vehicle device control unit 103 of the travel control device 100 described with reference to FIG. 1 in the first embodiment. Calculation means 104 and energy planning means 105 are further provided.

  The travel route calculation unit 104 calculates the travel route of the vehicle and gives it to the control mode determination unit 102 and the energy plan planning unit 105.

  The energy plan drafting means 105 formulates an optimum plan for the energy consumption of the drive source consumed in accordance with the device control of the host vehicle on the travel route calculated by the travel route calculation means 104 and gives it to the control mode determination means 102A. At the same time, engine usage information is received from the control mode determination means 102A. The communication unit 101 and the vehicle equipment control unit 103 have the same basic configuration and operation as the travel control device 100 of the first embodiment, and thus description thereof is omitted.

  The travel control device 200 uses travel route information from the departure point to the arrival point, departure time and estimated arrival time, road gradient information of the travel route, road attributes, and predicted speed information, which are output from the travel route calculation unit 104.

  The energy planning means 105 calculates the energy consumption required for the host vehicle to travel on the travel route based on the output of the travel route calculation means 104, and before or during the travel of the host vehicle, This is a part for making a control plan for the equipment of the host vehicle so as to satisfy a preset target value at (the final point of the travel route), and is realized by an arithmetic device such as a CPU.

  More specifically, as the function of the energy planning means 105, energy required for traveling of the host vehicle is calculated from road gradient information and predicted speed of the travel route, vehicle specification information (vehicle weight, travel resistance coefficient, etc.). The engine, the motor, and the generator start-up plan are made so as to minimize the fuel consumption while calculating and further ensuring the necessary travel energy necessary for the travel of the host vehicle.

  For example, in the energy planning means 105, before going uphill, by making a power generation plan so that the electric power required for the uphill is generated in a region where regenerative energy is generated or a region where engine efficiency is good, Sometimes it is possible to drive the engine in an operating region with good fuel consumption efficiency by assisting with a motor. Also, before going downhill, you can plan not to use the engine on the downhill, but to run on the motor alone, which not only reduces fuel consumption but also regenerates power to limit the battery charge. Can not be charged to the battery, and waste such as discarding kinetic energy as heat of the hydraulic brake can be suppressed.

  Next, the detailed configuration of the control mode determination unit 102A will be described with reference to the block diagram of FIG. As shown in FIG. 11, the control mode determination unit 102A includes a noise level calculation unit 200 that calculates a noise level of another vehicle, a noise level tolerance storage unit 201 that stores a noise level tolerance, and an exhaust gas level of the other vehicle. Is provided with an exhaust gas level calculation unit 202, an exhaust gas level allowable value storage unit 203 for storing an exhaust gas level allowable value, an engine utilization rate calculation unit 204, and a control mode determination unit 205. The noise level calculation unit 200, the noise level allowable value storage unit 201, the exhaust gas level calculation unit 202, the exhaust gas level allowable value storage unit 203, and the engine usage rate calculation unit 204 are the same as the control mode determination unit 102A of the first embodiment. Since the basic configuration and operation are the same, the description is omitted.

  As in the first embodiment, the control mode determination unit 205 obtains engine usage information from the engine usage rate calculation unit 204 and determines control modes such as engine driving, motor driving, power generation by a generator, and combinations thereof. In addition to this, the output of the travel route calculation means 104 is received, the engine utilization information calculated by the engine utilization rate calculation unit 204 is notified to the energy planning means 105, and re-planning is instructed.

<Operation>
Next, the vehicle control operation of the travel control device 200 will be described using the flowchart shown in FIG.

  When the operation flow of the travel control device 200 is started by starting the vehicle (system) or the like, first, in step S201, a travel route to the destination is searched by inputting the destination to the travel route calculation means 104. The destination may be input by the user of the vehicle using the user interface, or the travel route calculation means 104 estimates the destination based on the travel history information so far and sets it to itself. You may do it. When the search for the travel route ends, the process proceeds to step S202.

  In step S <b> 202, the energy planning unit 105 obtains information related to the energy consumption of the host vehicle on the travel route from the travel route calculation unit 104. For example, road type (whether it is an expressway or a general road) information, altitude information, average vehicle speed information for each road type, and the like are obtained. These pieces of information are possessed by the navigation device, and can be obtained by linking the travel route calculation means 104 with the navigation device or configuring it as a part of the function of the navigation device. When these pieces of information are obtained, the process proceeds to step S203.

  In step S <b> 203, the energy planning unit 105 calculates the energy consumption necessary to run the travel route. First, the required travel energy is calculated by the following formulas (6) to (10) from energy consumption related information such as road gradient and average vehicle speed and vehicle specification information.

Equation (6) is an equation for calculating the force F _Grad that the road gradient (inclination angle θ) acts on the vehicle, m is the vehicle weight, and g is the gravitational acceleration.

Expression (7) is an expression for calculating a force F _Roll that the rolling resistance acts on the vehicle, and C _Roll is a rolling resistance coefficient.

Formula (8) is a formula for calculating the force F _{Air on} which the air resistance acts on the vehicle, ρ is the air density, CCD is the air resistance coefficient, CFA is the front projected area of the vehicle, and V is the vehicle speed.

Equation (9) is an equation for calculating the force FA _cc that the acceleration resistance acts on the vehicle.

  The formula (10) is a formula for calculating the energy E per unit time, and the energy consumption per unit time of the host vehicle can be calculated based on the calculation results in the formulas (6) to (9). it can.

  As described in the first embodiment, the control modes include “engine mode”, “EV mode”, “HEV mode”, “power generation mode”, “regeneration mode”, “series mode”, and “coasting running mode”. For example, when traveling in the “EV mode”, all the necessary travel energy is covered by electricity, so the fuel consumption is 0, and the power consumption is the necessary travel energy multiplied by the efficiency of the motor and inverter. Value. The efficiency of the motor or inverter may be obtained using a physical equation or may be obtained using a data map.

  On the other hand, when driving in the “engine mode”, all the required driving energy is covered by fuel, so the power consumption is 0, the fuel consumption is calculated from, for example, torque and engine speed, and the output and fuel consumption It can be calculated using a fuel consumption rate map called BSFC (Brake Specific Fuel Consumption) representing the relationship.

  When driving in the “HEV mode”, for example, the fuel consumption from the BSFC is based on the premise that the engine selects the torque and the rotational speed at which the engine works most efficiently for the required driving energy. The amount is calculated, and the power consumption is calculated as the remaining energy is secured by the motor.

  In the “power generation mode”, the power consumption and the fuel consumption are calculated on the assumption that the engine has selected the torque and the rotational speed at which the engine works most efficiently, and that the power is generated with the surplus output.

  In the “regenerative mode”, the same calculation as in the EV mode is performed, but the result is reversed, and in the “inertial travel mode”, both the power consumption and the fuel consumption are zero.

  In the case of “series mode”, the calculation is such that “EV mode” and “power generation mode” are combined.

  In the energy planning means 105, for example, the fuel consumption is minimized so that the energy consumption at the time of running through the route becomes a target value based on the fuel consumption and the power consumption obtained as described above. An energy consumption plan including a vehicle equipment control plan is created. After creating this plan, the process proceeds to step S204.

  Here, the control plan of the vehicle device is to allocate which energy source is secured among the plurality of energy sources (engine, motor, generator) of the vehicle, as the required travel energy in the travel route, Before going uphill, generate power at the timing of power generation and charge the battery.When going uphill, drive the motor to reduce fuel consumption. Before going downhill, Since the amount of electric power obtained by regeneration can be predicted, the plan is to use the electric power of the battery for traveling and air conditioning to the extent that the amount of charge of the battery does not reach the upper limit during regeneration.

  In step S204, the communication means 101 searches for whether there is another vehicle in a predetermined area centered on the own vehicle, and determines whether another vehicle has been detected. If another vehicle is detected, the process proceeds to step S205. If no other vehicle is detected, the process proceeds to step S215 with the current control mode.

  The operations in steps S205 to S211 are the same as the operations in steps S102 to S108 described with reference to FIG. In step S211, the control mode determination unit 205 detects whether the current host vehicle is using the engine. If the engine is being used, the process proceeds to step S212. If not, the current control plan is maintained and the process proceeds to step S214.

  In step S <b> 212, the control mode determination unit 205 acquires engine usage information from the engine usage rate calculation unit 204, and notifies the energy planning unit 105 of the engine usage information. When the notification ends, the process proceeds to step S213.

  In step S213, the control mode determination unit 205 obtains the engine usage information from the engine usage rate calculation unit 204 and the vehicle equipment control plan from the energy planning means 105, and based on the information and the plan, “engine mode” ”,“ EV mode ”,“ HEV mode ”,“ power generation mode ”,“ regeneration mode ”,“ series mode ”, and“ coasting running mode ”are determined, and the process proceeds to step S214.

  In step S214, a series of vehicle control operations are completed by controlling the vehicle device 120 (FIG. 1) so that the host vehicle is driven in the control mode determined in step S213 or the current control mode. The operation is periodically repeated until the engine key of the host vehicle is turned off, and the control mode determination unit 205 instructs the energy plan planning unit 105 to re-plan the energy plan (step S215).

  The control mode determination unit 205 determines that the engine is being used in step S211 even though it is determined in step S211 that the engine is not being used, or the result that the engine is not usable is obtained in step S209. Even in this case, the energy planning means 105 is instructed to re-plan the energy plan.

  As described above, according to the vehicle travel control apparatus 200 according to Embodiment 2 of the present invention, based on the vehicle information obtained from other vehicles in the predetermined area by the vehicle-to-vehicle communication during traveling, Since the engine utilization rate is adjusted, it is possible to disperse the timing of engine startup while multiple vehicles are limiting the engine output and the start of the engine while running, so the surroundings due to noise and exhaust gas while running multiple vehicles Travel control that takes into account the impact on the environment is possible.

  Even if there is a travel route plan for the host vehicle, the control plan for the vehicle and on-vehicle equipment is designed so that the energy consumption of the host vehicle is as small as possible. Further reduction is possible.

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

  DESCRIPTION OF SYMBOLS 100,200 Travel control apparatus, 101 Communication means, 102 Control mode judgment means, 103 Vehicle equipment control means, 104 Travel route calculation means, 105 Energy planning means, 200 Noise level calculation part, 201 Noise level tolerance storage part, 202 Exhaust gas level calculation unit, 203 Exhaust gas level allowable value storage unit, 204 Engine utilization rate calculation unit, 205 Control mode determination unit.

Claims (7)

A vehicle travel control device including an engine and a motor as drive sources,
Communication means for performing vehicle-to- vehicle communication while traveling with other vehicles in a predetermined area from the own vehicle;
Control mode determination means for determining a control mode of the host vehicle so as to adjust an engine utilization rate of the host vehicle based on the vehicle information obtained from the other vehicle by the communication unit;
A vehicle control device comprising: vehicle device control means for controlling a vehicle device of the host vehicle based on the control mode determined by the control mode determination means. The control mode determination means includes
A noise level calculator for calculating a noise level of the other vehicle based on the vehicle information;
An exhaust gas level calculation unit that calculates an exhaust gas level of the other vehicle based on the vehicle information;
An engine usage rate calculating unit that calculates an engine usage rate of the host vehicle based on the noise level and the exhaust gas level and their allowable values, and outputs the calculated engine usage rate;
The travel control device according to claim 1, further comprising: a control mode determination unit that determines a control mode of the host vehicle based on the engine usage information output by the engine usage rate calculation unit. The engine utilization rate calculator is
The travel control device according to claim 2, wherein when at least one of the noise level and the exhaust gas level exceeds an allowable value, a result indicating that the host vehicle cannot use the engine is output as the engine usage information. Travel route calculation means for calculating the travel route of the host vehicle;
Energy planning means for creating an energy consumption plan of the drive source that is consumed in conjunction with device control of the host vehicle in the travel route, and
The energy planning means is:
Based on the road gradient information of the travel route given from the travel route calculation means, the predicted speed of the host vehicle, and the specification information of the host vehicle, the energy required for the travel of the host vehicle is calculated, The travel control device according to claim 1, wherein the energy consumption plan including a control plan for the vehicle device is created so as to minimize fuel consumption while securing necessary travel energy necessary for travel. The control mode determination means includes
A noise level calculator for calculating a noise level of the other vehicle based on the vehicle information;
An exhaust gas level calculation unit that calculates an exhaust gas level of the other vehicle based on the vehicle information;
An engine usage rate calculating unit that calculates an engine usage rate of the host vehicle based on the noise level and the exhaust gas level and their allowable values, and outputs the calculated engine usage rate;
5. A control mode determining unit that determines a control mode of the host vehicle based on the engine usage information output by the engine usage rate calculating unit and the energy consumption plan output by the energy planning unit. The travel control device described. The engine utilization rate calculator is
When at least one of the noise level and the exhaust gas level exceeds the allowable value, the own vehicle outputs a result that the engine cannot be used as the engine use information,
The control mode determination unit
The travel control device according to claim 5, wherein when the result indicating that the engine cannot be used is received as the engine use information, the energy planning unit is instructed to re-plan the energy consumption plan. The vehicle information obtained from the other vehicle by the communication means is:
The vehicle travel control apparatus according to claim 1, comprising at least one of engine speed, vehicle speed, fuel injection amount, torque, and engine output information.

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