JP5201013B2 - Temperature adjustment device, temperature adjustment method, and temperature adjustment program - Google Patents

Description

  The present invention relates to a temperature adjustment device, a temperature adjustment method, and a temperature adjustment program.

  Conventionally, various technologies that use electric power stored in a rechargeable battery mounted on a vehicle have been developed. For example, in Patent Document 1, regenerative power generated in a state where charging of the rechargeable battery is restricted, such as when the rechargeable battery is at a low temperature or when the rechargeable battery is fully charged, is supplied to the heat pump to warm up the rechargeable battery. Techniques to do this are disclosed.

JP 2007-284011 A

In the conventional technique, warm-up is performed using regenerative power generated in a state where charging to the rechargeable battery is restricted. Therefore, charging to the rechargeable battery is actually restricted, and regenerative power is generated and surplus occurs. Warm-up can be performed only in a state where power is used, and warm-up cannot be performed in other states. However, the in-vehicle device to be temperature-adjusted must have an appropriate temperature at the time when the on-vehicle device is actually used, and if the timing for performing temperature adjustment is limited, It is difficult to adjust the temperature so as to be an appropriate temperature when actually used.
This invention is made | formed in view of the said subject, and it aims at adjusting so that it may become suitable temperature at the time of the onboard equipment of temperature adjustment object being utilized.

  In order to achieve the above object, in the present invention, a regenerative surplus generation section and a hybrid travel section immediately after the motor travel section are specified based on the planned travel route of the vehicle. Then, select the vehicle-mounted device for temperature adjustment from the vehicle-mounted devices mounted on the vehicle according to the positional relationship between the start point of the regeneration surplus generation section and the start point of the hybrid travel section, and generate in the regeneration surplus generation section The amount of electric power with the upper limit of the amount of surplus electric power to be supplied is supplied to the on-vehicle device to be temperature adjusted to adjust the temperature.

  That is, the vehicle according to the present invention is a hybrid vehicle equipped with an electric motor and an internal combustion engine, and sections other than the motor traveling section where the electric motor can be operated without operating the internal combustion engine are hybrid traveling sections (internal combustion engine and electric motor). And a section in which one or both of them are operated. Generally, in a state where the internal combustion engine is in operation, the temperature of the vehicle-mounted device that is a predetermined temperature adjustment target is adjusted by the rotational driving force of the internal combustion engine, the heat around the internal combustion engine, and the like. For example, the temperature of the internal combustion engine itself increases due to the rotational driving force of the internal combustion engine, the heat around the internal combustion engine, and the like, and the temperature of the exhaust gas purification device increases. On the other hand, a rechargeable battery that is operated in the motor traveling section has little energy such as heat around the rechargeable battery that can be used in conjunction with the operation of the rechargeable battery, and is charged when the temperature of the vehicle-mounted device is adjusted by the rechargeable battery. Temperature adjustment is performed by consuming electric power stored in the battery. Further, when the vehicle starts hybrid travel, the internal combustion engine can function as an energy source for temperature adjustment, so that the need for temperature adjustment by the rechargeable battery is reduced. Therefore, in the present invention, when adjusting the temperature of the vehicle-mounted device in the electric motor traveling section, temperature adjustment is performed when surplus power is generated.

  Furthermore, if the power supply to the OBE is stopped after adjusting the temperature of the OBE, the adjusted temperature fluctuates. Therefore, after adjusting the temperature of the OBE, the temperature is not adjusted over a long period of time. When reaching the starting point, significant temperature adjustment cannot be performed for the vehicle-mounted device. Furthermore, since surplus power is generated in the regenerative surplus generation section, the total amount of regenerative power generated from the start point to the end point of the regenerative surplus generation section becomes the upper limit of the surplus power amount, and the start point of the regenerative surplus generation section can be used It becomes an indicator of the amount of surplus electricity. Therefore, the positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is an index indicating whether or not significant temperature adjustment can be performed for various vehicle-mounted devices. Therefore, in the present invention, the on-board device to be temperature-controlled is selected from the on-board devices mounted on the vehicle according to the positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section. For this reason, by performing temperature adjustment before reaching the starting point of the hybrid travel section (motor travel section), an onboard device capable of performing significant temperature adjustment can be selected as a temperature adjustment target.

  Furthermore, in the present invention, the amount of surplus power generated in the regeneration surplus generation section is specified by specifying the regeneration surplus generation section in advance based on the planned travel route. For this reason, it is possible to specify the surplus power in advance before the vehicle reaches the starting point of the regeneration surplus generation section. Therefore, the temperature of each vehicle-mounted device that can be adjusted by the surplus power amount can be specified based on the rising temperature per electric power supplied to each vehicle-mounted device to be temperature-adjusted. Therefore, based on the positional relationship between the start point of the regeneration surplus generation section and the start point of the hybrid travel section, the amount of power supplied to the vehicle-mounted device is appropriately adjusted so that the temperature is appropriate at the start point of the hybrid travel section. Moreover, you may select the onboard equipment used as temperature object.

  Here, the regenerative surplus generation section specifying means only needs to be able to specify the regenerative surplus generation section where regenerative power is generated in the electric motor in a state where charging to the rechargeable battery is restricted based on the scheduled travel route. That is, when traveling along the planned travel route, regenerative power is generated, but if it is in a state where it cannot be charged even if it is intended to charge the regenerative power, the section in which the charging cannot be performed is set as a regenerative surplus generation section. If you can. The planned travel route may be a route determined in advance in a vehicle equipped with an electric motor and an internal combustion engine, and is a route from a travel start point such as a current position to a destination.

  The state where charging to the rechargeable battery is restricted may be a state where all or part of the rechargeable power cannot be charged when regenerative power is supplied to the rechargeable battery for charging. For example, when the rechargeable battery is charged up to a preset upper limit, when the rechargeable battery is at a low temperature where it is not activated, or when the rechargeable battery is at a high temperature, charging is restricted.

  The state in which the regenerative power is generated in the motor may be determined in advance. For example, when the motor is operated as a generator on the downhill in the vehicle to generate the regenerative power, the downhill generates the regenerative power. Consider a section. Further, when the motor is operated as a generator while the vehicle is decelerated, the decelerated section is regarded as a section where regenerative power is generated.

  The regenerative surplus occurrence section may be specified based on the planned travel route, for example, based on the road condition of the planned travel route and the state of the rechargeable battery at the start of travel. More specifically, the state of the rechargeable battery is necessary for driving the planned travel route by driving the vehicle with the rechargeable battery and the initial electric energy accumulated in the rechargeable battery at the travel start point of the planned travel route. It can be specified based on the required power amount and the regenerative power amount generated when the vehicle travels on the planned travel route.

  That is, if the initial power amount, the required power amount and the regenerative power amount for each position on the planned travel route are specified, the estimated remaining power amount accumulated in the rechargeable battery at each position on the planned travel route is estimated. be able to. For example, a value obtained by subtracting the accumulated value of the required power amount from the sum of the accumulated value of the regenerative power amount and the initial power amount in the section where the vehicle travels from the travel start point to an arbitrary point can be used as the estimated remaining power amount. Therefore, when the estimated remaining power amount reaches the preset upper limit value of the charge amount of the rechargeable battery, it can be considered that the charge to the rechargeable battery is restricted. According to this configuration, it is possible to easily specify a state in which charging of the rechargeable battery is restricted based on the scheduled travel route.

  The hybrid travel section specifying means only needs to be able to specify the start point of the hybrid travel section by specifying the motor travel section based on the planned travel route. That is, any configuration may be used as long as the hybrid travel section and the motor travel section are specified in advance based on the planned travel route. The motor travel section may be a section that drives the vehicle in a state where only the rechargeable battery can be used, not a hybrid travel section or a section that drives the vehicle using only the internal combustion engine. That is, in the electric motor traveling section, it is not always necessary to drive the vehicle by the rechargeable battery, and any section in which the internal combustion engine is not operated may be used.

  The in-vehicle device temperature adjustment means selects the in-vehicle device to be temperature-controlled from the in-vehicle devices mounted on the vehicle according to the positional relationship between the start point of the regeneration surplus generation section and the start point of the hybrid travel section, and the regeneration surplus It suffices if the temperature can be adjusted by supplying the amount of power up to the surplus power amount, which is the total amount of regenerative power generated in the generation section, to the on-vehicle device subject to temperature adjustment. That is, before starting the travel in the hybrid travel section, the temperature adjustment target is selected from the vehicle-mounted devices that can adjust the temperature, and the amount of power that does not affect the travel of the vehicle even if it is used (the surplus power) It suffices if the upper limit can be supplied to the vehicle-mounted device to adjust the temperature. Note that the vehicle-mounted device is a vehicle-mounted device whose performance can fluctuate depending on the temperature, as long as the temperature can be adjusted by electric power. Therefore, the vehicle-mounted device which can adjust temperature by driving a drive part etc. by supplying electric power may be sufficient, and the vehicle-mounted device containing temperature adjusting parts, such as a heater and a cooler, may be sufficient.

  In addition, since surplus electric power generate | occur | produces in a regeneration surplus generation | occurrence | production area, it is preferable to start the temperature control of the onboard equipment selected from before the start point of a regeneration surplus generation | occurrence | production area. According to this configuration, it is possible to consume the surplus power as power for temperature adjustment without wastefully consuming the surplus power before or after the surplus power is generated.

  The positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section determines whether the vehicle can reach the start point of the hybrid travel section while maintaining a significant temperature adjustment state. It may be an indicator for the purpose. In other words, since surplus power is not generated in a section that is not a regenerative surplus generation section, the temperature adjustment needs to be performed within the regenerative surplus generation section or before the regenerative surplus generation section. Limited. Accordingly, if the vehicle continues to travel after the temperature adjustment by surplus power is completed, the temperature difference between the temperature of the vehicle-mounted device for which the temperature adjustment has been completed and the appropriate temperature increases with time. If the temperature difference becomes excessive, the temperature of the vehicle-mounted device is greatly different from the appropriate temperature after the start point of the hybrid travel section, and there is no point in adjusting the temperature in advance. Therefore, the above-described positional relationship only needs to be an index for determining whether or not significant temperature adjustment can be performed.

  Further, the vehicle is driven by the rechargeable battery until the actual remaining power amount of the rechargeable battery reaches a preset lower limit value, and is driven using an internal combustion engine after reaching the lower limit value (for example, a plug-in hybrid) The present invention may be applied to: In this case, the section until the actual remaining power amount of the rechargeable battery reaches the lower limit is specified as the motor travel section, and the end point of the motor travel section is specified as the start point of the hybrid travel section. When the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is equal to or less than a predetermined distance, the internal combustion engine rises in temperature while the internal combustion engine is operating without the vehicle traveling The related vehicle-mounted device is selected as the temperature adjustment target vehicle-mounted device, and the temperature adjustment of the internal combustion engine-related vehicle-mounted device is started from a point before the start point of the regenerative surplus generation section.

  According to this configuration, it is possible to adjust the temperature of the internal combustion engine-related vehicle-mounted device before starting traveling in the hybrid traveling section. In other words, the internal combustion engine-related vehicle-mounted device is a vehicle-mounted device (for example, the internal combustion engine itself or an exhaust gas purification device) whose temperature rises when the internal combustion engine is operating while the vehicle is not running, and the temperature rises. By doing this, it is an on-vehicle device that has an appropriate temperature. Therefore, the temperature adjustment of the internal combustion engine-related vehicle-mounted device is performed in advance using surplus power in the electric motor traveling section where the internal combustion engine is not operated. As a result, the internal combustion engine-related vehicle-mounted device can already be temperature-adjusted at the start point of the hybrid travel section.

  Furthermore, when the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is equal to or less than the predetermined distance, the internal combustion engine-related vehicle-mounted device is selected as the temperature adjustment target vehicle-mounted device. The internal combustion engine-related vehicle-mounted device can be set to a proper temperature (or a temperature close to the proper temperature) at the start point. The predetermined distance is specified in advance as a distance at which the temperature of the temperature-adjusted internal combustion engine-related vehicle-mounted device is maintained at a significant temperature (a temperature at which the performance of the vehicle-mounted device is improved as compared with the case where temperature adjustment is not performed). It only has to be.

  On the other hand, when the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is greater than the predetermined distance, an in-vehicle device other than the internal combustion engine-related in-vehicle device is selected as the on-vehicle device for temperature adjustment, and the planned travel route The temperature adjustment of the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device is started from the travel start point. Here, as an example, the temperature adjustment is started from the travel start point. According to this configuration, it is possible to set the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device to the optimum temperature from an early point after the travel start. is there. In-vehicle devices other than the internal-combustion engine-related in-vehicle device are: (1) When the internal combustion engine is operated in a state where the vehicle is not traveling, the temperature is not increased and the internal combustion engine is operated in a state where the vehicle is traveling. Vehicle-mounted device in which the temperature rises in a state, (2) vehicle-mounted device in which the temperature rises in a state where the internal combustion engine is not operating in a state in which the vehicle is traveling (electric motor traveling state), and (3) the vehicle travels It is any one or a combination of the vehicle-mounted devices in which the temperature rises in a state where the internal combustion engine is not operating (a state where the electric motor is operating). For example, a rechargeable battery, an electric motor, a tire, and a brake are on-vehicle devices other than the on-vehicle device related to the internal combustion engine.

  Note that, as in the present invention, an on-vehicle device to be temperature-controlled is selected from the on-vehicle devices mounted on the vehicle according to the positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section. The technique can also be applied as a method or program for performing this process. Further, the temperature adjusting device, method, and program as described above may be realized as a single device or as a plurality of devices. Moreover, it may be realized using parts shared with each part provided in the vehicle, or may be realized in cooperation with each part not mounted on the vehicle, and includes various aspects. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a recording medium for a program for controlling the temperature adjusting device. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

It is a block diagram which shows a temperature control apparatus. It is a flowchart which shows a temperature adjustment process. It is a figure which shows initial electric energy, required electric energy, regenerative electric energy, and estimated remaining electric energy.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of temperature control device:
(2) Temperature adjustment processing:
(3) Other embodiments:

(1) Configuration of temperature control device:
FIG. 1 is a block diagram showing a configuration of a temperature adjustment device mounted on a vehicle. In the present embodiment, the temperature adjustment device is realized by the navigation device 10. The navigation device 10 includes a control unit 20 including a CPU, a RAM, a ROM, and the like, and a storage medium 30, and the control unit 20 can execute a program stored in the storage medium 30 or the ROM. In the present embodiment, the temperature adjustment program 21 can be executed as one of the programs. The vehicle is provided with the following units (40 to 50) in order to realize a function of adjusting the temperature of the vehicle-mounted device by the temperature adjustment program 21.

  The GPS receiver 40 receives radio waves from GPS satellites and outputs a signal for calculating the current position of the vehicle via an interface (not shown). The vehicle speed sensor 41 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle. The gyro sensor 42 detects angular acceleration for turning in the horizontal plane of the vehicle, and outputs a signal corresponding to the direction of the vehicle. The controller 20 specifies the current position of the vehicle based on output signals from the GPS receiver 40, the vehicle speed sensor 41, the gyro sensor 42, and the like and map information 30a described later.

  The vehicle according to the present embodiment is a hybrid vehicle that includes an internal combustion engine 44 that uses the fuel stored in the fuel tank 43 as a power source, and an electric motor 45 that uses the rechargeable battery 46 as a power source. The internal combustion engine 44 and the electric motor 45 are connected to a power transmission mechanism (not shown), and the vehicle is driven by converting the rotational driving force into the driving force of the vehicle by the power transmission mechanism. The vehicle can be driven by either or both of the internal combustion engine 44 and the electric motor 45. Further, the electric motor 45 can be rotated in the direction opposite to the rotation direction when the vehicle is traveling, and the regenerative power generated by this rotation is charged in the rechargeable battery 46.

  The internal combustion engine 44 and the electric motor 45 are controlled by a drive control ECU 47. The drive control ECU 47 can output a control signal to the internal combustion engine 44 and the electric motor 45, and outputs a control signal to the internal combustion engine 44 and the electric motor 45 to either one of the internal combustion engine 44 and the electric motor 45 or Both are controlled to generate a rotational driving force. Therefore, in the present embodiment, driving and stopping of the internal combustion engine 44, charging by the electric motor 45, and driving of the electric motor 45 by discharging of the rechargeable battery 46 are selected by a control signal output by the drive control ECU 47. Further, the drive control ECU 47 acquires the actual remaining power [%] (SOC: State Of Charge) from the rechargeable battery 46 and notifies the control unit 20 of it.

  Further, an exhaust gas purification device 48 is mounted on an exhaust pipe that discharges the fuel burned in the internal combustion engine 44, and the exhaust gas passing through the exhaust pipe can be purified by a catalyst. The vehicle also includes a brake 49 and tires 50. Each of the internal combustion engine 44, the rechargeable battery 46, the exhaust gas purifying device 48, the brake 49, and the tire 50 includes heaters 44a, 46a, 48a, 49a, and 50a.

  The heaters 44a, 46a, 48a, 49a, 50a are devices that receive heat from the rechargeable battery 46 and heat it. That is, in each of the internal combustion engine 44, the rechargeable battery 46, the exhaust gas purifying device 48, the brake 49, and the tire 50, the optimum temperature (width) at which the performance is highest is determined, and the control unit 20 determines each heater 44a, 46a. , 48a, 49a, and 50a are heated to adjust the temperatures of the internal combustion engine 44, the rechargeable battery 46, the exhaust gas purifying device 48, the brake 49, and the tire 50, respectively.

  The control unit 20 executes the temperature adjustment program 21 to select a temperature adjustment target according to the planned travel route. For this reason, the temperature adjustment program 21 includes a regenerative surplus generation section specifying unit 21a, a hybrid travel section specifying unit 21b, and an on-vehicle device temperature adjusting unit 21c, and map information 30a is stored in the storage medium 30 in advance. . The map information 30a includes node data indicating nodes set on the road on which the vehicle travels, shape interpolation point data for specifying the shape of the road between the nodes, link data indicating connection between nodes, and road gradient. This data is used for searching for a planned travel route from the current position of the vehicle to the destination, route guidance, and the like.

  The regenerative surplus generation section identifying unit 21a has a function of identifying a regenerative surplus generation section in which regenerative power is generated in the electric motor in a state where charging of the rechargeable battery is restricted based on a planned travel route of the vehicle. This is a module to be realized. The control unit 20 receives a destination input by the driver via a user interface (not shown) and searches for a planned travel route to reach the destination from the current position of the vehicle by the processing of the regenerative surplus generation section specifying unit 21a. To do. When the planned travel route is searched, the control unit 20 specifies the road gradient of the road included in the planned travel route with reference to the map information 30a.

  Furthermore, the control part 20 specifies the regenerative surplus generation | occurrence | production area in the travel plan route with reference to the map information 30a by the process of the regenerative surplus generation | occurrence | production generation part specification part 21a. For this purpose, the control unit 20 first receives a notification of the actual remaining power amount of the rechargeable battery 46 from the drive control ECU 47 by outputting a control signal to the drive control ECU 47. Since the notified actual remaining power amount is the amount of power stored in the rechargeable battery 46 at the travel start point of the planned travel route, the actual remaining power amount is acquired as the initial power amount.

  Furthermore, the control unit 20 specifies the necessary amount of power required to drive the vehicle with the rechargeable battery 46 and travel along the planned travel route. That is, the control unit 20 acquires the gradient of each road section constituting the planned travel route from the map information 30a, predicts the vehicle speed when the vehicle travels on the road section, and sets the road section with the gradient at the vehicle speed. Obtain the energy required to travel. Then, the control unit 20 drives the electric motor 45 by the rechargeable battery 46 (runs in the EV mode) and outputs the energy to calculate the required power amount required for the rechargeable battery 46 at each position on the planned travel route. Get about.

  Furthermore, the control unit 20 acquires the regenerative electric energy generated when the vehicle travels on the planned travel route for each position on the planned travel route. In the present embodiment, since the regenerative power is generated when the vehicle travels downhill, the control unit 20 refers to the map information 30a to identify the downhill on the planned travel route, The regenerative electric energy is specified based on the slope of the downhill. For example, the regenerative electric energy is specified for each position on the downhill based on the potential energy when traveling on the downhill, the predicted vehicle speed, and a predetermined efficiency for acquiring the position energy. It is considered that the regenerative electric energy is 0 in the part other than the downhill on the planned travel route.

  Further, the control unit 20 is estimated to be accumulated in the rechargeable battery 46 at each position on the planned travel route based on the initial power amount, the required power amount and the regenerative power amount for each position on the planned travel route. Obtain the estimated remaining power. Then, the control unit 20 sets the state where the estimated remaining power amount has reached the preset upper limit value of the charge amount of the rechargeable battery 46 to the state where charging to the rechargeable battery 46 is restricted. And the control part 20 makes the area where regenerative electric power generate | occur | produces in the electric motor 45 in the state to which the charge to the said rechargeable battery 46 was restrict | limited as a regeneration surplus generation | occurrence | production area.

  The hybrid travel section identification unit 21b identifies a motor travel section in which the vehicle travels by electric motor travel in which the motor can be operated without operating the internal combustion engine based on the planned travel route. This is a module that causes the control unit 20 to realize the function of specifying the end point as the start point of the hybrid travel section. The vehicle in the present embodiment is driven by the rechargeable battery until the actual remaining power amount of the rechargeable battery 46 reaches a preset lower limit value after starting traveling, and after the actual remaining power amount reaches the lower limit value. It is a plug-in hybrid vehicle driven using an internal combustion engine. Therefore, the control unit 20 acquires the above-mentioned estimated remaining power amount specified by the process of the regenerative surplus occurrence section specifying unit 21a, and runs the motor in the section from the current position of the vehicle to the point where the estimated remaining power amount becomes the lower limit value. Identifies as an interval. Then, the end point of the electric motor travel section is set as the start point of the hybrid travel section (section in which one or both of the internal combustion engine and the electric motor are operated). As described above, in the present embodiment, the electric motor travel section is not a hybrid travel section or a section in which the vehicle is driven using only the internal combustion engine, but a section in which the vehicle is driven using only the rechargeable battery. Of course, it is not always necessary to drive the vehicle by the rechargeable battery in the electric motor traveling section, as long as the internal combustion engine is not operated. The hybrid travel section is a section driven by either or both of the rechargeable battery and the internal combustion engine.

  The in-vehicle device temperature adjustment unit 21c selects the in-vehicle device to be temperature-adjusted from the in-vehicle devices mounted on the vehicle according to the positional relationship between the start point of the regeneration surplus generation section and the start point of the hybrid travel section, and performs regeneration. This is a module that causes the control unit 20 to realize the function of adjusting the temperature by supplying the power amount with the upper limit of the surplus power amount, which is the total amount of regenerative power generated in the surplus generation section, to the on-vehicle device subject to temperature adjustment. In the present embodiment, the control unit 20 determines whether or not the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is equal to or less than a predetermined distance by the processing of the vehicle-mounted device temperature adjustment unit 21c. When the distance is equal to or less than the predetermined distance, an internal combustion engine-related vehicle-mounted device whose temperature rises while the internal combustion engine is operating in a state where the vehicle is not traveling is selected as the vehicle-mounted device for temperature adjustment.

  And the temperature adjustment of the internal combustion engine related vehicle-mounted device is started from a point before the start point of the regeneration surplus generation section. Note that the in-vehicle devices related to the internal combustion engine in the present embodiment are the internal combustion engine 44 and the exhaust gas purification device 48. Therefore, when the internal combustion engine-related vehicle-mounted device is selected as the temperature adjustment target vehicle-mounted device, the control unit 20 adjusts the temperature by outputting a control signal to the heater 44a and the heater 48a with the surplus electric power as an upper limit.

  Here, the predetermined distance may reach the start point of the hybrid travel section in a state in which the temperature of the internal combustion engine-related vehicle-mounted device is not excessively decreased after temperature adjustment of the internal combustion engine-related vehicle-mounted device is started to an appropriate temperature. It is an index for determining whether or not it is possible. That is, when the vehicle continues to travel after the temperature adjustment by surplus power is completed, the temperature difference between the temperature of the vehicle-mounted device whose temperature adjustment is completed and the appropriate temperature increases with time. If the temperature difference becomes excessive, the temperature of the vehicle-mounted device is greatly different from the appropriate temperature after the start point of the hybrid travel section, and there is no point in adjusting the temperature in advance. Therefore, when the temperature adjustment start point and the start point of the hybrid travel section are larger than a specific distance, it becomes impossible to perform significant temperature adjustment (for example, when the temperature difference between the appropriate temperature and the predetermined value occurs) ), The specific distance is set as the predetermined distance. Therefore, by selecting the internal combustion engine-related vehicle-mounted device as a temperature adjustment target based on the predetermined distance, it is possible to use surplus power for temperature adjustment (warming up) of the internal combustion engine-related vehicle-mounted device.

  Furthermore, in the above configuration, by starting the temperature adjustment of the internal combustion engine related vehicle-mounted device from a point before the start point of the regeneration surplus generation section, it is significant for the internal combustion engine related vehicle mounted device at the start point of the hybrid travel section. What is necessary is just to be comprised so that it may be in the state by which temperature adjustment was made. For example, based on the amount of electric power required to set the internal combustion engine-related on-vehicle device to the optimum temperature, the period required to set the internal combustion engine-related on-vehicle device to the optimal temperature is specified, and the start point of the regeneration regeneration occurrence section You may employ | adopt the structure which starts the temperature adjustment of an internal combustion engine related vehicle equipment so that it may become optimal temperature in the point between the start points of a hybrid driving | running | working area. In any case, by starting the temperature adjustment of the internal combustion engine related vehicle-mounted device from the point before the start point of the regeneration surplus generation section, it is possible to consume the surplus power as electric power for temperature adjustment without wasting it. Is possible.

  On the other hand, when the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is greater than the predetermined distance, the control unit 20 selects an in-vehicle device other than the internal combustion engine-related in-vehicle device as the on-vehicle device for temperature adjustment. To do. And temperature adjustment of vehicle equipment other than an internal combustion engine related vehicle equipment is started from the driving | running | working start point of a driving planned route. In the present embodiment, the vehicle-mounted devices other than the internal combustion engine-related vehicle-mounted device are a rechargeable battery 46, a brake 49, and a tire 50. Therefore, the control unit 20 outputs a control signal to the heater 46a, the heater 49a, and the heater 50a with the surplus power amount as an upper limit when an on-vehicle device other than the internal combustion engine-related on-vehicle device is selected as the temperature adjustment target on-vehicle device. Adjust the temperature.

  That is, if the distance between the start point of the regeneration surplus generation section and the start point of the hybrid travel section is greater than the predetermined distance, the temperature adjustment of the internal combustion engine related vehicle-mounted device is adjusted by the surplus power before the start point of the regeneration surplus generation section. Even if it is started, it is not possible to maintain a state in which significant temperature adjustment is made at the start point of the hybrid travel section. Therefore, temperature adjustment is performed with surplus power for the vehicle-mounted devices other than the vehicle-mounted device related to the internal combustion engine. In this embodiment, since the temperature adjustment is started from the travel start point, after the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device starts traveling, the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device is set to the optimum temperature from an early point. Is possible.

(2) Temperature adjustment processing:
Next, the temperature adjustment process which the control part 20 implements in the above structure is demonstrated. FIG. 2 is a flowchart showing the temperature adjustment process. The temperature adjustment process is executed before the start of traveling, and temperature adjustment is performed during the traveling process. In the temperature adjustment process, the control unit 20 acquires the planned travel route by the process of the regenerative surplus generation section specifying unit 21a (step S100). In addition, the control unit 20 acquires the initial power amount of the rechargeable battery 46, the required power amount and the regenerative power amount at each position on the planned travel route by the processing of the regenerative surplus generation section specifying unit 21a, and further, the rechargeable battery 46. Is obtained (step S105).

3A shows an example of the required electric energy and the regenerative electric energy at each position on the planned travel route, and FIG. 3B shows an example of the estimated remaining electric energy of the rechargeable battery 46. 3A and 3B, the horizontal axis indicates the position, and the origin is the starting point of the planned travel route. In FIG. 3A, the vertical axis represents the electric energy, the solid line represents the required electric energy per unit distance, and the alternate long and short dash line represents the regenerative electric energy per unit distance. In FIG. 3B, the vertical axis represents the estimated remaining power amount, and the estimated remaining power amount at each position is indicated by a solid line. In FIG. 3B, the initial electric energy of the rechargeable battery 46 at the start point of the planned travel route is shown as W ₀ . In this example, the initial power amount W ₀ is also a preset upper limit value of the charge amount of the rechargeable battery 46.

The estimated remaining electric energy is a value obtained by subtracting the accumulated value of the required electric energy from the sum of the accumulated value of the regenerative electric energy and the initial electric energy in the section in which the vehicle travels from the travel start point of the planned travel route to an arbitrary point. . For example, in the example shown in FIGS. 3A and 3B, after the travel on the planned travel route is started, the rechargeable battery 46 travels by consuming the necessary power amount indicated by the solid line in FIG. 3A until reaching the position P ₁ . At this time, since regenerative power is not generated, the accumulated value of the regenerative power amount is 0, and the accumulated value of the necessary power amount increases with the start of traveling. For this reason, the estimated remaining power amount of the rechargeable battery 46 gradually decreases after the start of traveling as shown in FIG. 3B.

On the other hand, in the section from the position P ₁ to the position P _{3 in} the middle of the planned travel route, the vehicle generates regenerative power indicated by a one-dot chain line in FIG. 3A. Therefore, the rechargeable battery 46 is charged based on the regenerative power. Therefore, the cumulative value of the regenerative power amount increases with the start of traveling. At this time, since the required electric energy is 0, the accumulated value of the required electric energy is 0 in the section from the position P ₁ to the position P ₃ . For this reason, the estimated remaining power amount of the rechargeable battery 46 gradually increases from the position P _{1 as} shown in FIG. 3B.

Further, in the example shown in FIG. 3A, 3B, it continues to be charged rechargeable battery 46 by regenerative power generated at the position P ₁ after the estimated remaining amount of power is the upper limit value W ₀ at the position P ₂ or later. In this example, since the regenerative power continues to be generated until reaching the position P ₃ after the estimated remaining power amount reaches the upper limit value W ₀ at the position P ₂ , the estimated remaining power amount is maintained at the upper limit value W _0. . In the example shown in FIGS. 3A and 3B, since the vehicle travels by consuming the necessary power amount indicated by the solid line in FIG. 3A after the position P ₃ , the estimated remaining power amount is decreased again, and the estimated remaining power amount is reduced at the position P ₄ . 0.

When the estimated power amount as described above is acquired in step S105, the control unit 20 determines whether or not there is a regenerative surplus generation section by the processing of the regenerative surplus generation section specifying unit 21a (step S110). That is, the control unit 20 is configured to identify a section in which regenerative power is generated in a state where the estimated remaining power amount of the rechargeable battery 46 has reached the upper limit value W ₀ as a regenerative surplus generation section. When the control unit 20 specifies a regeneration surplus generation section, it is determined that a regeneration surplus generation section exists. In the example shown in FIGS. 3A and 3B, the section from the position P ₂ where the estimated remaining power amount reaches the upper limit value W ₀ to the position P ₃ where no regenerative power is generated is the regenerative surplus generation section.

In step S110, when it is not determined that there is a regenerative surplus generation section, the control unit 20 skips the processes after step S115 and ends the temperature adjustment process. If it is determined in step S110 that there is a regenerative surplus occurrence section, the control unit 20 identifies the start point Pr of the regenerative surplus occurrence section by the processing of the regenerative surplus occurrence section specifying unit 21a (step S115). In the example shown in FIG. 3, the start point Pr regenerative excess generation section is positioned P _2. Moreover, the control part 20 specifies the end point of an electric motor driving | running | working area by the process of the hybrid driving | running | working area specific | specification part 21b (step S120). In other words, the control unit 20 specifies the regenerative surplus generation section and the motor travel section based on the transition of the estimated remaining power amount.

Since the vehicle according to the present embodiment is configured to perform hybrid travel after motor travel, the end point of the motor travel section is the start point Ps of the hybrid travel section. In the example shown in FIGS. 3A and 3B, the section after the position P ₄ is a hybrid travel section, and the section from the travel start point to the position P ₄ is an electric motor travel section. In addition, when the driving | running | working of a driving planned route can be completed by motor driving | running | working, a hybrid driving | running | working area does not exist.

  In this embodiment, different on-vehicle devices are used for temperature adjustment when the travel on the planned travel route can be completed by the motor travel and when the hybrid travel is performed after the motor travel to complete the travel on the planned travel route. Temperature adjustment starts at the timing. For this purpose, the control unit 20 determines whether or not there is a hybrid travel section by the process of the hybrid travel section specifying unit 21b (step S125). In other words, the control unit 20 determines whether or not the electric motor travel section ends in the process of traveling on the planned travel route and shifts to the hybrid travel section.

  When it is determined in step S125 that the hybrid travel section exists, the control unit 20 performs a process of the vehicle-mounted device temperature adjustment unit 21c to determine the distance L between the start point Pr of the regeneration excess generation section and the start point Ps of the hybrid travel section. Is less than or equal to a predetermined distance (step S130). When it is determined in step S130 that the distance L between the start point Pr of the regenerative surplus generation section and the start point Ps of the hybrid travel section is equal to or less than the predetermined distance, the control unit 20 selects the internal combustion engine related vehicle-mounted device. The temperature adjustment process 1 as the temperature adjustment target is executed (step S135).

  In addition, when it is not determined that the distance L between the start point Pr of the regenerative surplus generation section and the start point Ps of the hybrid travel section is equal to or less than the predetermined distance, the control unit 20 adjusts the temperature of the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device. The target temperature adjustment process 2 is executed (step S140). In step S125, even when it is not determined that the planned travel route is longer than the motor travel section, the temperature adjustment process 2 is performed in which the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device is subjected to temperature adjustment (step S140). That is, when the distance L between the start point Pr of the regenerative surplus generation section and the start point Ps of the hybrid travel section is larger than a predetermined distance, significant temperature adjustment cannot be performed in the internal combustion engine related vehicle-mounted device. The on-board equipment other than the on-board equipment related to the internal combustion engine is the target of temperature adjustment. Further, when the traveling of the planned travel route is completed by the electric motor traveling, the internal combustion engine-related vehicle-mounted device is not used, and therefore the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device is set as a temperature adjustment target.

  According to step S135, the start point for starting the temperature adjustment of the internal combustion engine related vehicle-mounted device is specified in the process of traveling on the planned travel route before the vehicle starts traveling on the planned travel route, and the vehicle is started. When the point is reached, temperature control of the internal combustion engine related vehicle-mounted device is started. For example, the control unit 20 specifies a temperature that can be raised by the internal combustion engine 44 or the exhaust gas purification device 48 per unit power and a period spent for the temperature rise. Further, the control unit 20 specifies a temperature adjustment start point for performing temperature adjustment so that significant temperature adjustment is performed in the internal combustion engine 44 and the exhaust gas purification device 48 at least at the start point of the hybrid travel section. Then, the control unit 20 starts temperature adjustment when the vehicle reaches the temperature adjustment start point in the process of traveling along the planned travel route.

The upper limit of the amount of power supplied to the internal combustion engine related vehicle-mounted device for temperature adjustment is the surplus power amount. The surplus power amount is an amount of power that does not affect the running of the vehicle even if it is used, and is the amount of power that is consumed as heat or the like when not used. Therefore, it is possible to efficiently use power by adjusting the temperature with the surplus power. The surplus power amount can be specified based on the regenerative power amount generated in the regeneration surplus generation section. For example, in the regeneration surplus generation section in the example shown in FIG. 3B, the difference between the power amount (two-dot chain line shown in FIG. 3B) and the upper limit value W ₀ when there is no upper limit in the estimated remaining power amount from the position P ₂ The value integrated over the position P ₃ is the surplus power amount.

  In the above description, it is assumed that both the internal combustion engine 44 and the exhaust gas purification device 48, which are internal combustion engine related vehicle-mounted devices, can be adjusted to the optimum temperature by the surplus power, but the surplus power is insufficient. In this case, the temperature adjustment target may be further selected. For example, priorities are associated with a plurality of internal combustion engine-related in-vehicle devices in advance, and the temperature of an on-vehicle device with a high priority among internal combustion engine-related in-vehicle devices that can be set to an optimum temperature or a significant temperature depending on the amount of surplus power. You may comprise so that adjustment may be performed.

  On the other hand, in step S140, temperature adjustment of the vehicle-mounted devices other than the internal combustion engine-related vehicle-mounted device is started from the travel start point of the planned travel route. That is, when significant temperature adjustment cannot be performed by the internal combustion engine-related vehicle-mounted device and when the internal combustion engine-related vehicle-mounted device is not used, the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device is the target of temperature adjustment. In these cases, since temperature adjustment is started from the travel start point, it is possible to adjust the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device to the optimum temperature from an early point after the travel start. Of course, the upper limit of the amount of power supplied to the vehicle-mounted device other than the internal combustion engine-related vehicle-mounted device for temperature adjustment is the surplus power amount. Therefore, it is possible to efficiently use power by adjusting the temperature with the surplus power.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, and from among the vehicle-mounted devices mounted on the vehicle according to the positional relationship between the start point of the regeneration regeneration occurrence section and the start point of the hybrid travel section. Various other embodiments can be adopted as long as the on-vehicle device for temperature adjustment is selected. For example, temperature adjustment may be performed by a cooler, or a configuration including both a heater and a cooler may be employed.

  Further, the regenerative surplus generation section generates regenerative power when traveling on the planned travel route, but if the regenerative power is in a state where it cannot be charged even if it is intended to be charged, the regenerative surplus generation section is regenerated. What is necessary is just to be able to set it as a surplus generation area. The state where charging to the rechargeable battery 46 is restricted may be a state where all or part of the rechargeable power cannot be charged when regenerative power is supplied to the rechargeable battery for charging. Therefore, in addition to the state in which regenerative power is generated in a state where the remaining power amount of the rechargeable battery 46 has reached a predetermined upper limit value, the rechargeable battery 46 is not activated and the rechargeable battery 46 is in a low temperature or the rechargeable battery is hot. The case may be in a state where charging is restricted. In this case, for example, the temperature transition of the rechargeable battery 46 is estimated based on the current temperature, ambient temperature, and the like of the rechargeable battery 46 and the operating state of the rechargeable battery 46 in the planned travel route. And when the rechargeable battery 46 becomes a predetermined temperature or a predetermined temperature in the estimated temperature transition, it is possible to adopt a configuration in which charging is regarded as being restricted.

  Moreover, the state in which regenerative power is generated is not limited to downhill. For example, when the electric motor 45 is operated as a generator while the vehicle is decelerated, the decelerated section is regarded as a section where regenerative power is generated. Further, when the electric motor 45 is operated as a generator by the rotational driving force by the internal combustion engine 44, the section in which the electric motor 45 is operated by the rotational driving force is regarded as the section in which regenerative electric power is generated.

  Furthermore, in the above configuration, the motor travel is performed in the initial stage when traveling on the planned travel route, and then the hybrid travel is performed. However, in the configuration in which the hybrid travel is performed from the initial stage of the planned travel route, the temperature adjustment of the vehicle-mounted device is performed. May be performed. In this case, for example, when the distance between the travel start point of the planned travel route and the start point of the surplus power generation section is equal to or less than a predetermined distance, the temperature of the vehicle-mounted device is adjusted before reaching the start point of the surplus power generation section. It is possible to adopt a configuration that starts. According to this configuration, when surplus power is generated at an early stage after the start of traveling, it is possible to adjust the temperature of the vehicle-mounted device without wasting the surplus power. In this configuration, if the internal combustion engine-related vehicle-mounted device is an on-vehicle device subject to temperature adjustment, the temperature of the internal combustion engine-related vehicle-mounted device can be optimized at an early stage after the start of traveling.

  DESCRIPTION OF SYMBOLS 10 ... Temperature adjustment apparatus, 20 ... Control part, 21 ... Temperature adjustment program, 21a ... Transmission request acquisition part, 21b ... Existing position information acquisition part, 21c ... Existing information determination part, 21d ... Traffic information transmission control part, 22 ... Communication 30 ... Recording medium, 30a ... Traffic information, 100 ... Navigation device, 200 ... Control unit, 210 ... Navigation program, 210a ... Navigation processing unit, 210b ... Map display unit, 210c ... Transmission requesting unit, 220 ... Communication unit, 300 ... Recording medium, 300a ... Map information, 300b ... Traffic information, 300c ... Vehicle position, 300d ... Second reference position, 410 ... GPS receiver, 420 ... Vehicle speed sensor, 430 ... User I / F unit

Claims (6)

Regenerative surplus generation section in which regenerative electric power is generated in the electric motor in a state where charging to the rechargeable battery is restricted based on a planned travel route of a vehicle equipped with an electric motor driven by the rechargeable battery and an internal combustion engine Surplus occurrence section specifying means;
Based on the scheduled travel route, the motor travel section in which the vehicle travels is specified by the motor travel that allows the electric motor to operate without operating the internal combustion engine, and the end point of the motor travel section is hybridized. Hybrid driving section specifying means for specifying the starting point of the driving section;
According to the positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section, select the in-vehicle device for temperature adjustment from the on-vehicle devices mounted on the vehicle, and the regenerative surplus generation section Vehicle-mounted device temperature adjustment means for adjusting the temperature by supplying the amount of power with the upper limit of the surplus power amount that is the total amount of the regenerative power generated to the temperature-controlled vehicle-mounted device;
A temperature control device comprising: The on-vehicle device temperature adjustment means starts temperature adjustment of the on-vehicle device from a point before the start point of the regenerative surplus generation section,
The temperature control apparatus according to claim 1. The vehicle is driven by the rechargeable battery until the actual remaining power amount of the rechargeable battery reaches a preset lower limit value and is driven using the internal combustion engine after reaching the lower limit value,
The hybrid travel section specifying means specifies a section until the actual remaining power amount of the rechargeable battery reaches the lower limit value as the motor travel section, and sets an end point of the motor travel section as a start point of the hybrid travel section. Identify,
The temperature adjusting means is
When the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is equal to or less than a predetermined distance, the internal combustion temperature rises while the internal combustion engine is operating while the vehicle is not traveling Select an engine-related vehicle-mounted device as the temperature adjustment target vehicle-mounted device, start temperature adjustment of the internal combustion engine-related vehicle-mounted device from a point before the start point of the regeneration excess generation section,
When the distance between the start point of the regenerative surplus generation section and the start point of the hybrid travel section is greater than a predetermined distance, select an in-vehicle device other than the internal combustion engine-related in-vehicle device as the in-vehicle device for temperature adjustment, Start temperature adjustment of onboard equipment other than internal combustion engine related onboard equipment from the travel start point of the planned travel route,
The temperature control apparatus according to claim 2. The regenerative surplus occurrence section identifying means is:
Obtain the initial amount of power stored in the rechargeable battery at the travel start point of the planned travel route,
Obtaining the required electric energy required for driving the vehicle by the rechargeable battery to travel the planned travel route for each position on the planned travel route;
Regenerative electric energy generated when traveling on the planned travel route with the vehicle is acquired for each position on the planned travel route;
Based on the initial power amount, the required power amount and the regenerative power amount for each position on the planned travel route, an estimated remaining estimated to be accumulated in the rechargeable battery at each position on the planned travel route Get energy,
The state in which the estimated remaining power amount has reached a preset upper limit value of the charge amount of the rechargeable battery is set to a state in which charging to the rechargeable battery is restricted,
The temperature control apparatus according to claim 3. Regenerative surplus generation section in which regenerative electric power is generated in the electric motor in a state where charging to the rechargeable battery is restricted based on a planned travel route of a vehicle equipped with an electric motor driven by the rechargeable battery and an internal combustion engine Surplus generation section identification process,
Based on the scheduled travel route, the motor travel section in which the vehicle travels is specified by the motor travel that allows the electric motor to operate without operating the internal combustion engine, and the end point of the motor travel section is hybridized. A hybrid travel section identifying step that identifies the start point of the travel section;
According to the positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section, select the in-vehicle device for temperature adjustment from the on-vehicle devices mounted on the vehicle, and the regenerative surplus generation section An on-vehicle device temperature adjustment step of adjusting the temperature by supplying the amount of power with the upper limit of the surplus power amount that is the total amount of the regenerative power generated to the temperature-controlled vehicle device; and
Including temperature adjustment method. Regenerative surplus generation section in which regenerative electric power is generated in the electric motor in a state where charging to the rechargeable battery is restricted based on a planned travel route of a vehicle equipped with an electric motor driven by the rechargeable battery and an internal combustion engine Surplus occurrence section identification function,
Based on the scheduled travel route, the motor travel section in which the vehicle travels is specified by the motor travel that allows the electric motor to operate without operating the internal combustion engine, and the end point of the motor travel section is hybridized. A hybrid travel section identifying function that identifies the start point of the travel section;
According to the positional relationship between the start point of the regenerative surplus generation section and the start point of the hybrid travel section, select the in-vehicle device for temperature adjustment from the on-vehicle devices mounted on the vehicle, and the regenerative surplus generation section An on-vehicle device temperature adjustment function for adjusting the temperature by supplying an electric power amount with an upper limit to the surplus power amount that is the total amount of the regenerative power generated by
Temperature control program that makes the computer realize.

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