JP2007185986A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve operability for operation to extend the duration time of traveling when the power of a motor is given priority. <P>SOLUTION: When the frequency of the input of an EV traveling swtich is high (S100; YES), an HV_ECU executes a program including a step (S102) for setting a target SOC as SOC(1) and a step (S104) for setting the target SOC as SOC(2). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus using at least one of an engine and a motor as a drive source, and in particular, has improved operability with respect to an operation for extending the duration of travel that prioritizes motor power. The present invention relates to a vehicle control device.

  In recent years, a hybrid vehicle using at least one of an engine and a motor as a drive source has attracted attention as one countermeasure for environmental problems. In such a hybrid vehicle, the motor power is preferentially traveled in accordance with a driver's operation instruction. However, even if the driver requests to continue traveling with priority on the power of the motor, the period during which traveling with priority on the power of the motor can be performed is limited in accordance with a decrease in the charge amount of the power storage mechanism. Therefore, there is a case where it is not possible to continue traveling with priority given to the power of the motor according to the driver's intention.

  In view of such a problem, for example, Japanese Patent Application Laid-Open No. 2003-235108 (Patent Document 1) discloses a vehicle control device that enables electric motor traveling according to the intention of the driver of the vehicle. This vehicle control device is a vehicle control device that is installed in a hybrid vehicle that is equipped with an internal combustion engine and an electric motor and that can be driven by the driving force of at least one of the internal combustion engine and the electric motor. The vehicle control device includes at least a power generation unit that generates power using the driving force of the internal combustion engine, a power storage unit that supplies power to the motor and is charged by the power generated by the power generation unit, and a power storage unit that is instructed by a driver. Power storage amount increasing means for increasing the power storage amount.

According to the vehicle control device disclosed in the above publication, the amount of power stored in the power storage means can be increased in advance by the driver's intention in preparation for running of the motor. For this reason, a situation in which the motor cannot travel due to a decrease in the amount of power stored in the power storage means is avoided, and motor driving (EV traveling) according to the driver's intention becomes possible.
JP 2003-235108 A

  However, according to the vehicle control device disclosed in the above-mentioned publication, an operation instruction for increasing the charge amount of the power storage mechanism in advance is required before the driver gives an operation instruction to run with priority on the power of the motor. . Therefore, there is a problem that the operation of the driver becomes complicated and the operability is deteriorated.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that improves operability for an operation of extending the duration of travel that prioritizes motor power. Is to provide.

  A vehicle control device according to a first aspect of the present invention is a vehicle control device that uses at least one of an engine and a motor as a drive source. The control device includes at least one of an input unit for inputting an instruction that the vehicle travels with priority on the power of the motor, and that a predetermined condition regarding the input and the state of the vehicle is satisfied. Accordingly, a control means for controlling the vehicle to run with priority on the power of the motor, a frequency calculation means for calculating the frequency of input, and a drive for giving priority to the power of the motor according to the frequency. Device control means for controlling an electric device mounted on the vehicle so as to extend the duration.

  According to the first aspect of the invention, the device control means allows the vehicle to extend the duration of travel with priority given to the power of the motor in accordance with the frequency of input of an instruction that the vehicle travels with priority to the power of the motor. The mounted electrical device (for example, a power storage mechanism or a power converter) is controlled. If the frequency of input of instructions that the driver gives priority to the motor power increases, the driver often uses the motor power priority to drive the duration of the motor priority. It can be determined that the extension is requested. Therefore, depending on the driver's intention, the electric device is controlled so as to extend the duration of travel that prioritizes the power of the motor (for example, by controlling the power storage mechanism so that the target charge amount increases). Thus, it is possible to extend the duration of the travel giving priority to the motor power. Therefore, it is possible to provide a vehicle control device that improves the operability of an operation of extending the duration of travel that prioritizes the power of the motor.

  In the vehicle control apparatus according to the second invention, in addition to the configuration of the first invention, the frequency calculating means calculates the average value of the number of inputs between trips from when the ignition switch is turned on to when it is turned off. Means for calculating a frequency on the basis thereof.

  According to the second invention, the frequency calculating means calculates the frequency based on the average value of the number of inputs between trips from when the ignition switch is turned on to when it is turned off next time. For example, by calculating the average value of the number of inputs during one trip as the frequency, it can be determined that the driver is requesting an extension of the duration of travel that prioritizes motor power.

  A vehicle control device according to a third aspect of the invention is a vehicle control device that uses at least one of an engine and a motor as a drive source. The control device includes at least one of an input unit for inputting an instruction that the vehicle travels with priority on the power of the motor, and that a predetermined condition regarding the input and the state of the vehicle is satisfied. Accordingly, the control means for controlling the vehicle so that the motor power is given priority and the frequency at which a predetermined condition is not satisfied when the motor power is given priority are calculated. Frequency calculating means for performing the operation, and device control means for controlling the electric device mounted on the vehicle so as to extend the duration of travel that prioritizes the power of the motor according to the frequency.

  According to the third invention, when the vehicle is traveling with priority given to the power of the motor, the device control means determines that the predetermined conditions (for example, the charge amount and the vehicle speed) are not satisfied. In accordance with the frequency, the electric device (for example, a power storage mechanism or a power converter) mounted on the vehicle is controlled so as to extend the duration of travel that prioritizes the power of the motor. When traveling with priority on the power of the motor, if the frequency at which the predetermined condition is not satisfied (for example, the state where the charge amount is smaller than the predetermined amount) increases, the power of the motor is prioritized. From the fact that travel is frequently used, it is possible to determine that the driver is requesting extension of the duration of travel that prioritizes motor power. Therefore, depending on the driver's intention, the electric device is controlled so as to extend the duration of travel that prioritizes the power of the motor (for example, by controlling the power storage mechanism so that the target charge amount increases). Thus, it is possible to extend the duration of the travel giving priority to the motor power. Therefore, it is possible to provide a vehicle control device that improves the operability of an operation of extending the duration of travel that prioritizes the power of the motor.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the frequency calculation means has a predetermined condition between trips from when the ignition switch is turned on to when it is turned off. Means for calculating the frequency based on the average value of the number of times of failure is included.

  According to the fourth invention, the frequency calculating means is configured such that a predetermined condition is satisfied when the motor power is preferentially traveled between trips from when the ignition switch is turned on to when the ignition switch is turned off. The frequency is calculated based on the average value of the number of times that the failure occurs (for example, the state where the charge amount is less than a predetermined amount). For example, it is possible to determine that the driver is requesting an extension of the duration of travel that prioritizes the power of the motor by calculating an average value of the number of times of different states during one trip as the frequency.

  In the vehicle control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the electrical device is a power storage mechanism that supplies electric power to the motor. The device control means includes means for controlling the electric device so that the charge amount of the power storage mechanism approaches the target charge amount, and setting the target charge amount high when the frequency is high.

  According to the fifth invention, the device control means controls the electric device so that the charge amount of the power storage mechanism approaches the target charge amount, and sets the target charge amount high when the frequency is high. As a result, since the charge amount of the power storage mechanism is controlled to increase, the duration of travel that prioritizes the power of the motor can be extended.

  In the vehicle control apparatus according to the sixth invention, in addition to the configuration of any one of the first to fourth inventions, the electric device converts the power supplied from the power storage mechanism and supplies it to the motor. It is. The equipment control means includes means for controlling the power converter to limit the power supplied to the motor when the frequency is high.

  According to the sixth invention, the device control means controls the power converter (for example, an inverter or a converter) so as to limit the power supplied to the motor when the frequency is high. Thereby, the continuation time of driving | running | working which gives priority to the motive power of a motor can be extended.

  In the vehicle control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the predetermined condition is that the charge amount of the power storage mechanism is equal to or greater than the predetermined amount. It is at least one of the condition and the condition that the vehicle speed is equal to or lower than a predetermined speed.

  According to the seventh aspect of the invention, if the condition that the charge amount of the power storage mechanism is greater than or equal to the predetermined amount or the condition that the vehicle speed is less than or equal to the predetermined speed is not satisfied, the driver It is possible to determine that the driving that gives priority to power is frequently used, and that the driver requests to extend the duration of the driving that gives priority to the power of the motor.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A control block diagram of a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIG. The present invention is not limited to the hybrid vehicle shown in FIG. In the present embodiment, any vehicle that can travel with the power of a motor generator serving as a drive source while the internal combustion engine is stopped may be used, and a hybrid vehicle having another aspect in which a secondary battery is mounted as a traveling battery. There may be. In addition, a storage mechanism such as a capacitor may be used instead of the secondary battery. Moreover, in the case of a secondary battery, it is a nickel metal hydride battery, a lithium ion battery, etc., The kind is not specifically limited.

  The hybrid vehicle includes an internal combustion engine (hereinafter, described as an engine) 120 such as a gasoline engine and a motor generator (MG) 140 as drive sources. In FIG. 1, for convenience of explanation, the motor generator 140 is expressed as a motor 140A and a generator 140B (or a motor generator 140B). However, depending on the traveling state of the hybrid vehicle, the motor 140A functions as a generator, The generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits the power generated by the engine 120 and the motor generator 140 to the drive wheels 160, the reduction gear 180 that transmits the drive of the drive wheels 160 to the engine 120 and the motor generator 140, and the engine 120 A power split mechanism (for example, a planetary gear mechanism) 200 that distributes the generated power to two paths of the drive wheel 160 and the generator 140B, a travel battery 220 that charges power for driving the motor generator 140, and a travel An inverter 240 that performs current control while converting a direct current of battery 220 and an alternating current of motor 140A and generator 140B, and a battery control unit that manages and controls a charge / discharge state (for example, SOC (State Of Charge)) of traveling battery 220 (Hereafter, the battery ECU (Electronic Co ntrol unit) 260, engine ECU 280 for controlling the operating state of engine 120, MG_ECU 300 for controlling motor generator 140, battery ECU 260, inverter 240, etc. according to the state of the hybrid vehicle, battery ECU 260, engine ECU 280, and MG_ECU 300 HV_ECU 320 that controls the entire hybrid system so that the hybrid vehicle can operate most efficiently.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of the traveling battery 220 is lower than the rated voltage of the motor 140A or the motor generator 140B, and therefore when the power is supplied from the traveling battery 220 to the motor 140A or the motor generator 140B, the boost converter 242 supplies the power. Boost the pressure.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  The power split mechanism 200 uses a planetary gear mechanism (planetary gear) in order to distribute the power of the engine 120 to both the drive wheel 160 and the motor generator 140B. By controlling the rotation speed of motor generator 140B, power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the planetary carrier (C), which is transmitted to the motor generator 140B by the sun gear (S) and to the motor and the output shaft (drive wheel 160 side) by the ring gear (R). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B, and the rotational speed of the engine 120 is reduced.

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, when a predetermined condition is established for the state of the vehicle, HV_ECU 320 causes motor 140A to run the hybrid vehicle only by motor 140A of motor generator 140. And engine 120 is controlled via engine ECU280. In the present embodiment, the “predetermined condition” is, for example, at least one of a condition that the SOC is equal to or higher than a predetermined value and a condition that the vehicle speed is equal to or lower than a predetermined speed. It is. In this way, the hybrid vehicle can be driven only by the motor 140A of the motor generator 140 when the engine 120 is inefficient at the time of starting or at low speed.

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the generator 140B is driven to generate power. At this time, the motor 140A is driven by the generated electric power to assist driving of the driving wheels 160. Further, at the time of high speed traveling, electric power from the traveling battery 220 is further supplied to the motor 140A to increase the output of the motor 140A and to add driving force to the driving wheels 160. On the other hand, at the time of deceleration, motor 140 </ b> A driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 decreases and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by generator 140B to increase the amount of charge for traveling battery 220. Of course, control is performed to increase the drive amount of the engine 120 as necessary even during low-speed traveling. For example, it is necessary to charge the traveling battery 220 as described above, to drive an auxiliary machine such as an air conditioner, or to raise the temperature of the cooling water of the engine 120 to a predetermined temperature.

  In addition, the target SOC of the traveling battery 220 is set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and there is no value limited in particular.

  The EV travel switch 322 is a switch that inputs an instruction for the vehicle to perform EV travel with priority given to the power of the motor 140A. Here, “EV traveling” means that the engine 120 is stopped or its power transmission is interrupted, and the motor 140A is driven by the electric power supplied from the traveling battery 220, and the driving wheel 160 is driven only by the driving force of the motor 140A. Means to drive. HV_ECU 320, when an instruction to execute EV traveling is input by the driver turning on EV traveling switch 322 or the like, the vehicle speed detected by a vehicle speed sensor (not shown) becomes equal to or lower than a predetermined vehicle speed. Sometimes, the EV traveling is executed while the charge amount in the traveling battery 220 is within the allowable range. HV_ECU 320 starts engine 120 via engine ECU 280 and causes generator 140B to run when the charge amount in running battery 220 exceeds an allowable range (for example, falls below a predetermined SOC value). Charging of the battery 220 is started. In the present embodiment, “charge amount” corresponds to SOC.

  Further, when the EV travel switch 322 is turned on, the HV_ECU 320 turns on a lamp provided around the EV travel switch 322 when the vehicle speed is high or the SOC is low and the EV travel conditions are not satisfied. Then, an alarm is issued by a buzzer to inform the driver that the vehicle cannot shift to EV driving. Alternatively, the HV_ECU 320 may display that the EV is running on a display panel or the like.

  The ignition switch 324 is a switch for switching on / off of the vehicle power supply by a driver's operation.

  In such a hybrid vehicle configuration, the present invention is based on the point that the HV_ECU 320 controls the electric equipment mounted on the vehicle so that the duration of the EV travel is extended according to the frequency of input to the EV travel switch 322. Has characteristics. Specifically, HV_ECU 320 controls the SOC of travel battery 220 via battery ECU 260 so that the target SOC increases in accordance with the frequency of input to EV travel switch 322. Since the duration of EV travel is determined by the difference from the current SOC to the SOC based on the lower limit value of SOC or the conditions for EV travel, the duration of EV travel can be extended by increasing the target SOC.

  Hereinafter, with reference to FIG. 2, a control structure of a program executed by HV_ECU 320 which is the vehicle control apparatus according to the present embodiment will be described. The following program is executed by the HV_ECU 320 when the EV travel switch 322 is turned on.

  In step (hereinafter, step is described as S) 100, HV_ECU 320 determines whether or not the frequency of input of EV travel switch 322 is high. Specifically, the HV_ECU 320 calculates, as a frequency, an average value of the number of inputs between trips from when the ignition switch 324 is turned on to when it is turned off.

  That is, the HV_ECU 320 counts the number of trips every time the ignition switch 324 is turned on and off, and stores it in the memory. In the present embodiment, one trip is counted from when the ignition switch 324 is turned on until it is turned off next time. Further, the HV_ECU 320 counts the number of inputs to the EV travel switch 322 while the vehicle is traveling and stores it in the memory. The HV_ECU 320 calculates the average value of the number of inputs per trip by dividing the number of inputs counted until the previous trip by the number of trips until the previous trip. The HV_ECU 320 determines that the frequency is high when the calculated average value is equal to or greater than a predetermined number of times. HV_ECU 320 may calculate an average value for each predetermined number of trips. By calculating the average value of the number of inputs per trip as the frequency, the sensitivity to the input of the EV travel switch 322 can be reduced so that the control related to travel does not change abruptly.

  If the frequency of input of EV travel switch 322 is high (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to S104.

  In S102, HV_ECU 320 sets SOC (1) as the target SOC. SOC (1) is a value higher than the normal SOC set according to the state of the vehicle, and is a value that does not exceed the upper limit value of the SOC. In S104, HV_320 sets SOC (2) as the target SOC. The SOC (2) is a value corresponding to the normal SOC set according to the state of the vehicle, and is a value lower than the SOC (1). Note that SOC (1) and SOC (2) may be predetermined values adapted by experiments or the like, or may be values determined according to the state of the vehicle.

  The operation of HV_ECU 320, which is a vehicle control apparatus according to the present embodiment, based on the above-described structure and flowchart will be described with reference to FIG.

  If the average value of the number of inputs to EV travel switch 322 is smaller than the predetermined number of times, it is determined that the frequency is low (NO in S100), and SOC (2) is set as the target SOC (S104). ).

  When the average value of the number of inputs obtained by dividing the number of inputs up to the previous trip by the number of trips up to the previous trip at time T (0) is greater than or equal to a predetermined number, it is determined that the frequency of input is high ( YES at S100). At this time, SOC (1) higher than SOC (2) is set as the target SOC (S102). Therefore, charge control is performed so that the SOC of traveling battery 220 becomes SOC (1). Since the target SOC is set higher than SOC (2), the amount of charge to battery for traveling 220 increases. Therefore, when the EV travel is executed by turning on the EV travel switch 322 by the driver, the duration of the EV travel is extended.

  If the average value of the number of inputs of EV travel switch 322 becomes smaller than a predetermined number after a plurality of trips at time T (1), it is determined that the frequency of input is low (NO in S100). At this time, SOC (2) is set as the target SOC (S104). That is, HV_ECU 320 returns the setting so that the duration of EV traveling is shortened when the frequency decreases. Charging control is performed so that the SOC of traveling battery 220 becomes SOC (2).

  Next, referring to FIG. 4, a control structure of a program for setting the permitted vehicle speed according to the SOC of travel battery 220, executed by HV_ECU 320, which is a vehicle control apparatus according to the present embodiment, will be described.

  In S200, HV_ECU 320 determines whether or not EV travel switch 322 is turned on. If EV travel switch 322 is turned on (YES in S200), the process proceeds to S202. If not (NO in S200), the process proceeds to S204.

  In S202, HV_ECU 320 sets a vehicle speed permitted during EV traveling based on the SOC value of traveling battery 220 received from battery ECU 260. Specifically, the memory of HV_ECU 320 stores in advance a map indicating the relationship between the permitted vehicle speed and the SOC. In the present embodiment, a map is formed such that the higher the SOC, the higher the permitted vehicle speed. HV_ECU 320 calculates the permitted vehicle speed based on the received SOC of traveling battery 220 and the map. When the vehicle speed detected by a vehicle speed sensor (not shown) is within the calculated permitted vehicle speed range, HV_ECU 320 causes engine 120 via motor 140A and engine ECU 280 to run with priority on the power of motor 140A. To control. In S204, HV_ECU 320 performs normal vehicle control. That is, HV_ECU 320 causes the vehicle to travel by at least one of the power of engine 120 and the power of motor 140A according to the state of the vehicle.

  An operation in which HV_ECU 320 that is the vehicle control device according to the present embodiment based on the flowchart as described above sets the vehicle speed in accordance with the SOC will be described.

  When the driver turns on EV traveling switch 322 (YES in S200), HV_ECU 320 receives the SOC of traveling battery 200 from battery ECU 260. HV_ECU 320 calculates the permitted vehicle speed based on the received SOC of traveling battery 220 and the map. The HV_ECU 320 controls the engine 120 via the motor 140A and the engine ECU 280 so that the vehicle travels with priority given to the power of the motor 140A when the vehicle speed detected by the vehicle speed sensor is equal to or lower than the calculated permitted vehicle speed (S202). ). On the other hand, when the driver turns off EV travel switch 322 (NO in S200), normal vehicle control is executed (S204).

  As described above, according to the control apparatus for a vehicle according to the present embodiment, if the target SOC is set high regardless of the driver's intention, the regenerative energy cannot be efficiently recovered, and the control gives priority to discharge. In some cases, the fuel efficiency may deteriorate due to a decrease in the energy recovery rate. However, if the frequency of instruction input for EV driving increases by the driver, the driver continues to use EV driving because the EV driving is frequently used. It can be determined that an extension of time is required. Therefore, by controlling the SOC of the battery for traveling so that the duration of EV traveling is extended, the duration of EV traveling can be extended according to the driver's intention. Furthermore, the balance between the deterioration of fuel consumption and the extension of the EV travel duration time can be changed to satisfy the driver's request. Therefore, it is possible to provide a vehicle control device that improves the operability of an operation of extending the duration of travel that prioritizes the power of the motor.

  In the present invention, as a method for extending the duration of EV travel, the target SOC of the travel battery is increased. However, the present invention is not limited to this. For example, the electric power supplied to the motor may be limited so that the duration of EV travel is extended.

  The limit value (Win / Wout) of the input / output power of the traveling battery is determined by the battery ECU based on the temperature of the traveling battery and the SOC. Battery ECU transmits the determined limit value of input / output power to MG_ECU. The MG_ECU extracts power from the traveling battery within the received limit value. Therefore, the duration time of EV travel may be extended by the battery ECU setting the limit value of the input / output power to the throttle side and limiting the power supplied to the motor.

  Or you may make it control the power converter which restrict | limits the electric power supplied to a motor so that the continuation time of EV driving | running may be extended. The power converter is, for example, an inverter and a converter. For example, the boost voltage in the converter may be limited to extend the duration of EV travel, or the electric power supplied from the inverter to the motor may be limited to extend the duration of EV travel. .

  In the present embodiment, the duration of EV travel is extended according to the frequency of input to the EV travel switch by the driver. For example, when the EV travel switch is turned on, the vehicle The duration of EV travel may be extended according to the frequency at which a predetermined condition for is not satisfied. The predetermined condition is, as described above, for example, at least one of the condition that the SOC is equal to or higher than a predetermined value and the condition that the vehicle speed is equal to or lower than the predetermined speed.

  For example, HV_ECU 320 calculates, as a frequency, an average value of the number of times that a predetermined condition is not satisfied during a trip from when the ignition switch is turned on to when it is turned off. Specifically, HV_ECU 320 determines that the frequency is high when the average value of the number of times that the predetermined condition is not satisfied is equal to or greater than the predetermined number.

  When traveling with priority given to motor power, if the frequency at which a predetermined condition is not satisfied increases, the driver demands to extend the duration of EV traveling because EV traveling is frequently used. Can be judged. Therefore, the duration of EV travel is extended by controlling the travel battery via the battery ECU so that the SOC increases, or by controlling the inverter or converter so as to limit the power supplied to the motor. be able to. Alternatively, the duration of EV travel may be extended only when the frequency that the condition that the SOC is equal to or greater than a predetermined value is not satisfied is high. This is because it can be considered that the driver's requirement for EV traveling cannot be satisfied if the SOC condition is not satisfied than the vehicle speed condition.

  Further, in the present embodiment, an example in which the duration of EV travel is extended as the frequency of EV travel from normal travel is higher and the condition of EV travel is not satisfied is increased. The frequency of EV travel may be extended as the frequency increases so as to satisfy the user's request. Specifically, the target SOC may be increased or the amount of electric power supplied to the motor may be increased as the frequency of normal traveling to EV traveling increases. Here, the target SOC is set to such an extent that it does not exceed the upper limit value of the SOC in consideration of the deterioration of the battery for driving, and the electric power supplied to the motor is set to the extent that the vehicle speed exceeding the vehicle speed which is the EV driving condition set together can be realized. The

  Although a series / parallel type hybrid system using a power split mechanism has been described here, the present invention may be applied to other systems. For example, the present invention can be applied to a hybrid system that can directly input motor power to an engine crankshaft.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the vehicle control apparatus which concerns on this Embodiment is mounted. It is a flowchart (the 1) which shows the control structure of the program performed by HV_ECU which is the control apparatus of the vehicle which concerns on this Embodiment. It is a timing chart which shows operation | movement of HV_ECU320 which is a control apparatus of the vehicle which concerns on this Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed by HV_ECU which is the control apparatus of the vehicle which concerns on this Embodiment.

Explanation of symbols

  120 Engine, 140 Motor Generator, 160 Drive Wheel, 180 Reducer, 200 Power Dividing Mechanism, 220 Travel Battery, 240 Inverter, 242 Boost Converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 320 HV_ECU, 322 EV Travel Switch 324 Ignition switch.

Claims (7)

A control device for a vehicle using at least one of an engine and a motor as a drive source,
Input means for inputting an instruction that the vehicle runs with priority on the power of the motor;
Control means for controlling the vehicle to run with priority on the power of the motor in response to at least one of the input and a condition that is predetermined for the state of the vehicle being satisfied; ,
A frequency calculating means for calculating the frequency of the input;
A vehicle control device comprising: device control means for controlling an electric device mounted on the vehicle so as to extend a duration of travel that prioritizes the power of the motor according to the frequency.   2. The vehicle according to claim 1, wherein the frequency calculating means includes means for calculating the frequency based on an average value of the number of times of the input between trips from when the ignition switch is turned on until the ignition switch is turned off. Control device. A control device for a vehicle using at least one of an engine and a motor as a drive source,
Input means for inputting an instruction that the vehicle runs with priority on the power of the motor;
Control means for controlling the vehicle to run with priority on the power of the motor in response to at least one of the input and a condition that is predetermined for the state of the vehicle being satisfied; ,
A frequency calculating means for calculating a frequency at which the predetermined condition is not satisfied when traveling with priority on the power of the motor;
A vehicle control device comprising: device control means for controlling an electric device mounted on the vehicle so as to extend a duration of travel that prioritizes the power of the motor according to the frequency.   The frequency calculating means includes means for calculating the frequency based on an average value of the number of times that the predetermined condition is not satisfied during a trip from when the ignition switch is turned on to when the ignition switch is turned off. The vehicle control device according to claim 3. The electrical device is a power storage mechanism that supplies power to the motor,
The device control means includes a means for controlling the electric device so that a charge amount of the power storage mechanism approaches a target charge amount, and setting the target charge amount high when the frequency is high. The control apparatus of the vehicle in any one of 1-4. The electrical device is a power converter that converts power supplied from a power storage mechanism and supplies the power to the motor,
5. The vehicle according to claim 1, wherein the device control means includes means for controlling the power converter so as to limit power supplied to the motor when the frequency is high. Control device.   The predetermined condition is at least one of a condition that a charge amount of the power storage mechanism is equal to or greater than a predetermined amount and a condition that a vehicle speed is equal to or less than a predetermined speed. The control apparatus of the vehicle in any one of 1-6.

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