JP2014015125A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle, which accurately performs charge control for increasing an SOC in advance before approaching congestion to suppress the deterioration of fuel efficiency.SOLUTION: If an ECU as a control device of a hybrid vehicle predicts there is a congestion section on a traveling planned route of the vehicle, the ECU can perform pre-charge control for increasing a battery SOC in advance before approaching congestion. The ECU reduces the increase of the SOC in pre-charge control according to a decrease of congestion reliability R of congestion section information related to the predicted congestion section.

Description

  The present invention relates to a control device for a hybrid vehicle.

  In recent years, a hybrid vehicle that travels using an engine and a motor generator as a power source is known. In a hybrid vehicle, the motor generator can be driven by the power of the battery to generate power, and when the vehicle decelerates, it regenerates power using the rotation of the drive wheels and the power of the engine to charge the battery. it can.

  When such a hybrid vehicle travels in a traffic jam, it is preferable to run the motor for as long a time as possible to stop the engine in order to reduce exhaust gas and improve fuel efficiency. For example, in Patent Document 1, when it is predicted that there is a traffic jam section on the planned travel route, a technology for performing charge control so as to increase the state of charge (SOC) of the battery in advance before entering the traffic jam (hereinafter referred to as “charge”). (Also referred to as “pre-reading charge control”). As a result, it is possible to prevent the SOC from being reduced and the engine start from occurring during a traffic jam, and it is possible to continue running the motor for a long time. As a result, it is possible to suppress deterioration in fuel consumption.

JP 2000-134719 A

  Here, when performing pre-reading charge control at the time of traffic jam prediction as in Patent Document 1, it is necessary to generate power using the power of the engine, and thus fuel consumption corresponding to the amount of power generation occurs. For this reason, for example, the actual traffic congestion level on the planned route is less than the predicted traffic congestion level, actually does not enter the traffic jam, or the traffic jam disappears before entering the traffic jam section, etc. When the motor running time is shorter than predicted, the SOC is increased unnecessarily, and as a result, the fuel consumption may be deteriorated. As described above, in the conventional technique disclosed in Patent Document 1, there is room for further improvement in order to perform pre-reading charge control at the time of traffic jam prediction with high accuracy.

  The present invention has been made in view of the above, and an object of the present invention is to provide a control device for a hybrid vehicle capable of accurately performing charge control for increasing SOC in advance before entering a traffic jam and suppressing deterioration in fuel consumption.

  In order to solve the above problems, a hybrid vehicle control device according to the present invention includes an engine, at least one motor generator capable of generating power and generating regenerative power, a power storage device that transmits and receives power to the motor generator, When it is predicted that there is a traffic jam section on the planned travel route of the host vehicle, it is possible to perform charge control that increases the power storage state of the power storage device in advance before entering the traffic jam. Yes, the increase amount of the storage state in the charging control is reduced according to a decrease in reliability of the traffic jam section information related to the predicted traffic jam section.

  In the hybrid vehicle control device, the reliability of the traffic jam section information is preferably calculated according to the distance from the current location to the traffic jam start point.

  In the hybrid vehicle control device, the reliability of the traffic jam section information is preferably calculated according to the time from the acquisition of the traffic jam section information to the entry into the traffic jam section.

  In the hybrid vehicle control device, the reliability of the traffic jam section information is preferably calculated according to whether or not route guidance is provided to the driver of the host vehicle.

  In the hybrid vehicle control apparatus, the reliability of the traffic jam section information is preferably calculated according to the number of branch roads in the section from the current location to the traffic jam start point.

  The control device for a hybrid vehicle according to the present invention increases the amount of power storage state in charge control that increases the power storage state of the power storage device in advance before entering a traffic jam according to a decrease in reliability of the traffic jam section information related to the predicted traffic jam section. Therefore, the charging control can be performed with high accuracy, and it is possible to suppress the wasteful increase in the power storage state of the power storage device before entering the traffic jam. .

FIG. 1 is a diagram showing a schematic configuration of a control apparatus for a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is a schematic diagram for explaining a change in the SOC increase amount according to the congestion reliability. FIG. 3 is a flowchart showing a calculation process of the SOC increase amount in the charging control in which the SOC is increased in advance before entering the traffic jam performed in the present embodiment. FIG. 4 is a diagram illustrating an example of a map for calculating the gain R_length based on the distance to traffic jam in step S102 in the flowchart of FIG. FIG. 5 is a diagram showing an example of a map for calculating the gain R_junction based on the number of branches until a traffic jam in step S103 in the flowchart of FIG. FIG. 6 is a diagram illustrating an example of a map for calculating the gain R_time based on the time until the vehicle enters a traffic jam in step S104 in the flowchart of FIG. FIG. 7 is a diagram showing an example of a map for calculating the gain R_guide based on the presence / absence of route guidance in step S105 of the flowchart of FIG. FIG. 8 is a diagram showing an example of a map for calculating the charging power of the battery based on the congestion reliability in step S106 of the flowchart of FIG. FIG. 9 is a flowchart illustrating a calculation process of the SOC increase amount in the charging control in which the SOC is increased in advance before entering the traffic jam, which is performed in the modified example of the embodiment. FIG. 10 is a diagram showing an example of a map for calculating the target SOC of the battery based on the congestion reliability in step S206 of the flowchart of FIG.

  Embodiments of a hybrid vehicle control device according to the present invention will be described below with reference to the drawings. In the following drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[Embodiment]
First, a configuration of a control device for a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a diagram showing a schematic configuration of a control apparatus for a hybrid vehicle according to an embodiment of the present invention.

  As shown in FIG. 1, the hybrid vehicle 1 has an engine 2, a first motor generator 3 that is an electric motor capable of generating electricity, and a second motor generator 4 as a prime mover to drive and drive the drive wheels 9. With.

  The engine 2 is an internal combustion engine that outputs power by combustion of a hydrocarbon fuel such as gasoline or light oil, and is a well-known engine that includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. is there. The engine 2 is subjected to operation control such as fuel injection control, ignition control, and intake air amount adjustment control by the ECU 10 to which signals are input from various sensors that detect the operation state of the engine 2.

  The first motor generator 3 and the second motor generator 4 function as an electric motor (power running function) that outputs motor torque with supplied electric power, and function as a generator that converts input mechanical power into electric power ( It is a well-known AC synchronous generator motor that also has a regenerative function. The first motor generator 3 is mainly used as a generator, while the second motor generator 4 is mainly used as an electric motor. The first motor generator 3 and the second motor generator 4 exchange power with the battery 6 (power storage device) via the inverter 5. The power running control as the electric motor or the regeneration control as the generator of the first motor generator 3 and the second motor generator 4 is controlled by the ECU 10.

  The inverter 5 is configured so that the electric power generated by one of the first motor generator 3 and the second motor generator 4 can be consumed by the other. The inverter 5 basically converts the electric power stored in the battery 6 from direct current to alternating current and supplies it to the second motor generator 4 and converts the electric power generated by the first motor generator 3 from alternating current to direct current. Stored in the battery 6. Therefore, the battery 6 is charged / discharged by electric power generated by one of the first motor generator 3 and the second motor generator 4 or insufficient electric power. In addition, when the balance of electric power is balanced by the first motor generator 3 and the second motor generator 4, the battery 6 is not charged / discharged. The power supply and power recovery of the inverter 5 are controlled by the ECU 10.

  The engine 2, the first motor generator 3, the second motor generator 4, and the drive wheels 9 are connected by a power distribution mechanism 7. The power distribution mechanism 7 divides the engine torque output from the engine 2 into the first motor generator 3 and the drive wheels 9 and transmits the motor torque output from the second motor generator 4 to the drive wheels 9. The power distribution mechanism 7 includes, for example, a planetary gear unit.

  The engine torque output from the engine 2 or the motor torque output from the second motor generator 4 is transmitted to the pair of drive wheels 9 via the power distribution mechanism 7 and the differential gear 8. Further, the first motor generator 3 regenerates electric power using the engine torque distributed and supplied by the power distribution mechanism 7.

  In the present embodiment, a configuration in which two motor generators, the first motor generator 3 and the second motor generator 4, are provided, one functioning as a generator and the other functioning as an electric motor is illustrated. It is good also as a structure which functions as one of an electric motor or a generator with a generator.

  The hybrid vehicle 1 controls the operation of the engine 2, the first motor generator 3, the second motor generator 4, the inverter 5, the power distribution mechanism 7, and the like, and controls the vehicle traveling by using an ECU (Electronic Control Unit). Control unit) 10. The ECU 10 is configured to be able to acquire information related to the state of charge (SOC) of the battery 6 from the battery 6 and to monitor the SOC.

  The hybrid vehicle 1 (hereinafter also referred to as “vehicle 1”) includes an infrastructure information acquisition device 11. The infrastructure information acquisition device 11 acquires infrastructure information around the vehicle 1 that can be acquired by cooperating with the infrastructure. The infrastructure information acquisition device 11 is, for example, a device that transmits / receives various information to / from the road-to-vehicle communication device of the vehicle 1 from a transmission / reception device such as an optical beacon installed on the roadside, a GPS device, a navigation device, a vehicle-to-vehicle communication device, VICS (registration). (Trademark) (Vehicle Information and Communication System: Road Traffic Information Communication System) It is configured by various devices such as a device that receives information from a center or the like. The infrastructure information acquisition device 11 acquires, for example, road information of a road on which the vehicle 1 travels, signal information regarding a traffic signal ahead of the vehicle 1 in the travel direction, and the like as infrastructure information. The road information typically includes traffic congestion information, gradient information, speed limit information, intersection stop line position information, and the like of the road on which the vehicle 1 travels. The signal information typically includes signal cycle information such as the lighting cycle of the traffic light, the yellow signal, and the red signal, and signal change timing. The infrastructure information acquisition device 11 is connected to the ECU 10 and transmits the acquired infrastructure information to the ECU 10.

  The ECU 10 of the present embodiment is configured to predict that there is a traffic jam section on the planned travel route of the vehicle 1 based on the infrastructure information acquired by the infrastructure information acquisition device 11. The ECU 10 is configured to be able to perform charge control (pre-read charge control) for increasing the SOC in advance before entering a traffic jam when a traffic jam is predicted. Further, the ECU 10 is configured to be able to change the amount of increase in the SOC according to the reliability of the traffic jam section information related to the predicted traffic jam section (hereinafter also referred to as “the traffic jam reliability”) in the pre-read charge control. ing.

  More specifically, the ECU 10 reduces the SOC increase amount in the pre-reading charge control according to the decrease in the congestion reliability, and increases the SOC increase amount in the pre-reading charge control according to the increase in the congestion reliability. Then, the ECU 10 controls the amount of regenerative power generated by the generator (for example, the first motor generator 3) according to the calculated increase amount of the SOC. Moreover, the output of the engine 2 is also controlled according to the change of the regenerative power generation amount. In the present embodiment, the ECU 10 changes the charging power (kW) of the battery 6 as a specific method for changing the SOC increase amount.

ECU10 is comprised so that the congestion reliability for changing SOC increase amount can be set based on each information of following (1)-(4). Such information can be extracted from the infrastructure information acquired by the infrastructure information acquisition apparatus 11, for example. The congestion reliability may be set based on only a part of each of the following items (1) to (4).
(1) Distance from current location to start point of traffic jam (2) Time from acquisition of traffic jam section information to entry into traffic jam path (3) Whether navigation device provides route guidance to driver (4) The number of branch roads between the current location and the traffic jam start point

  Here, with reference to FIG. 2, the change in the SOC increase amount according to the congestion reliability will be further described. In FIG. 2, among the information of (1) to (4), the “(1) distance from the current location to the start point of traffic jam” is narrowed down, and the SOC increase amount (charging power (kW) of the battery 6) corresponding to this is selected. ) Is shown as an example. FIG. 2 shows a condition (a) where the distance from the current location of the vehicle 1 to the start point of traffic jam (traffic jam remaining distance) is 5 (km), and a condition (b) where the jam traffic remaining distance is 2 (km). Are illustrated. In the present embodiment, the shorter the distance from the current location to the traffic jam start point, the higher the possibility of actually entering the traffic jam and the higher the traffic jam reliability. As shown in FIG. 2, when the condition (a) is satisfied, charging is performed with charging power A (kW). On the other hand, when the condition (b) is satisfied, the remaining congestion distance is shorter than that in the condition (a). Therefore, it is determined that the possibility of actually entering the traffic jam is higher than that in the condition (a). Charging is performed at B (kW) which is larger than A (kW). The setting of the traffic congestion reliability based on the information (1) to (4) and the change of the SOC increase amount based on the traffic congestion reliability will be described later with reference to FIGS.

  The ECU 10 is physically an electronic circuit mainly including a well-known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an interface. The function of the ECU 10 described above is to load various application programs stored in the ROM into the RAM and execute them by the CPU, thereby operating various devices in the vehicle 1 under the control of the CPU, and data in the RAM and ROM. This is realized by reading and writing. Note that the ECU 10 is not limited to the above functions, and includes other various functions used as the ECU of the vehicle 1. The ECU is a configuration including a plurality of ECUs such as an engine ECU that controls the engine 2, a motor ECU that controls the first motor generator 3 and the second motor generator 4, and a battery ECU that monitors the battery 6. May be.

  Next, with reference to FIGS. 3-8, operation | movement of the control apparatus of the hybrid vehicle which concerns on this embodiment is demonstrated. FIG. 3 is a flowchart showing a calculation process of the SOC increase amount in the charge control for increasing the SOC in advance before entering the traffic jam performed in the present embodiment, and FIG. 4 is a flowchart showing the process until the traffic jam in step S102 of the flowchart of FIG. FIG. 5 is a diagram illustrating an example of a map for calculating a gain R_length based on distance, and FIG. 5 is an example of a map for calculating a gain R_junction based on the number of branches until a traffic jam in step S103 of the flowchart of FIG. FIG. 6 is a diagram illustrating an example of a map for calculating the gain R_time based on the time until entry into a traffic jam in step S104 of the flowchart of FIG. 3, and FIG. 7 is a flowchart of FIG. In step S105, the gain R_guide based on the presence / absence of route guidance is set. Is a diagram showing an example of a map for output, Figure 8 is a diagram showing an example of a map for calculating the charge power of the battery based on the congestion reliability in step S106 in the flowchart of FIG.

  A series of processes shown in the flowchart of FIG. 3 is performed by the ECU 10 when the ECU 10 predicts that there is a traffic jam section on the planned travel route of the vehicle 1. In the flowchart of FIG. 3, as a specific method for changing the SOC increase amount, a configuration for changing the charging power (kW) of the battery 6 is illustrated.

  In step S101, a congestion reliability R is set. In this embodiment, the congestion reliability R can be set as a value from 0 to 1, and in this step, R = 1.0 is set as an initial value. That is, the maximum value is set for the congestion reliability R. When step S101 is executed, the process proceeds to step S102.

  In step S102, the congestion reliability R is updated using the gain R_length based on the distance to the congestion. Specifically, the congestion reliability R is updated by multiplying the congestion reliability R set as R = 1.0 in step S101 by the gain R_length (R = R × R_length). When step S102 is executed, the process proceeds to step S103.

  Here, the gain R_length used in step S102 can be calculated, for example, by storing a map MP1 as shown in FIG. 4 in advance in the ECU 10 and referring to this map MP1. As shown in FIG. 4, the map MP1 is a setting map based on the relationship between the “distance from the current location and the start point of traffic jam (also described as“ distance to traffic jam ”)” and “gain R_length”. “Gain R_length” can be calculated from “the distance between the current location and the start point of traffic jam”. The map MP1 is set so that the gain R_length is higher when the distance to the traffic jam is shorter than when it is long. The “distance to traffic jam” for determining the gain R_length can be calculated based on the road information of the road on which the vehicle 1 travels acquired by the infrastructure information acquisition device 11, for example.

  In the present embodiment, the map MP1 is set so that the gain R_length is calculated between a and 1 according to the distance to the traffic jam as shown in FIG. Here, a is an arbitrary positive constant that satisfies 0 <a <1. The gain R_length is 1 when the distance to the traffic jam is from 0 to the first predetermined distance, the gain R_length decreases from 1 to a from the first predetermined distance to the second predetermined distance, and the gain R_length is a beyond the second predetermined distance. It is set to become. Accordingly, the shorter the distance from the current location of the vehicle 1 to the traffic jam start point, the higher the probability that the vehicle 1 will actually pass the traffic jam. Therefore, the ECU 10 can set the traffic jam reliability R higher and increase the SOC increase amount. be able to. In addition, the longer the distance between the current location of the vehicle 1 and the start point of the traffic jam, the more likely it is that the traffic jam has already been resolved or reduced when the traffic zone is reached, and the vehicle 1 actually passes through the traffic jam. Therefore, the congestion reliability R can be set low, and the amount of increase in SOC can be reduced.

  In step S103, the congestion reliability R is updated using the gain R_junction based on the number of branches until the congestion. Specifically, the traffic congestion reliability R updated in step S102 is multiplied by a gain R_junction to update the traffic congestion reliability R (R = R × R_junction). When step S103 is executed, the process proceeds to step S104.

  Here, the gain R_junction used in step S103 can be calculated, for example, by storing a map MP2 as shown in FIG. 5 in advance in the ECU 10 and referring to this map MP2. As shown in FIG. 5, the map MP2 is based on the relationship between “the number of branch roads between the current location and the start point of traffic jam (also referred to as“ number of branches until traffic jam ”)” and “gain R_junction”. It is a setting map, and “gain R_junction” can be calculated from “the number of branches in the section from the current location to the start point of traffic jam”. The map MP2 is set so that the gain R_junction is higher when the number of branches until the traffic jam is smaller than when the branch is large. The “number of branches until traffic jam” for determining the gain R_junction can be calculated based on the road information of the road on which the vehicle 1 travels, acquired by the infrastructure information acquisition device 11, for example.

  In the present embodiment, the map MP2 is set so that the gain R_junction is calculated by any one of 1, b, c, and d according to the number of branches until the traffic jam, as shown in FIG. Here, b, c, and d are arbitrary positive constants that satisfy 0 <b <c <d <1. The gain R_length is 1 from 0 to the first predetermined number until the traffic jam, the gain R_junction is b from the first predetermined number to the second predetermined number, and the gain R_junction from the second predetermined number to the third predetermined number. Is set to c, and the gain R_junction is set to d above the third predetermined number. Therefore, since the probability that the vehicle 1 actually reaches the traffic jam section increases as the number of branch roads between the current location of the vehicle 1 and the traffic jam start point decreases, the ECU 10 can set the traffic jam reliability R high. The amount of increase in SOC can be increased. Also, as the number of branch roads in the section from the current location of the vehicle 1 to the start point of the traffic jam increases, the situation in which the vehicle 1 travels to another path on the branch road is more likely to occur, and the probability of actually reaching the traffic jam section becomes lower. The traffic jam reliability R can be set low, and the amount of increase in SOC can be reduced.

  In step S104, the traffic congestion reliability R is updated using the gain R_time based on the time until the vehicle enters the traffic jam. Specifically, the congestion reliability R updated in step S103 is multiplied by the gain R_time to update the congestion reliability R (R = R × R_time). When step S104 is executed, the process proceeds to step S105.

  Here, the gain R_time used in step S104 can be calculated, for example, by storing a map MP3 as shown in FIG. 6 in advance in the ECU 10 and referring to this map MP3. As shown in FIG. 6, the map MP3 includes “a time from acquiring traffic jam section information to entering a traffic jam road (also described as“ time to enter traffic jam ”)”, “gain R_time”, and The “gain R_time” can be calculated from the “time from acquiring traffic jam section information to entering a traffic jam road”. The map MP3 is set so that the gain R_time is higher when the time to enter a traffic jam is shorter than when the time is long. The “time to enter a traffic jam” for determining the gain R_time can be calculated based on the distance to the traffic jam obtained in step S102 and the current vehicle speed of the vehicle 1, for example.

  In this embodiment, the map MP3 is set so that the gain R_time is calculated between e and 1 according to the time until the vehicle enters a traffic jam, as shown in FIG. Here, e is an arbitrary positive constant that satisfies 0 <e <1. The gain R_time is 1 from 0 to the first predetermined time until entering the traffic jam, the gain R_time is decreased from 1 to e from the first predetermined time to the second predetermined time, and the gain is increased beyond the second predetermined time. R_time is set to be e. Accordingly, the shorter the time from when the vehicle 1 acquires the traffic jam section information until the vehicle 1 enters the traffic jam path, the higher the probability that the vehicle 1 actually enters the traffic jam. It is possible to increase the SOC increase amount. In addition, the longer it takes to enter a traffic jam, the more likely it is that the traffic jam has already been resolved or reduced when it reaches the traffic jam section, and the probability that the vehicle 1 actually enters the traffic jam is lower. Therefore, the congestion reliability R can be set low, and the amount of increase in SOC can be reduced.

  In step S105, the congestion reliability R is updated using the gain R_guide based on the presence or absence of route guidance. Specifically, the congestion reliability R is updated by multiplying the congestion reliability R updated in step S104 by a gain R_guide (R = R × R_guide). When step S105 is executed, the process proceeds to step S106.

  Here, the gain R_guide used in step S105 can be calculated, for example, by storing a map MP4 as shown in FIG. 7 in advance in the ECU 10 and referring to this map MP4. As shown in FIG. 7, the map MP4 is based on the relationship between “whether or not the navigation device provides route guidance to the driver (also described as“ with / without route guidance ”)” and “gain R_guide”. The “gain R_guide” can be calculated based on “whether or not the navigation device provides route guidance to the driver”. The map MP4 is set so that the gain R_guide is higher when there is route guidance than when there is no route guidance. Note that the information “with route guidance and without” for determining the gain R_guide can be acquired by confirming the operation state of the navigation device of the infrastructure information acquisition device 11, for example.

  In the present embodiment, the map MP4 is set so that the gain R_guide is calculated by either f or 1 according to the presence or absence of route guidance, as shown in FIG. Here, f is an arbitrary positive constant that satisfies 0 <f <1. The gain R_guide is set to 1 when there is route guidance, and the gain R_guide is set to f when there is no route guidance. Therefore, when the vehicle 1 provides route guidance to the driver with the navigation device, the ECU 10 has a higher probability that the driver of the vehicle 1 continues to travel along the road and actually passes through the congested road. The congestion reliability R can be set high, and the SOC increase amount can be increased. Further, when the vehicle 1 does not provide route guidance, it is easy for the driver of the vehicle 1 to select a route different from the traffic jam road, and the probability of actually passing through the traffic jam road becomes low. The degree R can be set low, and the amount of increase in SOC can be reduced.

  In step S106, based on the congestion reliability R calculated in steps S101 to S105, the charging power P used for prefetch charge control of the battery 6 is calculated. The charging power P can be calculated, for example, by storing a map MP5 as shown in FIG. 8 in advance in the ECU 10 and referring to the map MP5. As shown in FIG. 8, the map MP5 is a setting map based on the relationship between the congestion reliability R and the charging power P (kW), and the charging power P can be calculated based on the congestion reliability R. is there. The map MP5 is set so that the charging power P is larger when the congestion reliability R is high than when it is low.

  In this embodiment, the map MP5 is set so that the charging power P is calculated between A and B according to the congestion reliability R as shown in FIG. Here, A and B are arbitrary positive constants satisfying 0 <A <B. The charging power P is A when the traffic congestion reliability R is 0 to the first predetermined value, the charging power P increases from A to B from the first predetermined value to the second predetermined value, The charging power P is set to be B.

  The ECU 10 controls one of the first motor generator 3 and the second motor generator 4 used as the generator so as to generate the calculated charging power P, and performs pre-reading charging control of the battery 6. By performing pre-reading charging control based on the charging power P calculated in this way, the SOC increase amount of the battery 6 is changed according to the congestion reliability R. When step S106 is executed, the control flow ends.

  Next, effects of the hybrid vehicle control device according to the present embodiment will be described.

  The ECU 10 includes an engine 2, a first motor generator 3 and a second motor generator 4 that can generate power and regenerative power, and a battery 6 that transmits and receives power to the first motor generator 3 and the second motor generator 4. It is a control apparatus of the hybrid vehicle 1 provided. The ECU 10 as a control device of the hybrid vehicle 1 performs pre-reading charge control that increases the storage state (SOC) of the battery 6 in advance before entering a traffic jam when it is predicted that there is a traffic jam section on the planned travel route of the host vehicle. It can be implemented. The ECU 10 changes the increase amount of the SOC in the pre-reading charging control according to the reliability of the traffic jam section information related to the predicted traffic jam section (the traffic jam reliability R). Specifically, the increase amount of SOC in the pre-reading charge control is reduced according to the decrease in the congestion reliability R.

  With this configuration, when the reliability R of traffic congestion is reduced and there is a low possibility that there is traffic jam on the planned travel route of the vehicle, the amount of increase in SOC in the look-ahead charging control of the battery 6 can be reduced as compared with the case where it is not. Therefore, the pre-reading charging control for increasing the SOC in advance before entering the traffic jam can be performed with high accuracy based on the traffic jam reliability R. As a result, it is possible to suppress an unnecessary increase in the SOC before entering a traffic jam, and it is possible to suppress deterioration in fuel consumption due to the pre-read charge control.

[Modification]
Next, a modification of the above embodiment will be described with reference to FIGS. In the above embodiment, as a specific method for changing the SOC increase amount, the charging power P is calculated based on the congestion reliability R, and the read-ahead charging control of the battery 6 is performed based on the charging power P. Instead of the electric power P, a target SOC value (target SOC) may be calculated, and pre-reading charging control may be performed based on the target SOC.

  With reference to FIGS. 9 and 10, the operation of the control device for the hybrid vehicle in this modification will be described. FIG. 9 is a flowchart showing the calculation process of the SOC increase amount in the charge control for increasing the SOC in advance before entering the traffic jam implemented in the modified example of the embodiment. FIG. 10 shows the traffic jam in step S206 of the flowchart of FIG. It is a figure which shows an example of the map for calculating the target SOC of a battery based on reliability.

  Each process of steps S101 to S105 shown in the flowchart of FIG. 9 is the same as that of FIG.

  In step S206, based on the congestion reliability R calculated in steps S101 to S105, a target SOC used for pre-reading charge control of the battery 6 is calculated. The target SOC can be calculated, for example, by storing a map MP6 as shown in FIG. 10 in advance in the ECU 10 and referring to this map MP6. As shown in FIG. 10, the map MP6 is a setting map based on the relationship between the traffic congestion reliability R and the target SOC (%), and the target SOC can be calculated based on the traffic congestion reliability R. The map MP6 is set so that the target SOC is larger when the congestion reliability R is high than when the congestion reliability R is low.

  In the present embodiment, the map MP6 is set so that the target SOC is calculated between C and D according to the congestion reliability R as shown in FIG. Here, C and D are arbitrary positive constants satisfying 0 <C <D <100. The target SOC is C when the traffic congestion reliability R is from 0 to the first predetermined value, the target SOC increases from C to D from the first predetermined value to the second predetermined value, and the target SOC is from the second predetermined value to 1 or less. Is set to be D.

  The ECU 10 performs pre-reading charge control of the battery 6 by controlling one of the first motor generator 3 or the second motor generator 4 used as a generator so that the SOC of the battery 6 becomes the calculated target SOC. By performing the pre-reading charge control based on the target SOC calculated in this way, the SOC increase amount of the battery 6 is changed according to the congestion reliability R. When step S206 is executed, this control flow ends.

  As mentioned above, although embodiment of this invention was described, the said embodiment was shown as an example and is not intending limiting the range of invention. The above-described embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiment and its modifications are included in the scope of the invention and the gist thereof, and are also included in the invention described in the claims and the equivalent scope thereof.

  As a specific method for changing the SOC increase amount, in the embodiment, the configuration for changing the charging power P of the battery 6 is shown, and in the modification, the configuration for changing the target SOC of the battery 6 is shown. Accordingly, the configuration may be such that the pre-reading charging control is performed by changing both the charging power P and the target SOC, or another method may be used.

  Moreover, in the said embodiment, although it was set as the structure which reduces SOC increase amount when traffic congestion reliability R falls, the relationship between traffic congestion reliability R and SOC increase amount may differ.

  Moreover, in the said embodiment, as an example of the calculation method of traffic congestion reliability R, the initial value 1 is set first and 1 is maintained or reduced to 1 or less based on each information of said (1)-(4). However, other calculation methods such as a configuration in which the initial value is 1 or less and the number is increased or decreased based on each information may be used.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 1st motor generator 4 2nd motor generator 6 Battery (power storage device)
10 ECU (control device)
R Congestion reliability P Charging power

Claims (5)

Engine,
At least one motor generator capable of generating power and generating regenerative power;
A power storage device for transferring power to the motor generator;
A control device for a hybrid vehicle comprising:
When it is predicted that there is a traffic jam section on the planned travel route of the host vehicle, it is possible to perform charge control to increase the power storage state of the power storage device in advance before entering the traffic jam,
The hybrid vehicle control device according to claim 1, wherein the increase amount of the storage state in the charging control is reduced in accordance with a decrease in reliability of the traffic jam section information related to the predicted traffic jam section.   The control device for a hybrid vehicle according to claim 1, wherein the reliability of the traffic jam section information is calculated according to a distance from a current location to a traffic jam start point.   The control of the hybrid vehicle according to claim 1 or 2, wherein the reliability of the traffic jam section information is calculated according to a time from the acquisition of the traffic jam section information to the entry into the traffic jam section. apparatus.   4. The hybrid vehicle according to claim 1, wherein the reliability of the traffic jam section information is calculated according to whether or not route guidance is provided to a driver of the host vehicle. 5. Control device.   The control of the hybrid vehicle according to any one of claims 1 to 4, wherein the reliability of the traffic jam section information is calculated according to the number of branch roads between the current location and the traffic jam start point. apparatus.

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