JP2017178080A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate the usage of external charging.SOLUTION: If a usage index IDX is within a range equaling a threshold Iref2 or higher and less than a threshold Iref1, an announcement is issued and a mild limit is enforced to a convenient function (S130, S140), whereas if the usage index IDX is less than the threshold Iref2, an announcement is issued and a serious limit is enforced to the convenient function (S150, S160). This makes it possible to facilitate a use of external charging strongly. The limitation of convenient function may include limits on: an output of an air-conditioner; a power window function; an audio equipment function; a navigation device function; a seat or handle heater function; an electric seat function; an unlocking or locking function of a smart key or remote-control key; and an automatic driving or cruise control function.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle that charges a battery and supplies fuel to a fuel tank.

  Conventionally, in this type of hybrid vehicle, at least one of the output of the electric motor and the internal combustion engine is limited when the change in the parameter according to the amount of fuel used by the internal combustion engine after the battery is externally charged reaches a predetermined value. The thing is proposed (for example, refer patent document 1). In this hybrid vehicle, when the change in the parameter reaches a predetermined value, the driver is prompted to charge externally by restricting at least one of the output of the electric motor and the internal combustion engine, and the driving without depending on the internal combustion engine is promoted. It is assumed that the electric vehicle can sufficiently achieve the air pollution control effect that is originally intended by the electric vehicle while leaving a margin that the vehicle can be driven by the internal combustion engine.

JP-A-8-19114

  However, in the above-described hybrid vehicle, there are cases where the effect of promoting the use of external charging is insufficient only by limiting at least one of the output of the electric motor and the internal combustion engine. For example, for a driver who is always driving at a relatively low power, the output limit of the electric motor or the internal combustion engine has no meaning.

  The main purpose of the hybrid vehicle of the present invention is to promote the use of external charging.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
A hybrid comprising an engine, a fuel tank for supplying fuel to the engine, a motor, a battery capable of supplying electric power to the motor, and a charger capable of external charging for charging the battery using an external power source Car,
A function restriction means for imposing a function restriction so that a convenience function not related to the running performance of the vehicle is reduced when the use index indicating the degree of use of the external charge within a predetermined period is small, compared to when the use index is large;
It is characterized by providing.

  In the hybrid vehicle of the present invention, when the use index indicating the degree of use of external charging is small, the function restriction is imposed so that the convenience function that does not relate to the running performance of the vehicle is lower than when the use index is large. That is, by reducing the convenience function, the driver is encouraged to use external charging. Thereby, utilization of external charging can be promoted. Here, the “predetermined period” is determined in advance as a predetermined period of time such as one month or two months, or as an opportunity such as between 20 trips or 30 trips. Period can be used.

  "Functional restrictions on convenient functions" includes restrictions on air conditioner functions when equipped with air conditioners, power window drive restrictions when equipped with power windows, and unlocking and locking of doors using smart keys and remote control keys. If you have a function to perform, limit the unlocking and locking of the door with a smart key or remote control key, if you have an automatic driving or auto cruise function, limit the automatic driving or auto cruise function, if you have an audio device Is a restriction on the function of the audio device, a restriction on the function of the navigation device if it is equipped with a navigation device, a restriction on the function of the seat heater or the handle heater if it has a function of a seat heater or a handle heater, and a case where an electric seat is provided Can limit the driving of the electric seat.

The “utilization index” indicates the degree of use of external charging within a predetermined period. In this specification, the larger the value, the better the external charging is used. For example, the following (1) to (14) can be used as they are as usage indexes, or those obtained by calculation based on one or more of (1) to (14) can be used as usage indexes. .
(1) Ratio of charge count to trip count (charge count / trip count)
(2) Ratio of the total time that the charger is connected to the external power supply to the total time that the system is turned off and the vehicle is stopped (total charger connection time / total stop time)
(3) Ratio of the total EV travel distance to the total HV travel distance (EV travel total distance / HV travel total distance)
(4) Ratio of the total EV travel time to the total HV travel time (EV travel total time / HV travel total time)
(5) Ratio of total EV travel distance to total travel distance (EV travel total distance / total travel distance)
(6) Ratio of total EV travel time to total travel time (EV travel total time / total travel time)
(7) Ratio of the total charge amount of the battery charged by the charger to the total fuel amount supplied to the fuel tank (total charge amount / total fuel amount)
(8) Ratio of integrated value of energy charged in battery by electric power from external power supply to integrated value of energy consumed for travel (external charge energy integrated value / travel energy consumption integrated value)
(9) Ratio of integrated value of energy consumed by EV traveling to integrated value of energy consumed by HV traveling (EV traveling energy integrated value / HV traveling energy integrated value)
(10) Total time the charger is connected to the external power supply (total charger connection time)
(11) Total charge of battery charging by charger (12) Ratio of total travel distance traveled to total carbon dioxide emissions (total travel distance / total carbon dioxide emissions)
(13) Ratio of the number of times of external charging (the number of charges within the opportunity) when the vehicle was in that state (the number of charges within the opportunity) with respect to the number of charging opportunities where the vehicle was capable of external charging (the number of charges within the opportunity / Opportunities)
(14) Reciprocal of fuel consumption by internal combustion engine after external charging (1 / fuel consumption after external charging)

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart illustrating an example of a usage index calculation processing routine executed by an HVECU 70. 5 is a flowchart showing an example of a convenience function restriction process routine executed by an HVECU 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, a navigation device 90, and a display device 92. And a hybrid electronic control unit (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil from the fuel tank 25 as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from a crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 via an input port. Have been entered. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1, MG2, for example, rotational positions θm1, from rotational position detection sensors 43, 44 that detect rotational positions of the rotors of the motors MG1, MG2. θm2 and the like are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery. As described above, the battery 50 is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to signals from various sensors necessary for managing the battery 50, for example, the battery voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and the output terminal of the battery 50. The battery current Ib and the like from the current sensor 51b are input via the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  The charger 60 is connected to the power line 54. When the power plug 61 is connected to an external power source 69 such as a home power source or an industrial power source at a charging point such as a home or a charging station, the external power source 69 is connected. It is comprised so that the external charge which charges the battery 50 using the electric power from can be performed.

  The navigation device 90 includes a main body incorporating a control unit having a storage medium such as a hard disk in which map information and the like are stored, an input / output port, a communication port, a GPS antenna that receives information on the current location of the vehicle, and the current location of the vehicle. And a touch panel type display capable of inputting various instructions by the operator as well as various information such as information on the route and the travel route to the destination. Here, in the map information, service information (for example, sightseeing information, parking lots, charging stations, etc.) and road information for each predetermined travel section (for example, between traffic lights or intersections) are stored in a database. The road information includes distance information, width information, area information (city area, suburb), type information (general road, highway), gradient information, legal speed, number of traffic lights, and the like. Moreover, a home parking lot or a desired point can be registered as service information. When a destination is set by the operator, the navigation device 90 searches for a travel route from the current location of the vehicle to the destination based on the map information, the current location of the vehicle, and the destination, and displays the retrieved travel route on the display. Output route guidance. The navigation device 90 also calculates route information on the travel route (for example, the remaining distance Ln to the destination, the direction Dn of the destination, etc.).

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, a flash memory 72, an input / output port, communication Provide a port. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82, an accelerator opening Acc from the accelerator pedal position sensor 84, and a brake from the brake pedal position sensor 86. The pedal position BP can be cited. Further, the vehicle speed V from the vehicle speed sensor 88 and the fuel amount Qf from the fuel gauge 25a attached to the fuel tank 25 can be mentioned. Furthermore, the connection signal SWC from the connection switch 62 that determines whether or not the power plug 61 is connected to the external power source 69 and the data from the navigation device 90 can be cited. Various control signals are output from the HVECU 70 via the output port. Examples of the control signal output from the HVECU 70 include a control signal to the charger 60 and a display control signal to the display device 92 attached to the instrument panel in front of the driver seat. In addition, a control signal to the air conditioner 95 that performs air conditioning in the passenger compartment, a control signal to the power window 96, a control signal to the electric seat 97, a control signal to the seat heater 98, and the like can be given. Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port. The HVECU 70 calculates the fuel amount Qin based on the fuel amount Qf from the fuel gauge 25a when the fuel tank 25 is refueled.

  In the hybrid vehicle 20 of the embodiment thus configured, hybrid traveling (HV traveling) or electric traveling (EV traveling) is performed in a CD (Charge Depleting) mode or a CS (Charge Sustaining) mode. Here, the CD mode is a mode in which EV traveling is given priority over the CS mode. The HV traveling is a mode that travels with the operation of the engine 22. EV traveling is a mode in which the vehicle travels without the engine 22 being operated.

  In the embodiment, when the power plug 61 is connected to the external power supply 69 when the vehicle is stopped with the system off (system stopped) at a charging point such as a home or a charging station, the HVECU 70 receives power from the external power supply 69. Is used to control the charger 60 so that the battery 50 is charged. When the power storage ratio SOC of the battery 50 is larger than a threshold value Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system activation), the power storage ratio SOC of the battery 50 is a threshold value Shv2 (for example, 25%). , 30%, 35%, etc.) or less), and in the CS mode until the system is turned off after the storage ratio SOC of the battery 50 reaches the threshold value Shv2. When the system is turned on and the storage ratio SOC of the battery 50 is less than or equal to the threshold value Shv1, the vehicle travels in the CS mode until the system is turned off.

  Next, a convenient function that does not relate to the driving performance based on the operation index IDX indicating the operation of the hybrid vehicle 20 of the embodiment configured as described above, in particular, the degree of use of the battery 50 by the charger 60 (external charging). The operation when limiting is described. First, the usage index IDX will be described. FIG. 2 is a flowchart showing an example of a usage index calculation processing routine executed by the HVECU 70. This routine supplies fuel to the fuel tank 25 when the system is turned on (system startup), when the system is turned off (system stopped), or when the power plug 61 is connected to the external power source 69 and the battery 50 is fully charged. It is executed at a predetermined activation timing such as when In the following description, it is assumed that this routine is executed when the system is turned on (system activation).

  When the usage index calculation processing routine is executed, the HVECU 70 first executes a process of inputting data reflecting the vehicle usage status necessary for calculating the usage index IDX within a predetermined period (step S1). S100). Here, the “predetermined period” is determined in advance as a predetermined period of time such as one month or two months, or as an opportunity such as between 20 trips or 30 trips. Period can be used. In addition, as data reflecting the vehicle usage status, whether the battery 50 is charged by the charger 60 (existence of external charging) as data from the system on timing of the previous trip to the system on timing of the current trip. In addition, the charging time (charger connection time) in which the power plug 61 of the charger 60 is connected to the external power supply 69 and the amount of charge of the battery 50 by the charger 60 can be given. Further, the amount of fuel supply, the fuel amount Qf, the stop time from the system trip timing of the previous trip to the system trip of the current trip, the travel distance in the previous trip, and the travel time in the previous trip can be listed. Furthermore, the EV travel distance in the previous trip, the EV travel time in the previous trip, the HV travel distance in the previous trip, and the HV travel time in the previous trip can be listed. Moreover, the energy consumed by EV traveling in the previous trip (EV traveling energy), the energy consumed by HV traveling in the previous trip (HV traveling energy), the storage ratio SOC, the current position of the vehicle, and the like can also be mentioned.

  When the data necessary for calculating the usage index IDX is input in this way, the usage index IDX is calculated using the input data and stored in the RAM or flash memory 72 (not shown) of the HVECU 70 (step S110), and this routine is terminated. To do. In the embodiment, the usage index IDX is calculated as one of the following (1) to (14), or is calculated based on one or more of (1) to (14). Note that the larger the usage index IDX is, the greater the utilization of charging of the battery 50 (external charging) by the charger 60 is calculated.

(1) Ratio of charge count to trip count (charge count / trip count)
The number of times of charging can be obtained by counting up based on the presence or absence of external charging within a predetermined period. The presence / absence of external charging can be determined by determining whether or not the power plug 61 is connected to the external power source 69 based on the connection signal SWC from the connection switch 62 or determining whether the storage ratio SOC of the battery 50 is increased. The number of trips can be obtained by counting up each time the system is turned on within a predetermined period.
(2) Ratio of the total time that the charger 60 is connected to the external power supply 69 to the total time that the system is turned off and the vehicle is stopped (total charger connection time / total stop time)
The total charger connection time can be obtained by integrating the charging time during which the power plug 61 of the charger 60 is connected to the external power supply 69 within a predetermined period. The total stop time can be obtained by integrating the stop time between trips within a predetermined period.
(3) Ratio of the total EV travel distance to the total HV travel distance (EV travel total distance / HV travel total distance)
The EV travel total distance can be obtained by integrating the EV travel distance in each trip within a predetermined period. The total HV travel distance can be obtained by integrating the HV travel distance in each trip within a predetermined period.

(4) Ratio of the total EV travel time to the total HV travel time (EV travel total time / HV travel total time)
The total EV travel time can be obtained by integrating the EV travel time in each trip within a predetermined period. The total HV travel time can be obtained by integrating the HV travel time in each trip within a predetermined period.
(5) Ratio of total EV travel distance to total travel distance (EV travel total distance / total travel distance)
The total travel distance is obtained by integrating the travel distances for each trip within a predetermined period.
(6) Ratio of total EV travel time to total travel time (EV travel total time / total travel time)
The total travel time is obtained by integrating the travel time in each trip within a predetermined period.

(7) Ratio of total charge amount of battery 50 charged by charger 60 to total fuel amount supplied to fuel tank 25 (total charge amount / total fuel amount)
The total charge amount can be obtained by integrating the charge amount by external charging within a predetermined period. The total oil supply amount can be obtained by integrating the oil supply amount within a predetermined period.
(8) Ratio of integrated value of energy charged in battery 50 by power from external power source 69 to integrated value of energy consumed for travel (external charge energy integrated value / travel energy consumption integrated value)
The external charge energy integrated value can be obtained by integrating the charge amount within a predetermined period. The travel energy consumption integrated value can be obtained as an EV travel energy integrated value and an HV travel energy integrated value. The EV travel energy and the HV travel energy can be obtained by time integration (∫M · Vdt) of the vehicle weight M multiplied by the vehicle speed V during EV travel or HV travel. As the vehicle weight M, a value measured by a vehicle weight sensor, a value calculated from the gradient sensor and the torque and acceleration of the motor MG2, or a predetermined value can be used.
(9) Ratio of integrated value of energy consumed by EV traveling to integrated value of energy consumed by HV traveling (EV traveling energy integrated value / HV traveling energy integrated value)
The EV running energy integrated value can be obtained by integrating the EV running energy. The HV travel energy integrated value can be obtained by integrating the HV travel energy.

(10) Total time for connecting charger 60 to external power source 69 (total time for connecting charger)
The total charger connection time can be obtained by integrating the time during which the charger 60 is connected to the external power source 69 within a predetermined period.
(11) Total charge amount of battery 50 charged by charger 60 The total charge amount can be obtained by integrating the charge amount due to external charging within a predetermined period.
(12) Ratio of total distance traveled to total carbon dioxide emissions (total distance traveled / total carbon dioxide emissions)
The total carbon dioxide emission can be calculated as the sum of the total oil supply multiplied by the fuel coefficient and the total charge multiplied by the external charge coefficient.

(13) Ratio of the number of times of external charging (the number of charges within the opportunity) when the vehicle was in that state (the number of charges within the opportunity) with respect to the number of charging opportunities where the vehicle was capable of external charging (the number of charges within the opportunity / Opportunities)
The number of opportunities can be obtained by counting the number of times the vehicle is parked at a home parking lot or a charging station within a predetermined period. Whether the vehicle is parked at the home parking lot or the charging station can be determined from the navigation device 90 by determining whether the current position of the vehicle is the home parking lot or the charging station. The number of times of charging can be obtained by counting the number of times the vehicle is parked and charged at a home parking lot or a charging station within a predetermined period.
(14) Reciprocal of fuel consumption by internal combustion engine after external charging (1 / fuel consumption after external charging)
The amount of fuel used after external charging can be calculated from the fuel amount Qf, the amount of fuel supplied, and the current amount of fuel supplied Qf when external charging is performed.

  Next, the operation when restricting the convenience function based on the usage index IDX will be described. FIG. 3 is a flowchart showing an example of a convenience function restriction process routine executed by the HVECU 70. This routine is executed every predetermined period (for example, every time the usage index IDX is calculated).

  When the convenience function restriction process routine is executed, the HVECU 70 first inputs the usage index IDX (step S100), and executes a process of comparing the usage index IDX with the threshold values Iref1 and Iref2 (step S110). Here, the threshold value Iref1 is set as the value of the usage index IDX that cannot be determined that the use of external charging is relatively promoted, and the threshold value Iref2 is the promotion of use of external charging. Is set as the value of the usage index IDX that is determined to be less than the threshold Iref1. Therefore, there is a relationship of Iref1> Iref2. When the usage index IDX is equal to or greater than the threshold value Iref1, it is determined that the use of external charging is relatively promoted, and no restriction is imposed on the convenience function (step S120), and this routine ends.

On the other hand, when the usage index IDX is equal to or greater than the threshold value Iref2 and less than the threshold value Iref1, it is determined that the use of external charging is relatively not promoted, and “external charging is not performed very much. Announcement such as “Slightly restricted convenience function. Please charge externally” is displayed on the display device 92 together with the voice output (step S130), and a mild restriction is imposed on the convenient function (step S140). ), This routine is terminated. For example, the following may be mentioned as minor restrictions on convenient functions. Only one of (1) to (8) may be set as a light restriction on the convenience function, or two or more may be set. In this way, by imposing minor restrictions on convenience functions, the use of external charging is encouraged so as to remove such restrictions.
(1) Restriction that the output of the air conditioner 95 is 70% or 80% under normal conditions, etc. (2) Restriction that the opening / closing degree of the power window 96 is 70% or 80% under normal conditions (3) Audio equipment (not shown) Restrictions on some functions (CD function, radio function, etc.) (4) Restrictions on some functions of navigation device 90 (guidance function, service information provision function, etc.) (5) Functions of seat heater 98 and handle heater 99 (6) Restriction due to the function stop of the electric seat 97 (7) Restriction on unlocking and locking of doors by smart keys and remote control keys not shown (8) Restriction on functions of automatic operation and auto cruise

When the usage index IDX is less than the threshold value Iref2, it is determined that the use of external charging is hardly promoted, and “almost no external charging is performed. An announcement such as “Please charge externally.” Is displayed on the display device 92 together with the voice output (step S150), severe restrictions are imposed on the convenience function (step S160), and this routine is executed. finish. For example, the following can be cited as the severe restrictions on the convenience functions. The severe restriction of the convenience function may be performed only in any one of (1) to (8), or may be performed in two or more. In this way, by imposing severe restrictions on convenience functions, the use of external charging is strongly encouraged to remove such restrictions.
(1) Restriction for stopping output of air conditioner 95 (2) Restriction for disabling power window 96 (3) Restriction due to stop of function of audio device (not shown) (4) Restriction due to stop of function of navigation device 90 ( 5) Restriction due to stop of function of seat heater 98 and handle heater 99 (6) Restriction due to stop of function of electric seat 97 (7) Restriction on unlocking and locking of door by smart key and remote control key not shown (8) Automatic operation And restrictions due to suspension of auto cruise function

  In the hybrid vehicle 20 of the embodiment described above, when the usage index IDX is less than the threshold value Iref1, the convenience function is limited. Thereby, the use of external charging can be strongly urged. In addition, when the usage index IDX is greater than or equal to the threshold value Iref2 and less than the threshold value Iref1, a mild restriction is imposed on the convenience function, and when the usage index IDX is less than the threshold value Iref2, a severe restriction is imposed on the convenience function. Encourage the use of external charging. Also, when a restriction is imposed on the convenience function, an announcement to that effect is also made, so that it is possible to avoid a sense of incongruity when the restriction of the convenience function is imposed without an announcement.

  In the hybrid vehicle 20 of the embodiment, when the usage index IDX is greater than or equal to the threshold value Iref2 and less than the threshold value Iref1, a mild restriction is imposed on the convenience function, and when the usage index IDX is less than the threshold value Iref2, the convenience function is severely limited. As it is imposed, the restriction of convenience functions is imposed in two stages. However, the restriction of the convenience function may be performed in three or more stages, or may be performed in one stage.

  In the hybrid vehicle 20 of the embodiment, the convenience functions are limited as follows: (1) air conditioner output restrictions, (2) power window function restrictions, (3) audio equipment function restrictions, and (4) navigation. (5) Restriction of functions of the device, (5) Restriction of functions of the seat heater and the handle heater, (6) Restriction of functions of the electric seat, (7) Restriction of unlocking and locking of the door by the smart key and the remote control key, (8) Eight types of restrictions, such as automatic driving and auto cruise function restrictions, were adopted. However, restrictions on various other convenient functions such as restrictions on other convenient functions, such as restrictions on information communication with external systems, restrictions on AC power when the vehicle provides AC power, restrictions on cooperation with smartphones, etc. It is good also as what to do.

  The hybrid vehicle 20 of the embodiment includes the charger 60 that connects the power plug 61 to the external power source 69 and charges the battery 50. However, the battery 50 is received by receiving power from the external power source 69 in a non-contact manner. It is good also as a thing provided with the charger which charges.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, and the drive shaft 36 are connected to the planetary gear 30 and the motor MG2 is connected to the drive shaft 36. As exemplified in the hybrid vehicle 220 of the modified example of FIG. 4, a motor MG is connected to a drive shaft 36 connected to the drive wheels 38a and 38b via a transmission 230, and a rotation shaft of the motor MG is connected to a rotation shaft of the motor MG via a clutch 229. The engine 22 is connected, and the power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 230, and the power from the motor MG is output to the drive shaft via the transmission 230. It may be output. Moreover, it is good also as a structure of what is called a series hybrid vehicle. In other words, any configuration may be used as long as it is a hybrid vehicle including an engine, a motor, a battery, and a charger that charges the battery by connecting to an external power source.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “engine”, the fuel tank 25 corresponds to “fuel tank”, the motor MG2 corresponds to “motor”, the battery 50 corresponds to “battery”, and the charger 60 The HVECU 70 that corresponds to the “charger” and executes the convenience function restriction processing routine of FIG. 3 corresponds to the “function restriction means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20,220 Hybrid car, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 25 fuel tank, 25a, fuel gauge, 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential Gear, 38a, 38b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 52 Battery electronic control unit ( Battery ECU), 54 power line, 60 charger, 61 power plug, 62 connection switch, 69 external power supply, 70 electronic control unit for hybrid (HVECU), 72 flash memory, 80 ignition Switch, 82 shift position sensor, 84 accelerator pedal position sensor, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 navigation device, 92 display device, 95 air conditioner, 96 power window, 97 electric seat, 98 seat heater, 99 handle heater 229 clutch, 230 transmission, MG, MG1, MG2 motor.

Claims (1)

A hybrid comprising an engine, a fuel tank for supplying fuel to the engine, a motor, a battery capable of supplying electric power to the motor, and a charger capable of external charging for charging the battery using an external power source Car,
A function restriction means for imposing a function restriction so that a convenience function not related to the running performance of the vehicle is reduced when the use index indicating the degree of use of the external charge within a predetermined period is small, compared to when the use index is large;
A hybrid vehicle comprising:

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