JP2019151316A - Control device for hybrid vehicle - Google Patents

Abstract

To restrict the frequency of warming up a catalyst, thereby suppressing the amount of fuel consumed for warming up the catalyst.SOLUTION: A control device 200 for a vehicle 100 comprises: a travel plan preparing section which prepares a travel plan setting one or more way points on a predicted route from a departure point to a destination point to divide the predicted route into a plurality of travel routes and divide each travel route further into a plurality of travel sections, and setting in which travel mode, an EV mode or an HV mode, the vehicle is to travel in each travel section; and a travel mode switching section which switches the travel mode according to the travel plan. The travel plan preparing section is configured so as to be able to prepare the travel plan setting the travel mode in every travel section in at least one travel route to the EV mode.SELECTED DRAWING: Figure 1

Description

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

  In Patent Document 1, as a conventional hybrid vehicle control device, an expected route to a destination is divided into a plurality of sections, and each section travels in an EV mode, an HV section travels in an HV mode, What was comprised so that the travel plan classified into (2) may be created is disclosed.

JP 2014-162261 A

  However, the above-described conventional control device for a hybrid vehicle does not consider the amount of fuel necessary for warming up the exhaust purification catalyst of the internal combustion engine when creating the travel plan. Therefore, when the vehicle is driven according to the travel plan, the number of times of warming up of the catalyst may increase and fuel consumption may deteriorate.

  The present invention has been made paying attention to such problems, and an object thereof is to suppress the amount of fuel consumed for warming up the catalyst by suppressing the number of times the catalyst is warmed up.

  In order to solve the above problems, according to an aspect of the present invention, there is provided a control device for a hybrid vehicle including an internal combustion engine, a chargeable / dischargeable battery, and a rotating electric machine driven by the electric power of the battery. One or more waypoints are set on the predicted route from the vehicle to the destination, the predicted route is divided into a plurality of travel routes, each travel route is further divided into a plurality of travel segments, and each travel segment is divided into the battery A travel plan creation unit that creates a travel plan that sets whether to travel in the EV mode that travels using the electric power of HV as the main power source or the HV mode that travels using the internal combustion engine as the main power source; A travel mode switching unit that switches the travel mode according to the travel plan. The travel plan creation unit is configured to create a travel plan in which the travel mode of all travel sections in at least one travel route is set to the EV mode.

  According to this aspect of the present invention, it is possible to suppress the amount of fuel consumed for warming up the catalyst by suppressing the number of times the catalyst is warmed up.

FIG. 1 is a schematic configuration diagram of a vehicle and an electronic control unit that controls the vehicle according to the first embodiment of the present invention. FIG. 2A is a flowchart illustrating the creation of a travel plan according to the first embodiment of the present invention. FIG. 2B is a flowchart illustrating creation of a travel plan according to the first embodiment of the present invention. FIG. 3A is a diagram illustrating the creation of a first travel plan that optimizes the travel of one trip. FIG. 3B is a diagram illustrating the creation of a first travel plan that optimizes the travel of one trip. FIG. 3C is a diagram illustrating the creation of a first travel plan that optimizes the travel of one trip. FIG. 4A is a diagram illustrating the creation of a second travel plan according to the first embodiment of the present invention in which multiple trips are optimized. FIG. 4B is a diagram illustrating the creation of the second travel plan according to the first embodiment of the present invention in which multiple trips are optimized. FIG. 4C is a diagram illustrating the creation of the second travel plan according to the first embodiment of the present invention in which multiple trips are optimized. FIG. 5A is a flowchart illustrating creation of a travel plan according to the second embodiment of the present invention. FIG. 5B is a flowchart illustrating creation of a travel plan according to the second embodiment of the present invention. FIG. 6A is a diagram illustrating the creation of a second travel plan according to the second embodiment of the present invention in which multiple trips are optimized. FIG. 6B is a diagram illustrating the creation of the second travel plan according to the second embodiment of the present invention in which multiple trips are optimized. FIG. 6C is a diagram illustrating the creation of the second travel plan according to the second embodiment of the present invention in which multiple trips are optimized. FIG. 6D is a diagram illustrating the creation of a second travel plan according to the second embodiment of the present invention in which multiple trips are optimized. FIG. 6E is a diagram illustrating the creation of the second travel plan according to the second embodiment of the present invention in which multiple trips are optimized. FIG. 7 is a diagram illustrating an example of the second travel plan (route priority travel plan). FIG. 8A is a diagram illustrating the creation of the second travel plan according to the third embodiment of the present invention in which a plurality of trips are optimized. FIG. 8B is a diagram illustrating the creation of the second travel plan according to the third embodiment of the present invention in which multiple trips are optimized. FIG. 9 is a flowchart illustrating catalyst temperature increase control according to the third embodiment of the present invention. FIG. 10 is a schematic configuration diagram of a vehicle and an electronic control unit that controls the vehicle according to the fourth embodiment of the present invention. FIG. 11 is a flowchart illustrating catalyst temperature increase control according to the fourth embodiment of the present invention. FIG. 12 is a block diagram schematically showing the configuration of a vehicle and a control device for controlling the vehicle according to the fifth embodiment of the present invention. FIG. 13A is a diagram illustrating the creation of a second travel plan according to a modification of the present invention in which multiple trips are optimized. FIG. 13B is a diagram illustrating the creation of a second travel plan according to a modification of the present invention in which multiple trips are optimized. FIG. 13C is a diagram illustrating the creation of a second travel plan according to a modification of the present invention in which multiple trips are optimized. FIG. 13D is a diagram illustrating the creation of a second travel plan according to a modification of the present invention in which multiple trips are optimized. FIG. 13E is a diagram illustrating the creation of a second travel plan according to a modification of the present invention in which multiple trips are optimized. FIG. 13F is a diagram illustrating the creation of a second travel plan according to a modification of the present invention in which multiple trips are optimized.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are assigned to similar components.

(First embodiment)
FIG. 1 is a schematic configuration diagram of a vehicle 100 and an electronic control unit 200 that controls the vehicle 100 according to the first embodiment of the present invention.

  The vehicle 100 according to this embodiment includes an internal combustion engine 10, a power split mechanism 20, a first rotating electrical machine 30, a second rotating electrical machine 40, a battery 50, a boost converter 60, a first inverter 70, and a second. And an inverter 80, and is configured to be able to transmit the power of one or both of the internal combustion engine 10 and the second rotating electrical machine 40 to the wheel drive shaft 2 via the final reduction gear 1. . In addition to the internal combustion engine 10, the vehicle 100 includes a map database 95, a GPS receiver 96, and a navigation device 97.

  The internal combustion engine 10 burns fuel in each cylinder 12 formed in the engine body 11 to generate power for rotating the output shaft 13 connected to the crankshaft. Exhaust gas discharged from each cylinder 12 to the exhaust passage 14 flows through the exhaust passage 14 and is discharged into the atmosphere. The exhaust passage 14 is provided with a catalyst device 15 for purifying harmful substances in the exhaust. The catalyst device 15 includes a honeycomb-type base material 151 on which a catalyst having an exhaust purification function (exhaust purification catalyst) such as an oxidation catalyst or a three-way catalyst is supported on the surface, and downstream of the base material 151, A catalyst temperature sensor 210 for detecting the catalyst temperature is provided.

  The power split mechanism 20 is a planetary gear for splitting the power of the internal combustion engine 10 into two systems of power for rotating the wheel drive shaft 2 and power for driving the first rotating electrical machine 30 to regenerate. A sun gear 21, a ring gear 22, a pinion gear 23, and a planetary carrier 24 are provided.

  The sun gear 21 is an external gear and is disposed at the center of the power split mechanism 20. The sun gear 21 is connected to the rotation shaft 33 of the first rotating electrical machine 30.

  The ring gear 22 is an internal gear, and is arranged around the sun gear 21 so as to be concentric with the sun gear 21. The ring gear 22 is connected to the rotating shaft 33 of the second rotating electrical machine 40. A drive gear 3 for transmitting the rotation of the ring gear 22 to the wheel drive shaft 2 via the final reduction gear 1 is integrally attached to the ring gear 22.

  The pinion gear 23 is an external gear, and a plurality of pinion gears 23 are disposed between the sun gear 21 and the ring gear 22 so as to mesh with the sun gear 21 and the ring gear 22.

  The planetary carrier 24 is connected to the output shaft 13 of the internal combustion engine 10 and rotates around the output shaft 13. The planetary carrier 24 is also connected to each pinion gear 23 so that when the planetary carrier 24 rotates, each pinion gear 23 can rotate (revolve) around the sun gear 21 while rotating individually. ing.

  The first rotating electrical machine 30 is, for example, a three-phase AC synchronous motor generator, and is attached to the outer periphery of a rotating shaft 33 connected to the sun gear 21 and a rotor 31 in which a plurality of permanent magnets are embedded in the outer peripheral portion. And a stator 32 around which an exciting coil for generating a rotating magnetic field is wound. The first rotating electrical machine 30 has a function as an electric motor that is driven by power by being supplied with power from the battery 50 and a function as a generator that is driven by regeneration by receiving the power of the internal combustion engine 10.

  In the present embodiment, the first rotating electrical machine 30 is mainly used as a generator. Then, when cranking is performed by rotating the output shaft 13 when the internal combustion engine 10 is started, it is used as an electric motor and serves as a starter.

  The second rotating electrical machine 40 is, for example, a three-phase AC synchronous motor generator, and is attached to the outer periphery of a rotating shaft 43 connected to the ring gear 22 and a rotor 41 having a plurality of permanent magnets embedded in the outer peripheral portion. And a stator 42 around which an exciting coil for generating a rotating magnetic field is wound. The second rotating electrical machine 40 has a function as an electric motor that is driven by power by being supplied with power from the battery 50, and a function as a generator that is regeneratively driven by receiving power from the wheel drive shaft 2 when the vehicle is decelerated. Have.

  The battery 50 is a chargeable / dischargeable secondary battery such as a nickel / cadmium storage battery, a nickel / hydrogen storage battery, or a lithium ion battery. In the present embodiment, a lithium ion secondary battery having a rated voltage of about 200 V is used as the battery 50. The battery 50 supplies the charging power of the battery 50 to the first rotating electrical machine 30 and the second rotating electrical machine 40 so that they can be driven by powering, and the first rotating electrical machine 30 and the second rotating electrical machine 40 The battery 50 is electrically connected to the first rotating electrical machine 30 and the second rotating electrical machine 40 via the boost converter 60 or the like so that the battery 50 can be charged.

  Further, the battery 50 is configured to be electrically connectable to an external power source via a charge control circuit 51 and a charging lid 52 so that charging from an external power source such as a household outlet can be performed. The vehicle 100 is a so-called plug-in hybrid vehicle. The charging control circuit 51 converts an alternating current supplied from an external power source into a direct current based on a control signal from the electronic control unit 200, boosts the input voltage to the battery voltage, and supplies the power of the external power source to the battery 50. It is an electric circuit that can be charged.

  Boost converter 60 boosts the voltage between the terminals of the primary side terminal based on the control signal from electronic control unit 200 and outputs it from the secondary side terminal, and conversely, secondary voltage based on the control signal from electronic control unit 200. An electric circuit capable of stepping down the voltage between the terminals of the side terminals and outputting the voltage from the primary side terminal is provided. The primary side terminal of boost converter 60 is connected to the output terminal of battery 50, and the secondary side terminal is connected to the DC side terminals of first inverter 70 and second inverter 80.

  The first inverter 70 and the second inverter 80 convert a direct current input from a direct current side terminal into an alternating current (a three-phase alternating current in the present embodiment) based on a control signal from the electronic control unit 200 and convert the direct current to the alternating current side. Each circuit includes an electric circuit that can output from the terminal and, conversely, convert an alternating current input from the alternating current side terminal into a direct current based on a control signal from the electronic control unit 200 and output the direct current from the direct current side terminal. The DC side terminal of the first inverter 70 is connected to the secondary side terminal of the boost converter 60, and the AC side terminal of the first inverter 70 is connected to the input / output terminal of the first rotating electrical machine 30. The DC side terminal of the second inverter 80 is connected to the secondary side terminal of the boost converter 60, and the AC side terminal of the second inverter 80 is connected to the input / output terminal of the second rotating electrical machine 40.

  The map database 95 is a database related to map information. The map database 95 is stored in, for example, a hard disk drive (HDD) installed in the vehicle. Map information includes road location information and road shape information (for example, gradients, types of curves and straight lines, curve curvatures, etc.), intersection and branch point location information, road types, speed limits, etc. Contains information.

  The GPS receiver 96 receives signals from three or more GPS satellites, identifies the latitude and longitude of the vehicle 100, and detects the current position of the vehicle 100. The GPS receiver 96 transmits the detected current position information of the vehicle 100 to the electronic control unit 200.

  The navigation device 97 sets the predicted route of the vehicle based on the current position information of the vehicle 100 detected by the GPS receiver 96, the map information of the map database 95, the destination set by the driver, etc., and relates to the set predicted route. Information is transmitted to the electronic control unit 200 as navigation information.

  The electronic control unit 200 is a microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), an input port, and an output port that are connected to each other via a bidirectional bus. .

  The electronic control unit 200 includes an SOC sensor 211 for detecting the battery charge amount, a load sensor 212 for generating an output voltage proportional to the depression amount of the accelerator pedal 220, and a signal for calculating the engine rotation speed, etc. Output signals from various sensors such as a crank angle sensor 213 that generates an output pulse every time the crankshaft of the engine body 11 rotates, for example, by 15 °, and a start switch 214 for determining start and stop of the vehicle 100 are input. .

  The electronic control unit 200 controls the vehicle 100 by driving each control component based on the input output signals of various sensors. Hereinafter, control of the vehicle 100 according to the present embodiment performed by the electronic control unit 200 will be described.

  The electronic control unit 200 causes the vehicle 100 to travel by switching the traveling mode to either an EV (Electric Vehicle) mode or an HV (Hybrid Vehicle) mode.

  The EV mode is a mode in which the charging power of the battery 50 is preferentially used to power-drive the second rotating electrical machine 40 and at least the power of the second rotating electrical machine 40 is transmitted to the wheel drive shaft 2 so that the vehicle 100 travels. is there.

  When the traveling mode is the EV mode, the electronic control unit 200 basically power-drives the second rotating electrical machine 40 using the charging power of the battery 50 with the internal combustion engine 10 stopped, and the second rotating electrical machine The vehicle 100 is caused to travel by rotating the wheel drive shaft 2 with only 40 power.

  On the other hand, in the HV mode, the internal combustion engine 10 is operated and the second rotating electrical machine 40 is driven by power using the power generated by the first rotating electrical machine 30 preferentially, and both the internal combustion engine 10 and the second rotating electrical machine 40 are driven. In this mode, power is transmitted to the wheel drive shaft 2 to cause the vehicle 100 to travel.

  When the travel mode is the HV mode, the electronic control unit 200 divides the power of the internal combustion engine 10 into two systems by the power split mechanism 20 and transmits one power of the split internal combustion engine 10 to the wheel drive shaft 2. The first rotating electrical machine 30 is regeneratively driven by the other power. The second rotating electrical machine 40 is basically driven by the power generated by the first rotating electrical machine 30 to transmit the power of the second rotating electrical machine 40 to the wheel drive shaft 2 in addition to one power of the internal combustion engine 10. The vehicle 100 is caused to travel.

  Thus, in the case of a hybrid vehicle in which the travel mode can be switched between the EV mode and the HV mode, in order to suppress the fuel consumption, the EV is preferentially set as the travel mode as long as the battery charge amount is sufficient. It is desirable to set the mode.

  On the other hand, the internal combustion engine 10 tends to have lower thermal efficiency as the engine load is lower. For this reason, the travel mode is set to the EV mode in a travel section where start and stop are frequently repeated or low-speed travel continues, such as a travel section with many traffic lights or a travel section where traffic is heavy and traffic congestion is likely to occur. It is desirable to set and run the vehicle 100.

  The travel mode is set to the HV mode when the travel section is capable of traveling in a heat-efficient engine load region, such as a travel section in which steady travel can be continuously performed while maintaining a vehicle speed above a certain level. It is desirable to set the vehicle to run the vehicle 100.

  Therefore, in the case of a hybrid vehicle in which the travel mode can be switched between the EV mode and the HV mode, on the expected route in one trip to the destination (from when the vehicle start switch 214 is turned on to when it is turned off) It can be said that it is an effective means for suppressing the amount of fuel required for traveling by preparing a traveling plan for which traveling section of the vehicle to travel in the EV mode and switching the traveling mode according to the traveling plan.

  However, such a conventional travel plan is a travel plan optimized for one-trip travel, and does not take into account the extra fuel consumed to warm up the exhaust purification catalyst of the internal combustion engine 10. It was. That is, when starting the internal combustion engine 10 at the beginning of each trip, extra fuel is consumed to promote catalyst warm-up to ensure exhaust performance. The travel plan was made without considering the fuel consumption.

  Here, multiple trips (in the case of the former, such as when going back and forth between home and commute, or going around multiple destinations (routes) and returning to the original departure place such as home) Consider traveling on the entire travel route consisting of two trips for the outbound route and the return route (in the latter case, for example, 3 trips if there are two destinations).

  For example, considering the case of going back and forth between home and commuting destination, the conventional travel plan optimizes the travel of each trip on the forward and return trips, so the HV section ( A traveling section in which the traveling mode is set to the HV mode) may be set. As a result, the fuel for warming up the catalyst is consumed at least once both in the outward path and in the return path.

  On the other hand, it is possible to optimize the travel of the entire travel route composed of a plurality of trips, and to make a travel plan that can travel in the EV mode on either the forward route or the return route. If possible, since the number of times of catalyst warm-up is only one, consumption of fuel for catalyst warm-up can be suppressed. As a result, looking at the total fuel consumption when going back and forth between home and commute, the catalyst warm-up is more than when the trip for each trip on the forward and return trips is optimized as in the conventional travel plan. Therefore, there is a case where the total fuel consumption can be suppressed by suppressing the fuel consumption.

  Therefore, in the present embodiment, a travel plan that can reduce the number of times the catalyst is warmed up can be created. Hereinafter, creation of a travel plan according to this embodiment will be described with reference to FIGS. 2 to 4C.

  2A and 2B are flowcharts illustrating creation of a travel plan according to the present embodiment. FIGS. 3A to 3C are diagrams for explaining the creation of the first travel plan (section travel plan) that optimizes the trip of one trip, and FIGS. 4A to 4C show the first trip that is optimized for a plurality of trips. It is a figure explaining preparation of 2 travel plans (route travel plan).

  In step S1, as shown in FIG. 3A, the electronic control unit 200 sets one or more waypoints on the predicted route from the departure point to the destination and divides the predicted route into a plurality of travel routes. Each travel route is further divided into a plurality of travel sections. Then, an actual section number i (i = 1,..., N; n = 10 in the example shown in FIG. 3A) is set for each traveling section in order from the departure place, and an actual route number i ( i = 1,..., n; in the example shown in FIG. 3A, n = 2) is set.

  Here, the departure place and the destination are, for example, main storage places of the vehicle 100 such as a home parking lot. In addition, if the vehicle 100 that creates the travel plan is a plug-in hybrid vehicle as in the present embodiment, the departure point and the destination can be set as places where plug-in charging is possible.

  The transit point is the end point of one trip, for example, the destination set in the departure point (the destination in the future). In addition to this, for example, in the case of a vehicle that patrols a plurality of predetermined destinations, each destination can be used as a transit point, or in the case of a vehicle used for commuting or attending school If so, you can also use your commute or school as a stopover. By setting the waypoints on the predicted route in this way, it is possible to create a travel plan corresponding to multiple trips.

  In step S <b> 2, the electronic control unit 200 calculates the travel load of each travel section based on road information (for example, gradient, road type, limit vehicle speed, average curvature, etc.) of each travel section. Then, as shown in FIG. 3A, the electronic control unit 200 estimates the EV appropriateness of each traveling section and the estimated consumption in each traveling section when each traveling section is run in the EV mode based on the traveling load of each traveling section. The amount of power (hereinafter referred to as “section power consumption”) is calculated. The EV suitability level is an index representing how much each travel section is suitable for EV travel, and is set to a higher value (that is, suitable for EV travel) as the travel load of each travel section is lower. .

  In FIG. 3A, in order to facilitate understanding of the invention, regarding EV suitability, the EV suitability is changed from 1 (low EV suitability) to 3 (high EV suitability) based on the travel load of each travel section. A simplified list is given. The section power consumption is also simplified by dividing the section power consumption from 1 (low section power consumption) to 3 (high section power consumption) according to its size.

  In step S3, the electronic control unit 200 calculates an estimated power consumption (hereinafter referred to as “total power consumption”) TE when the predicted route is run in the EV mode based on the section power consumption of each travel section.

  In step S4, the electronic control unit 200 calculates the electric energy (hereinafter referred to as “usable electric power”) CE of the battery 50 that can be used for EV traveling based on the battery charge amount, and the usable electric power CE is calculated. Then, it is determined whether the total power consumption TE or more. When the available power CE is equal to or greater than the total power consumption TE, the electronic control unit 200 proceeds to the process of step S5. On the other hand, when the available power CE is less than the total power consumption TE, the electronic control unit 200 proceeds to the process of step S6.

  In step S5, since the electronic control unit 200 can run through the predicted route in the EV mode if the available power CE is equal to or greater than the total power consumption TE, all the travel sections are set as the EV sections.

  In step S6, as shown in FIG. 3B, the electronic control unit 200 performs the first sort process to rearrange the travel sections, and sorts the section number i (i = 1, 1) in each travel section in the rearranged order. .., N; n = 10) is set in the example shown in FIG. 3B. Specifically, as shown in FIG. 3B, the electronic control unit 200 ignores the travel route, sorts the travel sections in descending order of EV suitability, and uses the section power consumption for travel sections having the same EV suitability. If the section power consumption is the same, the sections are rearranged in ascending order.

In step S7, the electronic control unit 200 determines whether or not there is a sort section number k that satisfies the following inequality (1). DE indicates an added value obtained by adding the section power consumption in order from the travel section having a high EV appropriateness and a small section power consumption. In inequality (1), DE _k is the total value (added value) of the section power consumption of each travel section from sort section number 1 to sort section number k, and DE _{k + 1} is from sort section number 1 to sort section number. It is the total value (addition value) of the section power consumption of each traveling section up to k + 1.
DE _k ≦ CE <DE _{k + 1} (1)

Specifically, the electronic control unit 200 has no sort section number k that satisfies the inequality (1) if the section power consumption DE ₁ of the travel section when the sort section number k is 1 is greater than the usable power CE. Judge. In this case, the electronic control unit 200 determines that there is no travel section that can be run in the EV mode, and proceeds to the process of step S8. On the other hand, the electronic control unit 200 determines that there is a sort section number k that satisfies inequality (1) if the section power consumption DE ₁ of the travel section when the sort section number k is 1 is equal to or less than the usable power CE. Then, the process proceeds to step S9.

  In step S9, the electronic control unit 200 calculates a sort section number k that satisfies the inequality (1).

  In step S10, as shown in FIG. 3B, the electronic control unit 200 determines each travel section from the sort section number 1 to the sort section number k (k = 6 in the example shown in FIG. 3B) as an EV section (the travel mode is EV). Traveling section set in the mode), each traveling section from the sorting section number k + 1 to the sorting section number n is set as the HV section. Then, as shown in FIG. 3C, the electronic control unit 200 creates a first travel plan (section travel plan) by rearranging the travel sections in the order of the actual section numbers.

  In step S11, as shown in FIG. 3C, the electronic control unit 200 determines the amount of fuel consumed for traveling in each HV section based on the road information of the traveling section set as the HV section in the first travel plan. The estimated value (hereinafter referred to as “section fuel consumption”) is calculated, and the travel fuel consumption DF1 in the first travel plan, which is the total value thereof, is calculated.

  Further, the electronic control unit 200 estimates the amount of fuel consumed for warming up the catalyst in each travel route for which the HV section is set in the first travel plan (hereinafter referred to as “path warm-up fuel consumption”). And the warm-up consumed fuel amount HF1 in the first travel plan, which is the total value thereof, is calculated. In the present embodiment, as shown in FIG. 3C, fuel for catalyst warm-up is generated in the travel section first switched to the HV mode in each travel route, that is, the travel section first switched to the HV mode in each trip. It is supposed to be consumed.

  In step S <b> 12, the electronic control unit 200 calculates an estimated value (hereinafter referred to as “first total consumed fuel amount”) TF <b> 1 of the amount of fuel that is consumed when traveling through the predicted route while switching the travel mode according to the first travel plan. calculate. Specifically, as shown in FIG. 3C, the electronic control unit 200 calculates the first total fuel consumption TF1 by adding the travel consumption fuel amount DF1 and the warm-up consumption fuel amount HF1 in the first travel plan.

  In step S13, the electronic control unit 200, as shown in FIG. 4A, based on the section power consumption of each travel section, the estimated power consumption (hereinafter “" Route power consumption ") is calculated. In FIG. 4A, the total value for each travel route of the simplified section power consumption of each travel section is shown as the route power consumption.

  In step 14, as shown in FIG. 4B, the electronic control unit 200 performs the second sort process to rearrange the travel routes, and sort route numbers i (i = 1, 1) are assigned to the travel routes in the rearranged order. ..., n) are set. Specifically, as shown in FIG. 4B, the electronic control unit 200 rearranges the travel routes in ascending order of route power consumption.

In step S15, the electronic control unit 200 determines whether there is a sort path number k that satisfies the following inequality (2). Note that RE indicates an added value obtained by adding route power consumption in order from a travel route with less route power consumption. In inequality (2), RE _k is the total value (added value) of the route power consumption of each travel route from sort route number 1 to sort route number k, and RE _{k + 1} is the sort route number from sort route number 1 to sort route number. It is the total value (added value) of the route power consumption of each travel route up to k + 1.
RE _k ≦ CE <RE _{k + 1} (2)

Specifically, the electronic control unit 200 has no sort path number k satisfying the inequality (2) if the route power consumption RE ₁ of the travel path when the sort path number k is 1 is larger than the usable power CE. Judge. In this case, the electronic control unit 200 determines that there is no travel route that can be run in the EV mode, and proceeds to the process of step S21. On the other hand, the electronic control unit 200 has a sort path number k that satisfies the inequality (2) if the route power consumption RE ₁ of the travel path when the sort path number k is 1 is less than or equal to the usable power CE. Determination is made and the process proceeds to step S16.

  In step S16, the electronic control unit 200 calculates a sort path number k that satisfies the inequality (2).

  In step S17, as shown in FIG. 4B, the electronic control unit 200 sets EVs for all the travel routes up to the sort route number k (k = 1 in the example shown in FIG. 4B) and all the travel sections on the travel routes. The EV route set as the section is set, and each travel route from the sort route number k + 1 to the sort route number n is set as an HV route in which all the travel sections on the travel route are HV sections. Then, as shown in FIG. 4C, the electronic control unit 200 creates a second travel plan (route travel plan) by rearranging the travel routes in the order of the actual route numbers.

  In step S18, as shown in FIG. 4C, the electronic control unit 200 calculates the section fuel consumption of each HV section based on the road information of the travel section set as the HV section in the second travel plan, The travel fuel consumption amount DF2 in the second travel plan, which is the total value of, is calculated.

  Further, the electronic control unit 200 calculates the route warm-up fuel consumption amount HF2 in the second travel plan, which is the total value of the route warm-up fuel consumption amount of the travel route for which the HV section is set in the second travel plan. calculate. As shown in FIG. 4C, in the second travel plan according to the present embodiment, the route warm-up consumed fuel amount is generated only on the travel route having the actual route number 1.

  In step S19, the electronic control unit 200 calculates an estimated value (hereinafter referred to as “second total consumed fuel amount”) TF2 of the fuel amount consumed when traveling through the predicted route while switching the traveling mode according to the second traveling plan. calculate. Specifically, as shown in FIG. 4C, the electronic control unit 200 calculates the second total fuel consumption amount TF2 by adding the travel consumption fuel amount DF2 and the warm-up consumption fuel amount HF2 in the second travel plan.

  In step S20, the electronic control unit 200 compares the first total fuel consumption amount TF1 and the second total fuel consumption amount TF2, and when the first total fuel consumption amount TF1 is smaller, the process proceeds to step S21. When the second total fuel consumption amount TF2 is smaller, the process proceeds to step S22. If the first total fuel consumption amount TF1 and the second total fuel consumption amount TF2 are the same, the process may proceed to either step S21 or step S22, but in the present embodiment, the process proceeds to step S22. Yes.

  In step S21, the electronic control unit 200 adopts the first travel plan and performs travel mode switching control according to the first travel plan.

  In step S22, the electronic control unit 200 adopts the second travel plan and performs travel mode switching control according to the second travel plan.

  As shown in FIGS. 3C and 4C, the travel fuel consumption DF1 in the first travel plan that optimizes the travel of one trip is greater than the travel fuel consumption DF2 in the second travel plan that optimizes the travel of multiple trips. It is running low. However, considering the warm-up consumption fuels HF1 and HF2 in each travel plan, the first travel plan requires two catalyst warm-ups, so the first total fuel consumption amount TF1 is the second total fuel consumption amount. It turns out that it is more than TF2.

  According to the present embodiment described above, the vehicle 100 (hybrid vehicle) including the internal combustion engine 10, the chargeable / dischargeable battery 50, and the second rotating electrical machine 40 (rotating electrical machine) driven by the electric power of the battery 50. The electronic control unit 200 (control device) sets one or more waypoints on the predicted route from the departure point to the destination, divides the predicted route into a plurality of travel routes, and further sets each travel route. The vehicle is divided into a plurality of travel sections, and each travel section travels in either the EV mode in which the electric power of the battery 50 is used as a main power source or the HV mode in which the internal combustion engine 10 is used as a main power source. A travel plan creation unit that creates a travel plan in which the travel mode is set, and a travel mode switching unit that switches the travel mode according to the travel plan.

  The travel plan creation unit is configured to create a travel plan in which the travel mode of all travel sections in at least one travel route is set to the EV mode.

  As a result, in the travel route (EV route) in which the travel mode of all travel sections in the travel route is set to the EV mode, it is not necessary to warm up the catalyst. The amount of fuel consumed to operate the vehicle can be reduced.

  In addition, the travel plan creation unit according to the present embodiment includes a route power consumption calculation unit that calculates a route power consumption that is an estimated value of power consumed when each travel route is run in the EV mode, and the route power consumption is low. In order from the travel route, the travel mode of all travel sections in the travel route is set to the EV mode, and the added value RE obtained by adding the route power consumption in order from the travel route with the smallest route power consumption is the battery 50. The second travel plan (route travel plan) in which the travel mode of all travel sections in the travel route is set to the HV mode from the travel route exceeding the available power CE (travel route after the sort route number k + 1). Configured to create.

  Thereby, the travel route can be set as the EV route in order from the travel route that is most likely to be able to run in the EV mode. That is, since the number of travel routes that can be set as the EV route can be increased as much as possible, the amount of fuel consumed to warm up the catalyst by creating a travel plan that can minimize the number of times of catalyst warm-up. Can be suppressed.

  In addition, the travel plan creation unit according to the present embodiment consumes when an appropriateness calculation unit that calculates an EV appropriateness (appropriateness) when traveling in each EV section in EV mode, and when each travel segment runs in EV mode. A section power consumption calculation unit that calculates section power consumption that is an estimated value of the electric power to be set, and in order from a traveling section having a high EV suitability and a small section power consumption, the traveling mode is set to the EV mode, A travel section in which the added value DE obtained by adding the section power consumption in order from the travel section having the high degree of appropriateness and the section power consumption is smaller than the usable power CE of the battery (the travel section after the sort section number k + 1) Is configured to create a first travel plan (section travel plan) in which the travel mode is set to the HV mode.

  In the first travel plan, the travel mode switching unit determines that the first total fuel consumption TF1, which is the total amount of fuel consumed in each travel route including the travel section set in the HV mode, is the second travel plan. When all the travel sections are larger than the second total fuel consumption TF2, which is the sum of the fuel consumed in each travel route set to the HV mode, the travel mode is switched according to the second travel plan. Composed. The first total fuel consumption TF1 and the second total fuel consumption TF2 are respectively the amount of fuel consumed for traveling and the amount of fuel consumed for warming up the exhaust purification catalyst of the internal combustion engine 10. , The sum of

  Thereby, it can suppress that a fuel consumption deteriorates conversely by suppressing the warming-up frequency of a catalyst.

  Further, according to the present embodiment, since the waypoint is the end point of one trip of the vehicle 100, it is possible to create a travel plan that optimizes a plurality of trips.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. This embodiment is different from the first embodiment in the content of the second travel plan. Hereinafter, the difference will be mainly described.

  5A and 5B are flowcharts for explaining the creation of a travel plan according to the present embodiment. 5A and 5B, the processing contents from step S1 to step S16 and from step S18 to step S22 are basically the same as those in the first embodiment, and thus the description thereof is omitted here. FIGS. 6A to 6E are diagrams for explaining the creation of the second travel plan (route priority travel plan) according to the present embodiment in which a plurality of trips are optimized.

  In step S31, as shown in FIG. 6A, the electronic control unit 200 performs each travel on each travel route from the sort route number k + 1 to the sort route number n (k = 1, n = 2 in the example shown in FIG. 6A). The third sort process is performed on the sections to rearrange the travel sections, and the second sort section number i (i = 1,..., N; n in the example shown in FIG. 6A) is assigned to each travel section in the rearranged order. = 5) is set. Specifically, as shown in FIG. 6A, the electronic control unit 200 rearranges the travel sections on the travel routes from the sort route number k + 1 to the sort route number n in order from the highest EV suitability to the EV suitability. The traveling sections having the same degree are rearranged in the order of smaller section power consumption. If the section power consumption is the same, the sections are rearranged in order of smaller actual section numbers.

In step S32, the electronic control unit 200 calculates the surplus power ΔCE of the battery 50 _obtained by subtracting the total value RE _k of the route power consumption of each travel route up to the sort route number k from the usable power CE of the battery 50.

In step S33, the electronic control unit 200 determines whether there is a second sort section number k that satisfies the following inequality (3). The EE is an added value obtained by adding the section power consumption in order from the travel section having the high EV appropriateness and the section power consumption being small in each travel route from the sort route number k + 1 to the sort route number n. It is shown. In inequality (3), EE _k is the total value (added value) of the section power consumption of each travel section from the second sort section number 1 to the second sort section number k, and EE _{k + 1} is the second sort section It is the total value of the section power consumption of each traveling section from number 1 to sort section number k + 1.
EE _k ≦ ΔCE <EE _{k + 1} (3)

The electronic control unit 200 in particular, the second sorting section number k is a section Power EE ₁ travel route when the 1, is greater than the surplus power DerutaCE, second sorting section numbers satisfying inequality (3) It is determined that there is no k. In this case, the electronic control unit 200 determines that there is no travel section that can run in the EV mode among the travel sections on each travel route from the sort route number k + 1 to the sort route number n, and proceeds to the process of step S34. move on. On the other hand the electronic control unit 200, the second sorting section number k is a section Power EE ₁ travel route when the 1, if less surplus power DerutaCE, the second sorting section number k satisfying inequality (3) It is determined that there is, and the process proceeds to step S35.

  In step S34, as in the first embodiment, the electronic control unit 200 displays each travel route up to the sort route number k (k = 1 in the example shown in FIG. 6B) on the travel route as shown in FIG. 6B. Are set to EV routes in which all the travel sections are EV sections, and each travel route from sort section number k + 1 to sort section number n is set to an HV path in which all travel sections on the travel route are HV sections. To do. Then, as shown in FIG. 6C, the electronic control unit 200 sets, as the second travel plan (route priority travel plan), a rearrangement of the travel routes in the order of the actual route numbers.

  In step S35, the electronic control unit 200 calculates the second sort section number k that satisfies the inequality (3).

  In step S36, as shown in FIG. 6D, the electronic control unit 200 sets EVs for all the travel routes up to the sort route number k (k = 1 in the example shown in FIG. 6D) for all the travel sections on the travel routes. Set the EV route as the section. In contrast to the first embodiment, the electronic control unit 200 has a second sort section number k (in the example shown in FIG. 6D) for each travel section on each travel path from the sort path number k + 1 to the sort path number n. Each travel section up to k = 1) is set as an EV section, and each travel section from the second sort section number k + 1 to the second sort section number n (n = 5 in the example shown in FIG. 6D) is set as an HV section. To do. Then, as shown in FIG. 6E, the electronic control unit 200 sets the second travel plan (route priority travel plan) by rearranging the travel sections in the order of the actual section numbers.

  The travel plan creation unit according to the present embodiment described above has an appropriateness calculation unit that calculates an EV appropriateness (appropriateness) when traveling each EV in the EV mode, and when each EV is run in the EV mode. A section power consumption calculation unit that calculates section power consumption that is an estimated value of power consumed by the vehicle, and a path that calculates path power consumption that is an estimated value of power consumed when each travel route is run in the EV mode A power consumption calculation unit.

  Then, the travel plan creation unit relates to the travel route until the first addition value RE obtained by adding the route power consumption in order from the travel route with the smallest route power consumption exceeds the usable power CE of the battery 50. A travel route in which the travel mode of all travel sections in the travel route is set to an EV route in which the EV mode is set in order from a travel route with less power, and the first added value RE exceeds the usable power CE of the battery 50. , The second added value EE obtained by adding the section power consumption in order from the travel section having the high EV appropriateness and the section power consumption in the travel route is calculated from the usable power CE of the battery 50 to the EV. The travel section until the surplus power ΔCE of the battery 50 obtained by subtracting the total value REk of the route power consumption is set to the EV mode, and the second addition value EE is equal to that of the battery 50. From Retained travel section exceeding the power ΔCE to set the travel mode to the HV mode, configured to create a second traveling Plan (Path First travel plan).

  Thus, according to the present embodiment, in each of the travel sections on the travel path set as the HV path in the first embodiment, there is a travel section that can be set as the EV section in consideration of the surplus power ΔCE of the battery. In this case, it is possible to create a second travel plan that is preferentially set as an EV section from a travel section having a high EV suitability. Therefore, while increasing the number of travel routes that can be set as the EV route as much as possible, the section set as the HV section in the first embodiment can be set as the EV section using the surplus power ΔCE of the battery. The total amount of fuel consumed when traveling on the expected route can be suppressed.

  In addition, the travel plan creation unit according to the present embodiment sets the travel mode to the EV mode in order from the travel section in which the EV appropriateness (appropriateness) is high and the section power consumption is small, and the EV suitability is high and the section consumption is high. From the travel section in which the third added value DE obtained by adding the section power consumption in order from the travel section with the smaller power exceeds the usable power CE of the battery 50, the travel mode is set to the HV mode. Further configured to create.

  Then, the travel mode switching unit determines that the first total consumed fuel amount TF1, which is the sum of the fuel amounts consumed in each travel route in which the travel region set in the HV mode exists, is the route priority travel plan. When it is greater than the second total consumed fuel amount TF2 that is the sum of the fuel amounts consumed in each travel route in which the travel section set in the HV mode exists, the vehicle travels according to the second travel plan (route priority travel plan). Configured to switch modes.

  As a result, the travel mode can be switched in accordance with a travel plan that can suppress the total amount of fuel consumed when traveling on the predicted route.

(Third embodiment)
Next, a third embodiment of the present invention will be described. This embodiment is different from the second embodiment in that the temperature of the catalyst once warmed up is suppressed from being lowered to the activation temperature or lower during the EV section. Hereinafter, the difference will be mainly described.

  The travel plan creation unit of the second embodiment described above can be set as an EV section in consideration of the surplus power ΔCE of the battery among the travel sections on the travel route set as the HV route in the first embodiment. When there is a long travel section, the second travel plan (route priority travel plan) is preferentially set as the EV section from the travel section having a high EV suitability.

  Therefore, in the second embodiment, as shown in FIG. 6E, on the part of the travel route set as the HV route in the first embodiment (the travel route of which the actual route number is 1 in FIG. 6E), the EV section Will be set. That is, a travel route in which the HV section and the EV section are mixed is generated. As described above, when a travel route in which the HV section and the EV section are mixed occurs, the following problem may occur. Hereinafter, this problem will be described with reference to FIG.

  FIG. 7 is a diagram illustrating an example of the second travel plan (route priority travel plan). In the example shown in FIG. 7, the travel route with the actual route number 1 is a travel route in which the HV section and the EV section are mixed, and the travel route with the actual route number 2 is the EV route.

  When a travel route in which the HV section and the EV section are mixed is generated, as shown in FIG. 7, for example, as an EV section after the travel section set as the HV section (the travel section with the actual section number 1 in FIG. 7). The set travel section (the travel section with the actual section number 2 to 4 in FIG. 7) continues continuously, and then the travel section set as the HV section again (the travel section with the actual section number 5 in FIG. 7). ) May occur.

  As described above, when the travel section set as the EV section continues continuously, the time and the distance traveled in the EV mode become longer. Therefore, the temperature of the catalyst that has completed the warm-up in the HV section before the EV section is increased. During the EV section, there is a risk that the exhaust gas purifying function of the catalyst may be lowered to an activation temperature or less that is activated. Then, in the HV section after the EV section, the catalyst must be warmed up again, so that the exhaust performance until the catalyst warm-up is completed deteriorates and the travel mode is set according to the second travel plan. The fuel consumption when driving by switching will increase more than expected.

  If the HV section is not set after the EV section, the internal combustion engine 10 is not started after the EV section. Therefore, even if the catalyst temperature falls below the activation temperature during the EV section, as described above. No problem arises.

  Therefore, in the present embodiment, on the travel route in which the HV section and the EV section are mixed, the catalyst temperature in the EV section is set so that the temperature of the catalyst once warmed up does not fall below the activation temperature during the EV section. When the temperature rises to a predetermined temperature rise reference temperature higher than the activation temperature, the internal combustion engine 10 is temporarily operated to raise the catalyst temperature only when the HV section is set after the EV section. did.

  Hereinafter, the creation of the travel plan according to the present embodiment will be described with reference to FIGS. 8A and 8B, and then the catalyst temperature increase control according to the present embodiment will be described with reference to FIG. 9.

  The flowchart relating to the creation of the travel plan according to the present embodiment is basically the same as the flowchart of FIGS. 5A and 5B described in the second embodiment, but the process of step S36 is partially different.

  Specifically, in this embodiment, in step S36, as shown in FIG. 8A, the electronic control unit 200 performs each of up to the sort path number k (k = 1 in the example shown in FIG. 8A) as in the second embodiment. The travel route is set to an EV route in which all travel sections on the travel route are EV sections. The electronic control unit 200 differs from the second embodiment in that the second sort section number k (in the example shown in FIG. 8A) for each travel section on each travel path from the sort path number k + 1 to the sort path number n. Each travel section up to k = 1) is set as an EV section (hereinafter referred to as “IEV section”) that is subject to catalyst temperature increase control, and the second sort section number k + 1 to the second sort section number n ( In the example shown in FIG. 8A, each travel section up to n = 5) is set as an HV section. Then, as shown in FIG. 8B, the electronic control unit 200 sets the second travel plan (route priority travel plan) by rearranging the travel sections in the order of the actual section numbers.

  FIG. 9 is a flowchart illustrating the catalyst temperature increase control according to the present embodiment.

  In step S41, the electronic control unit 200 determines whether or not the catalyst has already been warmed up once in the current trip. In the present embodiment, if the electronic control unit 200 has already traveled in the HV mode once in the current trip, the electronic control unit 200 determines that the catalyst has already been warmed up once in the current trip, and proceeds to the process of step S42. . On the other hand, if the electronic control unit 200 has not yet run in the HV mode on this trip, the electronic control unit 200 determines that the catalyst has not yet been warmed up on this trip, and performs the current process. finish.

  In step S42, the electronic control unit 200 determines whether or not the current travel section is an IEV section. If the current travel section is the IEV section, the electronic control unit 200 proceeds to the process of step S43. On the other hand, the electronic control unit 200 ends the current process if the current travel section is not the IEV section.

  In step S43, the electronic control unit 200 determines whether or not an HV section exists in the remaining travel sections of the current trip. If there is an HV section in the remaining travel section of the current trip, the electronic control unit 200 proceeds to the process of step S44. On the other hand, if there is no HV section in the remaining travel section of the current trip, the electronic control unit 200 ends the current process.

  In step S44, the electronic control unit 200 reads the catalyst temperature detected by the catalyst temperature sensor 210. In the IEV section, traveling in the EV mode is performed, and the operation of the internal combustion engine 10 is not performed. Therefore, the catalyst temperature sensor 210 accurately adjusts the catalyst temperature without being affected by the exhaust discharged from the internal combustion engine 10. It can be detected well.

  If the catalyst temperature sensor 210 is not provided, the catalyst temperature may be estimated based on, for example, the catalyst temperature when the internal combustion engine 10 is stopped or the elapsed time since the internal combustion engine 10 is stopped.

  In step S45, the electronic control unit 200 determines whether or not the catalyst temperature is equal to or higher than a predetermined control lower limit temperature. The control lower limit temperature is a temperature corresponding to the catalyst temperature at the time of cold start of the internal combustion engine 10, and may be an average outside air temperature, for example. The control lower limit temperature is a temperature lower than the activation temperature.

  Even if the vehicle has already traveled in the HV mode once in this trip, if the travel period is short, the catalyst temperature hardly rises, and the catalyst temperature is determined from the temperature at the cold start of the internal combustion engine 10. There may be little change. In such a case, since it is necessary to warm up the catalyst in the HV section after the IEV section, it is not necessary to raise the catalyst temperature by operating the internal combustion engine 10 temporarily in the IEV section. Therefore, the electronic control unit 200 proceeds to the process of step S46 if the catalyst temperature is equal to or higher than the predetermined control lower limit temperature, and ends the current process if the catalyst temperature is lower than the control lower limit temperature.

  In step S46, the electronic control unit 200 determines whether or not the catalyst temperature is lower than a predetermined temperature rise reference temperature. If the catalyst temperature is lower than the temperature rise reference temperature, the electronic control unit 200 proceeds to the process of step S47. On the other hand, if the catalyst temperature is equal to or higher than the temperature rise reference temperature, the electronic control unit 200 ends the current process.

  In step S47, the electronic control unit 200 starts the internal combustion engine 10 and operates the internal combustion engine 10 for a predetermined time to increase the catalyst temperature.

  It should be noted that the internal combustion engine 10 may be started only when the traveling load is equal to or higher than the predetermined load when the process proceeds to step S47. This is because, for example, when the internal combustion engine 10 is operated at a low engine load such as when the vehicle is stopped or running at a low speed, the internal combustion engine 10 is operated with low thermal efficiency, so that the fuel consumption increases. This is because there is a fear.

  The electronic control unit 200 according to the present embodiment described above is set as an EV section that is a travel section on a travel route other than the EV route when the travel mode is switched according to the second travel plan (route priority travel plan). When the vehicle is traveling in the travel section (ie, IEV section), the exhaust purification catalyst of the internal combustion engine 10 has already been warmed up in the travel path, and the remaining travel section on the travel path If the HV section exists, when the temperature of the exhaust purification catalyst becomes lower than a predetermined temperature rise reference temperature higher than the activation temperature at which the exhaust purification function of the exhaust purification catalyst is activated, the exhaust purification catalyst And a catalyst temperature increase control unit for performing catalyst temperature increase control for increasing the temperature of the catalyst. Specifically, as the catalyst temperature increase control, control for operating the internal combustion engine 10 for a predetermined time is performed.

  As a result, even if the travel time set as the EV section continues and the time or distance for which the travel is continued in the EV mode becomes longer, the temperature of the catalyst that has completed the warm-up in the HV section before the EV section is increased. , It can be suppressed that the temperature falls below the activation temperature during the EV section. Therefore, it is possible to suppress the exhaust performance from deteriorating in the HV section after the EV section. In addition, when the catalyst temperature falls below the activation temperature during the EV section, it is necessary to warm up the catalyst again in the subsequent HV section, and it is necessary to warm up the catalyst several times during one trip. By operating the internal combustion engine 10 for a predetermined time during the EV section and maintaining the catalyst temperature at a high temperature as in the present embodiment, an increase in fuel consumption due to an increase in the number of times of catalyst warm-up can be suppressed. . Therefore, it is possible to minimize an increase in fuel consumption when the vehicle travels by switching the travel mode according to the second travel plan.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. The present embodiment is different from the third embodiment in the content of the catalyst temperature increase control. Hereinafter, the difference will be mainly described.

  FIG. 10 is a schematic configuration diagram of a vehicle 100 and an electronic control unit 200 that controls the vehicle 100 according to the fourth embodiment of the present invention.

  As shown in FIG. 10, the catalyst device 15 of the internal combustion engine 10 according to the present embodiment includes a pair of electrodes 152 and a voltage adjustment circuit so that power can be supplied to the base material 151 to heat the base material 151. 153.

The substrate 151 according to the present embodiment is formed of a material that generates heat when energized, such as silicon carbide (SiC) or molybdenum disilicide (MoSi ₂ ).

  The pair of electrodes 152 are electrically connected to the base material 151 in an electrically insulated state, and are connected to the battery 50 via the voltage adjustment circuit 153. By applying a voltage to the base material 151 via the pair of electrodes 152 and supplying power to the base material 151, a current flows through the base material 151, the base material 151 generates heat, and the catalyst supported on the base material 151. Is heated. The voltage applied to the base material 151 by the pair of electrodes 152 can be adjusted by controlling the voltage adjustment circuit 153 by the electronic control unit 200. For example, the voltage of the battery 50 can be applied as it is, It is also possible to apply a voltage down to an arbitrary voltage.

  FIG. 11 is a flowchart illustrating the catalyst temperature increase control according to the present embodiment. In FIG. 11, the processing contents from step S41 to step S46 are basically the same as those in the third embodiment, and thus the description thereof is omitted here.

  In step S51, the electronic control unit 200 applies a voltage to the base material 151 via the pair of electrodes 152 to supply power to the base material 151, and heats the base material 151 for a predetermined time, thereby setting the catalyst temperature. Raise.

  Even if the electronic control unit 200 is configured to perform control for heating the base material 151 for a predetermined time by supplying power to the base material 151 as the catalyst temperature increase control as in the present embodiment described above, The same effect as in the third embodiment can be obtained.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. The present embodiment is different from the above-described embodiments in that a part of the processing performed by the electric control unit 200 is performed by the server 300. Hereinafter, the difference will be mainly described.

  FIG. 12 is a block diagram schematically showing the configuration of the vehicle 100 and the control device for controlling the vehicle 100 according to the fifth embodiment of the present invention.

  The configuration of the vehicle 100 according to the present embodiment is the same as that of the first embodiment. However, in the present embodiment, a control device for controlling the vehicle 100 is configured by the electronic control unit 200 and the server 300 as shown in FIG. It is configured. The electronic control unit 200 and the server 300 can communicate with each other via the network 400. Server 300 can communicate not only with vehicle 100 but also with a plurality of other vehicles.

  The server 300 includes a communication interface, a central processing unit (CPU), a memory such as a random access memory (RAM), a hard disk drive, and the like. The server 300 creates a travel plan created by the electronic control unit 200 in the first to fourth embodiments on behalf of the electronic control unit 200 by executing a program stored in the hard disk drive. To the electronic control unit 200.

  Thus, by creating a travel plan by the server 300 instead of the electronic control unit 200, it is possible to reduce the calculation load of the electronic control unit 200, and thus to reduce the manufacturing cost of the electronic control unit 200. .

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  For example, in each of the embodiments described above, a plug-in hybrid vehicle in which the battery 50 is configured to be electrically connectable to an external power source has been described as an example of the vehicle 100. However, a normal hybrid vehicle may be used.

  In the first embodiment described above, in step S17 in FIG. 2B, each travel route up to the sort route number k is set as an EV route in which all travel segments on the travel route are EV sections. Each travel route from number k + 1 to sort route number n is set as an HV route in which all travel segments on the travel route are HV segments, and each travel route is rearranged again in the order of the actual route number. A second travel plan (route travel plan) was created.

  However, for example, a plurality of second travel plans (route travel plans) (route travel plans) are created as follows, and the second travel plan in which the second total consumed fuel TF2 is the smallest is the second travel plan. It may be adopted as a plan and compared with the first total fuel consumption TF1 of the first travel plan in step S20.

  That is, for example, if the sort route number k calculated in step S16 is 4, first, the travel routes on the travel route of the sort route number 1 are all set as EV routes, and the sort route number 2 Is set to the HV route in which all the travel sections on the travel route are all HV sections, and the travel routes are rearranged again in the order of the actual route numbers. Create a second travel plan for the eyes.

  Next, each travel route up to sort route number 2 is set as an EV route in which all travel sections on the travel route are EV sections, and each travel route from sort route number 3 to sort route number n is A second second travel plan is created by setting each travel section on the travel route as an HV route with all HV sections and rearranging each travel route in the order of the actual route numbers.

  Next, each travel route up to sort route number 3 is set as an EV route in which all travel sections on the travel route are EV sections, and each travel route from sort route number 4 to sort route number n is A third second travel plan is created by setting each travel section on the travel route as an HV route with all HV sections and rearranging each travel route in the order of the actual route numbers.

  Finally, each travel route up to sort route number k (= 4) is set as an EV route in which all travel sections on the travel route are EV sections, and sort route number from sort route number k + 1 (= 5) is set. Each of the travel routes up to n is set as an HV route in which each travel section on the travel route is all HV sections, and each travel route is rearranged in the order of the actual route number, thereby the fourth second travel plan. Create

  Then, the second total consumed fuel TF2 of each second travel plan created in this way is calculated, and the one with the smallest second total consumed fuel TF2 is adopted as the second travel plan, and the step S20 Thus, the first total fuel consumption TF1 of the first travel plan may be compared.

  In the second and third embodiments described above, in step S36 in FIG. 5B, each travel route up to the sort route number k is set as an EV route in which all travel segments on the travel route are EV sections. Then, for each travel section on each travel route from the sort route number k + 1 to the sort route number n, each travel section up to the second sort section number k is set as an EV section (IEV section in the third embodiment). By setting each travel section from the second sort section number k + 1 to the second sort section number n as the HV section, and rearranging each travel section in the order of the actual section number, one second travel plan (route priority travel) Plan).

  However, if, for example, in step S16, the sort path number k satisfying inequality (2) is 2 or more, in the processing from step S31 to step S36, a plurality (for the sort path numbers k) are processed as follows. ) Second travel plan (route priority travel plan) is created, and the one with the smallest second total fuel consumption TF2 is adopted as the second travel plan, and the first total of the first travel plan in step S20 You may make it compare with fuel consumption TF1.

  For example, as shown in FIG. 13A, when considering the case where there are three travel routes (that is, two waypoints), when the second sort process is performed and the travel routes are rearranged in order of increasing route power consumption, As shown in FIG. 13B.

At this time, if the sort path number k satisfying the inequality (2) calculated in step S16 is 2, for example, as in the second and third embodiments, first, as shown in FIG. 13C, Each travel route up to the sort route number k (k = 2 in the example shown in FIG. 13C) is set as an EV route in which all travel sections on the travel route are EV sections. For each travel section on each travel route from sort route number k + 1 to sort route number n, a second sort section that can be set as an EV section in consideration of the surplus power ΔCE (= CE−RE ₂ ) of the battery. Each travel section up to number k (k = 1 in the example shown in FIG. 13C) is set as an EV section (IEV section in the third embodiment), and second sort section number k + 1 to second sort section number n (FIG. 13C). In the example shown in FIG. 4, each travel section up to n = 5) is set as an HV section. And as shown to FIG. 13D, what rearranged each driving | running | working area again in order of the real area number is set as the 1st 2nd driving | running plan (route priority driving | running plan).

Next, unlike the second embodiment and the third embodiment, as shown in FIG. 13E, each traveling section of the traveling route having a sort route number of 1 is set as an EV route with all EV sections. For each travel section on each travel route from sort route number 2 to sort route number n, a second sort section that can be set as an EV section in consideration of the surplus power ΔCE (= CE−RE ₁ ) of the battery. Each travel section up to number k (k = 4 in the example shown in FIG. 13E) is set as an EV section (IEV section in the third embodiment), and the second sort section number k + 1 to the second sort section number n (FIG. 13E). In the example shown in FIG. 5, each traveling section up to n = 8) is set as an HV section. And as shown to FIG. 13F, what rearranged each driving | running | working area again in order of the real area number is set as a 2nd 2nd driving | running plan (route priority driving | running plan).

  Then, the second total consumed fuel TF2 of each second travel plan created in this way is calculated, and the one with the smallest second total consumed fuel TF2 is adopted as the second travel plan, and in step S20 You may make it compare with 1st total consumption fuel TF1 of a 1st driving plan.

10 Internal combustion engine 40 Second rotating electrical machine (rotating electrical machine)
50 battery 100 vehicle (hybrid vehicle)
200 Electronic control unit 300 Server

Claims (10)

An internal combustion engine;
A chargeable / dischargeable battery;
A rotating electrical machine driven by the power of the battery;
A control device for a hybrid vehicle comprising:
One or more waypoints are set on the predicted route from the departure point to the destination, and the predicted route is divided into a plurality of travel routes, and each travel route is further divided into a plurality of travel segments. A travel plan creation that creates a travel plan that sets whether to travel in an EV mode that travels using the battery power as a main power source or an HV mode that travels using the internal combustion engine as a main power source And
A travel mode switching unit that switches the travel mode according to the travel plan;
With
The travel plan creation unit
It is configured such that the travel plan in which the travel mode of all travel sections in at least one travel route is set to the EV mode can be created.
Control device for hybrid vehicle. The travel plan creation unit
A route power consumption calculation unit that calculates a route power consumption that is an estimated value of power consumed when each travel route is run in the EV mode;
In order from the travel route with less route power consumption, the travel mode of all travel sections in the travel route is set to the EV mode,
From the travel route in which the route power consumption is added in order from the travel route with less route power consumption, the travel mode of all travel sections in the travel route is determined from the travel route exceeding the usable power of the battery. Configured to create a route travel plan set in the HV mode;
The hybrid vehicle control device according to claim 1. The travel plan creation unit
An appropriateness calculation unit for calculating the appropriateness when traveling in each EV in the EV mode;
A section power consumption calculating unit that calculates section power consumption that is an estimated value of power consumed when each traveling section is run in the EV mode;
With
In order from the travel section where the appropriateness is high and the section power consumption is small, the travel mode is set to the EV mode,
From the travel section in which the section power consumption is added in order from the travel section having the high degree of appropriateness and the section power consumption being small, the travel mode is changed to the HV mode from the travel section in which the usable power of the battery is exceeded. Further configured to create a section travel plan, set to
The travel mode switching unit is
In the section travel plan, the first total fuel consumption, which is the total amount of fuel consumed in each travel route in which the travel section set in the HV mode exists, is determined in the route travel plan. When the amount of fuel consumed is greater than a second total fuel consumption that is the sum of the amounts of fuel consumed in each travel route set in the HV mode, the travel mode is configured to be switched according to the route travel plan.
The control device for a hybrid vehicle according to claim 2. The travel plan creation unit
An appropriateness calculation unit for calculating the appropriateness when traveling in each EV in the EV mode;
A section power consumption calculating unit that calculates section power consumption that is an estimated value of power consumed when each traveling section is run in the EV mode;
A route power consumption calculation unit that calculates route power consumption that is an estimated value of power consumed when each travel route is run in the EV mode;
With
With respect to the travel route until the first added value obtained by adding the route power consumption in order from the travel route with less route power consumption exceeds the usable power of the battery, the travel route with less route power consumption is used. In order, the travel mode of all travel sections in the travel route is set to the EV route that is the EV mode,
For the travel route in which the first added value exceeds the available power of the battery, the section power consumption is added in order from the travel section in which the appropriateness is high and the section power consumption is small in the travel route. The second added value is set to the EV mode until the battery travels until the surplus power of the battery obtained by subtracting the total value of the route power consumption of the EV route from the usable power of the battery,
From the travel section in which the second added value exceeds the surplus power of the battery, a route priority travel plan is created in which the travel mode is set to the HV mode.
The hybrid vehicle control device according to claim 1. The travel plan creation unit
In order from the travel section where the appropriateness is high and the section power consumption is small, the travel mode is set to the EV mode,
The third addition value obtained by adding the section power consumption in order from the traveling section having the high degree of appropriateness and the section power consumption being small is the traveling mode from the traveling section where the usable power of the battery is exceeded. Further configured to create a section travel plan set to HV mode;
The travel mode switching unit is
In the section travel plan, the first total fuel consumption, which is the total amount of fuel consumed in each travel route in which the travel section set in the HV mode exists, is changed to the HV mode in the route priority travel plan. When there is more than the second total fuel consumption that is the sum of the fuel amount consumed in each travel route in which the set travel section exists, the travel mode is configured to be switched according to the route priority travel plan.
The control apparatus of the hybrid vehicle of Claim 4. The first total fuel consumption and the second total fuel consumption are respectively an amount of fuel consumed for traveling and an amount of fuel consumed for warming up the exhaust purification catalyst of the internal combustion engine. , The sum of
The control apparatus of the hybrid vehicle of Claim 3 or Claim 5. The waypoint is the end point of one trip of the hybrid vehicle.
The control apparatus of the hybrid vehicle of any one of Claim 1- Claim 6. When the travel mode is switched according to the route priority travel plan, when traveling in a travel section that is a travel section on a travel route other than the EV route and set in the EV section that travels in the EV mode. If the exhaust purification catalyst of the internal combustion engine has already been warmed up in the travel route, and there is an HV section that travels in the HV mode in the remaining travel section on the travel route, the When the temperature of the exhaust purification catalyst becomes lower than a predetermined temperature rise reference temperature that is higher than the activation temperature at which the exhaust purification function of the exhaust purification catalyst is activated, the catalyst temperature increase for raising the temperature of the exhaust purification catalyst A catalyst temperature raising control unit for performing control;
The hybrid vehicle control device according to claim 4 or 5. The catalyst temperature raising control is a control for operating the internal combustion engine for a predetermined time when traveling in a travel section on a travel path other than the EV path and set in the EV section. is there,
The hybrid vehicle control device according to claim 8. The catalyst temperature increase control is based on a base having the exhaust purification catalyst supported on the surface when traveling in a travel section on a travel path other than the EV path and set in the EV section. The power is supplied to the material, and the base material is heated for a predetermined time.
The hybrid vehicle control device according to claim 8.

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