JP2020066375A - Hybrid vehicle - Google Patents

Abstract

To suppress inconvenience caused by releasing restriction on driving force even when travelling modes in which restrictions on driving force are different can be set in a CD mode.SOLUTION: The hybrid vehicle is equipped with a control device that executes travelling support control by which the vehicle travels following a travelling plan in which any of travelling modes including a CD mode and a CS mode are allocated to travelling sections on a scheduled travelling route from a current place to a target place. When the vehicle travels in the CD mode, the control device performs the control so that the vehicle travels in an either a first mode or a second mode smaller in degree of restriction on driving force than in the first mode. The hybrid vehicle further comprises a mode changeover switch that switches between the first mode and the second mode. When the mode changeover switch switches the mode to the first mode during execution of the travelling support control, the control device interrupts the travelling support control.SELECTED DRAWING: Figure 2

Description

  The present invention relates to hybrid vehicles.

  Conventionally, as a hybrid vehicle of this type, a travel support control is performed to travel along a travel plan in which either an EV travel mode or a hybrid travel mode is assigned to each travel section of a planned travel route from a current location to a destination. There has been proposed (see, for example, Patent Document 1). In this vehicle, the EV suitability indicating the degree to which the traveling section is suitable for the EV traveling mode, the energy consumption indicating the amount of electric power consumed when traveling in the traveling section, and the remaining battery level are used for the route on the route. Among a plurality of travel sections, the EV travel section is set in order from the EV section having a high EV suitability, and the travel sections having the same EV suitability are set to the EV travel section in a descending order of energy consumption.

JP, 2014-162261, A

  In a hybrid vehicle, as a traveling mode, a CD mode (Charge Depleting mode) in which electric traveling is prioritized and a CS mode (Charge Sustaining) in which electric traveling and hybrid traveling are used together so as to maintain the storage ratio SOC of the battery 40 at a target ratio There is one that switches between modes) and traveling. In the CD mode, it may be possible to switch between the EV priority mode in which the driving force is limited and the engine is not driven as much as possible, and the EV auto mode in which the engine is driven when the driving force is large, to travel. In this case, when the vehicle is traveling in the EV priority mode and the mode is switched to the CS mode by the traveling support control, the driving force is suddenly changed due to the release of the driving force limitation, and the driver and the passengers feel uncomfortable.

  The hybrid vehicle of the present invention is mainly intended to suppress the inconvenience (the inconvenience of giving a feeling of strangeness to a driver or an occupant) caused by the release of the drive force restriction even when the driving modes having different drive force restrictions can be set in the CD mode. To do.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
A hybrid vehicle including a control device that executes a travel support control for traveling according to a travel plan in which any of travel modes including a CD mode and a CS mode is assigned to each travel section of a planned travel route from a current location to a destination. hand,
When traveling in the CD mode, the control device is a device that controls the vehicle to travel in one of a first mode and a second mode in which the degree of driving force limitation is smaller than that in the first mode.
A mode switching switch for switching between the first mode and the second mode,
The control device interrupts the traveling support control when the mode is switched to the first mode during execution of the traveling support control,
It is characterized by

  In the hybrid vehicle of the present invention, when traveling in the CD mode, the hybrid vehicle is controlled to travel in one of the first mode and the second mode in which the degree of driving force limitation is smaller than that in the first mode. The first mode corresponds to, for example, an EV priority mode in which the driving force is limited and the engine is not operated as much as possible. As the second mode, for example, the EV auto mode in which the engine is driven when the driving force is large corresponds to the second mode. When the mode changeover switch switches to the first mode during execution of the driving support control, the driving support control is interrupted. For this reason, when the driving support control is executed and the first mode in which the driving force limitation is large is switched to the CS mode in which the driving force limitation is released, the driving force suddenly changes due to the release of the driving force limitation. It is possible to suppress the inconvenience of causing an occupant to feel uncomfortable.

FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 as an embodiment of the present invention as a block centering around an electronic control unit 50. 5 is a flowchart showing an example of travel support control executed by a travel support unit 51.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 as an embodiment of the present invention as a block centering on an electronic control unit (hereinafter referred to as ECU) 50. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has, as the driving modes, a CD mode (Charge Depleting mode) in which electric running is prioritized so as to reduce the power storage rate SOC of the battery 40, and the power storage rate SOC of the battery 40 is maintained at a target rate. It switches between the CS mode (Charge Sustaining mode), which uses both electric and hybrid driving. The electric travel is a mode in which the engine EG is stopped and only the power from the motor MG is traveled, and the hybrid travel is performed by driving the engine EG and using the power from the engine EG and the power from the motor MG. It is a mode to do.

  In addition to the power source, the hybrid vehicle 20 of the embodiment includes an ECU 50, an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an in-vehicle camera 24, a millimeter wave laser 26, an acceleration sensor 28, a speed sensor 30, an accelerator. The sensor 32, the brake sensor 34, the mode change switch 36, the battery actuator 38, the battery 40, the hybrid electronic control unit (hereinafter referred to as hybrid ECU) 52, the accelerator actuator 60, the brake actuator 62, the brake device 64, the display device 66, A meter 68, a communication device 70, a navigation system 80, etc. are provided.

  Although not shown, the ECU 50 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The ECU 50 includes a travel support unit 51 as a functional block. When it is possible to execute the driving support control when the route from the current position to the destination is set by the navigation system 80, the driving support unit 51 selects one of the CD mode and the CS mode as the driving mode of each section of the route. Assigning one of them to provide driving support.

  The engine EG is configured as an internal combustion engine, for example. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous engine. The motor MG is connected to the battery 40 via an inverter (not shown), and can output driving force using electric power supplied from the battery 40 or charge the battery 40 with generated electric power. .

  The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The vehicle-mounted camera 24 is a camera that captures an image of the surroundings of the vehicle, and is, for example, a front camera that captures the front of the vehicle or a rear camera that captures the rear of the vehicle. The millimeter-wave radar 26 detects an inter-vehicle distance and a relative speed between the own vehicle and a vehicle in front, and detects an inter-vehicle distance and a relative speed between the own vehicle and a vehicle in the rear.

  The acceleration sensor 28 is, for example, a sensor that detects the acceleration in the front-rear direction of the vehicle and the acceleration in the left-right direction (lateral direction) of the vehicle. The speed sensor 30 detects the vehicle speed of the vehicle based on the wheel speed and the like. The accelerator sensor 32 detects an accelerator opening degree or the like according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects a brake position or the like as the amount of depression of the brake pedal by the driver. The mode changeover switch 36 is arranged near the driver's seat and has an EV priority mode in which the driving force is restricted and the engine is not operated as much as possible in the CD mode, and an EV automatic mode in which the engine is operated when the driving force is large. It is a switch for switching.

  The battery actuator 38 manages the battery 40 based on the state of the battery 40, for example, the voltage between terminals, the charge / discharge current, and the battery temperature. The battery actuator 38 may calculate the storage ratio SOC as a ratio of the remaining storage capacity to the total storage capacity based on the charging / discharging current, or may output from the battery 40 based on the storage ratio SOC or the battery temperature. The output power (output limit) and the maximum allowable input power (input limit) that may be input to the battery 40 are calculated. The battery 40 is configured as a chargeable / dischargeable secondary battery, and for example, a lithium ion battery, a nickel hydrogen battery, a lead storage battery, or the like can be used.

  Although not shown, the hybrid ECU 52 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The hybrid ECU 52 sets the traveling mode, and based on the set traveling mode, the accelerator opening degree from the accelerator sensor 32, the brake position from the brake sensor 34, the output limitation and the input limitation from the battery actuator 38, the engine EG. A target operation point (target rotation speed or target torque) and a torque command for the motor MG are set.

  The hybrid ECU 52 sets the required driving force and the required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 360 when the vehicle travels electrically, and outputs the required driving force and the required power to the vehicle. A torque command for the motor MG is set, and the set torque command is transmitted to the accelerator actuator 60. The hybrid ECU 52 sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and the required power to the vehicle during hybrid travel, and sets the target operating point and the torque command to the accelerator actuator 60. Send to. When the brake pedal is depressed, hybrid ECU 52 sets the required braking force based on the brake position from brake sensor 34 and the vehicle speed from vehicle speed sensor 360, and regenerates motor MG based on the required braking force and the vehicle speed. A torque command for regeneration for control is set, a target braking force by the brake device is set, the torque command is transmitted to the accelerator actuator 60, and the target braking force is transmitted to the brake actuator 62.

  The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and the torque command set by the hybrid ECU 52. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc. so that the engine EG is operated at a target operating point (target rotational speed or target torque). Further, accelerator actuator 60 performs switching control of a switching element included in an inverter for driving motor MG so that torque corresponding to a torque command is output from motor MG.

  The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 52 acts on the vehicle by the brake device 64. The brake control device 64 is configured as, for example, a hydraulically driven friction brake.

  The display device 66 is incorporated in an installation panel in front of the driver's seat, for example, and displays various information. The meter 68 is incorporated in, for example, an installation panel in front of the driver's seat.

  The communication device 70 transmits information about the own vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Examples of the information about the own vehicle include the position of the own vehicle, vehicle speed, running power, and running mode. As the road traffic information, for example, information about current or future traffic congestion, information about current average vehicle speed or predicted value of future average vehicle speed in a section of a travel route, information about traffic regulation, information about weather, road surface condition, etc. Information can be given. The communication device 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every one minute, every two minutes, etc.).

  The navigation system 80 is a system that guides the vehicle to a predetermined destination, and includes a display unit 82 and a map information database 84. The navigation system 80 is capable of communicating with the traffic information management center 100 and executes navigation in cooperation with the traffic information management center 100. In this case, when the destination is set, the information on the destination and the information on the current location (current position of the vehicle) acquired by the GPS 22 are transmitted to the traffic information management center 100, and traffic information management is performed in response to this transmission. The route set by the center 100 is received. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or every 5 minutes) based on the set route to provide route guidance. Further, the navigation system 80 performs route setting and route guidance without coordinating with the traffic information management center 100. In this case, when the destination is set, the route is set based on the information of the destination, the information of the current location, and the information stored in the map information database 84.

  The operation of the hybrid vehicle 20 configured in this manner, particularly the operation when the mode changeover switch 36 is operated during driving assistance, will be described. FIG. 2 is a flowchart showing an example of the driving support control executed by the driving support unit 51.

  In the driving support control, first, it is determined whether the EV auto switch 36 is on (step S100). When it is determined that the EV auto switch 36 is off, it is determined that the EV priority mode is set in which the driving force is limited in the CD mode and the engine is not operated as much as possible, the process returns to step S100, and the EV auto switch 36 is turned on. Wait until it is determined that.

  When it is determined that the EV auto switch 36 is on, the mode is changed from the EV priority mode to the EV auto mode in which the engine is operated when the driving force is large in the CD mode (step S110). Then, it is determined whether or not the driving support control can be executed (step S110). As described above, the driving support control is performed by assigning one of the CD mode and the CS mode to the driving mode of each section of the route when the route from the current position to the destination is set by the navigation system 80. Since it is the control that is performed, the driving support control cannot be executed when the destination is not set. Further, the driving support control cannot be executed even when the route guidance cannot be performed well, such as when the navigation system 80 has an abnormality or the GPS 22 has an abnormality. In step S120, it is determined whether or not the driving support control can be executed under these circumstances. When it is determined that the driving support control cannot be executed, when the driving support control is being executed, this control is ended (step S230), and this routine is ended.

  When it is determined in step S120 that the driving support control can be executed, the energy consumption En of each section of the route from the current position to the destination and the total energy Esum as the sum thereof are calculated (step S130). The section can be determined based on criteria such as whether the section is an urban area, a suburb, or a mountain area. Then, it is determined whether the total energy Esum is larger than the remaining amount of the battery 40 (step S140). The remaining amount of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the storage ratio SOC. When it is determined that the total energy Esum is less than or equal to the remaining amount of the battery 40, the CD mode is assigned to all the sections (step S150). When it is determined that the total energy Esum is larger than the remaining amount of the battery 40, the sections are sorted in ascending order of the traveling load (consumption energy En) (step S160), and the consumption energy En of the allocated section is allocated in the descending order of the traveling load. The CD mode is assigned until the total exceeds the remaining capacity of the battery 40, and the remaining section is assigned to the CS mode (step S170). Then, the travel mode is controlled according to the travel plan of the assigned mode (step S180).

  Then, it is determined whether the EV auto switch 36 is off (step S190). When it is determined that the EV is turned off, it is determined whether or not the prefetch information (road traffic information) from the traffic information management center 100 has been updated (step S200). When it is determined that the prefetch information is updated, the process returns to the process of determining whether or not the driving assistance control can be executed in step S120, and when it is determined that the prefetch information is not updated, the travel plan of step S180 is set. Along the way, the process returns to the process of controlling the traveling mode.

  When it is determined in step S190 that the EV auto switch 36 is off, in the CD mode, the EV auto mode is changed to the EV priority mode (step S210), the driving support control is ended (step S220), and the step S100 is executed. The process returns to the process of determining whether the EV auto switch 36 is on. Therefore, even if it is determined that the EV auto switch 36 is off and the drive assist control is ended, if it is determined that the EV auto switch 36 is on after that, the drive assist control is executed. Therefore, the termination of the driving support control when it is determined that the EV auto switch 36 is off is an interruption of the driving support control.

  In the hybrid vehicle 20 of the above-described embodiment, when the EV auto changeover switch 36 is turned on, the drive mode shifts to the EV auto mode in the CD mode to execute the travel support control, and the EV auto changeover switch is executed during the execution of the travel support control. When 36 is turned off, the drive assist control is interrupted by transitioning to the EV priority mode in the CD mode. Therefore, the driving support control is not executed in the EV priority mode. Therefore, when the driving mode is switched from the CD mode to the CS mode by executing the driving support control in the EV priority mode, the driving force is released by the driving force limitation. It is possible to suppress the inconvenience that a driver or an occupant feels uncomfortable due to a sudden change in the vehicle.

  In the hybrid vehicle 20 of the embodiment, the navigation system 80 is capable of communicating with the traffic information management center 100 and performing navigation in cooperation with the traffic information management center 100. However, the navigation system 80 does not communicate with the traffic information management center 100, sets a route based on the destination information, the current location information, and the information stored in the map information database 84, and sets the route to the set route. Route guidance may be provided based on the above.

  The hybrid vehicle 20 of the embodiment includes the communication device 70 and communicates with the traffic information management center 100. However, the hybrid vehicle 20 may not include the communication device 70 and may not communicate with the traffic information management center 100.

  Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

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

  20 hybrid vehicle, 21 ignition switch, 22 GPS, 24 vehicle camera, 26 millimeter wave radar, 28 acceleration sensor, 30 speed sensor, 32 accelerator sensor, 34 brake sensor, 36 EV auto switch, 38 battery actuator, 40 battery, 50 electronic Control unit (ECU), 51 Travel support unit, 52 Hybrid electronic control unit (hybrid ECU), 60 Accelerator actuator, 62 Brake actuator, 64 Brake device, 66 Display device, 68 meter, 70 Communication device, 80 Navigation system, 82 Display, 84 Map information database, 100 Traffic information management center, EG engine, MG motor.

Claims (1)

A hybrid vehicle including a control device that executes a travel support control for traveling according to a travel plan in which any of travel modes including a CD mode and a CS mode is assigned to each travel section of a planned travel route from a current location to a destination. hand,
When traveling in the CD mode, the control device is a device that controls the vehicle to travel in one of a first mode and a second mode in which the degree of driving force limitation is smaller than that in the first mode.
A mode switching switch for switching between the first mode and the second mode,
The control device interrupts the traveling support control when the mode is switched to the first mode during execution of the traveling support control,
Hybrid vehicle.