JP2021123290A - Hybrid vehicle - Google Patents

Abstract

To provide a hybrid vehicle which can improve fuel efficiency even when a section of a planned travel route includes a narrow street.SOLUTION: A vehicle (1) comprises a control device (100) which selectively switches between a CD mode in which travelling is performed by using only power that is stored in a power storage device (60) and a CS mode in which travelling is performed by using driving force of an internal combustion engine (10) as well in such a manner that the SOC of the power storage device (60) is kept within a prescribed range. The control device (100) has travel mode setting means (S10-S18) for assigning the CD mode or the CS mode to each section of a planned travel route on the basis of information about travel load in the planned travel route. The travel mode setting means (S10-S18) is configured in such a manner that it assigns the CD mode preferentially to low load sections, narrow street sections, and high load sections in this order (S18).SELECTED DRAWING: Figure 5

Description

The present disclosure relates to a hybrid vehicle provided with a power storage device that stores electric power for traveling.

Japanese Unexamined Patent Publication No. 2014-151760 (Patent Document 1) discloses a hybrid vehicle including a battery and an engine that can be charged. This hybrid vehicle includes a traveling control device that selects an EV mode in which the vehicle travels only by the traveling driving force of the motor and an HV mode in which the hybrid vehicle travels by at least the traveling driving force of the engine. The travel control device calculates the energy consumption of each of the plurality of sections of the travel route set according to the destination, and calculates the remaining sections of the plurality of sections excluding one or more sections in front of the destination. Either EV mode or HV mode is selected for each section based on the energy consumption. The travel control device selects EV mode and HV mode so that the SOC of the battery approaches zero as much as possible when reaching the destination, and improves fuel efficiency.

Japanese Unexamined Patent Publication No. 2014-151760

When a narrow street is included in the section of the traveling route, it is difficult to accurately estimate the traveling load on the narrow street. Map gradient information (information on the road surface gradient in the map data) is not prepared on the narrow street, and the traveling load on the narrow street cannot be estimated accurately. Since the estimation accuracy of the traveling load is low, the energy consumption when traveling on a narrow street cannot be calculated accurately. Therefore, even if the EV mode or the HV mode is assigned (selected) to the section including the narrow street based on the energy consumption, it may not be possible to improve the fuel efficiency.

An object of the present disclosure is to provide a hybrid vehicle capable of improving fuel efficiency even when a narrow street is included in a section of a planned traveling route.

The hybrid vehicle of the present disclosure is a hybrid vehicle including an externally rechargeable power storage device and an internal combustion engine. The hybrid vehicle has a control device that selectively switches between a CD mode that runs using only the electric power stored in the power storage device and a CS mode that runs using the power of the internal combustion engine so that the SOC of the power storage device falls within a predetermined range. Be prepared. The control device has a traveling mode setting means for assigning a CD mode or a CS mode to each section of the planned traveling route based on the traveling load information on the planned traveling route. The travel mode setting means is configured to preferentially allocate the CD mode in the order of low load section, narrow street section, and high load section.

According to this configuration, the traveling mode setting means of the control device preferentially allocates the CD mode in the order of the low load section, the narrow street section, and the high load section. In the low load section, running in the CD mode is more energy efficient than the CS mode, so the CD mode is preferentially assigned. In the high load section, the running in the CS mode is more energy efficient than the CD mode, so the allocation priority of the CD mode is set low. As a result, improvement in fuel efficiency can be expected.

Since the map gradient information is not prepared for the narrow street (the map data does not include the road surface gradient information), the accuracy of the traveling load information in the narrow street section is poor. Therefore, in some cases, the actual running load in the narrow street section is higher than the running load in the low load section. In this case, if the allocation of the CD mode is prioritized in the narrow street section over the low load section, a large amount of power of the power storage device is consumed in the narrow street section, the mileage by the CD mode is reduced, and the expected improvement in fuel consumption is achieved. I can't plan.

In the above configuration, the travel mode setting means preferentially allocates the CD mode in the order of the low load section, the narrow street section, and the high load section, so that even if the section of the planned travel route includes the narrow street. , The running frequency of the CD mode in the low load section becomes high, the mileage of the CD mode can be lengthened, and the expected fuel efficiency can be improved.

According to the present disclosure, it is possible to provide a hybrid vehicle capable of improving fuel efficiency even when a narrow street is included in a section of a planned traveling route.

It is an overall block diagram of a vehicle. It is a block diagram which shows the detailed structure of an HV-ECU, various sensors and a navigation device. It is a figure which schematically explains the traveling mode when the planned traveling route is not set. It is a figure which shows typically an example of the change of the running mode when the planned running path is set. It is a flowchart which shows an example of the processing procedure executed by the traveling mode setting means of the function which HV-ECU 100 has. It is a figure which shows the priority (CD priority) that the CD mode is set for each type of the section of the planned travel path.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description thereof will not be repeated.

FIG. 1 is an overall configuration diagram of the vehicle 1 according to the present embodiment. The vehicle 1 is a so-called plug-in hybrid vehicle. The vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as "first MG") 20, a second motor generator (hereinafter referred to as "second MG") 30, a power splitting device 40, and a PCU (hereinafter referred to as "second MG"). It includes a Power Control Unit) 50, a power storage device 60, an inlet 62, a charger 63, and a drive wheel 80.

The engine 10 is an internal combustion engine that outputs power by converting the combustion energy generated when the air-fuel mixture is burned into the kinetic energy of movers such as pistons and rotors. The power splitting device 40 includes, for example, a planetary gear mechanism having three rotation axes of a sun gear, a carrier, and a ring gear. The power dividing device 40 divides the power output from the engine 10 into a power for driving the first MG 20 and a power for driving the drive wheels 80.

The first MG20 and the second MG30 are AC rotating electric machines, for example, three-phase AC synchronous motors in which permanent magnets are embedded in a rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power dividing device 40. The electric power generated by the first MG 20 is supplied to the second MG 30 or the power storage device 60 via the PCU 50.

The second MG 30 mainly operates as an electric motor and drives the drive wheels 80. The second MG 30 is driven by receiving at least one of the electric power from the power storage device 60 and the electric power generated by the first MG 20, and the driving force of the second MG 30 is transmitted to the drive wheels 80. On the other hand, when the vehicle 1 is braking or downhill, the second MG 30 operates as a generator to generate regenerative power generation. The electric power generated by the second MG 30 is recovered in the power storage device 60 via the PCU 50.

The vehicle 1 shown in FIG. 1 is a hybrid vehicle of a type provided with an engine 10 and two motor generators (first MG20 and second MG30) as drive sources, but the vehicle to which the present disclosure is applicable is the vehicle shown in FIG. Not limited to 1. For example, the present disclosure is also applicable to a hybrid vehicle including an engine and one motor generator.

The PCU 50 converts the DC power received from the power storage device 60 into AC power for driving the first MG 20 and the second MG 30. Further, the PCU 50 converts the AC power generated by the first MG 20 and the second MG 30 into DC power for charging the power storage device 60. The PCU 50 includes, for example, two inverters provided corresponding to the first MG 20 and the second MG 30, and a converter that boosts the DC voltage supplied to each inverter to the voltage of the power storage device 60 or higher.

The power storage device 60 is a rechargeable DC power source, and includes a secondary battery such as a lithium ion battery or a nickel hydrogen battery. The power storage device 60 is charged by receiving the electric power generated by at least one of the first MG 20 and the second MG 30. Then, the power storage device 60 supplies the stored electric power to the PCU 50. An electric double layer capacitor or the like can also be adopted as the power storage device 60.

The power storage device 60 is provided with a monitoring unit 61. The monitoring unit 61 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown) that detect the voltage, input / output current, and temperature of the power storage device 60, respectively. The monitoring unit 61 outputs the detected values (voltage, input / output current, and temperature of the power storage device 60) of each sensor to the BAT-ECU 110.

The inlet 62 is configured to be connectable to a power supply facility (not shown) outside the vehicle. The charger 63 is provided between the inlet 62 and the power storage device 60. The charger 63 is controlled by a control signal from the HV-ECU 100, converts external power input from the power supply equipment outside the vehicle into power that can be charged to the power storage device 60, and outputs the converted power to the power storage device 60. do. Hereinafter, charging of the power storage device 60 using external power is also referred to as “external charging”.

The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, and an HMI (Human Machine Interface) device 140.

FIG. 2 is a block diagram showing a detailed configuration of the HV-ECU 100, various sensors 120, and the navigation device 130 shown in FIG. The HV-ECU 100, the BAT-ECU 110, the navigation device 130, and the HMI device 140 are configured to be able to communicate with each other through the CAN (Controller Area Network) 150.

The various sensors 120 include, for example, an accelerator pedal sensor 122, a vehicle speed sensor 124, and a brake pedal sensor 126. The accelerator pedal sensor 122 detects the accelerator pedal operation amount (hereinafter, also referred to as “accelerator opening degree”) ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects the brake pedal operation amount BP by the user. Each of these sensors outputs the detection result to the HV-ECU 100.

The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) for storing processing programs, a RAM (Random Access Memory) for temporarily storing data, and an input / output port for inputting / outputting various signals. A predetermined arithmetic process is executed based on the information stored in the memory (ROM and RAM), the information from the various sensors 120, and the information from the BAT-ECU 110, including (not shown) and the like. Then, the HV-ECU 100 controls each device such as the engine 10, the PCU 50, and the HMI device 140 based on the result of the arithmetic processing.

The BAT-ECU 110 also includes a CPU, ROM, RAM, input / output ports, and the like (none of which are shown). The BAT-ECU 110 calculates an SOC (State Of Charge) indicating the amount of electricity stored in the electricity storage device 60 based on the detected values of the input / output current and / or voltage of the electricity storage device 60 from the monitoring unit 61. The SOC is expressed as a percentage of the current amount of electricity stored with respect to the fully charged capacity of the electricity storage device 60, for example. Then, the BAT-ECU 110 outputs the calculated SOC to the HV-ECU 100. The SOC may be calculated by the HV-ECU 100.

Further, the BAT-ECU 110 outputs the temperature detection value of the power storage device 60 by the monitoring unit 61 to the HV-ECU 100.

The navigation device 130 includes a navigation ECU 132, a map information database (DB) 134, a GPS (Global Positioning System) receiving unit 136, and a traffic information receiving unit 138.

The map information DB 134 is composed of a hard disk drive (HDD) or the like and stores map information. Map information includes data on "nodes" such as intersections and dead ends, "links" connecting nodes, and "facilities" (buildings, parking lots, etc.) along the links. In addition, the map information includes position information of each node, distance information of each link, road type information (information on urban areas, expressways, general roads, etc.) included in each link, gradient information of each link, and the like. The map information may not be the map information read from the map information DB 134, but may be the one that sequentially acquires the map information by communicating with an external database.

The GPS receiving unit 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown), and outputs a signal indicating the current position of the vehicle 1 to the navigation ECU 132.

The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic congestion information, and may also include other road regulation information, parking lot information, and the like. This road traffic information is updated, for example, every 5 minutes.

The navigation ECU 132 includes a CPU, ROM, RAM, input / output ports (not shown), etc., and is currently based on various information and signals received from the map information DB 134, the GPS receiving unit 136, and the traffic information receiving unit 138. The location, map information around it, traffic jam information, and the like are output to the HMI device 140 and the HV-ECU 100.

Further, when the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 searches for the planned travel route from the current position of the vehicle 1 to the destination based on the map information DB 134. This planned travel route is composed of a set of nodes and links from the current position of the vehicle 1 to the destination. Then, the navigation ECU 132 outputs the search result (set of nodes and links) from the current position of the vehicle 1 to the destination to the HMI device 140.

Further, the navigation ECU 132 also refers to map information and road traffic information (hereinafter, also referred to as “look-ahead information”) on the planned travel route from the current position of the vehicle 1 to the destination at predetermined timings (for example, every 1 minute). ) Is output to the HV-ECU 100.

The HMI device 140 is a device that provides the user with information for assisting the driving of the vehicle 1. The HMI device 140 is typically a display provided in the interior of the vehicle 1, and includes a speaker and the like. The HMI device 140 provides various information to the user by outputting visual information (graphic information, character information), auditory information (audio information, sound information), and the like.

The HMI device 140 functions as a display for the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1 and the map information and the traffic jam information around the vehicle 1 from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and the traffic jam information around the vehicle 1. ..

The HMI device 140 also operates as a touch panel that can be operated by the user, and the user can change the scale of the displayed map or input the destination of the vehicle 1 by touching the touch panel. can do. When the destination is input in the HMI device 140, the information of the destination is transmitted to the navigation device 130 through the CAN 150.

As described above, the navigation ECU 132 outputs "look-ahead information" to the HV-ECU 100 at predetermined intervals.

The HV-ECU 100 sets the traveling mode of the vehicle 1 to either the CD mode or the CS mode, and controls the engine 10, the first MG20, and the second MG30 according to the set control mode.

The CD mode is a mode in which the SOC (electric power) of the power storage device 60 is consumed by traveling using the discharge power of the power storage device 60 without operating the engine 10 as much as possible. In the CD mode, the vehicle travels using only the electric power stored in the power storage device 60 until the SOC of the power storage device 60 reaches a predetermined lower limit value.

The CS mode is a mode in which the SOC of the power storage device 60 is maintained as much as possible by making the engine 10 easier to operate than the CD mode, suppressing the discharge of the power storage device 60, and charging the power storage device 60. .. In the CS mode, the vehicle travels using the power of the engine 10 so that the SOC of the power storage device 60 is maintained within a predetermined range.

When the user performs an operation requesting the CS mode (for example, when the user presses a CS mode selection switch (not shown)), the HV-ECU 100 sets the traveling mode to the CS mode.

The HV-ECU 100 automatically switches between the CD mode and the CS mode when the user has not performed an operation requesting the CS mode. At this time, the HV-ECU 100 changes the mode of switching between the CD mode and the CS mode depending on whether or not the planned travel route of the vehicle 1 is set.

When the planned travel route is not set (when the destination is not input), the HV-ECU 100 travels in the CD mode until the SOC of the power storage device 60 reaches a predetermined lower limit value. When the SOC reaches a predetermined lower limit value, the CD mode is switched to the CS mode, and the running in the CS mode is started.

FIG. 3 is a diagram schematically illustrating a traveling mode when the planned traveling route is not set. In FIG. 3, the horizontal axis represents time and the vertical axis represents SOC. The HV-ECU 100 sets the traveling mode to the CD mode until the time t0 when the SOC drops to the predetermined lower limit value Sth. In the CD mode, the engine 10 does not operate in order to maintain the SOC. Therefore, although the SOC may temporarily increase due to the regenerative power of the second MG 30, the SOC gradually decreases from the initial value at the start of use as a whole.

Then, the HV-ECU 100 sets the traveling mode to the CS mode after the time t0 when the SOC lower limit value Sth is lowered. In the CS mode, the lower limit value Sth is used as a reference value, and the charge / discharge amount of the power storage device 60 (the amount of power generated by the first MG 20 using the power of the engine 10) so as to prevent the SOC from deviating significantly from the lower limit value Sth. Etc.) are adjusted as appropriate. As a result, in the CS mode, the SOC fluctuates within a predetermined range including the lower limit value Sth.

On the other hand, when the planned travel route is set (when the destination is input), the HV-ECU 100 switches between the CD mode and the CS mode by using the travel load information of the planned travel route. To do.

FIG. 4 is a diagram schematically showing an example of a change in the traveling mode when the planned traveling route is set. When the planned travel route is set, the prediction is made using the look-ahead information such as the travel load of the planned travel route to the destination of the vehicle 1 output from the navigation device 130, and the SOC is used up when the destination arrives. The CD mode and the CS mode are assigned to each traveling section according to the pre-reading information predicted between the CD mode and the CS mode. In FIG. 4, the horizontal axis represents time and the vertical axis represents SOC. The HV-ECU 100 sets the CS mode and the CD mode based on the look-ahead information. In the example shown in FIG. 4, the traveling mode is set to the CS mode in the traveling section at times t1 to t2 and the traveling section at times t3 to t4, and the traveling mode is set to the CD mode in the other traveling sections.

In the traveling section from the start of traveling to the time t1, the SOC decreases due to the traveling in the CD mode, and the CD mode is switched to the CS mode at the time t1. In the traveling section at times t1 to t2, the charge / discharge amount of the power storage device 60 (of the engine 10) so that the SOC is maintained within a predetermined range based on the SOC at the time when the traveling mode is switched to the CS mode (time t1). The vehicle travels while appropriately adjusting (such as the amount of power generated by the first MG20 using power).

At time t2, the CS mode is switched to the CD mode, and in the traveling section at times t2 to t3, the SOC is reduced by traveling in the CD mode. At time t3, the mode is switched to CS mode, and the vehicle travels while appropriately adjusting the charge / discharge amount of the power storage device 60 so that the SOC is maintained within a predetermined range based on the SOC at the time when the travel mode is switched (time t3). I do. At time t4, the CS mode is switched to the CD mode, and the SOC is reduced by running in the CD mode. Then, when the destination arrives, the SOC reaches the lower limit value Sth, and when the destination arrives, the SOC is used up.

In the present embodiment, the SOC fluctuation range (predetermined range) in the CS mode shown in FIG. 4 is set to be larger than the SOC fluctuation range in the CS mode shown in FIG. After the SOC of the power storage device 60 reaches the lower limit value Sth, the fluctuation range of the SOC is reduced in order to suppress the deterioration of the power storage device 60. Until the SOC reaches the lower limit value Sth, by setting a large fluctuation range (predetermined range) of the SOC in the CS mode, the degree of freedom in controlling the operating state in consideration of the thermal efficiency of the engine 10 is increased, and the CS mode is running. It is possible to improve the fuel efficiency of.

In this way, the travel load of the planned travel route to the destination of the vehicle 1 is predicted by using the look-ahead information from the navigation device 130, and the CD mode and the CS mode are predicted so that the SOC is used up when the destination arrives. Controls to switch automatically according to load information, etc. When assigning the CD mode and CS mode to each travel section based on the travel load information, the travel load of the plurality of sections included in the planned travel route is to be extended as much as possible to improve fuel efficiency. The CD mode is assigned in order from the lowest section.

When the planned travel route includes a narrow street, it may be difficult to control to use up the SOC when arriving at the destination even if the CD mode and CS mode are assigned to each travel section based on the travel load information. .. Since the map gradient information is not prepared for the narrow street (the map data does not include the road surface gradient information), the accuracy of the traveling load information in the narrow street section is poor. Therefore, in some cases, the actual traveling load in the narrow street section (traveling section including the narrow street) is higher than the traveling load in the low load section. In this case, if the allocation of the CD mode is prioritized in the narrow street section over the low load section, a large amount of power of the power storage device is consumed in the narrow street section, the mileage by the CD mode is reduced, and the expected improvement in fuel consumption is achieved. I can't plan. Further, in a situation where the actual traveling load in the narrow street section is smaller than the traveling load in the low load section, the SOC of the power storage device 60 is excessive when arriving at the destination (the SOC does not decrease to the lower limit value Sth), and the electric power stored in the storage battery 60. Cannot be used effectively.

In the present embodiment, when the CD mode or the CS mode is assigned to each section on the planned travel route, the CD mode is preferentially assigned in the order of the low load section, the narrow street section, and the high load section. In the low load section, the accuracy of the traveling load information is high, and the energy efficiency in the CD mode (the traveling mode in which the vehicle travels using only the electric power stored in the power storage device 60) is good. By increasing the running frequency in the CD mode in the low load section, the mileage in the CD mode becomes longer, and the expected fuel efficiency can be improved. In addition, since the frequency of traveling in the CD mode increases in the low load section where the accuracy of the traveling load information is high, the difference between the calculated SOC consumption (energy consumption) and the actual SOC consumption becomes small, and the destination It is possible to reduce the SOC remainder upon arrival.

The flowchart shown in FIG. 5 shows an example of a processing procedure executed by the traveling mode setting means, which is one of the functions of the HV-ECU 100 (corresponding to the control device). This flowchart is repeatedly executed at predetermined intervals when the traveling support condition is satisfied after the vehicle 1 is started. The driving support conditions are, for example, that each system such as the power storage device 60 and the navigation device 130 is operating normally, and the destination is set (the destination is input).

First, in step 10 (hereinafter, simply referred to as “S”) 10, it is determined whether or not the look-ahead information output from the navigation ECU 132 has been updated. If the look-ahead information has not been updated, a negative judgment is made and a return is made. When this routine is processed for the first time after the vehicle 1 is started, and when the look-ahead information output from the navigation ECU 132 is updated at predetermined intervals thereafter, a positive judgment is made and the process proceeds to S12. The look-ahead information includes a plurality of sections (links) n included in the planned travel route, gradient information (map gradient information) of each section n, road type information (information on urban areas, expressways, general roads, etc.), and Includes road traffic information (traffic jam information, etc.).

In S12, the predicted energy consumption En of each section n is calculated based on the gradient information, road type information, road traffic information, and the like of each section n included in the look-ahead information. Further, the total (sum) of the predicted energy consumption En of each section n is calculated as the total energy consumption Esum, and the process proceeds to S14. In S14, the total energy consumption Esum is larger than the value (Mrg) obtained by subtracting the SOC corresponding to the above-mentioned lower limit value Sth from the SOC of the current power storage device 60 (hereinafter, also simply referred to as “current SOC”) (Esum>. It is determined whether or not it is the current SOC-Mrg). This process is a process for determining whether or not the planned travel route can be traveled only in the CD mode.

If a negative judgment is made in S14, the planned travel route can be traveled only in the CD mode, and it is not necessary to set the CS mode to each section n. Therefore, proceed to S16 and set the CD mode (CD section) to all sections. Allocate and move processing to return.

When it is determined that the total energy consumption Esum is larger than the "current SOC-Mrg" (when affirmatively determined in S14), the process proceeds to S18, and the types of a plurality of sections n included in the planned travel route (section types). The CD mode (CD section) is assigned to each section based on the priority (CD priority) according to the above and the traveling load information of the section n. The type of section n (section type) is classified based on the gradient information, road type information, road traffic information, and the like of each section n included in the look-ahead information. Further, the traveling load information is information that predicts the traveling load of each section n based on the gradient information of each section n, the average vehicle speed information, and the like included in the look-ahead information.

FIG. 6 is a diagram showing a priority (CD priority) in which the CD mode is set for each type (section type) of the section n of the planned travel route. In FIG. 6, priority 1 is assigned the CD mode with the highest priority, followed by priority 2 and priority 3, and so on, priority 7 has the lowest priority. For example, priority 1 includes "outside road section", "previous CD section with small remaining distance in current section", and "EV home section" of the type (section type) of section n. The “off-road section” is, for example, a section outside the road such as a parking lot, and is a section where low vehicle speed and low load traveling are predicted. The "previous CD section with a small remaining distance in the current section" is determined affirmatively in S10 shown in FIG. 5, and when the CD mode or CS mode is assigned to each section n based on the latest look-ahead information in S18, a short period of time This is to prevent the traveling mode from being switched only (short mileage). Specifically, when the current travel section is changed to CS mode by the latest look-ahead information while traveling in the CD mode, or when the remaining distance of the current travel section is short, the current travel section Is a section in which the setting of the CD mode is maintained without changing to the CS mode.

In the "EV home section", for example, the user (driver) of the vehicle 1 operates an EV home switch (not shown) to travel near the destination in EV driving (driving without using the engine 10). When is selected, the section (for example, a section of 500 m to the destination) is set as the EV home section.

Priority 2 includes a "low load section". A "low load section" is a section with a low (small) running load, such as a flat urban area or a downhill. Priority 3 includes a "congested section". The "traffic jam section" is a traffic jam occurrence section obtained from road traffic information.

Priority 4 includes a "narrow street section". The "narrow street section" is a section (link) including the narrow street. In the present embodiment, the narrow street is a narrow road in a residential area, a mountain road, or the like, and the slope information (map slope information) is not maintained in the map information DB 134 (there is no accurate slope information). Is.

Priority 6 includes a "high load section" and an "exception integrated high load section". A "high load section" is a section with a high (large) running load, such as an expressway, an uphill, or an acceleration section. The "exception integrated high load section" is a section provided because the amount of look-ahead information is limited due to the computing power of the navigation ECU 132 and the like. When the distance to the destination is long, gradient information (map gradient information), road type information (information on urban areas, expressways, general roads, etc.), and road traffic information (congestion information, etc.) in all sections to the destination ), Etc., it is difficult to calculate the look-ahead information from all the information. Therefore, for example, in the section after 99 sections (links) from the current location, the section types are integrated and classified into only two types, "low load section" and "high load section". The "exception integrated high load section" is a "high load section" classified in this way.

The lowest priority priority 7 includes the "end margin section", the "emergency HV section", and the "previous HV section with a small remaining distance in the current section". The "end margin section" is a section provided to use up the electric power of the power storage device 60 (make the SOC reach the lower limit value Sth) when arriving at the destination. For example, the section near the destination before entering the EV home section is defined as the "end margin section". As a result, in the section before entering the EV home section, the CS mode can be easily set (the priority of the CD mode is low), the power consumption of the power storage device 60 is suppressed before the arrival at the destination, and the arrival at the destination. Sometimes it becomes possible to use up the SOC (electric power) of the power storage device 60.

The "emergency HV section" is a section in which a downhill exists ahead of the section. By lowering the priority of the "emergency HV section", the CS mode can be easily set in the "emergency HV section", and it is possible to prevent the storage battery 60 from being used up before the downhill.

The "previous HV section with a small remaining distance in the current section" is positively determined in S10 shown in FIG. 5, and when the CD mode or CS mode is assigned to each section n based on the latest look-ahead information in S18, a short period ( This is to prevent the driving mode from being switched only by the short mileage). Specifically, when the current travel section is changed to the CD mode by the latest look-ahead information while traveling in the CS mode, or when the remaining distance of the current travel section is short, the current travel section Is a section that maintains running in CS mode without changing to CD mode.

Priority 5 includes a "non-supported section". The "non-supported section" is a section that is not included in any of the above-mentioned types of sections.

In S18, based on the CD priority shown in FIG. 6, the CD mode (CD section) is assigned in order from the section having the highest priority. Further, in the sections having the same priority, the sections having a low running load based on the running load information are preferentially assigned to the CD mode (CD section). At this time, the CD mode (CD section) is sequentially assigned until the total energy consumption of the CD mode (CD section) exceeds the "current SOC-Mrg". Then, when the allocation of the CD mode (CD section) is completed, the remaining section n included in the planned travel route to which the CD mode is not assigned is assigned to the CS mode (CS section), and S18 ends. And the return is processed.

The HV-ECU 100 determines whether the current position (current traveling section) of the vehicle 1 is the CD mode (CD section) or the CS mode (CS section), and whether the current position (current traveling section) is the CD mode. For example, the engine 10, PCU50, etc. are controlled so that the vehicle travels in the CD mode and if the current position (current traveling section) is the CS mode, the vehicle travels in the CS mode.

In the present embodiment, when traveling on the planned travel route, the CD mode is in the order of "low load section" (priority 2), "narrow street section" (priority 4), and "high load section" (priority 6). Is preferentially assigned. In the "low load section", running in the CD mode is more energy efficient than in the CS mode, so the CD mode is preferentially assigned, and in the "high load section", running in the CS mode is more energy than the CD mode. Since the efficiency is high, the priority of CD mode allocation is low, and improvement in fuel efficiency can be expected. In addition, even if a narrow street for which map gradient information is not maintained is included in the planned travel route, the CD mode is preferentially assigned to the "low load section" over the "narrow street section", so that the "low load section" The frequency of travel in the CD mode is increased, the mileage in the CD mode can be lengthened, and the expected fuel efficiency can be improved.

In the above embodiment, with respect to the priority (CD priority) in which the CD mode is set, priority 2 includes a "low load section" as a section type, and the "low load section" is flat. It was a section with a low (small) running load, such as an urban area or a downhill. From the "low load section", out of the downhill, the downhill with a predetermined distance or more and / or a predetermined downhill slope abnormality is extracted as a "regeneration section", and priority 2 includes the "low load section" and the "regeneration section". You may do so. In this case, the traveling mode setting means may be configured to assign the CD mode by lowering the priority of setting the CD mode of the "narrow street section" to that of the "regeneration section" and the "congestion section". ..

By exemplifying the embodiments in the present disclosure, the following aspects can be exemplified.

1) A hybrid vehicle (1) equipped with an externally rechargeable power storage device (60) and an internal combustion engine (10), and a CD mode and a power storage device that travel using only the power stored in the power storage device (60). A control device (100) for selectively switching between a CS mode for traveling by using the power of the internal combustion engine (10) so that the SOC of (60) is within a predetermined range is provided, and the control device (100) is on a planned travel route. The traveling mode setting means (S10 to S18) for assigning the CD mode or the CS mode to each section of the planned traveling route based on the traveling load information is provided, and the traveling mode setting means (S10 to S18) is a low load section and fine. The CD mode is preferentially assigned in the order of the street section and the high load section (S18).

2) In the first embodiment, the traveling mode setting means (S10 to S18) is configured to preferentially allocate the CD mode in the order of low load section, congested section, narrow street section, and high load section (S18). ).

3) In the first embodiment, the priority is set so that the CD mode is preferentially assigned in the order of the low load section, the narrow street section, and the high load section (FIG. 6), and in the sections having the same priority. , The section where the traveling load is low based on the traveling load information is preferentially assigned to the CD mode (S18).

4) In the second embodiment, the priority is set so that the CD mode is preferentially assigned in the order of the low load section, the congested section, the narrow street section, and the high load section (FIG. 6), and the priority is the same. In the section, the section having a low running load based on the running load information is preferentially assigned to the CD mode (S18).

5) A hybrid vehicle (1) equipped with an externally rechargeable power storage device (60) and an internal combustion engine (10), and a CD mode and a power storage device that travel using only the power stored in the power storage device (60). A control device (100) for selectively switching between a CS mode for traveling by using the power of the internal combustion engine (10) so that the SOC of (60) is within a predetermined range is provided, and the control device (100) is on a planned travel path. It has a traveling mode setting means for assigning a CD mode or a CS mode to each section of the planned traveling route based on the traveling load information, and the traveling mode setting means regenerates the priority of setting the CD mode of the narrow street section. It is configured to assign the CD mode lower than the "section" and the congested section.

The embodiments disclosed this time should be considered to be exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the description of the embodiment described above, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 vehicle, 10 engines, 20 1st MG, 30 2nd MG, 40 power splitting device, 60 power storage device, 62 inlet, 63 charger, 80 drive wheels, 100 HV-ECU, 120 various sensors, 130 navigation device, 132 navigation ECU 136 GPS receiver, 138 traffic information receiver, 140 HMI device.

Claims (1)

A hybrid vehicle equipped with an externally rechargeable power storage device and an internal combustion engine.
It is provided with a control device that selectively switches between a CD mode that travels using only the electric power stored in the power storage device and a CS mode that travels using the power of the internal combustion engine so that the SOC of the power storage device falls within a predetermined range. ,
The control device has a traveling mode setting means for assigning the CD mode or the CS mode to each section of the planned traveling route based on the traveling load information on the planned traveling route.
The traveling mode setting means is a hybrid vehicle configured to preferentially allocate the CD mode in the order of low load section, narrow street section, and high load section.

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