JP6069850B2 - Control device for hybrid vehicle - Google Patents

Description

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

Conventionally, a hybrid vehicle including a generator, an engine that drives the generator, a battery that stores electric power generated by the generator, and a drive motor that is driven by the electric power of the battery is well known.
Some hybrid vehicles switch between an EV travel mode in which the drive motor is driven only by battery power and an HEV travel mode in which the drive motor is driven while generating power by driving the engine.
In this hybrid vehicle, a technology is known in which the battery charge amount is increased to the target battery charge amount before reaching the EV travel planned area, the EV travel planned area is traveled in the EV travel mode, and the battery charge amount is used up at the end of the EV travel. (For example, refer to Patent Document 1).

JP 2003-32807 A

However, in the above-described conventional technology, since the travel route and the travel mode are not considered, there is a possibility that the target battery charge amount cannot be charged when the EV travel planned area is reached.
That is, in the travel route that reaches the charging completion target point that is the entrance of the EV travel planned area, even if the travel route is the same, if the travel state (travel mode) is different, the amount of charge during that time is different.
Alternatively, when there are a plurality of travel routes, the amount of charge between them varies depending on the travel distance or the travel state (travel mode) on the travel route. For example, there are differences in whether the travel route is a route traveling on an expressway or a general road, or a route that can be smoothly traveled on a common road or a route that is congested. The amount of charge possible is different.

  The present invention has been made paying attention to the above-described problem, and provides a hybrid vehicle control device capable of improving the accuracy of charging to a target battery charge amount when a preset charge completion target point is reached. The purpose is to provide.

In order to achieve the above object, a control device for a hybrid vehicle of the present invention includes:
Determines the amount of power generated by the generator and controls engine drive, and executes target charge amount charge control to charge the battery charge amount to reach the target battery charge amount from the current point to the point where the charge completion target point is reached A controller with a charging control unit,
The charge control unit is set in advance with an expected charge amount characteristic corresponding to a plurality of types of travel modes, and calculates a travel route using the expected charge amount characteristic when executing the target charge amount charge control. The control device for the hybrid vehicle.

The control device for a hybrid vehicle according to the present invention calculates a travel route based on the estimated charge amount according to various travel modes set in advance.
Therefore, it is possible to calculate the predicted travel route based on the charge amount close to the actual travel time compared with the case where the travel mode is not taken into account, and the accuracy of charging to the target battery charge amount when reaching the charge completion target point. It becomes possible to improve.

FIG. 1 is an overall system configuration diagram showing a series-type hybrid vehicle to which a hybrid vehicle control device of an embodiment is applied. FIG. 2 is a flowchart showing the first half of the flow of processing of target charge amount charging control of the hybrid vehicle control device of the first embodiment. FIG. 3 is a flowchart showing the latter half of the processing flow of target charge amount charging control of the hybrid vehicle control apparatus of the first embodiment. FIG. 4 is a power generation characteristic diagram showing an expected charge amount table used for target charge amount charge control in the hybrid vehicle control apparatus of the first embodiment. FIG. 5 is an explanatory diagram showing a display example of travel information in the hybrid vehicle control apparatus of the first embodiment. FIG. 6 is an explanatory diagram of an increase rate of the charge amount set by the increase profile setting unit of the hybrid vehicle control device of the first embodiment. FIG. 7 is an explanatory diagram of a setting example of a travel route by the hybrid vehicle control device of the first embodiment. FIG. 8 is an explanatory diagram showing an estimated increase profile of the battery SOC per unit travel distance for each travel route in the hybrid vehicle control apparatus of the first embodiment.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a hybrid vehicle control device of the present invention will be described below based on the embodiments shown in the drawings.

(Embodiment 1)
First, the configuration of the hybrid vehicle control device of the first embodiment will be described.
FIG. 1 is a system configuration diagram showing an overall system of a hybrid vehicle A to which the hybrid vehicle control device of the first embodiment is applied.

  As shown in FIG. 1, the hybrid vehicle A includes a system controller 1, an engine controller 2, an engine 3, a generator controller 4, a generator 5, a generator inverter 6, a battery controller 7, and a battery 8. A drive motor controller 9, a drive inverter 10, a drive motor (traveling electric motor) 11, a speed reducer 12, and drive wheels 13 and 13.

  The hybrid vehicle A is a series type (series type) hybrid vehicle in which the engine 3 is used only for power generation and the drive motor 11 is used only for driving and regeneration of the drive wheels 13 and 13. Simply put, it is an electric vehicle equipped with a power generation system. Therefore, as the travel mode, there is no travel mode that uses the driving force of the engine 3 and only the electric vehicle travel mode (= EV travel mode), but this is a case where the engine 3 is driven to travel while generating power. In the specification, it is referred to as HEV traveling mode. The hybrid vehicle A adopts a so-called plug-in system, and can supply power from an external power source such as a household power source or a dedicated power source to charge the battery 8.

The engine 3 transmits a driving force for power generation to the generator 5.
The generator 5 is rotated by the driving force of the engine 3 to generate power. That is, a power generation device is mainly composed of the engine 3 and the generator 5. Further, the generator 5 also has a function as a motor, and can consume electric power by cranking at the time of starting the engine or by rotating the engine 3 by using the driving force of the generator 5. it can.

The generator inverter 6 is connected to the generator 5, the battery 8, and the drive inverter 10, and converts AC power generated by the generator 5 into DC or reverse conversion.
The battery 8 charges the regenerative power of the generator 5 and the drive motor 11 and discharges the drive power.
The drive inverter 10 converts the DC power supplied from the battery 8 and the generator inverter 6 into the AC current of the drive motor 11 or performs reverse conversion.

  The drive motor 11 generates a driving force and transmits the driving force to the driving wheels 13 and 13 through the speed reducer 12. Then, when the vehicle is traveling, when it is rotated by the drive wheels 13 and 13, energy is regenerated by generating a regenerative driving force.

  The engine controller 2 sets the throttle opening, ignition timing, and fuel injection amount of the engine 3 in accordance with signals such as the rotational speed and temperature of the engine 3 in order to realize the engine torque command value commanded from the system controller 1. adjust.

  The generator controller 4 performs switching control of the generator inverter 6 in accordance with the state of the generator such as the rotational speed and voltage in order to realize the generator torque command value commanded from the system controller 1.

  The battery controller 7 measures the amount of battery charge (hereinafter referred to as battery SOC: SOC is an abbreviation of “State Of Charge”) based on the current and voltage charged / discharged to the battery 8, and outputs it to the system controller 1. Further, the temperature of the battery 8, the charging efficiency of the battery 8, the input power according to the battery SOC, and the output power according to the battery SOC are calculated and output to the system controller 1.

  The drive motor controller 9 performs switching control on the drive inverter 10 in accordance with the state of the drive motor 11 such as the rotational speed and voltage in order to realize the drive torque commanded from the system controller 1.

The system controller 1 depends on the driver's accelerator pedal operation amount, vehicle speed, vehicle condition such as (road surface) gradient, battery SOC from the battery controller 7, input power, output power, power generated by the generator 5, and the like. The drive torque is commanded to the drive motor 11. Further, the system controller 1 calculates a generated power command value for charging the battery 8 and supplying it to the drive motor 11.
Further, the navigation system 20 is connected to the system controller 1, and position information such as the current location and the destination is input. Based on this position information, the system controller 1 sets the battery SOC to a target battery charge amount (hereinafter referred to as a target battery SOCt) when it reaches a preset point (referred to as a charge completion target point). Execute charge amount charge control. The navigation system 20 includes a display device 20a, and the system controller 1 notifies the user of various information and control states by image display, audio output, and the like using the display device 20a.

(Description of flowchart of target charge amount charge control)
In the hybrid vehicle A of the first embodiment, as shown in FIG. 7, the target charge amount charging control is a high power that is an area that requires a high battery SOC when traveling from the current point Pn toward the target point Pt. It is executed when the necessary area HPz exists. That is, by this target charge amount charge control, the battery SOC is set as the target battery SOCt when reaching the charge completion target point Ps that is the entrance of the high power required area HPz.

Such a high power requirement area HPz is, for example, the following area.
An area where the user wants to travel in the EV traveling mode in a road pricing area that charges a vehicle traveling in a specific target area in order to alleviate traffic congestion and improve air pollution.
In a residential area where you don't want to be bothered by noise from the engine, such as late at night or early morning, you want to drive in EV mode.
An area where high-speed continuous climbing is required where power must be continuously supplied from the battery 8 to the drive motor 11.

If the presence of the region as described above is obtained from information from the navigation system 20 or is set in advance, the entrance of the area is set as the charging completion target point Ps, and when reaching this point, Charge to target battery SOCt.
In addition, the above-mentioned high power required area HPz may be set by a driver in advance by manual input, or may be automatically set based on information from the navigation system 20.

  In the first embodiment, the charging time is shortened when charging is performed so that the target battery SOCt is reached when the charging completion target point Ps at the entrance of the high power required area HPz is reached by the target charge amount charging control described above. At the same time, it aims to prevent the occurrence of charging delay.

  Below, the flow of the process in the charge control part which performs target charge amount charge control in the system controller 1 is demonstrated based on the flowchart shown in FIG.2 and FIG.3.

  The target charge amount charging control shown in this flowchart is started when it is predicted that the battery SOC when traveling in the EV travel mode to the above-described charging completion target point Ps is less than the target battery SOCt.

  In the target charge amount charge control started under the above conditions, first, in step S1, it is determined whether or not it is necessary to execute charge control for raising the target battery SOCt at a certain charge completion target point Ps. If it is necessary, the process proceeds to step S2, and if it is not necessary, one process is terminated.

In step S2, the required amount of charge (ΔSOC) is calculated from the difference between the current battery SOC (hereinafter referred to as battery SOCn) and the target battery SOCt, and then the process proceeds to step S3.
That is, a required charge amount (ΔSOC) is obtained by the following equation (1).
ΔSOC = SOCt−SOCn (1)
In addition, the target battery SOCt assists necessary for traveling at a certain average vehicle speed if the EV traveling distance expected in the region where the user wants to travel in the EV traveling mode, the amount of electric power estimated from the traveling mode, or a continuous high-speed uphill. Calculated from the total amount of power.

  The setting of the target point for completion of charging and the setting of the target battery SOCt may be obtained by any method. For example, the technique described in Patent Document 1 can be used.

In step S3, in order to estimate the charge amount ΔSOC necessary for setting the target battery SOCt with higher accuracy, the vehicle electrical load information, road condition information, and environment information are acquired, and then the process proceeds to step S4.
Here, the electrical load information of the vehicle is information on the usage status of electrical components such as an air conditioner and an acoustic device.
In addition, during power generation, power generation charging is performed within a range that does not impair sound vibration performance and acceleration feeling.For example, on road surfaces with heavy road noise such as rough terrain and snowy roads, there is an allowance for this increase in engine rotation. growing. Therefore, in the first embodiment, as road condition information, information related to road noise is acquired from the navigation system 20 or road traffic information communication obtained via the navigation system 20.
Similarly, when there is background noise due to snow, rain, wind, lightning, etc., the allowance for an increase in engine rotation increases, so environmental information related to background noise is acquired. These pieces of information can be obtained from the Internet or road traffic information communication, or can be estimated from the operating state of the wiper device (not shown).

In step S4, after calculating a plurality of travel routes Rn for reaching the target battery SOCt, the process proceeds to step S5.
In the calculation of the travel route Rn, the first embodiment uses the expected charge amount table shown in FIG. 4 as the expected charge amount characteristic according to the travel mode.
In the estimated charge amount table, three types of travel modes are set as travel modes: urban travel, high speed travel, and early high speed travel. For each driving mode, a charge amount that can be expected without deteriorating sound vibration performance and acceleration feeling (this is referred to as an estimated charge amount (% / km)) is set in advance.

In the first embodiment, the first table (basic expected charge amount table) # 1 and the second table (charge per unit travel distance) are used as the expected charge amount tables in which the three types of travel modes and the expected charge amount are set. Table 2) in which the amount is relatively large is set.
The first table # 1 is based on the performance and characteristics of the generator 5, the sound insulation performance of the vehicle, and the travel control characteristics of the vehicle. Estimated charge per hour is set. In the figure, A1, B1, and C1 are numerical values that are determined as appropriate based on a running experiment using an actual vehicle according to the specifications of the vehicle, and have a relationship of A1>B1> C1.
On the other hand, the second table # 2 has a larger charge amount per unit travel distance than the first table # 1. The second table # 2 is preferably used when road noise or background noise is high or when a required amount of power generation is large because sound and vibration due to driving of the engine 3 increase. The numerical values of A2, B2, and C2 are also determined as appropriate based on a driving experiment using an actual vehicle according to the specifications of the vehicle, and have a relationship of A2>B2> C2.
Further, A2, B2, and C2 are set to the sizes of A2> A1, A1>B2> B1, and B1>C2> C1.

  Note that FIG. 4 shows two possible charge amount tables. For example, when the electrical load and background noise are small, the electrical load is small and the background noise is large, the electrical load is large and the background noise is small, Three or more may be set so as to be suitable when the load and background noise are large.

  Although not shown in FIG. 4, as a driving mode, a plurality of patterns of urban driving may be set depending on the type of road (for example, an automobile-only road and a general road), or driving in a traffic jam Modes may be added.

Here, a calculation example using the first table # 1 will be described.
For example, the estimated charge amount when the distance to the charging completion target point is 10 km as the travel route, and the travel mode between them is 3 km for city travel and 7 km for high speed travel,
Expected charge = 3 (km) x A1 (% / km) + 7 (km) x B1 (% / km)
And can be calculated.
In this way, the estimated charge amount is calculated for each of the plurality of travel routes Rn that can reach the charging completion target point, and the travel route Rn that can reach the target battery SOCt is obtained.

In step S5, the display device 20a is used to display all of the calculated plurality of travel routes Rn and information about each travel route Rn, and then the process proceeds to step S6. In this display, it is preferable that the driving route Rn is shown on a map as shown in FIG.
Further, as the information regarding each travel route Rn, in the first embodiment, as shown in FIG. 5, the distance, the fuel cost, the high speed fee, the time, and whether or not the target battery SOCt can be achieved are displayed. In addition, the driver can select one of the displayed traveling routes Rn using the touch panel function or the voice recognition function of the display device 20a.

  The fuel cost is calculated based on the travel distance. The highway fee is calculated based on the use section of the highway, and at that time, a discount fee is also taken into consideration. Furthermore, as shown in the figure, when displaying, it is possible for the driver to make a selection by paying attention to, for example, time priority, cost priority, and a route in which both are balanced, so that it is easy to see the items to be emphasized. Display is preferred.

  In step S6, after starting the charge operation by target charge amount charge control, it progresses to step S7. In the first embodiment, at the start of the charging operation in step S6, charging is performed based on the expected charge amount characteristics of first table # 1. The first table # 1 is set to suppress the charging efficiency as described above, and the engine sound can be made as inconspicuous as possible. Note that when the charging efficiency is increased, the amount of power generation can be increased, but there is a concern about deterioration of sound vibration performance and acceleration feeling. For this reason, the initial setting is made in the first table # 1.

Furthermore, at the time of the charging operation by the target charge amount charge control, at least one of the following controls a to e is selected to secure the charge amount as much as possible and make the engine sound as inconspicuous as possible.
a. Normally, even when idling is stopped, the engine 3 is continuously driven at a level hidden by background noise and idle power generation is performed.
b. Control for prohibiting traveling in the EV traveling mode in which traveling is performed only with the electric power of the battery 8.
c. Control that always charges the battery 8 as an output in which charging power is added to the generated power necessary for driving the engine 3 according to the vehicle speed.
d. Control that performs power generation operation with an output that produces engine noise within the background noise range without stopping the engine even when the accelerator is off.
e. Control for changing the rate of increase or decrease in engine rotation so that the amount of power supplied from the battery 8 is reduced.

  Further, at the start of charging in step S6, an ascending profile indicating a rate of increase of the charging amount per unit travel distance from the start of charging to the end of charging is variably set. That is, when it is predicted that the charge amount based on the preset first table # 1 will reach the target battery SOCt before reaching the charge completion target point Ps, as shown in the first profile Prof1 of FIG. Change to profile Prof2 as appropriate. The second profile Prof2 is set so as to suppress the charge amount in the first half and increase the charge amount in the second half.

To explain this, generally, the amount of electric power that can be input to the battery 8 is limited because the battery voltage increases as the battery SOC increases. In FIG. 6, it is assumed that the threshold SOCse is a battery SOC that causes such an input power amount limitation.
In this case, when charged with the first profile Prof1, the input power amount restriction occurs at the time point t1, the charging efficiency deteriorates after the time point t1, the input to the battery 8 is restricted, and the charging efficiency deteriorates. As a result, fuel consumption may be deteriorated. On the other hand, when charging is performed using the second profile Prof2, since the battery SOC exceeds the threshold SOCse at time t2 approaching the charging completion target point Ps, charging is performed in a state where input to the battery 8 is limited. The travel distance is shortened and fuel consumption deterioration can be suppressed.

In step S7, based on the current battery SOC, the travel distance from the current point Pn to the charging completion target point Ps, and the first table # 1 currently used, the predicted battery SOC when reaching the charging completion target point Ps. To determine whether the target battery SOCt can be reached. When it is determined that the target battery SOCt can be reached, the process proceeds to step S8, and when it is determined that the target battery SOCt cannot be reached, the process proceeds to step S11.
In other words, it is conceivable that the initially estimated power generation amount cannot be expected due to ever-changing traffic environment conditions, electrical loads, environmental changes, or different driving behaviors of the driver. Therefore, it is always determined whether or not the target battery SOCt can be reached from the current point Pn to the charging completion target point Ps.

In step S8, the current charging control by the first table # 1 is continued, and the process proceeds to step S9.
In step S9, it is determined whether or not the current battery SOCn has reached the target battery SOCt or has reached the charge completion target point Ps. If none has reached, the process returns to step S7 and reaches either one. If so, the process proceeds to step S10.
In step S10, the target charge amount charge control is terminated and switched to normal control.
Note that if the point of time for switching to normal control is before reaching the charging completion target point Ps, control is performed to maintain the current battery SOCn until the charging completion target point Ps is reached.

In step S11, which proceeds when it is determined in step S7 that the target battery SOCt has not been reached when the charging completion target point Ps is reached, using the display device 20a, the driving state and the driving route in which an increase in power generation amount can be expected. The driver is notified of an instruction to change to
For example, when the vehicle is currently traveling at a high speed, the change in the traveling state is, for example, that the surplus driving force of the engine 3 is low and the amount of power generation is low, and the arrival time at the charging completion target point Ps is reached earlier. It cannot be secured. Therefore, an upper limit vehicle speed that can reach the target battery SOCt, such as an upper limit vehicle speed of 80 km / h, is instructed.
Or, when the driver is driving repeatedly with strong acceleration, the amount of power supplied during acceleration increases, so driving methods such as slow accelerator operations such as so-called eco-driving Direct change.
In addition, such a driving | running state instruction | indication performs route calculation on the assumption of such driving | running | working state from the starting time of the charge control which performed route calculation of step S4, and sets it as a recommended driving | running state at the starting time of charging control. Notification can also be made.
In step S11, if there is another travel route that can be expected to increase the amount of power generation compared to the currently traveled travel route, the travel route is also displayed. Therefore, also in this step S11, the calculation of the travel route executed in step S4 is performed again, and if there is a travel route with an estimated charge amount higher than the estimated charge amount of the current travel route, this is displayed.

  In step S12, after waiting for the time when the change of the driving state is reflected, it is determined again whether or not the target battery SOCt can be reached when reaching the charging completion target point Ps. If the arrival can be expected, the process proceeds to step S8. If the arrival is not expected, the process proceeds to S13.

In step S13, the expected charging characteristics are changed from the first table # 1 to the second table # 2 where an increase in the amount of power generation can be expected, and the process proceeds to step S14.
The first table # 1 is a control in which charging is performed within a range where the sound vibration performance and the acceleration feeling are not deteriorated, whereas the second table # 2 allows a slight deterioration of the sound vibration performance and the acceleration feeling. And charging characteristics giving priority to charging.
Therefore, the change of the expected charging characteristics may be automatically performed, but may be performed after notifying the driver of the fact, or the driver may be selected.
That is, depending on the driver, there may be a driver who feels that it is not preferable that sound vibration performance and acceleration feeling are deteriorated rather than not reaching the target battery SOCt. For this reason, whether or not the charging characteristic may be changed from the first table # 1 to the second table # 2 is displayed on the display device 20a of the navigation system 20 or the driver is allowed to select switching. It is possible.

In step S14, it is determined whether or not the current battery SOCn has reached the target battery SOCt or has reached the charge completion target point Ps. If none has reached, the process returns to step S7 and reaches either one. If so, the process proceeds to step S15.
In step S15, the charging control is terminated and switched to normal control.
If the time point when switching to normal control is before reaching the charging completion target point Ps, control is performed to maintain the current battery SOCn until the charging completion target point Ps is reached.

(Operation of Embodiment 1)
Next, the operation of the first embodiment will be described based on the operation example.
FIG. 7 shows a case where the vehicle travels from the current point Pn to the target point Pt.
In the middle of traveling from the current point Pn to the target point Pt, there is a high power requirement area HPz such as an EV traveling area or a continuous uphill road. Therefore, in the first embodiment, the target charge amount that is charged so as to reach the target battery SOCt while reaching the charge completion target point Ps from the current point Pn with the entrance of the high power required area HPz as the charge completion target point Ps. Execute charge control.

  Note that the high power required area HPz is set by manually inputting the driver manually if the driver wants to travel in the EV traveling mode so as not to generate noise in the early morning or late at night, for example. . Moreover, in the case of a pricing area, a continuous climbing lane, etc., it can set automatically by the information from the navigation system 20.

In the execution of this target charge amount charging control, in the first embodiment, first, a charge amount ΔSOC necessary to set the battery SOC as the target battery SOCt is obtained (step S2). Furthermore, after acquiring the electrical load information, road condition information, and environment information of the vehicle, a plurality of travel routes Rn that reach the charging completion target point Ps are calculated (step S4).
FIG. 7 shows an example of calculation results of the plurality of travel routes Rn.
In this example, six routes of the first travel route R1, the second travel route R2, the third main travel route R3, the third sub travel route R3 ′, the fourth travel route R4, and the fifth travel route R5 are calculated. It was done.

As shown in FIG. 7A, the first travel route R1 is a route that travels on a general road and travels only in a city / suburb area Ac. When traveling in this city / suburb area Ac, it is possible to perform smooth traveling, so that excellent fuel efficiency and good charging efficiency can be expected. Therefore, in the first embodiment, as shown in FIG. 4, the estimated charge amount that is the estimated increase amount of the battery SOC with respect to the travel mode is also set high.
FIG. 8 shows an increase prediction profile that is the amount of increase in the battery SOC with respect to the travel distance in each travel route Rn. The first travel route R1 is relatively efficient with respect to the travel distance and the battery SOC. You can see that is rising.

  As shown in FIG. 7A, the second travel route R2 is a route with the shortest distance, and is a route that passes through the traffic congestion area Az on the way. In the case of the second travel route R2, as shown in FIG. 8, it can be seen that the battery SOC increase amount with respect to the travel distance is increased by continuing the charging even when passing through the traffic congestion area Az.

  As shown in FIG. 7A, the third main travel route R3 and the third sub travel route R3 ′ are routes that bypass the city / suburb area Ac and pass from the A inter to the D inter on the highway HW. It is. As shown in FIG. 8, both the travel routes R3 and R3 ′ are the routes with the longest travel distance and travel on the highway HW, resulting in an increase in fuel consumption. The third main travel route R3 travels at a vehicle speed within a range up to 100 km / h, which is the maximum legal speed without any speed limitation, whereas the third sub travel route R3 ′ has an allowable maximum speed. This is a route that travels after limiting to 80 km / h. Therefore, the fuel consumption of the third main travel route R3 is worse than that of the third sub travel route R3 ′.

  As shown in FIG. 7B, the fourth travel route R4 is a route that travels between the city / suburb area Ac and the B to D interways on the highway HW. Further, as shown in FIG. 8, the fourth travel route R4 has the same travel distance as the first travel route R1, but is a route that travels on the highway HW. Therefore, the fuel consumption is the first travel route R1. Is expected to be worse.

  As shown in FIG. 7 (b), the fifth driving route R5 uses the highway HW from the A-inter, and the highway HW at the C-inter, which is a point before the third main / sub-traveling routes R3, R3 ′. The route passes through the city / suburb area Ac. The fifth travel route R5 has the same travel distance as the first travel route R1 and the fourth travel route R4, and the fuel consumption is expected to be slightly worse than that of the fourth travel route R4.

  As described above, when a plurality of travel routes R1 to R5 are calculated, information such as the travel distance, fuel consumption, and high speed cost of each travel route R1 to R5 is displayed on the display device 20a as shown in FIG. (Step S5). Furthermore, charge amount control is started in accordance with the travel mode based on the first table # 1 (step S6).

  Here, as shown in the display example of FIG. 5, whether or not the battery SOC reaches the target battery SOCt during traveling from the current point Pn to the charging completion target point Ps is determined as information on each travel route Rn. Is displayed.

  Thus, the estimated charge amount table in which the estimated charge amount corresponding to the difference in the travel mode shown in FIG. 4 is used to determine whether or not the target battery SOCt can be charged during the travel of each travel route Rn. . As a result, the charge amount can be predicted with higher accuracy than the use of a constant value as the expected charge amount for the travel distance.

When a plurality of travel routes Rn are displayed on the display device 20a as described above, the driver selects one of the routes.
For example, when the first travel route R1 is selected, only the city / suburb area Ac travels, and therefore the expected charge amount is calculated as A1% with respect to the travel distance based on the first table # 1. .

  On the other hand, for example, when the third main travel route R3 that travels only on the highway HW without passing through the city / suburb area Ac is selected, the expected charge amount is based on the travel distance based on the first table # 1. Calculated with B1%.

  Furthermore, in the first embodiment, the target battery SOCt can be reached when the charging completion target point Ps is reached based on the estimated charge amount corresponding to the travel mode of each travel route Rn in addition to the difference in the travel route. It is determined whether or not there is (step S7).

That is, the actual charge amount may be less than the expected charge amount predicted in advance, depending on how the driver operates, the traffic environment state that changes from moment to moment, the change in electrical load, the environment change, and the like.
In this case, even if the charging completion target point Ps is reached, the target battery SOCt is insufficient.
Therefore, in the first embodiment, first, the display device 20a is instructed by the display device 20a to change the traveling state or the traveling route in accordance with the above change (step S7 → step S11).

For example, when traveling at a high vehicle speed as when traveling on a highway HW, the surplus driving force of the engine 3 is insufficient and the amount of power generation decreases, and the traveling time to the charging completion target point Ps, that is, the charging time Becomes shorter and the amount of charge is insufficient. In this case, an instruction to reduce the vehicle speed or to run at the recommended vehicle speed is given to increase the amount of charge.
In addition, when the driver performs a driving operation that repeats strong acceleration, the amount of power supplied to the drive motor 11 increases, leading to a shortage of the charging amount. Instruct the driving method.
Alternatively, a travel route having a larger estimated charge amount per unit travel distance than the currently traveled travel route is displayed.

If it is determined that the driver does not change the driving state or the travel route or does not reach the target battery SOCt even if the above instruction is given, the charge control table to be used is set as a unit. Change to the expected charge amount table with the characteristic that the charge amount per mileage is large.
That is, in the first embodiment, the first table # 1 is changed to the second table # 2 (step S12 → step S13).

As a result, the charging efficiency is increased and the target battery SOCt can be more reliably approached.
When the current battery SOCn reaches the target battery SOCt by the above control, the target charge amount charging control is terminated.

(Examples of changing driving conditions and driving routes)
Next, based on step S11, the operation example when a driving vehicle changes the driving | running state is demonstrated.
For example, when traveling on the third main travel route R3 from the current point Pn toward the charging completion target point Ps, as shown in FIG. 8, when reaching the charging completion target point Ps, the battery SOCn becomes the target battery SOCt. Less than.

In this case, NO is determined in step S7, and a change in driving state and a change in travel route are instructed in step S11.
As for the instruction to change the driving state, as in the third sub-travel route R3 ′, the maximum speed is instructed to a limit speed such as 80 km / h, and the power to be taken out from the battery 8 for traveling is reduced. .

  In this case, even if the driver changes the driving state, in the rising prediction profile shown in FIG. 8, the charge amount increases because the change is from the middle of the third main travel route R3 to the third sub travel route R3 ′. However, the target battery SOCt may not be satisfied. In this case, the target battery SOCt can be reached by switching the expected charge amount table to the second table # 2 based on the process of step S13.

On the other hand, as a travel route change instruction, a change instruction is given from the middle of the third main travel route R3 to the fifth travel route R5.
In this case, as shown in FIG. 7B, by traveling down the highway HW from the C-interway and traveling in the city / suburb area Ac, the battery SOCn rises as shown in FIG. The target battery SOCt can be achieved at Ps.

(Effect of Embodiment 1)
The effects of the first embodiment are listed below.
1) A control device for a hybrid vehicle according to Embodiment 1
Generator 5;
An engine 3 for driving the generator 5;
A battery 8 charged by a generator 5;
A drive motor 11 as a running motor driven by the battery 8;
A navigation system 20 as a position information acquisition unit for acquiring information about a travel point of the vehicle;
A target charge amount charging control for determining the amount of power generated by the generator 5 to control the driving of the engine 3 and charging the battery SOC so as to reach the target battery SOCt before reaching the charge completion target point Ps from the current point Pn. A system controller 1 having a charging control unit (a part for executing the flowchart of FIG. 2) for executing
With
The charge control unit is set in advance with an expected charge amount characteristic (expected charge amount table) corresponding to a plurality of types of travel modes, and uses the expected charge amount characteristic (expected charge amount table) when executing the target charge amount charge control. The travel route Rn is calculated.
Therefore, compared to the case where the travel route is calculated using a constant value as the charge amount per unit travel distance , the actual charge amount during travel according to the travel mode difference can be calculated. Therefore, it is possible to improve the accuracy of charging to the target battery SOCt when traveling on the calculated travel route and reaching the preset charge completion target point Ps.
Thus, as in the prior art, when the target point Pt is home, it is possible to travel in the high power required area HPz in the EV travel mode and use up the battery SOC to a preset battery SOC lower limit value. Therefore, by performing full charging at the target point Pt, fuel consumption by the engine 3 can be suppressed and efficient driving can be performed.
In addition, when the high power required area HPz is a continuous uphill road, by setting the target battery SOCt when reaching the charging completion target point Ps, it becomes a running while charging due to a shortage of the battery SOC in the middle of the uphill, and a necessary driving force is obtained. Problems that cannot be obtained can be prevented.

2) The control device for the hybrid vehicle of the first embodiment is
The charge control unit includes an estimated charge amount table in which an estimated charge amount per unit mileage is set according to the travel mode as an estimated charge amount characteristic. A plurality of types are provided so as to be selectable according to the difference in conditions regarding the power generation amount.
Therefore, it is easy to calculate the power generation amount according to the travel route Rn using the estimated charge amount table. Moreover, it is possible to select an optimum one from a plurality of estimated charge amount tables according to the difference in the conditions regarding the power generation amount, thereby further improving the accuracy of charging to the target battery SOCt. .

3) The control device for the hybrid vehicle in the first embodiment
The charge control unit is the best charge amount table based on the performance and characteristics of the engine 3 and the generator 5, the sound insulation performance of the vehicle, and the travel control characteristics of the vehicle. The first table # 1 is provided as a basic expected charge amount table in which the expected charge amount per unit travel distance is set.
Therefore, the prediction accuracy of the charge amount is improved by setting the expected charge amount table according to the vehicle characteristics to which the first embodiment is applied. In addition, by making the best settings for sound vibration performance and acceleration feeling, it is possible to prevent the driver from feeling uncomfortable due to the driving of the engine 3 as much as possible.

4) The control device for the hybrid vehicle in the first embodiment
The charge control unit calculates one or more travel routes as the travel route Rn during the target charge amount charge control,
A display control unit (step S5) for displaying the travel route Rn calculated by the charge control unit on the display device 20a is provided.
Therefore, the driver can visually confirm the plurality of travel routes Rn with the display device 20a. Therefore, it becomes easy to select the subsequent travel route Rn.

5) The control device for the hybrid vehicle in the first embodiment
The charging control unit calculates at least one travel information of travel distance, travel time, travel cost of the travel route Rn from the current point Pn to the charge completion target point Ps,
The display control unit (step S5) displays travel information in addition to the display of the travel route Rn (FIG. 5).
Therefore, when there are a plurality of travel routes Rn, the driver can know the travel information in addition to the travel route Rn, and the driver selects one of the plurality of travel routes Rn based on the travel information. be able to. In particular, in the first embodiment, all of the travel distance, the travel time, and the travel cost are displayed, and further, whether or not the target battery SOCt can be charged by the travel of each travel route Rn is displayed.

6) The control device for the hybrid vehicle of Embodiment 1
The charge controller
A prediction calculation unit (step S7) that always calculates whether or not the target battery SOCt can be reached when the target point of charge completion Ps is reached from the current battery charge amount;
When it is determined that the prediction calculation result by the prediction calculation unit cannot reach the target battery SOCt, a change instructing the driver using the display device 20a as an instruction device to change the driving state to approach the target battery SOCt An instruction control unit (step S11);
It is characterized by having.
In other words, the set charge amount may not be obtained and the target battery SOCt may not be reached, depending on the actual traffic environment state and the driver's vehicle driving situation, relative to the start time of the target charge amount charge control.
Therefore, a prediction calculation is made as to whether or not the target battery SOCt can always be reached. When it is determined that the target battery SOCt cannot be reached, the driver is instructed to change the operation state to an operation state in which the charging opportunity is increased or an operation state in which power is not taken out from the battery 8 less. This increases the possibility of achieving the target battery SOCt.

7) The control device for the hybrid vehicle in the first embodiment
When the prediction calculation unit (step S12) predicts that the target battery SOCt cannot be reached even after the change instruction control unit (step S11) instructs the change of the driving state, the charge control unit corresponds to the travel mode. the setting of the estimated charge amount, estimated amount of charge characteristics currently in use (first table # 1) than the second estimated charge amount characteristics set high estimated charge amount per unit travel distance (second table ♯ A power generation characteristic changing unit (step S13) for switching to control using 2) is provided.
Therefore, even if the driving state of the driver is not changed, the power generation amount per unit travel distance increases, and the battery SOC can be brought closer to the target battery SOCt than when the charging characteristics are not switched.

8) The control device for the hybrid vehicle in the first embodiment
The change instruction control unit (step S11) is newly updated for the driver to reach the target battery SOCt when the prediction calculation result by the prediction calculation unit (step S7) is determined to be unable to reach the target battery SOCt. The new travel route is presented.
Therefore, even if the driving state of the driver is not changed, the possibility that the battery SOC reaches the target battery SOCt is increased by changing to the new travel route.

9) The control device for the hybrid vehicle in the first embodiment
The charging control unit variably sets the rate of increase in the amount of charge per unit travel distance from the start of charging to the end of charging according to the amount of charge required to obtain the target battery SOCt when performing the target charge amount charging control. A profile setting unit (FIG. 6) is provided.
Therefore, when the travel route is calculated in advance, the travel route Rn with better fuel cost can be calculated by setting the rate of increase in the charge amount so as not to reach the target battery SOCt at an early stage.
In particular, the battery 8 has a threshold value SOCse at which the amount of electric power that can be accepted becomes low. If the battery SOC exceeds the threshold value SOCse soon after the start of the charge control, the efficiency of charging thereafter will deteriorate. Therefore, in the first embodiment, in the travel route in which the battery SOC reaches the target battery SOCt early, the second profile prof2 that increases the charge amount in the second half of the charge control is used to shorten the inefficient charging period. Thus, efficient charging becomes possible.

10) The control device for the hybrid vehicle of the first embodiment is:
The charge control unit performs the target charge amount charge control,
Normally, even when idling is stopped, the engine 3 is driven at a level hidden by background noise and idle power generation is performed.
Control for prohibiting traveling in the EV traveling mode in which only the battery 8 travels;
A control for always charging the battery 8 as an output obtained by adding charging power to the generated power necessary for traveling with respect to the engine 3 according to the vehicle speed;
Control that performs power generation operation at an output that produces engine noise within the background noise range without stopping the engine even when the accelerator is off.
Control to change the rate of increase or decrease in engine rotation so that the amount of power supplied from the battery is reduced;
At least one control is executed.
Therefore, it is possible to perform charging as much as possible during the charge control, and it is possible to make the engine sound as inconspicuous as possible and to prevent the acceleration feel from deteriorating.

(Other embodiments)
Other embodiments will be described below. In the description of the other embodiments, only differences from the first embodiment will be described.

The control device for a hybrid vehicle according to another embodiment
The charge control unit includes a table in which the expected charge amount is set according to the electrical load information, the gradient information of the travel route Rn, and the altitude difference information between the current point Pn and the charge completion target point Ps as the expected charge amount table. Preferably it is.
That is, the estimated charge amount for the travel mode varies based on the use status of electrical components such as an air conditioner and the road gradient and altitude difference of the travel route Rn.
Therefore, in the first embodiment, the first table # 1 is first set in step S6. However, the optimum estimated charge amount table is used based on the information related to the estimated charge amount read in step S3. It is preferable to do so. For example, if it is determined that the electrical load is large, charging control is executed using the second table # 2 in step S6. In this case, in the process of step S13, it is preferable to use an estimated charge amount table in which the charging efficiency is further increased as compared with the second table # 2.

11) In another embodiment configured as described above,
The achievement accuracy of the target battery SOCt at the charging completion target point Ps is further improved.
In addition, in the setting of the expected charge amount table, it is possible to charge each driver without making the driver feel uncomfortable in more driving scenes by associating each information with a setting that does not deteriorate the sound vibration performance and acceleration feeling. It becomes possible.

Furthermore, in the hybrid vehicle control device of another embodiment,
It is equipped with sound environment detection means that detects the environment related to the sound heard by the driver, such as road noise due to road surface conditions, weather such as rain and lightning, indoor audio conditions,
When it is determined that the sound audible to the driver is relatively loud based on the input from the sound environment detection means, the charge amount control unit travels more than the expected charge amount characteristic used when the sound is relatively small. It is characterized by using an expected charge amount characteristic in which the power generation amount per distance is increased.

  As the sound environment detection means, the process of step S3 in the first embodiment can be used. That is, the weather information is input from road traffic information, Internet information, or the like, or estimated by the wiper operating speed. Can be. The audio state can be obtained by inputting output information of the audio device.

12) In other embodiments configured as described above,
In a state where the sound heard by the driver is large, even if the engine output is increased to increase the amount of power generation, the driver can hardly hear the engine sound and efficient charging can be performed without causing the driver to feel uncomfortable.
Therefore, in such a case, in step S6, for example, by using the second table # 2, the driving scene that can reach the target battery SOCt earlier and cannot reach the target battery SOCt is reduced. In this case, in the process of step S13, it is preferable to use an estimated charge amount table in which the charging efficiency is further increased as compared with the second table # 2.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on embodiment, about a specific structure, it is not restricted to this embodiment, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  For example, in the embodiment, an example in which the hybrid vehicle control device of the present invention is applied to a series-type hybrid vehicle including a generator motor and a drive motor (two motors) has been shown. However, as a hybrid vehicle to which the control device of the present invention is applied, a parallel type plug-in hybrid vehicle provided with two motors, a parallel type hybrid vehicle provided with a motor generator (one motor) combined with power generation / drive, and the like. It can also be applied to.

  Moreover, although the example which calculates several driving | running routes was shown in embodiment, this invention is applicable to what calculates several driving | running routes. Furthermore, the present invention reaches the target battery SOCt as in the third main travel route R3 shown in the first embodiment as long as the travel route is calculated based on the expected charge amount characteristic according to the travel mode. Including those that calculate the travel routes that cannot be performed.

  Further, in the embodiment, an example using the charge amount table is shown in calculating the travel route using the expected charge amount characteristic, but the present invention is not limited to this, and a map of the travel mode may be used. An arithmetic expression that varies the coefficient depending on the driving mode may be used.

  In the embodiment, as the travel mode, three travel modes are shown as shown in FIG. 4, but the travel mode may be further increased, such as a travel mode in a traffic jam area.

1 System Controller 3 Engine 5 Generator 8 Battery 11 Drive Motor (Driving Motor)
20 Navigation system 20a Display device A Hybrid vehicle Pn Current point Prof1 First profile Prof2 Second profile Ps Charging completion target point R1 First travel route R2 Second travel route R3 Third main travel route R3 ′ Third sub travel route R4 4 travel route R5 5th travel route Rn travel route

Claims (11)

A generator,
An engine that drives the generator,
A battery charged by the generator;
A traveling electric motor driven by the battery;
A position information acquisition unit that acquires information about a travel point of the vehicle;
The amount of power generated by the generator is determined to control the driving of the engine, and the battery charge amount reaches the target battery charge amount before reaching the charge completion target point at the entrance of the high power required area from the current point. A controller having a charge control unit for executing a target charge amount charge control to be charged; and
With
The charge control unit in advance estimated charge amount characteristics corresponding to a plurality of types driving mode is set, when the target charge amount charging control executed in the charging completion target point from the current location using the estimated charge amount characteristics together with the computed one or more travel routes that can reach the target state of charge of the battery at the time of arrival, Bei give a display control unit for displaying on the display device the one or more of the travel routes calculated by the charge control unit, and the at target charge amount of the charge control execution, the response to the charge amount required for the target battery charge, the rise rate of the charging amount per unit travel distance from start of charging until the charge completion, the first half is higher JP first and increased profile kept low in the second half, the first half are provided with a raised profile setting unit for variably setting the second raised profile with high late kept low Control device for a hybrid vehicle to be. In the hybrid vehicle control device according to claim 1,
The charge control unit includes an estimated charge amount table in which an estimated charge amount per unit travel distance is set according to the travel mode as the estimated charge amount characteristic. A control device for a hybrid vehicle, comprising a plurality of types that can be selected according to a difference in conditions relating to a power generation amount such as a traveling environment. In the hybrid vehicle control device according to claim 2,
The charge control unit is configured to generate sound vibration performance and acceleration feeling in various travel modes based on the engine, the power generator capacity and characteristics, vehicle sound insulation performance, and vehicle travel control characteristics as the estimated charge amount table. A control apparatus for a hybrid vehicle, comprising: a basic expected charge amount table in which the expected charge amount per unit travel distance is set. In the control apparatus of the hybrid vehicle of any one of Claims 1-3,
The high-power-needed area wants to travel in an EV travel mode that travels only with the battery power in a road pricing area that charges a vehicle traveling in a specific target area in order to alleviate traffic congestion and improve air pollution. In areas where you don't want to be disturbed by noise generated by the engine, such as in the middle of the night or early in the morning, in areas where you want to drive in the EV driving mode, you need to continuously supply power from the battery to the driving motor. A hybrid vehicle control device including any one of the following areas. In the control apparatus of the hybrid vehicle of any one of Claims 1-4,
The charging control unit calculates at least one travel information of a travel distance, a travel time, a travel cost from the current point to the charge completion target point of the travel route,
The display control unit displays the travel information in addition to the display of the travel route. In the control apparatus of the hybrid vehicle of any one of Claims 1-5,
The charge controller is
A prediction calculation unit that always calculates whether or not the target battery charge amount can be reached when the charge completion target point is reached from the current battery charge amount;
If the prediction calculation result by the prediction calculation unit is determined to be unable to reach the target battery charge amount, a change instruction that instructs the driver to change the driving state to approach the target battery charge amount A control unit;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 6,
When the prediction calculation unit predicts that the target battery charge amount cannot be reached even after the change instruction control unit has instructed to change the driving state, the charge control unit performs the expected charge according to the travel mode. A power generation characteristic changing unit that switches the setting of the amount to control using the second expected charge amount characteristic in which the expected charge amount per unit travel distance is set higher than the expected charge amount characteristic that is currently used; A hybrid vehicle control device. In the hybrid vehicle control device according to claim 6 or 7,
When the prediction calculation result by the prediction calculation unit is determined to be unable to reach the target battery charge amount, the change instruction control unit is newly updated and calculated to reach the target battery charge amount to the driver A hybrid vehicle control device that presents a travel route. In the control apparatus of the hybrid vehicle of any one of Claims 1-8,
The charge control unit, during the target charge amount charge control,
Normally, even in a situation where idling is stopped, control for performing idle power generation by continuing to drive the engine at a level hidden by background noise, and
Control for prohibiting traveling in the EV traveling mode that travels only with the battery;
Control that constantly charges the battery as an output that is obtained by adding charging power to the generated power necessary for traveling with respect to the engine according to the vehicle speed;
Control that performs power generation operation at an output that produces engine noise within the background noise range without stopping the engine even when the accelerator is off.
Control to change the rate of increase or decrease in engine rotation so that the amount of power supplied from the battery is reduced;
A control apparatus for a hybrid vehicle, characterized in that at least one control is executed. In the hybrid vehicle control device according to claim 2,
The charge control unit is a table in which the estimated charge amount corresponding to the electrical load information, the gradient information of the travel route, and the altitude difference information between the current point and the target point for completion of charging is set as the estimated charge amount table. A control device for a hybrid vehicle, comprising: In the hybrid vehicle control device according to any one of claims 1 to 10,
It is equipped with sound environment detection means that detects the environment related to the sound heard by the driver, such as road noise due to road surface conditions, weather such as rain and lightning, indoor audio conditions,
When it is determined that the sound heard by the driver is relatively loud based on the input from the sound environment detection means, the charge amount control unit is based on the expected charge amount characteristic used when the sound is relatively small. Also, the control device for a hybrid vehicle using the estimated charge amount characteristic in which the power generation amount per unit travel distance is increased.