JP7010038B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a motor, and a battery.

Conventionally, as a hybrid vehicle of this type, in a hybrid vehicle equipped with an engine, a motor, and a battery, when it is determined that a downhill section exists, the charge amount of the battery at the time of reaching the downhill start point is the downhill. The engine in the pre-use section from the point in front of the start point of the downhill section by a predetermined distance to the start point of the downhill section so that it will be lower than the charge amount of the battery when it is not determined that the section exists. And those that control the motor have been proposed (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2017-81475

It is known that a battery configured as a lithium ion secondary battery tends to be deteriorated when it is continuously charged with a large current. Therefore, in order to suppress the acceleration of deterioration of the battery, the limiting process that greatly limits the allowable charging power of the battery is operated in a shorter time from the start of charging of the battery as the charging current (power) of the battery is larger. ing. When this restriction process is activated on a downhill, the battery may not be charged very much even though the storage ratio of the battery is not so high.

The main object of the hybrid vehicle of the present invention is to enable a battery to be charged with a larger amount of electric power on a downhill slope.

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

The hybrid vehicle of the present invention is
With the engine and motor
A battery that is configured as a lithium-ion secondary battery and exchanges power with the motor,
The engine and the motor are controlled so that the battery runs while being charged and discharged within the allowable charge power and the allowable discharge power, and the larger the charge current of the battery is, the shorter the charging time is. A control device that changes the allowable charging power from the basic value to a first value smaller than that when the conditions are satisfied, and
It is a hybrid car equipped with
The control device is
When a predetermined downhill is detected
From passing through a point before the start point of the predetermined downhill to passing through the end point of the predetermined downhill, the storage ratio of the power storage device is higher than that when the predetermined downhill is not detected. While controlling the engine and the motor so as to be low,
In a predetermined section including the predetermined downhill, the allowable charging power is set to a second value smaller than the basic value and larger than the first value.
The gist is that.

In the hybrid vehicle of the present invention, the engine and the motor are controlled so that the battery runs while being charged and discharged within the allowable charge power and the allowable discharge power, and the larger the charge current of the battery, the shorter the continuation of charging. When the predetermined condition satisfied in is satisfied, the allowable charging power is set to the first value smaller than the basic value. Then, when a predetermined downhill is detected, compared to when the predetermined downhill is not detected from passing a point before the start point of the predetermined downhill to passing the end point of the predetermined downhill. The engine and the motor are controlled so that the storage ratio of the power storage device is low, and the allowable charging power is set to a second value smaller than the basic value and larger than the first value in a predetermined section including a predetermined downhill. As a result, when the regenerative drive of the motor continues on a predetermined downhill, it is possible to prevent the predetermined condition from being satisfied (the allowable charging power becomes the first value) or to lengthen the time until the predetermined condition is satisfied. can do. As a result, a larger amount of electric power can be charged to the battery on a predetermined downhill. Here, the "predetermined downhill" is a downhill where the battery may be fully charged due to the regenerative drive of the motor, or a downhill where the allowable charging power may be reduced in order to suppress over-discharging of the battery. It may be a slope, a downhill where a predetermined condition is satisfied and the allowable charging power may become the first value unless the allowable charging power is set to the second value.

In such a hybrid vehicle of the present invention, the second value may be set so as to become smaller as the elevation difference between the start point and the end point of the predetermined downhill becomes larger. Further, the second value may be set so as to become smaller as the slope of the predetermined downhill becomes steeper. Further, the second value may be set so as to be smaller as the predicted charging power of the battery is larger. By doing so, the allowable charging power can be set more appropriately.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as an Example of this invention. It is a flowchart which shows an example of the processing routine executed by HVECU 70. It is explanatory drawing which shows an example of the relationship between the road surface gradient θd, the elevation difference Δh, and the value Win2. It is a block diagram which shows the outline of the structure of the hybrid vehicle 120 of a modification. It is a block diagram which shows the outline of the structure of the hybrid vehicle 220 of a modification.

Next, an embodiment for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a navigation device 90, and an electronic control unit for a hybrid (hereinafter referred to as an electronic control unit for a hybrid). It is provided with (referred to as "HVECU") 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, and is connected to the carrier of the planetary gear 30 via a damper 28. The engine 22 is operated and controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24.

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

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. A rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. A drive shaft 36 connected to the drive wheels 39a and 39b via a differential gear 38 is connected to the ring gear of the planetary gear 30. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via the damper 28.

The motor MG1 is configured as, for example, a synchronous motor generator, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous motor generator, and a rotor is connected to a drive shaft 36. The inverters 41 and 42 are used for driving the motors MG1 and MG2 and are connected to the battery 50 via the power line 54. A smoothing capacitor 57 is attached to the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by an electronic control unit for a motor (hereinafter referred to as "motor ECU") 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port are included. Be prepared. The motor ECU 40 has signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotation positions θm1 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. , Θm2 and the phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45u, 45v, 46u, 46v for detecting the current flowing in each phase of the motors MG1 and MG2 are input via the input port. From the motor ECU 40, switching control signals and the like to the plurality of switching elements of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 has an electric angle θe1, θe2 and an angular velocity ωm1, ωm2, a rotation number Nm1, Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44. Is being calculated.

The battery 50 is configured as a lithium ion secondary battery and is connected to a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. The signals input to the battery ECU 52 include, for example, the voltage Vb of the battery 50 from the voltage sensor 51a attached between the terminals of the battery 50 and the battery 50 from the current sensor 51b attached to the output terminal of the battery 50. Examples include the current Ib (a positive value when discharged from the battery 50) and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC of the battery 50 and the input / output restriction Win and Wout. The storage ratio SOC of the battery 50 is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50, and is calculated based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The allowable charge / discharge power Win and Wout of the battery 50 are allowable charge powers that may charge / discharge the battery 50, and are calculated based on the storage ratio SOC of the battery 50 and the temperature Tb of the battery 50 from the temperature sensor 51c. To.

It is known that the battery 50 configured as a lithium ion secondary battery tends to be deteriorated when it is continuously charged with a large current. Therefore, in order to suppress the acceleration of deterioration of the battery 50, when the predetermined condition is not satisfied, the input limit Win of the battery 50 is set to the basic value Winb based on the storage ratio SOC and the temperature Tb, and the predetermined condition is set. When is satisfied, a value Win1 that is sufficiently larger than the basic value Winb (sufficiently smaller as an absolute value) is set. Here, the predetermined condition is that when the current Ib of the battery 50 continues at a negative value (value on the charging side), the smaller the current Ib of the battery 50 (larger as an absolute value), the shorter the continuation of charging. Is defined as a condition that is satisfied, for example, a condition that is satisfied when the integrated value of the current Ib of the battery 50 is equal to or less than the negative threshold when the current Ib of the battery 50 continues to be negative.

The navigation device 90 includes a main body 92 having a storage medium such as a hard disk for storing map information, an input / output port, and a control unit having a communication port, a GPS antenna 94a for receiving information about the current location of the own vehicle, and a GPS antenna 94a. The VICS (registered trademark) antenna 94b, which receives traffic jam information, regulation information, disaster information, etc. from the information center, displays various information such as information about the current location of the vehicle and the planned travel route to the destination, and the user gives various instructions. It is provided with a touch panel type display 96 capable of inputting information. Here, in the map information, service information (for example, tourist information, parking lot, etc.) and road information of each traveling section (for example, between traffic lights and intersections) are stored as a database. Road information includes distance information, width information, number of lanes, area information (urban areas and suburbs), type information (general roads and expressways), slope information, legal speed, number of traffic lights, and the like. The navigation device 90 is connected to the HVECU 70 via a communication port.

When the destination is set by the operation of the display 96 by the user, the main body 92 of the navigation device 90 self based on the map information stored in the main body 92 and the current location and the destination of the own vehicle from the GPS antenna 94a. A planned travel route from the current location of the vehicle to the destination is set, and the set planned travel route is displayed on the display 96 to provide route guidance. Further, when the navigation device 90 sets the planned travel route to the destination, the navigation device 90 estimates the travel load of each travel section of the planned travel route. The traveling load of each traveling section is estimated based on road information (for example, distance information, type information, gradient information, legal speed, etc.).

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors are input to the HVECU 70 via the input port. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88. The vehicle speed V and the road surface gradient θd from the gradient sensor 89 can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation device 90 via a communication port.

The hybrid vehicle 20 of the embodiment configured in this way travels in the hybrid traveling (HV traveling) mode or the electric traveling (EV traveling) mode. Here, the HV driving mode is a mode in which the vehicle travels with the operation of the engine 22, and the EV driving mode is a mode in which the vehicle travels without the operation of the engine 22.

In the HV driving mode, the vehicle basically travels as follows. The HVECU 70 sets the required torque Td * required for the drive shaft 36 based on the accelerator opening degree Acc and the vehicle speed V, and the rotation speed Nd of the drive shaft 36 (rotation speed Nm2 of the motor MG2) is set to the set required torque Td *. ) To calculate the required power Pd * required for the drive shaft 36. Subsequently, the charge / discharge request power Pb * of the battery 50 (correct when discharging from the battery 50) so that the value (SOC-SOC *) obtained by subtracting the target ratio SOC * from the storage ratio SOC of the battery 50 is close to the value 0. The value of) is set, and the required power Pe * required for the engine 22 is set by subtracting the required charge / discharge power Pb * of the battery 50 from the required power Pd *. Then, the target rotation speed Ne * of the engine 22 is output so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36 within the range of the input / output limit Win and Wout of the battery 50. And the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. Then, the target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotation speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the operation of the engine 22 (intake air) so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. Volume control, fuel injection control, ignition control, etc.) are performed. When the motor ECU 40 receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the motor ECU 40 drives the motors MG1 and MG2 (specifically, the drive control of the motors MG1 and MG2 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. , Switching control of a plurality of switching elements of the inverters 41 and 42).

In this HV driving mode, when the required torque Td * is equal to or less than the stop threshold Tsp and the required power Pe * reaches the stop threshold Psp or less, it is assumed that the stop condition of the engine 22 is satisfied, and the operation of the engine 22 is stopped. Shift to EV driving.

In the EV driving mode, the vehicle basically travels as follows. The HVECU 70 sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V, sets the value 0 in the torque command Tm1 * of the motor MG1, and requests it within the input / output restriction Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is set so that the torque Td * is output to the drive shaft 36, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The drive control of the motors MG1 and MG2 by the motor ECU 40 has been described above.

In this EV driving mode, the starting condition of the engine 22 is satisfied when the required torque Td * reaches the starting threshold value Tst or more, or when the required power Pe * calculated in the same manner as the HV driving reaches the starting threshold value Pst or more. As a result, the engine 22 is started to shift to HV driving.

Further, in the hybrid vehicle 20 of the embodiment, when the accelerator is off in the HV driving mode or the EV driving mode, the HVECU 70 sets the required torque Td * based on the brake pedal position BP and the vehicle speed V, and inputs and outputs the battery 50. The torque command Tm2 * of the motor MG2 is set so that the required torque Td * is output to the drive shaft 36 within the limits Win and Wout, and this is transmitted to the motor ECU 40. The drive control of the motor MG2 by the motor ECU 40 has been described above. At this time, the engine 22 is operated independently or stopped. Further, when the required torque Td * cannot be covered by the regenerative drive of the motor MG2, the HVECU 70 causes the drive wheels 39a, 39b and the driven wheels to act on the insufficient braking torque (braking force) by a hydraulic brake device (not shown). ..

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when route guidance is performed by the navigation device 90 will be described. FIG. 2 is a flowchart showing an example of a processing routine executed by the HVECU 70. This routine is repeatedly executed while the navigation device 90 is providing route guidance. The route guidance by the navigation device 90 is started when the planned travel route to the destination is set, and then when the own vehicle arrives at the destination or when the destination is canceled by the user. It is terminated when the ignition switch 80 is turned off or the like.

When the processing routine of FIG. 2 is executed, the HVECU 70 first determines whether or not the look-ahead information has been updated by communication with the navigation device 90 (step S100). Here, as the look-ahead information, for example, road information or traffic jam information from the current location of the own vehicle on the planned travel route to a point on the destination side by a predetermined distance (for example, about several km to a dozen km) is used. Can be mentioned. This look-ahead information is used when the planned travel route is changed after the previous look-ahead information is updated, or when a predetermined time (for example, several tens of seconds to several minutes) has passed since the previous look-ahead information was updated. The information is updated when the vehicle has traveled a predetermined distance (for example, about several hundred meters to several kilometers).

When it is determined in step S100 that the look-ahead information has been updated, a predetermined downhill in the planned travel route is searched for by communicating with the navigation device 90 (step S110). On the other hand, when it is determined that the look-ahead information has not been updated, the process of step S110 is not executed. Here, the predetermined downhill is a downhill where the battery 50 may be fully charged due to the regenerative drive of the motor MG2 by the driver's accelerator off. In the embodiment, as a predetermined downhill, a downhill in which the elevation difference Δh between the start point and the end point is larger than the threshold value Δhref (for example, 100 m, 120 m, 140 m, etc.) and / or the road surface slope θd (downhill slope side is positive). Consider a downhill where the average of (value) is larger than the threshold value θdref (for example, 3%, 4%, 5%, etc.) and the distance L is longer than the predetermined distance Lref (for example, 2 km, 3 km, 4 km, etc.). did.

Subsequently, it is determined whether or not a predetermined downhill is detected in the planned travel route (step S120), and when it is determined that the predetermined downhill is not detected, this routine is terminated. On the other hand, when it is determined that a predetermined downhill has been detected on the planned travel route, it is determined whether or not the vehicle has passed a predetermined point (including already passed) one distance L1 before the start point of the predetermined downhill. (Step S130) When it is determined that the own vehicle has not passed the predetermined point, this routine is terminated. A uniform value may be used for the distance L1, or a value based on the type information (general road, expressway) included in the road information, for example, 1.5 km, 2 km, 2.5 km, etc. for the general road. , 4.5 km, 5 km, 5.5 km, etc. may be used on the expressway. Whether or not the own vehicle has passed the predetermined point is determined based on the current location of the own vehicle and the map information from the navigation device 90.

When it is determined in step S130 that the own vehicle has passed the predetermined point, the downhill process is executed (step S140). The downhill process is a process for lowering the storage ratio SOC of the battery 50 as compared with the case where a predetermined downhill is not detected. In this downhill processing, for example, the target ratio SOC * of the battery 50 is lowered, and the start threshold values Tst and Pst and the stop threshold values Tsp and Psp are increased as compared with the case where the downhill processing is not executed. The latter is for facilitating the continuation of the EV driving mode and facilitating the transition from the HV driving mode to the EV driving mode so that the storage ratio SOC of the battery 50 becomes low. By performing such processing, the storage ratio SOC of the battery 50 at the time of passing through the start point of the predetermined downhill can be lowered, and the energy that can be recovered on the predetermined downhill (energy that can be charged to the battery 50) can be reduced. Can be more.

Subsequently, when it is determined whether or not the own vehicle has passed the start point of the predetermined downhill (including already passed) (step S150), and it is determined that the own vehicle has not passed the start point of the predetermined downhill. , End this routine. At this time, the execution of the downhill processing is continued. Whether or not the own vehicle has passed the start point of the predetermined downhill is determined based on the current location of the own vehicle and the map information from the navigation device 90.

When it is determined in step S150 that the own vehicle has passed the start point of the predetermined downhill, the input restriction reduction process is executed (step S160). In this input limit reduction process, the input limit Win of the battery 50 is slightly larger than the above-mentioned basic value Winb (slightly smaller as an absolute value) and somewhat smaller than the above-mentioned value Win1 (somewhat larger as an absolute value). It is a process to make Win2. As the value Win2, a constant value is used. By this input limit reduction processing, it is suppressed that the battery 50 is continuously charged with a small current Ib (large as an absolute value) on a predetermined downhill, and the above-mentioned predetermined condition is satisfied (input limit Win is a value). It is possible to suppress (becoming Win1) or lengthen the time until a predetermined condition is satisfied. As a result, a larger amount of electric power can be charged to the battery 50 on a predetermined downhill.

Subsequently, when it is determined whether or not the own vehicle has passed the end point of the predetermined downhill (including already passed) (step S170), and it is determined that the own vehicle has not passed the end point of the predetermined downhill. , End this routine. At this time, the execution of the downhill processing and the input restriction reduction processing is continued. Whether or not the own vehicle has passed the end point of the predetermined downhill is determined based on the current location of the own vehicle and the map information from the navigation device 90.

When it is determined in step S170 that the own vehicle has passed the end point of the predetermined downhill, the execution of the input restriction reduction process and the downhill process is terminated (step S180), and this routine is terminated.

In the hybrid vehicle 20 of the embodiment described above, when a predetermined downhill is detected, the predetermined downhill is passed from the predetermined point before the start point of the predetermined downhill to the end point of the predetermined downhill. The battery 50 is processed for a downhill so that the storage ratio SOC of the battery 50 is lower than when the battery 50 is not detected, and the battery 50 is used from the start point of the predetermined downhill to the end point. The input restriction reduction process is executed so that the input restriction Win is set to a value Win2 that is larger than the basic value Winb (small as an absolute value) and smaller than the above-mentioned value Win1 (large as an absolute value). As a result, when the regenerative drive of the motor MG2 continues on a predetermined downhill, the time until the above-mentioned predetermined condition is satisfied and the input limit Win of the battery 50 is suppressed from becoming the value Win1 or the predetermined condition is satisfied. Can be lengthened. As a result, a larger amount of electric power can be charged to the battery on a predetermined downhill.

In the hybrid vehicle 20 of the embodiment, a constant value is used as the value Win2 in the input restriction reduction processing, but the elevation difference Δh between the start point and the end point of the predetermined downhill and the road surface gradient θd (the downhill slope side is positive). The value), the predicted charging power Pbes of the battery 50 (a positive value when charging the battery 50), and the like may be set based on at least one of them. In this case, the value Win2 is set so that the larger the elevation difference Δh is, the smaller the value Win2 is, the larger the road surface gradient θd is, the smaller the value Win2 is, and the larger the predicted charging power Pbes of the battery 50 is, the smaller the value Win2 is. The value Win2 may be set to. Further, as shown in the relationship between the road surface gradient θd, the elevation difference Δh, and the value Win2 in FIG. 3, in the region where the road surface gradient θd is the predetermined value θd1 or less and the elevation difference Δh is the predetermined value Δh1 or less, the value Win2 is relatively high. In a region where a large value is set and the road surface gradient θd is equal to or less than the predetermined value θd1 and the elevation difference Δh is larger than the predetermined value Δh1, a medium value is set for the value Win2 and the road surface gradient θd is larger than the predetermined value θd1. In the region, a relatively small value may be set for the value Win2 regardless of the elevation difference Δh.

In the hybrid vehicle 20 of the embodiment, the predetermined downhill means a downhill in which the battery 50 may be fully charged due to the regenerative drive of the motor MG2 by the driver releasing the accelerator. However, on a predetermined downhill, the input limit Win may increase (begin to decrease as an absolute value) in order to suppress overcharging of the battery 50. For example, the storage ratio SOC of the battery 50 is a threshold Sref (for example). , 60%, 65%, 70%, etc.) may mean a downhill that can be higher. Further, it may mean a downhill where a predetermined condition may be satisfied (the input limit Win of the battery 50 becomes the value Win1) if the above-mentioned input limit reduction process is not executed.

In the hybrid vehicle 20 of the embodiment, the execution of the input restriction reduction process is started when the predetermined downhill start point is passed, but it may be started when the execution of the downhill process is started. However, it may be started when the regenerative drive of the motor MG2 is started.

In the hybrid vehicle 20 of the embodiment, the main body 92 of the navigation device 90 sets a planned travel route to the destination based on the map information stored in the main body 92 and the current location and the destination of the own vehicle. However, when the hybrid vehicle 20 can communicate with the vehicle exterior system (for example, a cloud server), the vehicle exterior system travels to the destination based on the map information possessed by the vehicle exterior system and the current location and destination from the hybrid vehicle 20. A planned route may be set and transmitted to the hybrid vehicle 20.

Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36 to connect the motors MG1 and MG2. The battery 50 is connected via a power line. However, as shown in the hybrid vehicle 120 of the modified example of FIG. 4, the motor MG is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 130, and the engine is connected to the motor MG via the clutch 129. A so-called one-motor hybrid vehicle may be configured in which the 22 is connected and the battery 50 is connected to the motor MG via a power line. Further, as shown in the hybrid vehicle 220 of the modified example of FIG. 5, the motor MG1 for power generation is connected to the engine 22, and the motor MG2 for traveling is connected to the drive shaft 36 connected to the drive wheels 39a and 39b. It may be configured as a so-called series hybrid vehicle in which the battery 50 is connected to the motors MG1 and MG2 via a power line.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motors MG1 and MG2 correspond to the "motor", the battery 50 corresponds to the "storage device", and the HVECU 70, the engine ECU 24, the motor ECU 40, and the navigation device 90 correspond to each other. Corresponds to "control device".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problems of the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these examples, and the present invention is not limited to these embodiments, and various embodiments are used without departing from the gist of the present invention. Of course it can be done.

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

20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crank shaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel , 40 Electronic control unit for motor (motor ECU), 41,42 inverter, 43,44 rotation position detection sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 power line, 57 condenser, 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor , 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 navigation device, 92 main unit, 94a GPS antenna, 94b VICS (registered trademark) antenna, 96 display, 129 clutch, 130 transmission, MG, MG1, MG2 motor ..

Claims (1)

With the engine and motor
A battery that is configured as a lithium-ion secondary battery and exchanges power with the motor,
The engine and the motor are controlled so that the battery runs while being charged and discharged within the allowable charge power and the allowable discharge power, and the larger the charge current of the battery is, the shorter the charging time is. A control device that changes the allowable charging power from the basic value to a first value smaller than that when the conditions are satisfied, and
It is a hybrid car equipped with
The control device is
When a predetermined downhill is detected
From passing a point before the start point of the predetermined downhill to passing the end point of the predetermined downhill, the storage ratio of the battery is lower than when the predetermined downhill is not detected. While controlling the engine and the motor so as to be
In a predetermined section including the predetermined downhill, the allowable charging power is set to a second value smaller than the basic value and larger than the first value.
Hybrid car.

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