DE112009005561B3 - Hybrid vehicle and parameter display method for a hybrid vehicle - Google Patents

Abstract

On a display (192), a mileage determined according to an accelerator position or the like is displayed. When the hybrid vehicle is controlled in a CS mode, the driving performance is displayed along with an environmentally acceptable acceleration performance that is greater than a first engine starting performance. When the hybrid vehicle is controlled in a CD mode, the driving power is displayed along with a second engine starting power instead of the eco-friendly acceleration power. The engine is stopped when the mileage is less than the first engine start threshold in the CS mode. The engine is driven when the mileage is greater than or equal to the first engine start threshold in CS mode. The engine is stopped when the mileage is less than a second engine start threshold in CD mode. The engine is driven when the mileage is greater than or equal to the second engine start threshold in CD mode. The second engine start threshold is greater than the first engine start threshold.

Description

TECHNICAL AREA

The present invention relates to a hybrid vehicle and a parameter display method for a hybrid vehicle, and more particularly to a technique for switching parameter display modes between a case when a hybrid vehicle is controlled in a first mode and a case when a hybrid vehicle is controlled in a second mode.

BACKGROUND OF THE INVENTION

Hybrid vehicles equipped with engines and motors as power sources are well known. A hybrid vehicle is equipped with a power storage device such as a battery for storing electric power to be supplied to a motor. The battery is charged with electric power generated by a power generator driven by an engine and electric power regenerated using the motor during deceleration of the vehicle.

Such a hybrid vehicle can run using either or both of an engine and a motor as a drive source depending on an operating state of the vehicle. Thus, for example, when the vehicle speed is low, the engine is stopped, and only the motor can be used as a drive source for running.

In a running state where the engine is stopped and only the motor is used as a driving source, no exhaust gas is discharged and hence the environmental impact is small. Accordingly, it is desired to display the current operating state with respect to the operating range in which the engine can be stopped so that the state in which the engine is stopped can be maintained as long as possible.

Japanese Patent Laid-Open No. JP 2008 - 74 321 A discloses a display device for a hybrid vehicle that includes an internal combustion engine and an electric motor as drive power sources and that is capable of running in one of a plurality of running modes, including a first mode in which running is performed while the internal combustion engine is stopped, and a second mode in which driving is performed while both the engine and the electric motor are operated. The display device includes: a control section that switches between driving modes based on an output request from a driver, a first display section that displays a first state quantity that changes according to the output request from the driver, and a second display section that corresponds to the first state variable indicates a second state variable, which shows a switching of the driving modes.

Japanese Patent Laid-Open No. JP 2008 - 74 321 A further discloses that when engine starting is requested based on a prescribed condition, the driving mode is forcibly switched to the second mode, with the second state quantity being changed to show that the second mode is for an entire Area of the first state variable is selected.

Japanese Patent Laid-Open No. JP 2008 - 74 321 A further discloses that when a switch for selecting driving in the first mode is operated by the driver, a threshold value for switching the driving modes is changed so that a range in which driving in the first mode is carried out is enlarged, wherein the second state quantity is changed according to the change in the threshold value for switching. The 106th paragraph of Japanese Patent Laid-Open No. JP 2008 - 74 321 A describes that the running mode is switched to an HV mode (second mode) and the threshold value TH (second quantity of state) is returned to a normal value when the state of charge becomes not larger than a prescribed value.

BRIEF SUMMARY OF THE INVENTION

TECHNICAL PROBLEM

In the display device disclosed in Japanese Patent Laid-Open No. JP 2008 - 74 321 A is disclosed, the manner of displaying the state quantity is switched as a result of engine cranking. However, a hybrid vehicle is basically designed to repeat driving and stopping of the engine. Consequently, when the manner of display of the driving state is switched by driving the engine, the display manner can be switched frequently. Thus, the driver's visibility may be degraded. On the other hand, when the way of displaying the driving condition is fixed, it is difficult to provide the driver with appropriate information corresponding to the running condition. In either case, the driver's comfort may be deteriorated.

The pamphlet U.S. 2009/0 125 173 A1 describes a hybrid vehicle. Here, a display unit includes a speed display unit. The speed display unit includes a range, a threshold line and a pointer. The area displays a vehicle speed. The threshold line indicates a threshold at which on and stopping of a motor are switched. The threshold line is variably set by the SOC and the temperature of a power storage device, the temperature of an inverter, the temperature of a motor generator, and the like. The pointer shows the direction of movement of the threshold line.

The pamphlet DE 10 2005 008 150 A1 describes a display device for a vehicle which has an internal combustion engine and an electric motor.

The display device has a tachometer for displaying the number of revolutions of the engine. The indicator further includes an electric-only indicator for indicating whether the vehicle is operating in an electric-only mode.

The pamphlet WO 2009/078 363 A1 describes an ECO driving support apparatus that notifies the eco degree of driving operation of a vehicle by indicating a state relative to a judgment threshold value that changes according to the driving state of the vehicle. The device includes a powertrain ECU that calculates the judgment threshold and an eco-run amount expressing a relationship to the judgment threshold based on the running state of the vehicle, and a meter ECU that calculates the eco-run amount based on Displays information transmitted from the powertrain ECU. The powertrain ECU transmits the eco driving condition amount to the gauge ECU.

The present invention has been made in order to solve the above problem. An object of the present invention is to improve the driver's convenience with respect to a display of a parameter representing an operating state of a hybrid vehicle.

THE SOLUTION OF THE PROBLEM

This object is achieved by a hybrid vehicle according to patent claim 1 and a parameter display method according to patent claim 4 . Advantageous developments are specified in the dependent patent claims.

A hybrid vehicle is provided with an engine, an electric motor, and a power storage device that stores electric power to be supplied to the electric motor. The hybrid vehicle runs using at least one of driving forces including a driving force of the engine and a driving force of the electric motor. The hybrid vehicle includes: a control unit that determines a parameter of the hybrid vehicle according to an operation by a driver, controls the hybrid vehicle according to the parameter in a first mode when a state of charge of the power storage device is less than or equal to a threshold value, and controls the hybrid vehicle according to the parameter in controls a second mode when a state of charge of the power storage device is greater than the threshold, and a display unit that displays the parameter. In the first mode, the control unit controls such that the engine is stopped when the parameter is less than a first value and such that the engine is driven when the parameter is greater than or equal to the first value. In the second mode, the control unit controls such that the engine is stopped when the parameter is less than a second value that is greater than the first value and such that the engine is driven when the parameter is greater than or equal to the second Is worth. The display unit displays the parameter in different ways between when the hybrid vehicle is controlled in the first mode and when the hybrid vehicle is controlled in the second mode.

In this hybrid vehicle, the parameter determined according to the driver's operation is displayed in different ways between a case when the hybrid vehicle is controlled in the first mode and a case when the hybrid vehicle is controlled in the second mode. The range in which the hybrid vehicle is controlled in the first mode includes a range in which the engine is stopped and a range in which the engine is driven. Similarly, the range in which the hybrid vehicle is controlled in the second mode includes a range in which the engine is stopped and a range in which the engine is driven. Consequently, the parameter display manner in the case where the engine is driven and the parameter display manner in the case where the engine is stopped can be made the same. Consequently, even if the engine repeats driving and stopping, the display style can be the same. As a result, the driver's visibility can be improved. When the charge increases level of the power storage device is less than or equal to the threshold, the hybrid vehicle is controlled in the first mode. When the state of charge of the power storage device is greater than the threshold, the hybrid vehicle is controlled in the second mode. The area in which the engine is stopped and the hybrid vehicle runs only with the driving force of the electric motor in the second mode is larger than the area in which the engine is stopped and the hybrid vehicle only with the driving force of the electric motor in the first Operating mode runs. Consequently, the parameter that is determined according to the driver's operation is in different ways between a case when control is such that the engine is stopped and the hybrid vehicle runs mainly only with the driving force of the electric motor and a case when when control is such that the hybrid vehicle runs efficiently using both the engine and the electric motor. Accordingly, the driver can be provided with appropriate information according to the operating state of the hybrid vehicle. As a result, the driver's convenience in displaying the parameter representing the operating state of the hybrid vehicle can be improved.

The display unit displays the parameter while displaying the third value using an indication at a predetermined point when the hybrid vehicle is controlled in the first mode. The display unit displays the parameter while displaying a second value instead of the third value, which indication is used when the hybrid vehicle is controlled in the second mode.

Preferably, the hybrid vehicle further includes a light section that turns on when the engine is stopped in the second mode and turns off when the engine is driven in the second mode.

Preferably the parameter is a power.

ADVANTAGEOUS EFFECTS OF THE INVENTION

The way of displaying a parameter of a hybrid vehicle, which is determined according to an operation by the driver, can be made the same between a case when the engine is driven and a case when the engine is stopped, with the parameter additionally in different Types can be displayed according to a control mode of the hybrid vehicle. Consequently, a driver's convenience in displaying the parameter representing an operating state of the hybrid vehicle can be improved.

character list

• 1 FIG. 12 is a schematic configuration diagram showing a plug-in hybrid vehicle.
• 2 FIG. 12 is a first diagram showing an electrical system of the plug-in hybrid vehicle.
• 3 FIG. 12 shows a second diagram showing an electrical system of the plug-in hybrid vehicle.
• 4 FIG. 12 is an illustration showing a connector of a charging cable.
• 5 Fig. 12 is a diagram showing an area where a CS mode is selected and an area where a CD mode is selected.
• 6 FIG. 12 is a diagram showing a period of time during which an engine is driven.
• 7 Figure 12 shows an illustration showing an instrument panel.
• 8th Figure 12 shows an illustration showing a system indicator appearing on a display.
• 9 Figure 12 shows an illustration showing the system indicator that appears on the display in CS mode.
• 10 Figure 12 shows an illustration showing the system indicator that appears on the display in CD mode.
• 11 FIG. 12 is a first diagram showing a flowchart showing a control structure of the hybrid vehicle.
• 12 FIG. 12 is a second diagram showing a flowchart showing a control structure of the hybrid vehicle.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

An embodiment of the present invention will be described below with reference to the figures. In the following description, the same parts are denoted by the same reference numbers. Their provisions and functions are also the same. Accordingly, a detailed description thereof will not be repeated.

With reference to 1 For example, a plug-in hybrid vehicle is equipped with an engine 100, a first MG (motor generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, and a battery (or power storage device) 150. Although a plug-in hybrid vehicle is described as an example in the following description, a hybrid vehicle that does not have a charging function from an external power source may be used instead of a plug-in hybrid vehicle.

The engine 100 , the first MG 110 , the second MG 120 , and the battery 150 are controlled by an ECU (Electronic Control Unit) 170 . The ECU 170 may be divided into a plurality of ECUs.

This vehicle runs using a driving force from the engine 100 and/or the second MG 120. More specifically, either one or both of the engine 100 and the second MG 120 is automatically selected as a driving source depending on an operating state.

For example, when the accelerator position is small and when the vehicle speed is low, the plug-in hybrid vehicle runs with only the second MG 120 as a drive source. In this case, the engine 100 is stopped. However, the engine 100 is sometimes driven for power generation, for example.

On the other hand, when the accelerator position is large, when the vehicle speed is high, or when the SOC (State of Charge) of the battery 150 is small, the engine 100 is driven. In this case, the plug-in hybrid vehicle runs with only the engine 100 or with both the engine 100 and the second MG 120 as a drive source.

This vehicle runs while automatically switching between a CS (charge sustaining) mode and a CD (charge consuming) mode, for example. It should be noted that the CS mode and the CD mode can be switched manually.

In the CS mode, the plug-in hybrid vehicle runs while keeping electric power stored in the battery 150 at a prescribed target value.

In the CD mode, the plug-in hybrid vehicle runs using electric power mainly using the driving force of the second MG 120 without maintaining the electric power stored in the battery 150 for running. However, in the CD mode, for example, when the accelerator position is large and when the vehicle speed is high, the engine 100 may be driven to supplement the drive source.

The CS mode can also be referred to as an HV mode. Similarly, the CD mode may also be referred to as an EV mode. It is to be noted that the HV mode (CS mode) and the EV mode (CD mode) in the present application are different from the HV mode and the EV mode disclosed in Japanese Patent Laid-Open Publication No. JP 2008 - 74 321 A are described. CS mode and CD mode are described in more detail below.

The engine 100 is an internal combustion engine. An air-fuel mixture is burned in a combustion chamber to rotate a crankshaft serving as an output shaft. An exhaust gas discharged from the engine 100 is cleaned by a catalyst 102 and thereafter discharged to the outside of the vehicle. The catalyst 102 performs a cleaning function when warmed up to a specific temperature. The catalyst 102 is heated by heat of the exhaust gas. The catalytic converter 102 is a three-way catalytic converter, for example.

The engine 100 , the first MG 110 and the second MG 120 are connected via the power split mechanism 130 . A drive power generated by the engine 100 is split into two paths by the power split mechanism 130 . One of the ways is a way of driving front wheels 160 by the speed reducer 140. The other is a way of driving the first MG110 for power generation.

The first MG 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. The first MG 110 generates electric power using drive power of the engine 100 that is branched by the power split mechanism 130 . The electric power generated by the first MG 110 becomes dependent on a run state or driving state of the vehicle or the state of charge of the battery 150 is used. For example, in the normal driving, the electric power generated by the first MG 110 is directly used as electric power for driving the second MG 120 . On the other hand, when the SOC of the battery 150 is lower than a predetermined value, the electric power generated by the first MG 110 is converted from an alternating current to a direct current by a converter described later. Thereafter, the voltage is adjusted by a converter described below and then stored in the battery 150. FIG.

When the first MG 110 acts as a power generating device, the first MG 110 generates negative torque. Here, the negative torque refers to such a torque that becomes a load on the engine 100 . When the first motor MG 110 receives a power supply and acts as a motor, the first MG 110 generates positive torque. Here, a positive torque refers to such a torque that does not become a load on the engine 100, i.e., such a torque that assists the rotation of the engine 100. This is applicable to the second MG 120.

The second MG 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. The second MG 120 is driven by electric power stored in the battery 150 and/or electric power generated by the first MG 110 .

The driving force of the second MG 120 is transmitted to front wheels 160 via the speed reducer 140 . Accordingly, the second MG 120 assists the engine 100 or allows the vehicle to run with the driving force from the second MG 120 . The rear wheels can be driven instead of or in addition to the front wheels 160 .

At the time of regenerative braking of the plug-in hybrid vehicle, the second MG 120 is driven by the front wheels 160 via the speed reducer 140, so that the second MG 120 works as a power generator. Thus, the second MG 120 works as a regenerative brake that converts braking energy into electric power. The electric power generated by the second MG 120 is stored in the battery 150 .

The power split mechanism 130 is formed of a planetary gear train including a sun gear, gears, a carrier, and a ring gear. The gears mesh with the sun gear and the ring gear. The carrier holds the gears in such a way that they can rotate on their own axes. The sun gear is coupled to the rotating shaft of the first MG 110 . The carrier is coupled to the crankshaft of engine 100 . The ring gear is coupled to the rotating shaft of the second MG 120 and the speed reducer 140 .

The engine 100, the first MG 110 and the second MG 120 are coupled via the power split mechanism 130 formed of the planetary gear train so that the rotational speeds of the engine 100, the first MG 110 and the second MG 120 have a relationship given by a straight line is shown in a nomogram.

The battery 150 is a battery pack configured such that a plurality of battery modules each formed by integrating a plurality of battery cells are connected in series. The voltage of the battery 150 is about 200 V, for example. The battery 150 is charged with electric power supplied from the first MG 110 and the second MG 120 and a power source external to the vehicle. A capacitor can be used in place of or in addition to battery 150 .

With reference to 2 an electrical system of the plug-in hybrid vehicle is further described. In the plug-in hybrid vehicle, a converter 200, a first inverter 210, a second inverter 220, an SMR (System Main Relay) 230, a charger 240, and an inlet 250 are provided.

The converter 200 includes an inductor, two npn transistors and two diodes. The choke coil has one end connected to the positive electrode side of each battery and has another end connected to a node between the two npn transistors.

The two npn transistors are connected in series. The npn transistors are controlled by the ECU 170. A diode is connected between the collector and emitter of each npn transistor to allow current to flow from the emitter side to the collector side.

As the npn transistor, for example, an IGBT (Insulated Gate Bipolar Transistor) can be used. Instead of the npn transistor For example, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field Effect Transistor) can be used.

When electric power discharged from the battery 150 is supplied to the first MG 110 or the second MG 120 , the voltage is boosted by the converter 200 . Conversely, when electric power generated by the first MG 110 or the second MG 120 is supplied to the battery 150 , the voltage is reduced by the converter 200 .

A system voltage VH between the converter 200 and each converter is detected by a voltage sensor 180 . The detection result from the tension sensor 180 is sent to the ECU 170 .

The first inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, the V-phase arm, and the W-phase arm are connected in parallel. The U-phase arm, the V-phase arm, and the W-phase arm each have two npn transistors connected in series. A diode is connected between the collector and emitter of each npn transistor to allow current to flow from the emitter side to the collector side. Then the node between the npn transistors in each arm is connected to the end other than a neutral point 112 of each coil of the first MG 110 .

The first inverter 210 converts a direct current supplied from the battery 150 into an alternating current and supplies the alternating current to the first MG 110 . The first inverter 210 converts the alternating current generated by the first MG 110 into direct current.

The second inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, the V-phase arm, and the W-phase arm are connected in parallel. The U-phase arm, the V-phase arm, and the W-phase arm each have two npn transistors connected in series. A diode is connected between the collector and emitter of each npn transistor to allow current to flow from the emitter side to the collector side. Then the node between the npn transistors in each arm is connected to the end different from a neutral point 122 of each coil of the second MG 120 .

The second inverter 220 converts a direct current supplied from the battery 150 into an alternating current and supplies the alternating current to the second MG 120 . The second inverter 220 converts an alternating current generated by the second MG 120 into a direct current.

The converter 200, the first converter 210 and the second converter 220 are controlled by the ECU 170. FIG.

The SMR 230 is provided between the battery 150 and the charger 240 . The SMR 230 is a relay for switching between a state where the battery 150 and the electrical system are connected and a state where they are disconnected. When the SMR 230 is in an open state, the battery 150 is disconnected from the electrical system. When the SMR 230 is in a closed state, the battery 150 is connected to the electrical system.

More specifically, when the SMR 230 is in an open state, the battery 150 is electrically disconnected from the converter 200, charger 240, and the like. When the SMR 230 is in a closed state, the battery 150 is electrically connected to the converter 200, charger 240, and the like.

The state of the SMR 230 is controlled by the ECU 170 . For example, when the ECU 170 is activated, the SMR 230 is closed. When the ECU 170 is stopped, the SMR 230 is opened.

The charger 240 is connected between the battery 150 and the converter 200 . like it in 3 As shown, charging device 240 includes an AC/DC converter circuit 242, a DC/AC converter circuit 244, an isolation transformer 246, and a rectifier circuit 248. The AC/DC Converter circuit 242 is formed of a single phase bridge circuit. The AC/DC converter circuit 242 converts an AC or AC power into DC power based on a driving signal from the ECU 170. The AC/DC converter circuit 242 also functions as a boost chopper circuit that boosts a voltage using an inductor as a choke coil.

The DC/AC converter circuit 244 is formed of a single phase bridge circuit. The DC/AC converter circuit 244 converts the DC power into high-frequency AC power based on a drive signal from the ECU 170 and outputs the AC power to the isolation transformer 246 .

The isolation transformer 246 includes a core formed of a magnetic material and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically isolated from each other and connected to the DC/AC converter circuit 244 and the rectifier circuit 248, respectively. The isolation transformer 246 transforms the high-frequency AC power received from the DC/AC converter circuit 244 into a voltage level that corresponds to a turns ratio between the primary coil and the secondary coil, and outputs the transformed AC power to the rectifier circuit 248. The rectifier circuit 248 rectifies the AC power output from the isolation transformer 246 into DC power.

The voltage between the AC/DC converter circuit 242 and the DC/AC converter circuit 244 (terminal-to-terminal voltage of a smoothing capacitor) is detected by a voltage sensor 182, and a signal representing the detection result is input to the ECU 170 . An output current of the charger 240 is detected by a current sensor 184 and a signal representing the detection result is input to the ECU 170 . Furthermore, the temperature of the charger 240 is detected by a temperature sensor 186 , and a signal representing the detection result is input to the ECU 170 .

When the battery 150 is charged from a power source external to the vehicle, the ECU 170 generates a drive signal for driving the charger 240 and outputs the generated drive signal to the charger 240 .

The ECU 170 has a failure detection function for the charger 240 in addition to the control function for the charger 240 . When the voltage detected by the voltage sensor 182, the current detected by the current sensor 184, the temperature detected by the temperature sensor 186, or the like is greater than or equal to a threshold value, the fault of the charger 240 is detected .

For example, an inlet 250 is provided on a side of the plug-in hybrid vehicle. The inlet 250 is connected to a connector 310 of a charging cable 300 for coupling the plug-in hybrid vehicle to an external power source 402 .

A charging cable 300 for coupling the plug-in hybrid vehicle to the external power source 402 includes the connector 310, a connector 320 and a CCID (Charging Circuit Interrupt Device) 330.

The connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle. The connector 310 is provided with a switch 312 . When the switch 312 is closed while the connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle, a connector signal CNCT is input to the ECU 170 to indicate that the connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle.

The switch 312 opens/closes in conjunction with a latch for locking the connector 310 of the charging cable 300 to the inlet 250 of the plug-in hybrid vehicle. The latch is swung by the operator pressing a button provided on connector 310 .

For example, when the operator releases his/her finger from a button 314 of the connector 310 located in 4 1, while connecting the connector 310 of the charging cable 300 to the inlet 250 provided in the plug-in hybrid vehicle, takes away the latch 316 into the inlet 250 provided in the plug-in hybrid vehicle , with switch 312 closing. When the operator presses button 314, latch 316 is released from inlet 250, opening switch 312. Note that the manner of opening/closing the switch 312 is not limited to this.

Back to 3 For example, the plug 320 of the charging cable 300 is connected to a socket 400 provided at a building. The receptacle 400 is supplied with AC power from the power source 402 external to the plug-in hybrid vehicle.

The CCID 330 includes a relay 332 and a control pilot circuit 334 . When the relay 332 is in an open state, a path for supplying electric power from the power source 402 external to the plug-in hybrid vehicle to the plug-in hybrid vehicle is disconnected. When the relay 332 is in a closed state, electric power can be supplied to the plug-in hybrid vehicle from the power source 402 that is external to the plug-in hybrid vehicle. The state of relay 332 becomes controlled by the ECU 170 while connecting the connector 310 of the charging cable 300 to the inlet 250 of the plug-in hybrid vehicle.

The control pilot circuit 334 sends a pilot signal (square wave signal) CPLT to a control pilot line in a state where the plug 320 of the charging cable 300 is connected to the socket 400, i.e. the external power source 402, and the connector 310 is connected to the inlet 250, which is at the Plug-in hybrid vehicle provided is connected. The pilot signal is generated by an oscillator provided within control pilot circuit 334 .

The control pilot circuit 334 can output a constant pilot signal CPLT when the plug 320 of the charging cable 300 is connected to the socket 400 even when the connector 310 is disconnected from the inlet 250 provided in the plug-in hybrid vehicle. However, the ECU 170 cannot detect the pilot signal CPLT that is output in a state where the connector 310 is disconnected from the inlet 250 provided in the plug-in hybrid vehicle.

When the plug 320 of the charging cable 300 is connected to the socket 400 and the connector 310 is connected to the inlet 250 of the plug-in hybrid vehicle, the control pilot circuit 334 generates the pilot signal CPLT having a predetermined pulse width (duty cycle). .

With the pulse width of the pilot signal CPLT, the plug-in hybrid vehicle is notified of the possible current-carrying capacity. For example, the current-carrying capacity of the charging cable 300 is notified to the plug-in hybrid vehicle. The pulse width of the pilot signal CPLT is constant regardless of a voltage and a current of the external power source 402 .

On the other hand, if the type of charging cable to be used is different, the pulse width of the pilot signal CPLT may be different. In other words, the pulse width of the pilot signal CPLT can be adjusted for each type of charging cable.

In the present embodiment, the battery 150 is charged with electric power supplied from the external power source 402 in a state where the plug-in hybrid vehicle and the external power source 402 are coupled to each other through the charging cable 300 . During charging of the battery 150, the SMR 230 and the relay 332 in the CCID 330 are closed.

An AC voltage VAC of the external power source 402 is sensed by a voltage sensor 188 provided within the plug-in hybrid vehicle. The detected voltage VAC is sent to the ECU 170.

With reference to 5 CS mode and CD mode are further described. The ECU 170 determines which mode to select from the CS mode and the CD mode. For example, when the SOC of battery 150 is less than or equal to a threshold, CS mode is selected. If the SOC of the battery 150 is greater than the threshold, CD mode is selected.

More specifically, the CS mode is selected when the SOC of the battery 150 is less than or equal to the threshold, or when the electric system of the plug-in hybrid vehicle is stopped in a state where the CS mode is selected the last time .

The CD mode of operation is selected when the SOC of the battery 150 is greater than the threshold and there is a history of charging the battery 150 by the power source 402 external to the plug-in hybrid vehicle or when the SOC of the battery 150 is greater than the threshold and the electrical system of the plug-in hybrid vehicle is stopped in a state where the CD mode is selected the last time. Since the charging of the battery 150 is controlled by the ECU 170, whether there is a history of charging the battery 150 by the power source 402 external to the plug-in hybrid vehicle is determined within the ECU 170 using, for example, a Indicator or a flag determined. Note that the way of selecting the CS mode and the CD mode is not limited to this.

In the CS mode and the CD mode, the plug-in hybrid vehicle runs using the driving force of the engine 100 and/or the second MG 120.

like it in 6 1, the plug-in hybrid vehicle runs using only the driving force of the second MG 120 when the mileage of the plug-in hybrid vehicle is less than an engine cranking threshold.

On the other hand, the engine 100 is driven when the mileage of the plug-in hybrid vehicle exceeds the engine start threshold or gets bigger. Thus, the plug-in hybrid vehicle runs using the driving force of the engine 100 in addition to or instead of the driving force of the second MG 120. The electric power generated by the first MG 110 using the driving force of the engine 100 is fed directly to the second MG 120.

like it out 6 As can be seen, the range in which the plug-in hybrid vehicle is controlled in the CS mode includes a range in which the engine 100 is stopped and a range in which the engine 100 is driven. Similarly, the range in which the plug-in hybrid vehicle is controlled in the CD mode includes a range in which the engine 100 is stopped and a range in which the engine 100 is driven.

The mileage is calculated by the ECU 170, for example, according to a map having the opening degree of the accelerator pedal operated by the driver (accelerator position), the vehicle speed, and the like as parameters. Note that the way of calculating the mileage is not limited to this.

In the present embodiment, the mileage is used as a parameter of the plug-in hybrid vehicle, which is determined according to the driver's operation. Note that torque, acceleration, driving force, accelerator position, or the like can be used as a parameter of the plug-in hybrid vehicle.

The engine start threshold in CD mode is greater than the engine start threshold in CS mode. More specifically, the range in which the engine 100 stops and the plug-in hybrid vehicle runs in the CD mode only with the driving force of the second MG 120 is larger than the range in which the engine 100 stops and that The plug-in hybrid vehicle runs with only the driving force of the second MG 120 in the CS mode. Consequently, in the CD mode, the control is such that the engine 100 is stopped and the plug-in hybrid vehicle runs mainly with only the driving force of the second MG 120 . In contrast, the frequency of the engine 100 driven in the CS mode is higher than the frequency of the engine 100 driven in the CD mode. Thus, in the CS mode, the control is such that the plug-in hybrid vehicle runs using both the engine 100 and the second MG 120 in an effective manner.

Hereinafter, the engine starting threshold in the CS mode is also referred to as first engine starting power. The engine start threshold in CD mode is also referred to as a second engine start power.

The electric power charged into the battery 150 in the CD mode is set to be smaller than the electric power charged into the battery 150 in the CS mode. Specifically, in the CS mode, the charge power to the battery 150 is set according to the SOC of the battery 150. The engine 100 is driven so that electric power corresponding to the set charging power can be generated using the first MG 110 . On the other hand, in the CD mode, the charge power to the battery 150 is usually set to zero. In other words, in the CD mode, the battery 150 is charged with electric power obtained by regenerative braking, but the engine 100 is not driven for the purpose of charging the battery 150.

Consequently, in the CD mode, the electric power stored in the battery 150, particularly the electric power supplied from the power source 402 external to the plug-in hybrid vehicle, is actively consumed.

With reference to 7 describes an instrument panel 190 provided on the front of the interior of the plug-in hybrid vehicle.

A display (or display unit) 192 is provided on the dashboard 190 . like it in 8th As shown, a system indicator 500 is displayed on display 192 . A dashed portion 502 of the system indicator 500 shows the parameter of the plug-in hybrid vehicle that is determined according to the driver's operation. In the present embodiment, the dashed portion 502 of the system indicator 500 shows the mileage of the plug-in hybrid vehicle. Note that torque, acceleration, driving force, accelerator position, and the like may be displayed instead of mileage. The form of the system indicator is not limited to the form illustrated below, and the mileage can be displayed in various forms. example For example, the mileage may be displayed using a well-known display form, such as an icon, a graph, a histogram, and a number.

On the display 192, the mileage is displayed in a different manner between the CS mode and the CD mode.

When the plug-in hybrid vehicle is controlled in CS mode, the mileage is displayed along with a third threshold predetermined to be greater than the first engine start power (the engine start threshold in CS mode). .

The mileage is displayed along with the third threshold indicated by a tail portion 504 of the system indicator 500 (ie, an indication) displayed at a predetermined location. In other words, in the CS mode, the tail portion 504 of the system indicator 500 shows the third threshold.

like it in 9 As shown in FIG. 1, eco-acceleration performance, which is predetermined by the developer based on results of experiments and simulations, is displayed as the third threshold together with the mileage. In other words, the relationship between the environmentally acceptable acceleration performance and the driving performance is indicated by the system indicator 500 . For example, the eco-friendly acceleration performance shows the maximum value in a range where the vehicle can run with good fuel economy. It should be noted that the definition of environmentally acceptable acceleration performance is not limited to this. The maximum value of the power that can be output by the plug-in hybrid vehicle may be displayed as the third threshold along with the mileage. Any other value may be displayed as the third threshold along with the mileage.

like it in 9 As shown, if the mileage is less than the eco-acceleration effort, an ECO lamp 506 turns on to indicate that the mileage is less than the eco-acceleration effort. When the mileage is greater than or equal to the eco-friendly acceleration power, the ECO lamp 506 turns off.

like it in 10 is shown, when the plug-in hybrid vehicle is controlled in the CD mode, the mileage is displayed together with the second engine starting power (the engine starting threshold value in the CD mode) instead of the environmentally acceptable acceleration power (third threshold).

The mileage is displayed along with the second engine start power indicated by the tail portion 504 of the system indicator 500 in place of the eco-acceleration power. In other words, in the CS mode, the tail portion 504 of the system indicator 500 shows the second engine cranking power. Thus, the relationship between the second engine cranking power and the mileage is indicated by the system indicator 500 .

like it in 10 As shown, when the mileage is less than the second engine starting power, an EV lamp 508 (ie, a light section) turns on to indicate that the mileage is less than the second engine starting power. When the mileage is greater than or equal to the second engine starting power, the EV lamp 508 turns off. In other words, the EV lamp 508 turns on when the engine 100 stops in CD mode. The EV lamp 508 turns off when the engine 100 is driven in the CD mode.

Referring to the 11 and 12 a control structure of the plug-in hybrid vehicle will be described.

In step (step is abbreviated as S hereinafter) 100, the ECU 170 adjusts the mileage of the plug-in hybrid vehicle based on the accelerator position, the vehicle speed, and the like.

In step S102, the ECU 170 determines whether the SOC of the battery 150 is less than or equal to the threshold.

When the SOC of the battery 150 is less than or equal to the threshold (YES in S102), the processing proceeds to S110. If not (NO in S102), the processing proceeds to S104.

In S104, the ECU 170 determines whether there is a history of charging the battery 150 by the power source 402 external to the plug-in hybrid vehicle and whether the electrical system of the plug-in hybrid vehicle is last stopped in a state where the CD mode is selected.

When there is a history of charging the battery 150 by the power source 402 external to the plug-in hybrid vehicle, or when the electric system of the plug-in hybrid vehicle is last stopped in a state where the CD mode is selected (YES in S104), the processing proceeds to S130. If not (NO in S104), the processing proceeds to S110.

In S110, the ECU 170 controls the plug-in hybrid vehicle according to the mileage in the CS mode.

In S112, the display 192 displays the mileage along with the eco-friendly acceleration performance.

In S114, the ECU 170 determines whether the mileage of the plug-in hybrid vehicle is less than the first engine starting power. When the mileage is smaller than the first engine starting power (YES in S114), the processing proceeds to S116. If not (NO in S114), the processing proceeds to S118.

In S116, the engine 100 is stopped. In S118, the engine 100 is driven. In S120, the ECU 170 determines whether the mileage is less than the eco-acceleration performance. When the mileage of the plug-in hybrid vehicle is less than the eco-friendly acceleration performance (YES in S120), the processing proceeds to S122. If not (NO in S120), the processing proceeds to S124.

In S122, the ECO lamp 506 turns on. In S124, the ECO lamp 506 turns off.

In S130, the ECU 170 controls the plug-in hybrid vehicle according to the mileage in the CD mode.

In S132, the display 192 displays the mileage along with the second engine starting power instead of the eco-friendly acceleration power.

In S134, the ECU 170 determines whether the mileage of the plug-in hybrid vehicle is less than the second engine starting power. When the mileage is smaller than the second engine starting power (YES in S134), the processing proceeds to S136. If not (NO in S134), the processing proceeds to S138.

In S136, the engine 100 is stopped and the EV lamp 508 turns on. In S138, the engine 100 is driven and the EV lamp 508 is turned off.

As described above, in the plug-in hybrid vehicle according to the present embodiment, the mileage determined according to the driver's operation is calculated in different ways between when the plug-in hybrid vehicle is in the CS mode is controlled and a case when the plug-in hybrid vehicle is controlled in the CD mode. The range in which the plug-in hybrid vehicle is controlled in the CS mode includes a range in which the engine 100 is stopped and a range in which the engine 100 is being driven. Similarly, the range in which the plug-in hybrid vehicle is controlled in the CD mode includes a range in which the engine 100 is stopped and a range in which the engine 100 is driven. Consequently, the mileage display mode in the case where the engine 100 is being driven and the mileage display mode in the case where the engine 100 is stopped can be made the same. Accordingly, even if the engine 100 repeats driving and stopping, the display style can be the same. As a result, the driver's visibility can be improved. When the SOC of the battery 150 is less than or equal to the threshold, the plug-in hybrid vehicle is controlled in the CS mode. When the SOC of the battery 150 is greater than the threshold, the plug-in hybrid vehicle is controlled in the CD mode. The range in which the engine 100 is stopped and the plug-in hybrid vehicle runs in the CD mode only with the driving force of the second MG 120 is larger than the range in which the engine 100 is stopped and the Plug-in hybrid vehicle runs with only the driving force of the second MG 120 in the CS mode. Consequently, the running performance, which is determined according to the driver's operation, in different ways between a case when the control is such that the engine 100 is stopped and the plug-in hybrid vehicle mainly with only the driving force of the second MG 120 runs and a case when the control is such that the plug-in hybrid vehicle runs effectively using both the engine 100 and the second MG 120 . Accordingly, the driver can be provided with appropriate information according to the operational state of the plug-in hybrid vehicle. As a result, can the comfort of the driver with regard to the display of the mileage or driving performance, which represents the operating state of the plug-in hybrid vehicle, can be improved.

Reference List

100

prime mover,

102

Catalyst,

110

first machine gun,

120

second machine gun,

130

power-split mechanism,

140

speed reduction device,

150

Battery,

160

front wheels,

170

ECU,

190

Dashboard,

192

Advertisement,

200

converter,

210

first converter,

220

second converter,

230

SMR,

240

charging device,

242

ac/dc converter circuit,

244

dc/ac converter circuit,

246

isolating transformer,

248

rectifier circuit,

250

Inlet,

300

charging cable,

310

connection device,

312

Switch,

314

Button,

316

Bars,

320

Plug,

332

Relay,

334

control pilot circuit,

400

socket,

402

power source,

500

system indicator,

502

dashed section,

504

end section,

506

ECO lamp,

508

Light section (EV lamp).

Claims (4)

Hybrid vehicle with: an engine (100); an electric motor (120); a power storage device (150) configured to store electric power to be supplied to the electric motor (120); a control unit (170) configured to determine a parameter of the hybrid vehicle according to an operation of a driver and a control mode between a CD mode that does not receive an SOC of the power storage device (150) and a CS mode that receives the SOC gets to switch; and a display unit (192) configured to display the parameter, wherein in the CS mode, the control unit (170) is configured to control the engine (100) if the parameter is greater than or equal to a first value, in CD mode, the control unit (170) is configured to command the engine (100) when the parameter is greater than or equal to a second value that is greater than the first value, and the display unit (192) is configured to display the parameter in a different manner between a point when the hybrid vehicle is controlled in the CS mode and a point when the hybrid vehicle is controlled in the CD mode, wherein the display unit (192) is further configured: display the parameter while displaying a third value greater than the first value at a predetermined location using an end portion (504) when the hybrid vehicle is controlled in the CS mode, and display the parameter while displaying the second value instead of the third value using the end portion (504) when the hybrid vehicle is controlled in the CD mode. hybrid vehicle claim 1 , further comprising a light section (508) configured to turn on when the engine (100) is stopped in the CD mode and turn off when the engine (100) is driven in the CD mode. hybrid vehicle claim 1 , where the parameter is a power. Parameter display method for a hybrid vehicle, the hybrid vehicle having a motor engine (100), an electric motor (120), and a power storage device (150) that stores electric power to be supplied to the electric motor (120), wherein the parameter display method comprises: controlling the hybrid vehicle to display a parameter of the hybrid vehicle according to an operation of a driver to determine and switch a control mode between a CD mode that does not obtain an SOC of the power storage device (150) and a CS mode that obtains the SOC; and displaying the parameter, wherein controlling the hybrid vehicle comprises: in the CS mode, driving the engine (100) when the parameter is greater than or equal to a first value; and in the CD mode, driving the engine (100) when the parameter is greater than or equal to a second value that is greater than the first value, wherein displaying the parameter includes displaying the parameter differently between a point when controlling the hybrid vehicle in CS mode and at a point when controlling the hybrid vehicle in CD mode, wherein displaying the parameter further comprises: displaying the parameter while a third value is greater than the first value is displayed using an end portion (504) at a predetermined point when the hybrid vehicle is controlled in the CS mode, and displaying the parameter while displaying the second value instead of the third value using the end portion ( 504) when the hybrid vehicle is controlled in the CD mode.

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