JP2007146682A - Automobile and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To notify a driver that the fuel economy of an internal combustion engine is deteriorated since in-vehicle weight is too heavy. <P>SOLUTION: A hybrid electronic control unit determines whether or not the in-vehicle weight Msum varies (Step S300), and determines whether or not the fuel economy is deteriorated by the in-vehicle weight Msum when the in-vehicle weight Msum varies, by whether or not the in-vehicle weight Msum of this time exceeds a determination criterion value Mref (Step S310), and notifies a weight warning (Step S320) when determining that the fuel economy is deteriorated by the in-vehicle weight Msum since the in-vehicle weight Msum of this time exceeds the determination criterion value Mref. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automobile and a control method thereof.

Conventionally, as an automobile, for example, as shown in Patent Document 1, information on load weight is automatically input from a weight sensor attached to a vehicle, and an average when a driver or a driving manager inputs a data call command from a keyboard. A device that displays weight, average fuel consumption, and the like on a display device is known.
Japanese Patent Laid-Open No. 61-155629 (FIG. 4)

  However, although the average weight and the average fuel consumption are displayed on the above-described automobile, the driver cannot understand what the relationship is between them only by looking at the display.

  The object of the present invention is to inform the driver that the vehicle weight is too heavy and the fuel consumption of the internal combustion engine is reduced. Another object of the present invention is to realize energy efficient traveling when the vehicle weight is a cause of fuel consumption reduction in a hybrid vehicle.

  In order to achieve at least a part of the above object, the automobile of the present invention and the control method thereof employ the following means.

The automobile of the present invention
An internal combustion engine capable of outputting power to a drive shaft connected to the axle;
Fuel consumption calculating means for calculating the fuel consumption of the internal combustion engine;
A weight detection means capable of detecting the vehicle weight;
A reporting means capable of reporting information to the passenger;
Control means for controlling the informing means so that a fuel consumption decrease due to the in-vehicle weight is informed based on the in-vehicle weight detected by the weight detecting means;
It is a summary to provide.

  In this automobile, the notification means is controlled so that the fuel consumption reduction is notified by the vehicle weight based on the vehicle weight detected by the weight detection means. As a result, it is possible to inform the driver that the vehicle-mounted weight is too heavy and the fuel consumption of the internal combustion engine is reduced. For this reason, when the driver can reduce the vehicle weight, for example, the driver can reduce the vehicle weight to prevent a decrease in fuel consumption in the subsequent travel.

  In the vehicle of the present invention, the control means notifies the fuel consumption reduction due to the vehicle-mounted weight when the fuel consumption deteriorates by a predetermined rate or more compared to a predetermined standard fuel consumption due to the vehicle-mounted weight detected by the weight detection means. The informing means may be controlled so that If it carries out like this, the alerting | reporting of the fuel consumption fall by vehicle weight can be performed appropriately. Here, the “standard fuel efficiency” may be, for example, a fuel efficiency in a predetermined fuel efficiency evaluation mode. In addition, the “predetermined ratio” may be set by an experiment or the like so that notification of a decrease in fuel consumption due to vehicle weight is not excessively performed.

  In the automobile of the present invention, the weight detection means may detect at least one of a weight in a vehicle cabin and a weight in a trunk room. If the weight loss in the vehicle cabin or the weight in the trunk compartment is notified when the fuel consumption is reduced due to the weight on the vehicle, it can be reduced relatively easily. In addition, you may consider the amount of fuel required for driving | operation of a motor vehicle, the amount of cooling water, etc. to the weight on board.

  An automobile of the present invention includes an electric motor capable of outputting power to the drive shaft and capable of converting braking force of the drive shaft into electric power, and an electric storage means capable of exchanging electric power with the electric motor, and the control means A hybrid vehicle that switches between the internal combustion engine, only the electric motor, and both the internal combustion engine and the electric motor as a power source that outputs power to the drive shaft based on a vehicle driving situation. Also good. The hybrid vehicle requires high fuel consumption as compared with a vehicle having only an internal combustion engine as a power source, and therefore, the significance of applying the present invention is high. The control means may be configured such that the control of the notification means and the switching control of the power source are performed by one computer, or the plurality of computers share the control of the notification means and the switching control of the power source. You may comprise so that it may carry out.

  In the vehicle of the present invention configured as a hybrid vehicle, the control means is necessary for starting the internal combustion engine that is stopped when the notification means is controlled so that the fuel consumption reduction due to the vehicle-mounted weight is notified. The start condition may be relaxed compared to the normal time, or the stop condition necessary for stopping the internal combustion engine during operation may be strengthened compared to the normal time. If the fuel consumption decreases due to the weight on the vehicle, the load on the power storage means increases and the power storage means becomes hot and the charge amount is restricted as a result of running on only the electric motor. Compared to the normal time when there is no decrease, the starting conditions are relaxed to make it easier to start a stopped internal combustion engine, or the stopping conditions are strengthened to make it difficult to stop the operating internal combustion engine. It is preferable to eliminate such fears by reducing it. At this time, when the control means controls the notification means so that the fuel consumption reduction due to the vehicle-mounted weight is notified, the control means determines whether or not the temperature of the power storage means falls within a predetermined high temperature region. If entered, the start condition may be relaxed compared to the normal condition, or the stop condition may be strengthened compared to the normal condition.

  In the vehicle of the present invention configured as a hybrid vehicle, whether or not a short-distance or short-time traveling is foreseen when the control unit controls the notification unit so as to notify the reduction in fuel consumption due to the on-vehicle weight. If this is not foreseen, the start condition may be relaxed compared to the normal condition, or the stop condition may be strengthened compared to the normal condition. If it is not a short-distance or short-time run, running with only an electric motor increases the burden on the power storage means, causing the power storage means to become hot and restricting the amount of charge. Compared to the normal time when there is no decrease, the starting conditions are relaxed to make it easier to start a stopped internal combustion engine, or the stopping conditions are strengthened to make it difficult to stop the operating internal combustion engine. It is preferable to eliminate such fears by reducing it. At this time, the start condition or the stop condition may be set to be equal to the normal time if a short distance or a short time traveling is predicted. In the case of short-distance or short-distance travel, even if the vehicle is traveled only by an electric motor, the possibility that the power storage means will become so high that the charge amount is limited is low, so it is easier to start a stopped internal combustion engine or It does not make it difficult to stop the internal combustion engine. Note that the prediction of short distance or short time traveling can be performed based on the distance between the destination and the current position when the destination of a car navigation system mounted on the automobile is set, for example.

  In the vehicle of the present invention configured as a hybrid vehicle, when the notification means is controlled so as to notify the fuel consumption reduction due to the on-vehicle weight, traveling by only the electric motor may be prohibited. If the fuel consumption decreases due to the weight on the vehicle, running with only the electric motor increases the burden on the power storage means, and the power storage means becomes hot and the charge amount is limited. It is preferable to eliminate such fears by prohibiting traveling. Here, the control means determines whether or not the temperature of the power storage means falls within a predetermined high temperature region when the notification means is controlled so that the fuel consumption reduction due to the vehicle-mounted weight is notified. If it enters, you may prohibit driving | running | working only with the said electric motor.

  In the vehicle of the present invention configured as a hybrid vehicle, when the control unit controls the notification unit so as to notify the reduction in fuel consumption due to the on-vehicle weight, short-distance traveling, short-duration traveling, or descending traveling is foreseen. If it is not foreseen, it may be prohibited to run only with the electric motor. If it is not short-distance traveling, short-duration traveling and down-traveling, running with only the electric motor increases the burden on the power storage means, the power storage means becomes hot, and the amount of charge is limited, so that the fuel consumption may deteriorate, It is preferable to eliminate such fears by prohibiting traveling only by the electric motor. Here, when the control means controls the notification means so as to notify the fuel consumption reduction due to the vehicle-mounted weight, if the short distance traveling, the short traveling or the down traveling is predicted, the traveling only by the electric motor May be allowed. In the case of short-distance traveling or short-duration traveling, it is preferable to allow traveling only by the electric motor because the electric storage means is unlikely to become hot as the amount of charge is limited even if traveling by only the electric motor. Further, in the case of traveling down, it is preferable to allow traveling only with the electric motor because the electric motor can regenerate braking force into electric power and sufficiently charge the power storage means when traveling with the electric motor alone.

The method for controlling an automobile of the present invention includes:
An internal combustion engine capable of outputting power to a drive shaft connected to an axle, a fuel consumption calculation means for calculating the fuel consumption of the internal combustion engine, a weight detection means capable of detecting a vehicle-mounted weight, and a notification means capable of notifying an occupant of information A method for controlling an automobile comprising:
The gist of the present invention is to control the notification means so that a fuel consumption decrease due to the vehicle-mounted weight is notified based on the vehicle-mounted weight detected by the weight detection means.

  In this vehicle control method, the notification means is controlled so that the fuel consumption reduction is notified by the vehicle-mounted weight based on the vehicle-mounted weight detected by the weight detection means. As a result, it is possible to inform the driver that the vehicle-mounted weight is too heavy and the fuel consumption of the internal combustion engine is reduced. For this reason, when the driver can reduce the vehicle weight, for example, the driver can reduce the vehicle weight to prevent a decrease in fuel consumption in the subsequent travel. In this automobile control method, steps for realizing the various functions of the automobile of the present invention described above may be added.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30 in which a carrier 34 that rotates a pinion gear 33 through a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22, and a planetary gear 30. A motor MG1 capable of generating electricity connected to the sun gear 31, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the ring gear 32 of the planetary gear 30 via a reduction gear 35, and from the current position to the destination A navigation system 90 that searches for the route and provides route guidance, and a hybrid electronic control unit 70 that controls the entire hybrid vehicle 20. The ring gear shaft 32a as a drive shaft is connected to an axle 64 to which drive wheels 63a and 63b are attached via a power transmission gear 60 and a differential gear 62, and the power output to the ring gear shaft 32a is used for traveling. Used as power for

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The navigation system 90 includes an orientation sensor 92 composed of a geomagnetic sensor and a gyroscope (not shown), a GPS antenna 94 that receives data such as information on the current position of the vehicle based on radio waves from the satellite, and information on the current position of the vehicle. A system main body 98 that incorporates a touch panel display 96 that can display and input various operations including a destination setting operation from an operator, a recording medium (not shown) such as a DVD or a hard disk on which map information is recorded, and a communication port. And a system that searches for a route to the destination based on the map information, the current position, and the destination. The navigation system 90 transmits various information such as the current position of the vehicle to the hybrid electronic control unit 70 via the communication port as needed, or receives commands from the hybrid electronic control unit 70 to display various information on the display 96. Or display information.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the vehicle compartment that detects the weight applied to the vehicle floor and seat. Car compartment load weight Mc from weight sensor 56 (mainly occupant and luggage weight), trunk room load weight Mt from trunk room weight sensor 58 that detects the weight applied to the luggage loading surface of the trunk room (mainly luggage weight) ) Etc. via the input port It has been input. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation system 90 via the communication port. The hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, the navigation system 90, and the various types. Control signals and data are exchanged.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. And the motor MG2 convert the torque to be output to the ring gear shaft 32a. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 are obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Along with this, the required power is applied to the ring gear shaft 32a. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be powered, motor operation mode in which the operation of the engine 22 is stopped and operation corresponding to the power required by the motor MG2 is output to the ring gear shaft 32a. There is.

  Next, the operation of the hybrid vehicle 20 of this embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine that is repeatedly executed by the hybrid electronic control unit 70 at predetermined timings (for example, every several msec).

  When this drive control routine is started, the CPU 72 of the hybrid electronic control unit 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed from the vehicle speed sensor 88. V, compartment load weight Mc from the compartment weight sensor 56, trunk compartment load weight Mt from the trunk compartment weight sensor 58, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the remaining battery 50 Data necessary for control, such as the capacity (SOC), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the input / output limits Win and Wout of the battery 50 are input (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The battery temperature Tb is also input from the battery ECU 52 by communication.

  When the data is input in this way, the torque required for the vehicle is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b based on the accelerator opening Acc, the brake pedal position BP, and the vehicle speed V. The required torque Tr * and the required engine power Pe * required for the vehicle are set (step S110). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *. When Acc, brake pedal position BP, and vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The engine required power Pe * is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb * required by the battery 50 (positive during discharge, negative during charge), and the loss Loss. (See FIG. 2). The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The charge / discharge required power Pb * can be set based on the accelerator opening Acc and the remaining capacity SOC.

  Subsequently, a weight warning control routine is executed. FIG. 4 is a flowchart showing an example of the weight warning control routine. In the weight warning control routine, first, an in-vehicle weight Msum that is the sum of the in-vehicle weight Mc and the in-trunk weight Mt is obtained, and it is determined whether the in-vehicle weight Msum has changed (step S300). Here, the in-vehicle weight Msum changes when the number of occupants, mounted articles, and the like change, but when the vehicle speed V is zero because the number of occupants, mounted articles, etc. needs to be stopped. The vehicle weight Msum is calculated, the difference between the vehicle weight Msum obtained last time and the vehicle weight Msum obtained this time is calculated, and it is determined that the vehicle weight Msum fluctuates when the difference exceeds the error range; did. Then, when there is no change in the in-vehicle weight Msum, this routine is finished as it is, and when there is a change in the in-vehicle weight Msum, it is determined whether or not the in-vehicle weight Msum causes a deterioration in fuel consumption (step S310). Here, when the relationship between the fuel efficiency in the standard evaluation mode (for example, 10.15 mode) and the vehicle weight Msum is obtained in advance by experiment or simulation, the deterioration of the fuel efficiency becomes a predetermined ratio (for example, 10% or 20%). The vehicle-mounted weight Msum is determined as a determination reference value Mref, and when the current vehicle-mounted weight Msum exceeds the determination reference value Mref, the vehicle-mounted weight Msum is determined to cause a deterioration in fuel consumption.

  If it is determined in step S310 that the current vehicle weight Msum does not exceed the determination reference value Mref and the vehicle weight Msum does not cause a deterioration in fuel consumption, the stop condition and start condition of the engine 22 are set as normal. (Step S350), and this routine ends. Here, the stop condition of the engine 22 is a condition that the engine required power Pe * is lower than the threshold value Pstop. Normally, the stop request power Pstop1 (for example, 5 to 5), which is a value at which the engine 22 cannot be operated efficiently. 7 kW) is set as the threshold value Pstop. The start condition of the engine 22 is a condition that the engine required power Pe * exceeds the threshold value Pstart. Normally, the start request power Pstart1 (for example, 9 to 11 kW) that is larger than the stop request power Pstop1 is set as the threshold value. Set to Pstart. Note that the stop request power Pstop1 and the start request power Pstart1 can be determined based on the results of an experiment conducted in advance.

  On the other hand, if it is determined in step S310 that the current vehicle weight Msum exceeds the determination reference value Mref and the vehicle weight Msum causes the deterioration of fuel efficiency, a warning notification command is transmitted to the navigation system 90 (step S320). ). Receiving this command, the navigation system 90 displays a warning content indicating that there is a concern about fuel consumption deterioration due to the vehicle-mounted weight on the display 96 and outputs the warning content from a speaker (not shown). Subsequently, it is determined based on the information about the distance from the current location to the destination obtained from the navigation system 90 whether or not the travel to be performed is less than the motor travel limit distance (that is, whether or not the short travel is predicted). (Step S330). The absolute value of the input / output limit Win of the battery 50 is set to gradually decrease when the battery temperature Tb is in a predetermined high temperature region (for example, 40 ° C. or higher). For this reason, in step S330, in the motor operation mode in which only the motor MG2 travels, the travel distance and travel time until the battery temperature Tb reaches a predetermined high temperature range from the current temperature are obtained in advance through experiments and simulations as the motor travel limit. When the required distance to the destination obtained from the navigation system 90 and the required time exceed the motor travel limit, the short-distance / short-time travel is not predicted and the engine 22 stop condition is set. The start condition is strengthened from normal and the start condition is relaxed from normal (step S360), and this routine is terminated. Here, in order to strengthen the stop condition more than usual, the stop condition threshold value Pstop of the engine 22 is set to stop request power Pstop2 (for example, 1 to 3 kW) lower than the normal stop request power Pstop1. As a result, the stop condition is less likely to be established than during normal times. Further, in order to relax the start condition from the normal condition, the start condition threshold value Pstart of the engine 22 is set to a start request power Pstart2 (for example, 4 to 6 kW) lower than the normal start request power Pstart1. As a result, the starting condition is more easily established than in the normal time. The stop request power Pstop2 and the start request power Pstart2 can be determined based on the results of experiments and the like performed in advance.

  On the other hand, when a short distance / short-time traveling is predicted in step S330, it is determined whether or not the battery temperature Tb enters a predetermined high temperature region (step S340), and when the battery temperature Tb does not enter the predetermined high temperature region. The engine 22 is stopped and started under normal conditions (step S350), and this routine is terminated. That is, when short-distance / short-time traveling is predicted and the battery temperature Tb does not fall within a predetermined high temperature range, the battery temperature Tb becomes smaller as the absolute value of the input limit Win becomes closer to zero even if the vehicle is traveling in the motor operation mode. Since there is no risk of rising, the vehicle travels in the motor operation mode with the stop condition and the start condition kept as normal. On the other hand, when the battery temperature Tb enters the predetermined high temperature range in step S340, avoiding this because the absolute value of the input limit Win becomes close to zero and the regenerative energy cannot be effectively used when traveling in the normal motor operation mode. Therefore, the stop condition of the engine 22 is strengthened from the normal time and the start condition is relaxed from the normal time (step S360), and this routine is finished.

  Returning to the flowchart of the drive control routine of FIG. 2, after the weight warning control routine is completed, it is determined whether the operating state of the engine 22 is stopped, operating or starting (step S130). When the engine 22 is operating, it is determined whether or not the engine required power Pe * is lower than the threshold value Pstop (step S140). When the engine required power Pe * is not lower than the threshold value Pstop, the engine is determined based on the engine required power Pe *. A target rotational speed Ne * and a target torque Te * of 22 are set (step S230). This setting is performed based on an operation line for efficiently operating the engine 22 and an inversely proportional curve in which the engine required power Pe * is constant. An example showing the relationship between the operating line and the inversely proportional curve where the required engine power Pe * is constant is shown in FIG. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained as the intersection of the operation line and the inversely proportional curve.

  Next, the target rotational speed Nm1 * of the motor MG1 is calculated by the following expression (1) using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the planetary gear 30. At the same time, based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, a torque command Tm1 * for the motor MG1 is calculated by equation (2) (step S240). Here, Expression (1) is a dynamic relational expression for the rotating element of the planetary gear 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated in this way, the torque command Tm2 * of the motor MG2 is calculated by using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the planetary gear 30 (3). (Step S250). The torque command Tm2 * is reset so as to be within the range of the input / output limits Win and Wout of the battery 50, but the description thereof is omitted here.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)
Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If the engine required power Pe * is lower than the threshold value Pstop when the operating state of the engine 22 is operating, the engine 22 stop condition is satisfied. In this case, the target rotational speed Ne * and the target torque Te * of the engine 22 are set to zero so that the engine 22 is stopped (step S150), and the torque of the motor MG1 is rotated so that the motor MG1 rotates with no load. The command Tm1 * is set to zero (step S160), and the torque command Tm2 * of the motor MG2 is set by the above-described equation (3) so that all of the required torque Tr * is covered only by the power from the motor MG2 (step S250). ), Each set value is transmitted to the engine ECU 24 and the motor ECU 40 (step S260), and this routine is terminated. Here, when the threshold value Pstop is set to the normal stop request power Pstop1, the engine 22 is stopped in an inefficient region, so that the fuel efficiency is improved. On the other hand, when the threshold value Pstop is set to the stop request power Pstop2 smaller than the normal time, the engine 22 becomes harder to stop than the normal time, so the driving opportunity only by the motor MG2 decreases and the battery temperature Tb increases. It becomes difficult.

  Further, when the operation state of the engine 22 is stopped, it is determined whether or not the engine required power Pe * exceeds the threshold value Pstart (step S170), and when the engine required power Pe * does not exceed the threshold value Pstart, The target engine speed Ne * and target torque Te * of the engine 22 are set to zero so that the operation stop state continues (step S150), and the torque command Tm1 * of the motor MG1 is set to zero (step S160). Torque command Tm2 * of motor MG2 is set by equation (3) (step S250), each set value is transmitted to engine ECU 24 and motor ECU 40 (step S260), and this routine is terminated.

  On the other hand, when the engine required power Pe * exceeds the threshold value Pstart in step S170, an engine start command is transmitted to the engine ECU 24 (step S180), and a torque command Tm1 * is set so as to motor the engine 22 (step S190). The torque command Tm1 * at this time is set to a torque necessary for motoring the engine 22 so that the rotational speed Ne of the engine 22 exceeds the ignition start rotational speed. Subsequently, the torque command Tm2 * of the motor MG2 is set by the above equation (3) so that all of the required torque Tr * is covered only by the power from the motor MG2 and the torque for canceling the reaction force of the motor MG1 is output. (Step S200), each set value is transmitted to the motor ECU 40 (Step S210), and this routine is finished. The engine ECU 24 that has received the engine start command performs control so that the engine 22 performs self-sustained operation by injecting fuel and igniting the air-fuel mixture when it reaches a predetermined ignition start speed by being motored by the motor MG1. To do. Thereafter, when this drive control routine is executed, it is determined that the operating state of the engine 22 is being started, that is, the motoring by the motor MG1, so that the engine 22 is completely exploded and can be operated independently. Is determined based on the rotational speed Ne of the engine 22 (step S220). When the complete explosion has not occurred, the processing of steps S190 to S210 is performed again. Is determined to have completed the explosion. After the complete explosion of the engine 22, as described above, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S230), and the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are set (step S230). S240), the torque command Tm2 * of the motor MG2 is set (step S250), these set values are transmitted to the engine ECU 24 and the motor ECU 40 (step S260), and this routine is finished. Here, when the threshold value Pstart is set to the normal start required power Pstart1, the engine 22 is operated in an efficient region, so that the fuel consumption is improved. On the other hand, when the threshold value Pstart is set to the stop required power Pstart2 smaller than that in the normal time, the engine 22 is easier to start than in the normal time, so the driving opportunity only by the motor MG2 is reduced and the battery temperature Tb is increased. It becomes difficult.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, it is possible to inform the driver that the vehicle-mounted weight Msum is too heavy and the fuel consumption is reduced. For this reason, when the driver can reduce the vehicle-mounted weight Msum, for example, the driver can reduce the vehicle-mounted weight Msum to prevent a decrease in fuel consumption in the subsequent travel. Since the in-vehicle weight Msum is the vehicle mounting weight Mc and the trunk chamber mounting weight Mt, the mounting amount can be reduced relatively easily. In addition, when the fuel consumption is reduced by the vehicle weight Msum, when traveling in the motor operation mode, the burden on the battery 50 is increased, the battery temperature Tb becomes high, and the amount of charge is limited. In the embodiment described above, it is easier to start the stopped engine 22 than when the fuel consumption is not reduced due to the vehicle-mounted weight Msum, or the operating engine 22 is less likely to stop, thereby reducing the driving opportunity using only the motor MG2. Therefore, there is no such fear. Even when the fuel consumption is reduced by the vehicle-mounted weight Msum, when the current travel is a short distance / short-time travel, the battery temperature Tb is such that the charge amount is limited even if the motor MG2 alone is traveled. Therefore, the starting condition and the stopping condition of the engine 22 are kept as usual. However, there is a possibility that the battery temperature b is already high, so the start condition of the engine 22 is relaxed from the normal time and the stop condition is strengthened from the normal time.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, the sum of the vehicle compartment mounting weight Mc and the trunk chamber mounting weight Mt is the vehicle-mounted weight Msum, but the vehicle-mounted weight Msum includes fuel weight, washer fluid weight, circulating oil weight, The weight of the cooling water may be included.

  In the above-described embodiment, the weight warning is notified using the navigation system 90. However, a weight warning notification lamp is provided in the vicinity of the panel and meters around the driver's seat, and the weight warning is provided using this lamp. May be notified.

  In the weight warning control routine (see FIG. 4) of the embodiment described above, when steps S330 and S340 are omitted and a warning notification command is output in step S320, the stop condition of the engine 22 is always strengthened more than usual and the start condition is May be relaxed more than usual (step S360). Alternatively, after step S340 is omitted and a warning notification command is output in step S320, it is determined whether or not a short distance / short time driving is predicted for the current driving (step S330). The stop condition and start condition of the engine 22 may be set to normal conditions (step S350), and if not foreseen, the stop condition of the engine 22 may be strengthened from normal and the start condition may be relaxed from normal (step S360).

  In the embodiment described above, the weight warning control routine is executed as a subroutine in the drive control routine of FIG. 2, and the threshold values Pstart and Pstop are set to different values depending on whether or not the weight warning is notified. However, instead, the weight warning control routine of FIG. 7 may be executed separately from the drive control routine. The weight warning control routine of FIG. 7 is executed by the CPU 72 of the hybrid electronic control unit 70 at every predetermined timing. When this routine is started, it is first determined whether or not the in-vehicle weight Msum has changed (step S500). If there is no change in the in-vehicle weight Msum, the process proceeds to step S550, and when there is a change in the in-vehicle weight Msum. It is determined whether or not the in-vehicle weight Msum causes a deterioration in fuel consumption (step S510), and the current in-vehicle weight Msum does not exceed the determination reference value Mref, and the in-vehicle weight Msum does not cause a deterioration in fuel consumption. If determined, the warning notification flag Fw is reset to zero (step S540), and the process proceeds to step S550. The warning notification flag Fw is a flag that is set to zero if the vehicle-mounted weight Msum does not exceed the determination reference value Mref, and is set to a value 1 when the vehicle-mounted weight Msum exceeds the determination reference value Mref. On the other hand, when it is determined that the current vehicle weight Msum exceeds the determination reference value Mref and the fuel consumption deteriorates due to the vehicle weight Msum, a warning notification command is transmitted to the navigation system 90 (step S520). The flag Fw is set to a value 1 (step S530). Receiving the warning notification command, the navigation system 90 displays a warning content indicating that there is a concern about fuel consumption deterioration due to the vehicle-mounted weight on the display 96, and outputs the warning content from a speaker (not shown). In step S550, it is determined whether an EV drive mode switch (not shown) is turned on. Note that the EV drive mode switch is a switch that is disposed around the driver's seat and is turned on when the driver wants to limit the operation of the engine 22 and drive only by the motor MG2. When the EV drive mode switch is turned on, it is determined whether or not the warning notification flag Fw is set to a value 1 (step S560). When the warning notification flag Fw is zero, the EV drive mode travel control, that is, the engine 22 is determined. Since the battery temperature Tb is not likely to rise suddenly even if the control for traveling only with the motor MG2 is executed, the EV prohibition flag Fev is reset to zero to execute the EV drive mode travel control ( Step S580), this routine is finished. Here, the EV prohibition flag Fev is a flag that is set to a value of 1 when the EV drive mode travel control is prohibited, and is reset to zero when the EV drive mode travel control is not prohibited. On the other hand, when the EV notification mode travel control is executed when the warning notification flag Fw is 1, the battery temperature Tb may suddenly increase. Therefore, the EV prohibition flag Fev is set to 1 to prohibit the EV drive mode travel control. Set (step S590), the routine is terminated. Thus, when the hybrid electronic control unit 70 performs drive control of the engine 22, the motor MG1, and the motor MG2, if the EV prohibition flag is zero when the EV drive mode switch is on, EV drive mode travel control is performed. If the EV prohibition flag is 1 when the EV drive mode switch is on, EV drive mode travel control is not executed. Note that after an affirmative determination is made in step S560, it is determined whether the EV prohibition release condition is satisfied (step S570, a block indicated by a dotted line in FIG. 7). The prohibition flag Fev may be set to a value 1 (step S590), and the EV prohibition flag Fev may be reset to zero when the EV prohibition release condition is satisfied (step S580). As the EV prohibition canceling condition, a condition that the traveling to be performed from now on is traveling on a downward slope may be adopted. This is because the battery 50 can be efficiently charged in a short time by regenerative braking when traveling on a downward slope. Whether or not this condition is satisfied can be determined based on, for example, information relating to undulations from the current location to the destination obtained from the navigation system 90. Alternatively, the EV prohibition canceling condition may be a condition (see step S330 in FIG. 4) in which it is predicted that the traveling to be performed from now on is a short distance and a short traveling. However, even if the EV prohibition release condition is satisfied, the EV prohibition flag may be set to a value of 1 when the battery temperature Tb enters a predetermined high temperature region (see step S340 in FIG. 4).

  In the hybrid vehicle 20 of the above-described embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. This power may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the above-described embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the planetary gear 30, but in the modified example of FIG. As illustrated in the hybrid vehicle 220, the hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63 a and 63 b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of the weight warning control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 3 is an explanatory diagram showing an example of a collinear diagram for mechanically explaining rotational elements of the planetary gear 30. FIG. It is a flowchart which shows an example of the weight warning control routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 deceleration Gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 56 cars Chamber weight sensor, 58 Trunk chamber weight sensor, 60 Power transmission gear, 62 Differential gear, 63a, 63b Drive wheel, 64 Axle, 64a, 64b Wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 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 system, 92 Direction sensor, 94 GPS antenna, 96 display, 98 system body, MG1, MG2 motor.

Claims (11)

An internal combustion engine capable of outputting power to a drive shaft connected to the axle;
Fuel consumption calculating means for calculating the fuel consumption of the internal combustion engine;
A weight detection means capable of detecting the vehicle weight;
A reporting means capable of reporting information to the passenger;
Control means for controlling the notification means so that a fuel consumption decrease due to the vehicle-mounted weight is notified based on the vehicle-mounted weight detected by the weight detection means;
Automobile equipped with. The control means may be configured to notify the fuel consumption reduction due to the in-vehicle weight when the fuel efficiency is deteriorated by a predetermined ratio or more compared to a predetermined standard fuel efficiency due to the in-vehicle weight detected by the weight detecting means. Control,
The automobile according to claim 1. The weight detection means detects at least one of the weight in the vehicle cabin and the weight in the trunk cabin.
The automobile according to claim 1 or 2. The automobile according to any one of claims 1 to 3,
An electric motor capable of outputting power to the drive shaft and capable of converting braking force of the drive shaft into electric power;
Power storage means capable of exchanging power with the motor;
With
The control means switches whether to use only the internal combustion engine, only the electric motor, or both the internal combustion engine and the electric motor as a power source that outputs power to the drive shaft based on a vehicle driving situation.
Car. When the control means controls the notification means so as to notify the fuel consumption reduction due to the vehicle-mounted weight, the start condition necessary for starting the internal combustion engine that is stopped is relaxed compared to the normal time or during operation. Strengthening the stop condition necessary for stopping the internal combustion engine of
The automobile according to claim 4. The control means determines whether or not the temperature of the power storage means enters a predetermined high temperature region when the notification means is controlled so that the fuel consumption reduction due to the vehicle-mounted weight is notified. The start condition is relaxed compared to normal time or the stop condition is strengthened compared to normal time.
The automobile according to claim 5. The control means determines whether or not a short-distance or short-time running is predicted when the notification means is controlled so that the fuel consumption reduction due to the vehicle-mounted weight is notified. Relieve compared to the time or strengthen the stopping condition compared to the normal time,
The automobile according to claim 5 or 6. The control means prohibits traveling only by the electric motor when the notification means is controlled so that the fuel consumption reduction due to the vehicle-mounted weight is notified.
The automobile according to claim 4. The control means determines whether or not the temperature of the power storage means enters a predetermined high temperature region when the notification means is controlled so that the fuel consumption reduction due to the vehicle-mounted weight is notified. Prohibit traveling with only the electric motor,
The automobile according to claim 8. The control means determines whether or not a short distance traveling, a short traveling or a descending traveling is foreseen when the notifying means is controlled so that the fuel consumption decrease due to the vehicle-mounted weight is performed. Prohibit running with only an electric motor,
The automobile according to claim 8 or 9. An internal combustion engine capable of outputting power to a drive shaft connected to an axle, a fuel consumption calculation means for calculating the fuel consumption of the internal combustion engine, a weight detection means capable of detecting a vehicle-mounted weight, and a notification means capable of notifying an occupant of information A method for controlling an automobile comprising:
Controlling the informing means so that a fuel consumption decrease due to the in-vehicle weight is informed based on the in-vehicle weight detected by the weight detecting means;
How to control a car.

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