JP2011073611A - Control device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent deterioration of fuel consumption performance even when travel distance extends while mounting a battery of appropriate capacity. <P>SOLUTION: A plug-in hybrid vehicle includes a plurality of travel patterns having different amount of motor use. In a travel pattern 1, the vehicle travels in an EV mode for driving only a motor, and then shifts to an HEV mode for always driving an engine. In a travel pattern 2, the vehicle travels in a high assist mode requiring a large amount of use of a motor, and then shifts to the HEV mode. In a travel pattern 3, the vehicle travels in a low assist mode requiring a small amount of motor use, and then shifts to the HEV mode. The travel pattern 1 is selected when the vehicle is charged after short distance travel, the travel pattern 2 is selected when the vehicle is charged after middle distance travel, and the travel pattern 3 is selected when the vehicle is charged after long distance travel. Thus, the vehicle prevents deterioration of fuel consumption performance even when travel distance extends while mounting a battery of appropriate capacity. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle including an electricity storage device that is charged using an external power source.

  Hybrid vehicle drive systems include a series system in which an engine is driven as a power source for power generation and an electric motor is driven as a power source for traveling. In addition, there is a parallel system in which an engine is driven as a main power source when the vehicle is running, and an electric motor is auxiliaryly driven when starting or accelerating. Furthermore, there is a series / parallel system in which one or both of the electric motor and the engine are driven in accordance with the traveling state by combining the series system and the parallel system. Thus, in a hybrid vehicle, by mounting an electric motor as a power source, the engine can be used in a region with good thermal efficiency, and fuel efficiency can be improved.

  Further, in order to improve fuel efficiency, a hybrid vehicle that predicts the travel load of the entire path based on the planned travel route and controls the engine and the electric motor based on the travel load has been proposed (see, for example, Patent Document 1). ). Furthermore, in order to further improve the fuel consumption performance, a hybrid vehicle has been developed in which the capacity of the battery (power storage device) is increased and the battery can be charged by an external power source. In this plug-in type hybrid vehicle, it is possible to increase the rate at which the vehicle can run as an electric vehicle, and to greatly improve fuel efficiency.

JP 2008-183937 A

  However, even in a plug-in hybrid vehicle, it has been difficult to maximize the fuel efficiency so as to satisfy all users. In other words, when determining the specifications of a plug-in hybrid vehicle, the expected travel distance per charge is specified, and the battery capacity is selected so that the maximum fuel efficiency can be achieved at this travel distance. Is done. For this reason, when the travel distance per charge extends from the specified value, the power of the battery is depleted and the fuel consumption performance is reduced. In a plug-in hybrid vehicle, even if the battery power is depleted, it is possible to travel until the fuel in the fuel tank is depleted, so it is difficult to properly define the travel distance per charge. is there.

  For example, it is defined that the travel distance per charge is 20 km, and a battery having a capacity that is optimal for this travel distance is installed. In such a hybrid vehicle, if the mileage per charge is 30 km longer than the specified value, the battery power will be depleted at the end and the engine usage will increase. Was supposed to lower. Further, when the travel distance per charge is 10 km shorter than the specified value, a large battery is unnecessarily mounted in terms of cost and weight.

  An object of the present invention is to suppress a decrease in fuel consumption performance even when a travel distance is extended while mounting an electricity storage device having an appropriate capacity.

  The hybrid vehicle control device of the present invention is a hybrid vehicle control device including an engine and an electric motor as a power source, and is charged using an external power source and supplies electric power to the electric motor, and the external device A charging mileage calculating means for calculating a charging mileage traveled after the power storage device is charged by a power source, and a situation in which the charging mileage deviates by a predetermined value or more from past average data is detected exceeding a predetermined number of times within a predetermined period. A reference mileage setting means for setting a reference mileage based on at least one of the charging mileage deviating from the average data, and a usage amount of the electric motor based on the reference mileage. And a motor usage amount setting means for increasing and decreasing.

  The control apparatus for a hybrid vehicle according to the present invention is characterized in that the reference mileage setting means sets, as the reference mileage, an average value of a plurality of the charging mileages deviated from the average data within the predetermined period. To do.

  The control apparatus for a hybrid vehicle according to the present invention is characterized in that the reference travel distance setting means sets the latest charge travel distance as the reference travel distance.

  In the hybrid vehicle control device of the present invention, the motor usage amount setting means increases the usage amount of the electric motor when the reference travel distance is short, and reduces the usage amount of the electric motor when the reference travel distance is long. It is characterized by decreasing.

  The hybrid vehicle control device according to the present invention is characterized in that the reference travel distance setting means corrects the reference travel distance based on at least one of an average vehicle speed and regenerative power.

  According to the present invention, the reference travel distance is set based on the charge travel distance traveled after charging the power storage device, and the usage amount of the electric motor is increased or decreased based on the reference travel distance. Can be set appropriately. That is, when the reference travel distance is short, by increasing the usage amount of the electric motor, it is possible to effectively use the electric power of the power storage device without remaining. Further, when the reference travel distance is long, it is possible to drive the electric motor to the end by reducing the usage amount of the electric motor, and it is possible to suppress the usage amount of the engine in a region where the thermal efficiency is lowered. . As a result, it is possible to suppress a decrease in fuel consumption performance even when the travel distance is extended while mounting an electricity storage device having an appropriate capacity.

It is the schematic which shows the structure of a hybrid vehicle. (A)-(D) are the driving | running | working characteristic maps which show the characteristic of each driving mode with which a hybrid vehicle is equipped. It is explanatory drawing which shows the relationship between the fuel consumption rate in each driving mode, and cruising distance. (A)-(C) are diagrams which show the relationship between the travel distance and fuel consumption rate in each travel pattern. (A) is a diagram showing the relationship between the travel distance and the fuel consumption rate in each travel pattern. (B) is a diagram showing the relationship between the travel distance and fuel consumption in each travel pattern. It is a block diagram which shows a part of structure of the hybrid control unit which sets a driving pattern. It is a flowchart which shows an example of the setting procedure of a running pattern.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the hybrid vehicle 10. As shown in FIG. 1, the hybrid vehicle 10 has a motor generator (electric motor) MG1 as a power source. The motor generator MG1 is connected to the output shaft 12 via the gear train 11, and this output shaft 12 is connected to the drive wheels 14 via the differential mechanism 13. The hybrid vehicle 10 has an engine 15 as a power source. The crankshaft of the engine 15 is connected to the motor generator MG2 for power generation, and is connected to the output shaft 12 via the transmission 16 and the clutch 17. With such a configuration, it is possible not only to drive the drive wheels 14 using the motor generator MG1 but also to drive the drive wheels 14 using the motor generator MG1 and the engine 15 in combination. That is, the illustrated hybrid vehicle 10 is a so-called series / parallel hybrid vehicle 10. Although the illustrated hybrid vehicle 10 includes two motor generators MG1 and MG2, the present invention is not limited to this, and the motor generator MG2 may be reduced. When power generation is requested, motor generator MG1 is controlled as a generator.

  A power conversion unit 20 is connected to motor generators MG1 and MG2 that are AC motors. The power conversion unit 20 is connected to a high voltage battery 23 that is an electricity storage device via energization cables 21 and 22. The power conversion unit 20 has two inverters 20a and 20b. When motor generator MG1 is controlled as an electric motor, the inverter 20a converts the direct current from high-voltage battery 23 into the alternating current to motor generator MG1. On the other hand, when motor generator MG1 is controlled as a generator, AC current from motor generator MG1 is converted into DC current to high-voltage battery 23 by inverter 20a. Similarly, when motor generator MG2 is controlled as an electric motor, the inverter 20b converts the direct current from high voltage battery 23 into the alternating current to motor generator MG2. On the other hand, when the motor generator MG2 is controlled as a generator, the AC current from the motor generator MG2 is converted into the DC current to the high voltage battery 23 by the inverter 20b.

  The hybrid vehicle 10 is equipped with an in-vehicle charger 24 that includes a rectifier circuit, an inverter, a transformer, and the like. A high voltage battery 23 is connected to the in-vehicle charger 24 via energization cables 25 and 26. Further, a charging connector 27 is provided on the vehicle body, and the charging connector 27 is connected to the in-vehicle charger 24 via energizing cables 28 and 29. Then, by connecting the charging cable 31 extending from the external power source (for example, AC 200V) 30 to the charging connector 27, the alternating current from the external power source 30 is converted into the direct current to the high voltage battery 23 via the in-vehicle charger 24. The Thus, by converting electric power through the in-vehicle charger 24, the high voltage battery 23 can be charged using the external power source 30. That is, the illustrated hybrid vehicle 10 is a so-called plug-in hybrid vehicle 10. In the illustrated case, the in-vehicle charger 24 is mounted on the hybrid vehicle 10, but the present invention is not limited to this, and even if the high voltage battery 23 is charged using an external charger. good.

  In order to control each operation part of the hybrid vehicle 10 in an integrated manner, the hybrid vehicle 10 is provided with a hybrid control unit 40. The hybrid control unit 40 outputs a control signal to each operation unit such as the power conversion unit 20 based on information input from various sensors. As various sensors connected to the hybrid control unit 40, a vehicle speed sensor 41 for detecting a vehicle speed, an accelerator pedal sensor 42 for detecting an operation state of an accelerator pedal, a brake pedal sensor 43 for detecting an operation state of a brake pedal, and an operation of a select lever An inhibitor switch 44 or the like for detecting the position is provided. The hybrid control unit 40 is connected to a navigation unit 45 that processes road information (urban area, suburb, mountain road, etc.) on which the vehicle has traveled. Furthermore, a battery control unit 46 that controls the charge / discharge state of the high-voltage battery 23 is connected to the hybrid control unit 40. The battery control unit 46 calculates a state of charge SOC representing the remaining capacity of the high voltage battery 23 based on the current, voltage, temperature, etc. of the high voltage battery 23. Then, the battery control unit 46 outputs the state of charge SOC to the hybrid control unit 40. Furthermore, an engine control unit 47 that controls the operating state of the engine 15 is connected to the hybrid control unit 40. Then, the engine control unit 47 outputs the engine speed and engine torque to the hybrid control unit 40.

  Hereinafter, traveling control of the hybrid vehicle 10 will be described. Here, FIGS. 2A to 2D are travel characteristic maps showing the characteristics of the respective travel modes included in the hybrid vehicle 10. As shown in FIGS. 2A to 2D, the hybrid control unit 40 includes an EV mode, a high assist mode, a low assist mode, and an HEV mode as travel modes. As shown in FIG. 2A, the EV mode is a traveling mode in which only motor generator MG1 is driven over the entire area. As shown in FIG. 2B, the high assist mode is a travel mode in which only the motor generator MG1 is driven from the low load region to the medium load region, and the motor generator MG1 and the engine 15 are driven in the high load region. . Further, as shown in FIG. 2C, the low assist mode is a traveling mode in which only the motor generator MG1 is driven in the low load region and the motor generator MG1 and the engine 15 are driven from the middle load region to the high load region. . Further, as shown in FIG. 2D, the HEV mode is a travel mode in which motor generator MG1 and engine 15 are driven over the entire area. Thus, the usage amount of the motor generator MG1 is the largest in the EV mode, and decreases in the order of the high assist mode, the low assist mode, and the HEV mode. On the other hand, the usage amount of the engine 15 is the smallest in the EV mode, and increases in the order of the high assist mode, the low assist mode, and the HEV mode. Note that the required torque shown in FIGS. 2A to 2D is torque set based on the accelerator opening or the like.

  Here, FIG. 3 is an explanatory diagram showing the relationship between the fuel consumption rate and the cruising distance in each travel mode. The fuel consumption rate is the fuel consumption per unit work of the engine 15. As shown in FIG. 3, the fuel consumption rate of the hybrid vehicle 10 tends to decrease in the order of the HEV mode, the low assist mode, the high assist mode, and the EV mode. That is, the fuel consumption rate can be suppressed because the engine usage amount in the region where the thermal efficiency is reduced is suppressed as the travel mode in which the usage amount of the motor generator MG1 is large. However, since the electric power stored in the high voltage battery 23 is limited, as shown in FIG. 3, the cruising distance in the traveling mode becomes shorter as the traveling amount of the motor generator MG1 is larger. Yes. That is, in order to improve the fuel consumption performance of the hybrid vehicle 10, even when the EV mode or the high assist mode is used, it is impossible to travel a long distance while maintaining the travel mode. When the high voltage battery 23 is depleted due to traveling exceeding the cruising distance, the traveling mode is switched to the HEV mode, and the traveling performance of the vehicle is ensured. In the HEV mode, the engine 15 is driven even in a region where the thermal efficiency is lowered. Therefore, the use of the HEV mode has been a factor for reducing the fuel efficiency of the hybrid vehicle 10.

  Therefore, the hybrid control unit 40 sets an appropriate combination of driving modes (hereinafter referred to as a driving pattern) in accordance with the usage state of the vehicle so as to improve the fuel efficiency of the hybrid vehicle 10. 4A to 4C are diagrams showing the relationship between the travel distance and the fuel consumption rate in each travel pattern. As shown in FIGS. 4A to 4C, the hybrid control unit 40 includes three traveling patterns 1 to 3 as traveling patterns. As shown in FIG. 4A, the running pattern 1 runs in the EV mode until the state of charge SOC of the high-voltage battery 23 reaches a predetermined lower limit value, and in the HEV mode after the state of charge SOC reaches the lower limit value. This is a traveling pattern for traveling. Further, as shown in FIG. 4B, the running pattern 2 runs in the high assist mode until the state of charge SOC of the high voltage battery 23 reaches a predetermined lower limit value, and after the state of charge SOC reaches the lower limit value. It is a running pattern which runs in HEV mode. Further, as shown in FIG. 4C, the running pattern 3 runs in the low assist mode until the state of charge SOC of the high voltage battery 23 reaches a predetermined lower limit value, and after the state of charge SOC reaches the lower limit value. It is a running pattern which runs in HEV mode. As shown in FIGS. 4A to 4C, the cruising distance in the EV mode is about 12 km, the cruising distance in the high assist mode is about 20 km, and the cruising distance in the low assist mode is about 40 km.

  Here, FIG. 5A is a diagram showing the relationship between the travel distance and the fuel consumption rate in each travel pattern. FIG. 5B is a diagram showing the relationship between the travel distance and fuel consumption in each travel pattern. As shown in FIG. 5A, the traveling pattern 1 shows better fuel efficiency than the other traveling patterns 2 and 3 because the EV mode is first used. However, if the travel distance exceeds about 12 km, the mode is switched to the HEV mode before the other travel patterns 2 and 3, so the fuel efficiency is lower than the other travel patterns 2 and 3. In addition, although the driving pattern 2 initially shows a fuel efficiency lower than that of the driving pattern 1 by using the high assist mode, the high assist mode is continued up to about 20 km longer than the EV mode. When the travel distance exceeds about 20 km, the travel mode is switched to the HEV mode and the fuel efficiency is lowered. Furthermore, although the driving pattern 3 shows lower fuel efficiency than the other driving patterns 1 and 2 because it uses the low assist mode, the low assist mode is up to about 40 km longer than the EV mode and the high assist mode. Will continue. When the travel distance exceeds approximately 40 km, the travel mode is switched to the HEV mode, and the fuel efficiency is lowered.

  Since it has such fuel consumption characteristics, as shown in FIG. 5 (B), the fuel consumption of the driving pattern 1 is 0 until the driving distance reaches about 12 km, and the driving distance exceeds about 12 km. Will increase rapidly. Further, the fuel consumption amount of the traveling pattern 2 increases gradually until the traveling distance reaches about 20 km, and increases rapidly when the traveling distance exceeds about 20 km. Further, the fuel consumption amount of the travel pattern 3 gradually increases until the travel distance reaches approximately 40 km, and increases rapidly when the travel distance exceeds approximately 40 km. Thus, since the increasing tendency of the fuel consumption differs for each traveling pattern, by setting an appropriate traveling pattern according to one charging traveling distance (charging traveling distance) that is the traveling distance after the battery is fully charged, The fuel efficiency of the hybrid vehicle 10 can be improved. That is, as shown in FIG. 5 (B), when one charging travel distance is less than 15 km, the fuel consumption can be suppressed by adopting the travel pattern 1. Further, when the one-charge travel distance is 15 km or more and less than 30 km, the fuel consumption can be suppressed by adopting the travel pattern 2. Further, when the one-charge travel distance is 30 km or more, the fuel consumption can be suppressed by adopting the travel pattern 3. The one-charge travel distance is the travel distance that the hybrid vehicle 10 actually travels after charging the high-voltage battery 23 with the external power source 30 and charging the high-voltage battery 23 with the external power source 30 again. It is. That is, the one-charge travel distance is a travel distance per charge of the high voltage battery 23 by the external power source 30.

  Therefore, the hybrid control unit (charging mileage calculation means, reference mileage setting means, motor usage amount setting means) 40 determines one charging mileage of the hybrid vehicle 10 and sets a running pattern based on one charging mileage. It is set. Here, FIG. 6 is a block diagram showing a part of the configuration of the hybrid control unit 40 for setting the running pattern. As shown in FIG. 6, the hybrid control unit 40 includes a travel distance calculation unit 50 that calculates a single charge travel distance. The travel distance calculation unit 50 detects the charging timing based on the charge signal from the in-vehicle charger 24 and calculates one charge travel distance based on the vehicle speed signal from the vehicle speed sensor 41. Moreover, the hybrid control unit 40 includes an average vehicle speed calculation unit 51 that calculates an average vehicle speed in one charge traveling. The average vehicle speed calculation unit 51 detects the charging timing based on the charging signal from the in-vehicle charger 24 and calculates the average vehicle speed based on the vehicle speed signal from the vehicle speed sensor 41. In addition, the average vehicle speed in one charge driving | running | working is an average vehicle speed when drive | working the one charge driving | running | working distance. Furthermore, the hybrid control unit 40 includes a regenerative power calculation unit 52 that calculates the regenerative power of the motor generators MG1 and MG2 during one charge travel. The regenerative power calculation unit 52 detects the charging timing based on the charging signal from the in-vehicle charger 24 and calculates the regenerative power based on the current signal and voltage signal from the power conversion unit 20 and the battery control unit 46. Note that the regenerative power in one charge travel is the power regenerated by the motor generators MG1 and MG2 when traveling for one charge travel distance.

  Moreover, the hybrid control unit 40 includes a travel distance update unit 53 that determines whether or not to update the reference travel distance. Here, the reference travel distance is a travel distance corresponding to the average data of the past one charge travel distance that meets a predetermined condition, and is a travel distance used when setting a travel pattern. The travel distance update unit 53 stores average data of the past one charge travel distance, and the latest one charge travel distance is input from the travel distance calculation unit 50. Then, the travel distance update unit 53 determines whether or not to update the reference travel distance by comparing the past average data with the latest one charge travel distance. When the travel distance update unit 53 determines that the most recent one-charge travel distance is greatly deviated from the past average data, that is, when a new charge timing trend is recognized, it is based on the one-charge travel distance. Update and correct the reference mileage. On the other hand, when it is determined from the past average data that the most recent one charging mileage is not greatly deviated, that is, when the tendency of new charging timing is not recognized, the previous reference mileage is maintained. Become.

  Specifically, if a situation where one charging mileage deviates from the past average data by a predetermined value or more exceeds a predetermined number of times within a predetermined period (for example, several weeks or months), the average data is A reference travel distance is set based on the one charge travel distance that deviates. For example, one charging mileage that deviates from the average data within a predetermined period may be averaged, and this average value may be set as the reference mileage. Moreover, you may set the last one charge travel distance as a reference | standard travel distance, without averaging one charge travel distance. When setting the reference travel distance by averaging one charge travel distance, an average value of one charge travel distance may be averaged after eliminating an abnormal value of one charge travel distance.

  The hybrid control unit 40 also includes a travel distance correction unit 54 that corrects the reference travel distance. The travel distance correction unit 54 receives the reference travel distance from the travel distance update unit 53, the average vehicle speed from the average vehicle speed calculation unit 51, and the regenerative power from the regenerative power calculation unit 52. Then, the travel distance correction unit 54 corrects the reference travel distance based on the average vehicle speed and the regenerative power. For example, when the average vehicle speed is high, the high voltage battery 23 is easily depleted and the charging timing by the external power source 30 is advanced, so that the reference traveling distance corresponding to one charging traveling distance is corrected to the shortened side. Further, when the regenerative power of motor generators MG1 and MG2 is large, the high voltage battery 23 is not easily depleted and the charging timing by the external power source 30 is delayed, so the reference travel distance corresponding to one charge travel distance is on the extension side. It will be corrected.

  Further, the hybrid control unit 40 includes a travel pattern setting unit 55 that sets a travel pattern from the reference travel distance. The travel pattern setting unit 55 sets a travel pattern based on the reference travel distance from the viewpoint of suppressing fuel consumption. That is, as shown in FIG. 5B, when the reference travel distance is less than 15 km, the travel pattern 1 is selected by the travel pattern setting unit 55. Further, when the reference travel distance is 15 km or more and less than 30 km, the travel pattern setting unit 55 selects the travel pattern 2. Further, when the reference travel distance is 30 km or more, the travel pattern 3 is selected by the travel pattern setting unit 55. Hybrid control unit 40 controls motor generators MG1 and MG2 and engine 15 based on the selected travel pattern.

  The travel distance correction unit 54 grasps the use environment of the vehicle based on the average vehicle speed and the regenerative power, and corrects the reference travel distance based on the use environment. The travel distance correction unit 54 determines that the vehicle is traveling in an urban area when the average vehicle speed is low, and determines that the vehicle is traveling in a suburb when the average vehicle speed is high. The travel distance correction unit 54 determines that the vehicle is traveling on a flat ground when the regenerative power is small, and determines that the vehicle is traveling on a mountain road when the regenerative power is large. The travel distance correction unit 54 corrects the reference travel distance based on the usage environment. For example, in a usage environment that travels a lot in an urban area or a usage environment in which a downhill is assumed, a large amount of regenerative power is expected from the motor generators MG1 and MG2, so that a travel pattern that increases the amount of assist by the motor generator MG1 can be obtained. The reference mileage is corrected.

  Subsequently, the travel pattern setting control described above will be described with reference to a flowchart. FIG. 7 is a flowchart showing an example of a travel pattern setting procedure. As shown in FIG. 7, in step S1, it is determined whether or not charging of the high voltage battery 23 by the external power source 30 has been started. If it is determined in step S1 that charging has not started, the process proceeds to step S2, the running pattern is maintained, and the routine is exited. On the other hand, if it is determined in step S1 that charging has started, the process proceeds to step S3, and one charging travel distance is calculated. Subsequently, in step S4, the average data of the past one charging travel distance is compared with the latest one charging travel distance. In the subsequent step S5, it is determined whether or not the variation in the most recent one-charge travel distance with respect to the past average data is greater than or equal to a set value. If it is determined in step S5 that the variation (standard deviation) of the most recent one-charge travel distance with respect to the past average data is less than the set value, the process proceeds to step S2, the travel pattern is maintained, and the routine is exited. On the other hand, if it is determined in step S5 that the variation in the most recent one-charge travel distance with respect to the past average data is greater than or equal to the set value (predetermined value), the process proceeds to step S6, where the number of detected variations in the predetermined period is determined. It is determined whether or not the number of times is equal to or greater than a prescribed number (predetermined number). If it is determined in step S6 that the number of variations detected is less than the specified number, the process proceeds to step S2, the running pattern is maintained, and the routine is exited. On the other hand, if it is determined in step S6 that the number of variations detected has reached the specified number, the process proceeds to step S7, and the reference travel distance is updated by taking into account the most recent charge travel distance. Subsequently, in step S8, the average vehicle speed in one charging run is calculated, and the regenerative power in one charging run is calculated. In the subsequent step S9, as described above, the reference travel distance is corrected based on the average vehicle speed and the regenerative power. In step S10, the travel pattern is updated based on the reference travel distance. In the above description, the reference mileage is corrected based on the average vehicle speed and the regenerative power. However, a situation in which the average vehicle speed and the regenerative power deviate from the past average data by a predetermined value or more is determined a predetermined number of times within a predetermined period. The reference mileage may be corrected based on the average vehicle speed and the regenerative power.

  As described above, when the reference travel distance corresponding to one charge travel distance is set short, the travel pattern is set so that the amount of use of motor generator MG1 is increased. Thereby, it is possible to effectively use the power of the high-voltage battery 23 without leaving it. When the reference travel distance corresponding to one charge travel distance is set to be long, the travel pattern is set so that the amount of use of motor generator MG1 is reduced. Thereby, motor generator MG1 can be driven to the end, and the amount of use of engine 15 in the region where the thermal efficiency is reduced can be suppressed. In this way, by increasing or decreasing the usage amount of the motor generator MG1 based on the one-charge travel distance, a reduction in fuel consumption performance is suppressed even when the travel distance is extended while the high-voltage battery 23 having an appropriate capacity is mounted. It becomes possible.

  In addition, when the average vehicle speed in one charge traveling is high, the high voltage battery 23 is easily depleted and the charging timing by the external power source 30 is advanced, so the reference traveling distance corresponding to one charging traveling distance is corrected to the shortening side. Yes. Further, when the regenerative power of motor generators MG1 and MG2 in one charge traveling is large, the high voltage battery 23 is not easily depleted and the charging timing by the external power source 30 is delayed, so the reference traveling distance corresponding to one charging traveling distance Is corrected to the extended side. As a result, the amount of use of motor generator MG1 can be increased or decreased more appropriately, and it is possible to suppress an increase in capacity of high-voltage battery 23 and to suppress a decrease in fuel consumption performance when the travel distance is extended. Become. It should be noted that the usage amount of motor generator MG1 may be more appropriately increased or decreased by correcting the reference travel distance based on travel road information (city area, suburb, mountain road, etc.) from navigation unit 45.

  In the above description, the usage amount (motor drive region, motor assist amount) of the motor generator MG1 is increased or decreased by switching a plurality of preset travel patterns. However, the present invention is not limited to this. The usage amount of motor generator MG1 may be increased or decreased by other methods. For example, the usage amount of the motor generator MG1 may be increased or decreased by setting one reference travel mode and changing the motor drive region and the motor assist amount in the reference travel mode based on the reference travel distance.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. Although the illustrated hybrid vehicle 10 is a series / parallel type, the present invention is not limited to this, and the present invention may be applied to a series type or parallel type hybrid vehicle. Moreover, a lithium ion battery or a lithium ion capacitor may be used as the power storage device, or another type of battery or capacitor may be used. Further, in the above description, when a situation where one charging mileage deviates from the past average data by a predetermined value or more is detected more than a predetermined number of times within a predetermined period, the reference is based on one charging mileage deviating from the average data. Although the travel distance is set, it goes without saying that the reference travel distance may be corrected within a predetermined pattern based on other conditions.

10 Hybrid vehicle 15 Engine (power source)
23 High-voltage battery (storage device)
30 External power supply 40 Hybrid control unit (charging mileage calculation means, reference mileage setting means, motor usage amount setting means)
MG1 motor generator (electric motor, power source)

Claims (5)

A control device for a hybrid vehicle including an engine and an electric motor as a power source,
An electricity storage device that is charged using an external power source and supplies power to the electric motor;
Charging mileage calculating means for calculating a charging mileage traveled after charging the power storage device by the external power source;
Based on at least one of the charged travel distances deviating from the average data when a situation where the charge travel distance deviates from a predetermined value or more from the past average data is detected more than a predetermined number of times within a predetermined period. A reference mileage setting means for setting a reference mileage;
A hybrid vehicle control device comprising motor usage amount setting means for increasing or decreasing the usage amount of the electric motor based on the reference travel distance. In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the reference travel distance setting means sets an average value of the plurality of charging travel distances deviating from the average data within the predetermined period as the reference travel distance. In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the reference travel distance setting means sets the latest charge travel distance as the reference travel distance. In the control apparatus of the hybrid vehicle of any one of Claims 1-3,
The motor use amount setting means increases the use amount of the electric motor when the reference travel distance is short, and decreases the use amount of the electric motor when the reference travel distance is long. Control device. In the control apparatus of the hybrid vehicle of any one of Claims 1-4,
The control apparatus for a hybrid vehicle, wherein the reference travel distance setting unit corrects the reference travel distance based on at least one of an average vehicle speed and regenerative electric power.

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