JP2014201176A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress other inconvenience caused by abnormality generated on a navigation device.SOLUTION: The hybrid vehicle is configured to: calculate an error ΔL between a residual distance Ln from a navigation device to its destination and a residual distance Ls from a smartphone to its destination (S140); perform navigation cooperative control in which a HV travel priority mode and an EV travel priority mode are switched according to a travel plan to a destination when the error ΔL is equal to or less than a threshold ΔLref (S160); and inhibit performing of the navigation cooperative control when the error ΔL is larger than the threshold Lref (S170).

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including a traveling engine and motor, and a navigation device that sets a traveling route to a destination and performs route guidance.

  Conventionally, this type of hybrid vehicle includes a gasoline internal combustion engine and a motor as a power source, a battery that exchanges electric power with the motor, a navigation device that calculates a current location and guides a route to a target location. Predicts the driving pattern in the route up to and sets the intermediate value of the remaining battery level at each point on the route based on the driving pattern. During driving, the intermediate value of the remaining battery level and the current remaining battery level at the current location When the current battery remaining amount is greater than the intermediate value, the motor torque share is increased to increase the battery usage, and when the current battery remaining amount is smaller than the intermediate value, the gasoline internal combustion engine torque share is increased. A device that is heavy and reduces the amount of battery use has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, by such control, electric power is efficiently used up to a predetermined battery remaining amount so that the destination can be reached.

JP-A-9-163506

  In such a hybrid vehicle, an error may occur in route information to the destination due to an abnormality of the navigation device, and the engine may be frequently started and stopped or fuel consumption may be deteriorated.

  The main purpose of the hybrid vehicle of the present invention is to suppress the occurrence of other inconveniences due to the abnormality of the navigation device.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An engine capable of outputting power for traveling, a motor capable of outputting power for traveling, a battery capable of exchanging electric power with the motor, and a navigation device for performing route guidance by setting a travel route to a destination; The hybrid travel priority mode in which the hybrid travel that travels with the operation of the engine is prioritized over the electrical travel that travels while the engine is stopped in each travel section in the travel route from the navigation device to the destination, or the A driving plan setting unit that sets an electric driving priority mode that prioritizes electric driving over the hybrid driving and sets a driving plan, and navigation cooperative control that controls the engine and the motor to drive according to the set driving plan. A hybrid vehicle comprising control means for executing
The control means is means for not executing the navigation cooperative control when an error between route information from the navigation device and route information from the portable information terminal is larger than a predetermined error.
It is characterized by that.

  In the hybrid vehicle of the present invention, the hybrid travel priority is given to the hybrid travel that travels with the operation of the engine in each travel section on the travel route from the navigation device to the destination over the electric travel that travels with the engine stopped. A travel plan is set by determining an electric travel priority mode that prioritizes mode or electric travel over hybrid travel. Basically, the navigation cooperative control is performed to control the engine and the motor so as to travel according to the travel plan. However, the error between the route information from the navigation device and the route information from the portable information terminal is larger than a predetermined error. Sometimes navigation cooperative control is not executed. Thereby, it is possible to suppress the occurrence of inconveniences such as frequent start / stop of the engine or deterioration of fuel consumption due to abnormality of the navigation device. Here, as a portable information terminal, a smart phone, a mobile phone, a personal computer, a tablet computer, etc. can be considered.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the navigation cooperation control permission prohibition determination routine performed by HVECU70 of an Example. 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. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example. Motor MG1 connected to the sun gear of planetary gear 30, for example, a motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 36, inverters 41 and 42 for driving motors MG1 and MG2, Inverters 41 and 42 not shown A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG1 and MG2 by switching the elements, and a motor MG1, configured as, for example, a lithium ion secondary battery via inverters 41 and 42. A battery 50 that exchanges power with the MG 2, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and a charger 60 that is connected to an external power source such as a household power source and can charge the battery 50. And a navigation device 90 that sets a travel route and provides route guidance when a destination is set by the driver, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 that controls the entire vehicle. The hybrid vehicle 20 can communicate with a smartphone 100 as a portable information terminal.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle opening TH from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe Attached to the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port. The engine ECU 24 performs various operations for driving the engine 22. Control signal, for example, a drive signal to the fuel injection valve, a drive signal to the throttle motor that adjusts the position of the throttle valve, a control signal to the ignition coil integrated with the igniter, and a variable that can change the opening / closing timing of the intake valve A control signal or the like to the valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. The storage ratio SOC is calculated, and input / output limits Win and Wout, which are allowable input / output powers that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The charger 60 is connected to a power line 54 that connects the inverters 41 and 42 and the battery 50 via a relay 62, and converts AC power from an external power source supplied via a power plug 68 into DC power. And a DC / DC converter 64 that converts the voltage of the DC power from the AC / DC converter 66 and supplies the converted voltage to the power line 54.

  The navigation device 90 includes a main body incorporating a control unit having a storage medium such as a hard disk in which map information and the like are stored, an input / output port, a communication port, a GPS antenna that receives information on the current location of the vehicle, and the current location of the vehicle. And a touch panel type display capable of inputting various instructions by the operator as well as various information such as information on the route and the travel route to the destination. Here, in the map information, service information (for example, tourist information and parking lots) and road information for each predetermined travel section (for example, between traffic lights and intersections) are stored in a database. The road information includes distance information, width information, area information (city area, suburb), type information (general road, highway), gradient information, legal speed, number of traffic lights, and the like. When the destination is set by the operator, the navigation system 90 searches the travel route from the current location of the vehicle to the destination based on the map information, the current location of the vehicle, and the destination, and displays the retrieved travel route on the display. Output route guidance. The navigation device 90 also calculates route information on the travel route (for example, the remaining distance Ln to the destination, the direction Dn of the destination, etc.).

  The HVECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, a flash memory 78 for storing and holding data, an input / output port, A communication port is provided. The HVECU 70 includes a shift detection signal from the connection detection sensor 69 that detects the connection of the power plug 68 to the external power supply, an ignition signal from the ignition switch 80, and a shift from the shift position sensor 82 that detects the operation position of the shift lever 81. The position SP, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 A vehicle speed V or the like is input via the input port. From the HVECU 70, an ON / OFF signal to the relay 62, a control signal to the DC / DC converter 64 and the AC / DC converter 66, and the like are output via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation device 90 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the navigation device 90, and various control signals and data. We are exchanging.

  The smartphone 100 includes a main body incorporating a control unit having a storage medium such as a hard disk in which map information and the like similar to the navigation device 90 are stored, an input / output port, a communication port, a GPS antenna that receives information on the current location, A touch-panel display capable of displaying various types of information and inputting various instructions from an operator.

  In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels by hybrid traveling (HV traveling) that travels with the operation of the engine 22 or electric traveling (EV traveling) that travels while the operation of the engine 22 is stopped.

  During travel in HV travel, the HVECU 70 sets the required torque Tr * required for travel based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque Multiply Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by the conversion factor) to calculate the traveling power Pdrv * required for traveling, The required power Pe * required for the vehicle is obtained by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the calculated traveling power Pdrv *. Set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is reduced by setting the torque command Tm1 * of the MG1 and subtracting the torque acting on the drive shaft 36 via the planetary gear 30 from the required torque Tr * when the motor MG1 is driven by the torque command Tm1 *. The engine ECU 24 sets the set target rotational speed Ne * and the target torque Te *. Transmitted, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, the engine 22 can travel while outputting the required torque Tr * (travel power Pdrv *) to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. During the traveling in the HV traveling, when the stop condition of the engine 22 is satisfied, for example, when the required power Pe * is less than a starting stop threshold value Pref described later, the operation of the engine 22 is stopped and the traveling in the EV traveling is performed. Transition.

  During EV traveling, the HVECU 70 sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and also sets the input / output limit Win of the battery 50. , Wout, a torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, it is possible to travel by outputting the required torque Tr * (travel power Pdrv *) to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. When running in the EV running mode, the engine 22 is started when the starting condition of the engine 22 is satisfied, such as when the required power Pe * calculated in the same manner as in the running mode in the HV running exceeds the start / stop threshold value Pref. Transition to HV traveling.

  In the hybrid vehicle 20 of the embodiment, when the vehicle is stopped at home or at a preset charging point, the power plug 68 is connected to an external power source, and when the connection is detected by the connection detection sensor 69, the HVECU 70 By turning on the relay 62 and controlling the DC / DC converter 64 and the AC / DC converter 66, the battery 50 is fully charged by the electric power from the external power source or a predetermined charging state determined as a slightly lower charging state ( For example, 80%, 85%, 90%, etc.) are charged. When the system is activated after the battery 50 is charged, when the destination is not set by the driver or when the destination is set but execution of navigation cooperative control described later is prohibited, the HVECU 70 and the engine Until the storage ratio SOC of the battery 50 reaches a switching threshold value Shv (for example, 20%, 25%, 30%, etc.) set to such an extent that the engine 22 can be started by the ECU 24 and the motor ECU 40, EV The vehicle travels in the EV travel priority mode in which the travel is prioritized over the HV travel, and after the storage ratio SOC of the battery 50 reaches the switching threshold Shv or less, the vehicle travels in the HV travel priority mode in which the HV travel is prioritized over the EV travel.

  In the embodiment, when the vehicle travels in the EV travel priority mode, the output limit Wout of the battery 50 is set to the start / stop threshold value Pref, and when the vehicle travels in the HV travel priority mode, the engine 22 can be efficiently operated to the start / stop threshold value Pref. Setting a value near the lower limit of the power Pe * (a value sufficiently smaller than the output limit Wout) makes it difficult to start the engine 22 during traveling in the EV traveling priority mode (makes traveling easier in EV traveling) and HV. The engine 22 is less likely to stop when traveling in the travel priority mode (to facilitate traveling in HV traveling).

  Furthermore, in the hybrid vehicle 20 of the embodiment, when the destination is set by the driver, the navigation device 90 moves from the current location of the vehicle to the destination based on the map information, the current location (departure location) of the vehicle, and the destination. Is set and transmitted to the HVECU 70. The HVECU 70 that has received the travel route preferentially assigns the EV travel priority mode from among the HV travel priority mode and the EV travel priority mode to each travel section of the travel route from the navigation device 90 to the destination. Set.

  In the travel plan, the EV travel priority mode is assigned to a travel section in which the total required energy in the EV travel priority mode reaches the stored energy of the battery 50 in order of increasing travel load for each travel section, and HV travel is performed for the remaining travel sections. The priority mode is assigned and set, or the EV travel priority mode is set to the travel section included in the combination in which the total required energy in the EV travel priority mode is less than the stored energy of the battery 50 and the distance in the EV travel priority mode is maximum. The HV travel priority mode is assigned and set to a travel section that is assigned and not included in the combination. Here, for example, the travel load is determined to increase as the road gradient increases as an uphill road in the traveling direction based on map information (distance information, gradient information, etc.) of each travel section from the navigation device 90. Can do. Further, the required energy of each traveling section can be set based on the distance integrated value of the traveling load, the product of the average value of the traveling load and the distance, or the like. Further, the energy stored in battery 50 can be set as the product of the storage ratio SOC of battery 50 and the total capacity.

  When the traveling is started, the navigation device 90 sequentially calculates route information (for example, the remaining distance Ln to the destination and the direction Dn of the destination) in the traveling route and transmits it to the HVECU 70, and also the traveling route and route information. Etc. on the display to provide route guidance. Further, the HVECU 70, the engine ECU 24, and the motor ECU 40 execute navigation cooperative control for controlling the engine 22 and the motors MG1, MG2 so as to travel while switching between the HV travel priority mode and the EV travel priority mode according to the travel plan.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when determining whether to permit or prohibit the execution of the navigation cooperative control will be described. FIG. 2 is a flowchart illustrating an example of a navigation cooperative control permission prohibition determination routine executed by the HVECU 70 of the embodiment. This routine is executed when route information (for example, the remaining distance Ln to the destination or the direction Dn of the destination) is received from the navigation device 90. In addition, in the Example, the case where the driver | operator has the smart phone 100 (it brought in the vehicle) shall be considered.

  When the navigation cooperative control permission prohibition determination routine is executed, the HVECU 70 transmits the destination and the remaining distance reply instruction to the smartphone 100 (step S100), and receives the remaining distance Ls from the smartphone 100 to the destination. Wait (steps S110 and S120). The smartphone 100 that has received the destination and the remaining distance reply instruction from the HVECU 70 is based on the map information stored in the hard disk, the current location of the smartphone 100 (vehicle) from the GPS antenna, and the destination from the HVECU 70 in the background. In the same manner as the navigation device 90 (under the same conditions), the travel route from the current location to the destination is set, the remaining distance Ls to the destination on the set travel route is calculated, and the calculated remaining distance Ls is transmitted to the HVECU 70 Yes (reply).

  When the remaining distance Ls from the smartphone 100 to the destination is received, the remaining distance Ln to the destination received from the navigation device 90 is input (step S130), and the remaining distance from the navigation device 90 to the destination. An error ΔL between Ln and the remaining distance Ls from the smartphone 100 to the destination is calculated (step S140), and the calculated error ΔL is compared with a threshold value ΔLref (step S150). Here, the threshold value ΔLref is used to determine whether or not the remaining distance Ln from the navigation device 90 to the destination is normal. For example, several m or several tens of m may be used. it can.

  When the error ΔL is equal to or smaller than the threshold value ΔLref, it is determined that the remaining distance Ln from the navigation device 90 to the destination is normal, the execution of the navigation cooperative control is permitted (step S160), and this routine is terminated. On the other hand, when the error ΔL is larger than the threshold value ΔLref, it is determined that the remaining distance Ln from the navigation device 90 to the destination is not normal (abnormal), and the execution of the navigation cooperative control is prohibited (step S170). End the routine. When the error ΔL is large, the travel route to the destination set by the navigation device 90 and the remaining distance Ln to the destination are abnormal, and the travel plan to the destination set by the HVECU 70 may not be appropriate. If the navigation cooperative control is executed in this case, there is a possibility that inconveniences such as frequent start / stop of the engine 22 or deterioration of fuel consumption may occur. In the embodiment, when the error ΔL is larger than the threshold value ΔLref, it is possible to suppress the occurrence of such inconvenience by prohibiting the execution of the navigation cooperative control.

  According to the hybrid vehicle 20 of the embodiment described above, basically, when the destination is set, the travel plan is set according to the travel route from the navigation device 90 to the destination, and the set travel In the navigation cooperative control for controlling the engine 22 and the motors MG1 and MG2 so as to travel while switching between the HV traveling priority mode and the EV traveling priority mode according to the plan, the remaining distance Ln from the navigation device 90 to the destination And when the error ΔL between the smartphone 100 and the remaining distance Ls from the smartphone 100 to the destination is larger than the threshold value ΔLref, the execution of the navigation cooperative control is prohibited (not executed). Inconveniences such as frequent start / stop and worsened fuel economy Can be suppressed.

  In the hybrid vehicle 20 of the embodiment, execution of the navigation cooperative control is permitted or prohibited by using the error ΔL between the remaining distance Ln from the navigation device 90 to the destination and the remaining distance Ls from the smartphone 100 to the destination. It is assumed that it is determined (whether or not to perform navigation cooperative control), but using an error ΔD between the direction Dn of the destination from the navigation device 90 and the direction Ds of the destination from the smartphone 100, etc. Further, it may be determined whether to permit or prohibit the execution of the navigation cooperative control.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 transmits the destination and the remaining distance reply instruction to the smartphone 100, and the smartphone 100 that has received this calculates the remaining distance Ls to the destination in the background and sends it to the HVECU 70. The HVECU 70 sends the information to the driver based on the map information stored in the hard disk of the smartphone 100, the current location of the smartphone 100 (vehicle) from the GPS antenna, and the destination from the HVECU 70. In the same manner as the navigation device 90 (under the same conditions), the travel route from the current location to the destination is set, the remaining distance Ls from the set travel route to the destination is calculated, and the calculated remaining distance Ls is transmitted to the HVECU 70. Launch and run the application A message that prompts the user to display on a display (such as the display of the navigation device 90), and when the driver executes the application, the smartphone 100 calculates the remaining distance Ls to the destination and sends it to the HVECU 70 It is good.

  In the hybrid vehicle 20 of the embodiment, a smartphone is considered as a portable information terminal, but a mobile phone, a personal computer, a tablet computer, or the like may be considered.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36 connected to the drive wheels 38a and 38b. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39a and 39b in FIG. 3) different from an axle (an axle connected to drive wheels 38a and 38b) to which drive shaft 36 is connected. .

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. As shown, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 connected to the drive wheels 38a and 38b are used to drive part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modification of FIG. 5, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38 a and 38 b via the transmission 330 and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to. Alternatively, as exemplified in the hybrid vehicle 420 of the modified example of FIG. 6, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle connected to the drive wheels 38a, 38b (the axle connected to the wheels 39a, 39b in FIG. 6).

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “engine”, the motor MG2 corresponds to “motor”, the navigation device 90 corresponds to “navigation device”, and the navigation cooperation control permission prohibition determination routine of FIG. 2 is executed. The HVECU 70, the engine ECU 24 that controls the engine 22 based on a command from the HVECU 70, and the motor ECU 40 that controls the motor MG2 based on a command from the HVECU 70 correspond to “control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

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

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b Wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Electronic control unit for battery (Battery ECU), 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position Sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 navigation device, 92 main body, 94 GPS antenna, 96 display, 230 rotor motor, 232 inner rotor, 234 outer rotor, 330, 430 transmission, MG, MG1, MG2 motor.

Claims (1)

An engine capable of outputting power for traveling, a motor capable of outputting power for traveling, a battery capable of exchanging electric power with the motor, and a navigation device for performing route guidance by setting a travel route to a destination; The hybrid travel priority mode in which the hybrid travel that travels with the operation of the engine is prioritized over the electrical travel that travels while the engine is stopped in each travel section in the travel route from the navigation device to the destination, or the A driving plan setting unit that sets an electric driving priority mode that prioritizes electric driving over the hybrid driving and sets a driving plan, and navigation cooperative control that controls the engine and the motor to drive according to the set driving plan. A hybrid vehicle comprising control means for executing
The control means is means for not executing the navigation cooperative control when an error between route information from the navigation device and route information from the portable information terminal is larger than a predetermined error.
A hybrid vehicle characterized by that.

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