JP2014201245A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase a power storage amount of a battery with an increase rate desired by a user when instructed to accelerate battery charging.SOLUTION: A hybrid vehicle: displays a target value selection screen on a touch panel when an SOC recovery instruction switch is turned on (Step S110); receives input of target charging time tc* and a target power storage amount SOC* by a user (Step S120); sets charge and discharge request power Pb* within a range of upper limit power Pbmax so that the power storage amount SOC is equal to the target power storage amount SOC* after a lapse of the target charging time tc* input by the user (Steps S140 to S190); and controls an engine and two motors so that the engine outputs power combining the set charge and discharge request power Pb* and travel request power Pdrv*.

Description

  The present invention relates to a hybrid vehicle, and more specifically, includes an engine, a motor that generates electric power using power from the engine, and a battery that exchanges electric power with the motor.

  Conventionally, this type of hybrid vehicle includes an engine, a first motor generator that generates electric power using the engine as a power source, a second motor generator that drives the vehicle, and electricity generated by the first motor generator. When the battery is charged with electricity generated by the first motor generator, the battery being charged and supplying electricity to the second motor generator, after the start of charging, the "+" lever of the paddle shift is pushed There has been proposed a method in which the power generation time is added to the battery, the power generation time is subtracted when the “−” lever is pressed, and the battery is charged with the power generation time thus adjusted (see Patent Document 1, for example). In this vehicle, the battery can be charged within a desired time by such control.

JP 2012-46121 A

  By the way, in a hybrid vehicle including an engine that outputs driving power, a motor that can input and output driving power, and a battery that exchanges power with the motor, for example, only a vehicle whose destination does not emit any exhaust gas. For example, when the vehicle is in a region where travel is permitted, the user is charged with the amount of charge stored in the battery to the target amount of charge at the destination in preparation for motor travel that travels using only power from the motor without operating the engine. May want. As a method for responding to such a user request, when a battery charging request is made by the user, a method of controlling the engine and the motor so that the stored amount of the battery becomes the target stored amount can be considered. If the increase rate of the charged amount is slow, the charged amount may reach the destination before reaching the target charged amount.

  The main purpose of the hybrid vehicle of the present invention is to increase the amount of electricity stored in the battery at an increase rate desired by the user when an instruction to promote battery charging is given.

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

In the hybrid vehicle of the present invention,
A hybrid vehicle comprising an engine, a motor that generates electric power using power from the engine, and a battery that exchanges electric power with the motor,
When an instruction to increase the amount of charge of the battery is instructed when promotion of charging of the battery is instructed, the engine and the motor are controlled so that the amount of charge of the battery increases at the instructed increase speed. The gist is to provide control means for

  In the hybrid vehicle of the present invention, when an instruction for increasing the battery charge is instructed when the battery charge is instructed, the engine and the motor are arranged so that the battery charge increases at the instructed increase speed. To control. Thereby, when promotion of charge of the battery is instructed, the amount of charge of the battery can be increased at an increase rate desired by the user.

  In such a hybrid vehicle of the present invention, the rate of increase in the amount of charge of the battery is instructed by instructing the time required for charging to reach the target amount of charge, and the rate of increase is instructed to promote the charge. From the time when the required charging time elapses, the power storage amount may be a speed at which the target power storage amount is reached. If it carries out like this, the electrical storage amount of a battery can also be made into the target electrical storage amount at timing close | similar to the timing which a user desires. In this case, the motor generates power with power from the engine, and when the control unit is instructed to promote charging of the battery, charging of the battery is performed in order to set the charged amount to the target charged amount. The power required for charging is limited by the upper limit charging power, which is the upper limit value of the power allowed for charging the battery, and the sum of the required driving power is output from the engine. It can also be a means for controlling the engine. If it carries out like this, a battery can be charged using the power from an engine, and the electrical storage amount of a battery can be made into the target electrical storage amount.

  In the hybrid vehicle of the present invention in which the target battery charge amount and the required charging time are instructed by the user, the hybrid vehicle according to the present invention includes an informing means for informing information, and the control means is instructed to promote charging of the battery. Means for controlling the notification means so that the notification means notifies the estimated required time, which is an estimated value of the required time from when the charge promotion instruction is given until the storage amount reaches the target storage amount. It can also be. By so doing, it is possible to suppress the user from feeling uncomfortable when the amount of stored electricity does not reach the target amount of stored charge during the required charging time indicated by the user.

  In the hybrid vehicle according to the aspect of the invention including the notifying unit, the control unit includes an estimated traveling power that is an estimated value of the required traveling power until the storage amount of the battery reaches the target storage amount, and the storage of the battery. The estimated required value using an average charge power that is an average value of the power for charging the battery until the amount reaches the target power storage amount with the upper limit charge power and the input required charge time It can also be a means for calculating time. In this case, the estimated traveling power may be an average value of the traveling required power in a period from when the ignition is turned on before the battery charging is instructed until the ignition is turned off. .

  In the hybrid vehicle according to the aspect of the invention including the notification unit, the notification unit may be a unit that displays the information in a visually recognizable manner.

  The hybrid vehicle of the present invention may further include an external power supply device that can supply power from the battery to the external device when an external device is connected.

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 process routine at the time of switch-on performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the target value selection screen displayed on the touch panel. It is explanatory drawing which shows an example of a temporary charging / discharging request | requirement power setting map. It is a flowchart which shows an example of an estimated required time display process. It is explanatory drawing which shows an example of a mode that the estimated required time tend is displayed on the touch panel 98. FIG. 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 a first embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle 20 of the first embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) that drives and controls the engine 22. 24 and a single pinion planetary gear 30 in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, for example, synchronously A motor MG1 configured as a generator motor and having a rotor connected to the sun gear of the planetary gear 30; a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 36; and the motors MG1 and MG2 are driven. Inverters 41, 42 and inverters 41, 2, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the motors MG1 and MG2 by switching control of a switching element (not shown), and an inverter 41 and 42 configured as, for example, a lithium ion secondary battery. A high voltage battery 50 that exchanges power with the motors MG1 and MG2, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the high voltage battery 50, and an external power source such as a household power source. A charger 60 that can charge the high-voltage battery 50, an outlet 94 that can be plugged into an external device (for example, a household appliance) that is not a component of the vehicle, and an external device plug is inserted into the outlet 94 When the inverters 41 and 42 and the high voltage battery 50 are connected A DC / AC converter 96 capable of converting the DC power of the power line 54 into AC power of a predetermined voltage (for example, 100 V) and supplying the AC power to the outlet 94 (external device), and displaying the input image information and the user Touches an image displayed on the screen with a hand or touches it with a dedicated pen, detects a touched screen position and outputs an information signal, and a hybrid electronic control unit (hereinafter referred to as HVECU) for controlling the entire vehicle. 70). The outlet 94 and the DC / AC converter 96 correspond to the “external power supply device” of the present invention.

  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 includes signals from various sensors that detect the state of the engine 22, for example, a water temperature sensor that detects the crank position from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. The cooling water temperature Tw from the engine, the throttle position from the throttle valve position sensor for detecting the throttle valve position, and the intake air amount Qa from the air flow meter attached to the intake pipe are input via the input port. Further, the engine ECU 24 provides various control signals for driving the engine 22, 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, and a control signal to the ignition coil. Etc. are output via the output port. The engine ECU 24 communicates 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 operating state of the engine 22 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 the crank position from the crank position sensor.

  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 connected to a signal necessary for managing the high voltage battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51 a installed between terminals of the high voltage battery 50 or an output terminal of the high voltage battery 50. The charge / discharge current Ib from the current sensor 51b attached to the connected power line, the battery temperature Tb from the temperature sensor 51c attached to the high voltage battery 50, and the like are input. Data regarding the state is transmitted to the HVECU 70 by communication. Further, in order to manage the high voltage battery 50, the battery ECU 52 is based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, and the total capacity of the power that can be discharged from the high voltage battery 50 at that time. Is calculated, and input / output limits Win and Wout, which are allowable input / output powers that may charge / discharge the high voltage battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. I do. The input / output limits Win and Wout of the high voltage battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient based on the storage ratio SOC of the high voltage battery 50. Can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The charger 60 is connected to the high voltage system power line 54a via a relay 62, and an AC / DC converter 66 that converts AC power from an external power source supplied via a power plug 68 into DC power; 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 high voltage system power line 54a.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, outside air temperature Tout from the outside air temperature sensor 89, and on / off of the SOC recovery instruction switch 90. An SOC recovery instruction signal, an information signal from the touch panel 98, and the like are input via the input port. Further, the HVECU 70 outputs image information to the touch panel 98. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Note that the shift position SP includes a parking position (P position), a neutral position (N position), a forward drive position (D position), a reverse travel reverse position (R position), and the like.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. 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 Tr * is output to the drive shaft 36. 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. Torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the high voltage battery 50 The engine 22 is operated and controlled so that the power suitable for the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the high-voltage battery 50 is transmitted to the planetary gear 30, the motor MG1, and the motor. The required power is applied to the drive shaft 36 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the motor MG1 is powered, motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the drive shaft 36, etc. There is. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  Further, in the hybrid vehicle 20 of the embodiment, when the system is stopped at home or at a preset charging point, the power plug 68 is connected to an external power source, and the connection detection sensor 69 detects the connection. The relay 55 and the relay 62 are turned on, the charger 60 is controlled, and the high voltage battery 50 is charged with electric power from the external power source. When the system is started after charging the high-voltage battery 50, the storage rate SOC of the high-voltage battery 50 is set to a threshold value Shv (for example, 20% or 30%) set to such an extent that the engine 22 can be started. Until then, the motor travel priority mode in which the motor travel that travels using only the power from the motor MG2 is prioritized compared to the hybrid travel that travels using the power from the engine 22 and the power from the motor MG2. After the power storage ratio SOC of the high voltage battery 50 reaches the threshold value Shv, the vehicle travels in the hybrid travel priority mode in which the hybrid travel is prioritized over the motor travel.

  In the motor travel priority mode, the required torque Tr * required for travel (to be output to the drive shaft 36) is set and set based on the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 83 and the vehicle speed V. Multiplying the required torque 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 a conversion factor), the travel power Pdrv * required for travel is calculated. To do. When the traveling power Pdrv * is less than or equal to the output limit Wout of the high voltage battery 50, the traveling power Pdrv * is output from the motor MG2 while the operation of the engine 22 is stopped, and the required torque Tr * is applied to the drive shaft 36. The motor MG2 is controlled so as to be output and travels by motor travel. When the traveling power Pdrv * becomes larger than the output limit Wout of the high voltage battery 50, the engine 22 is started and the traveling power Pdrv * is set to the required power Pe * to be output from the engine 22, and the required power from the engine 22 is set. The engine 22 and the motors MG1, MG2 are controlled so that Pe * is output and the required torque Tr * is output to the drive shaft 36, and the vehicle travels by hybrid travel. Thereafter, when the traveling power Pdrv * becomes equal to or lower than the output limit Wout of the high voltage battery 50, the operation of the engine 22 is stopped, the operation of the engine 22 is stopped, and the traveling power Pdrv * is output from the motor MG2. Return to motor running.

   In the hybrid travel priority mode, the charge / discharge required power Pb * of the high voltage battery 50 (a negative value when discharging from the high voltage battery 50) is set according to the storage ratio SOC of the high voltage battery 50 and the set charge / discharge The required power Pe * to be output from the engine 22 is set by adding the traveling power Pdrv * to the required power Pb *, and the required power Pe * is determined in advance as the lowest power that can operate the engine 22 relatively efficiently. When the driving threshold value Pop is greater than or equal to the driving threshold value Pop, the engine 22, the motor MG 1, and the motor MG 2 are controlled so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Travel by. If the required power Pe * is less than the driving threshold value Pop, the engine 22 cannot be operated relatively efficiently. Therefore, the operation of the engine 22 is stopped, and the motor MG2 outputs the traveling power Pdrv * and shifts to motor traveling. To do. When the driver depresses the accelerator pedal 83 and the traveling power Pdrv * increases and the required power Pe * exceeds the driving threshold value Pop, the engine 22 is started and the engine 22 is started. The vehicle shifts to hybrid traveling that travels by outputting the required power Pe *. The operation threshold value Pop is determined as a value that is considerably smaller than the output limit Wout of the high-voltage battery 50.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation when the SOC recovery instruction switch 90 is turned on by the user will be described. FIG. 2 is a flowchart showing an example of a switch-on processing routine executed by the HVECU 70. This routine is executed when the SOC recovery instruction switch 90 is turned on by the user.

  When the SOC recovery instruction switch-on processing routine is executed, the CPU 72 of the HVECU 70 executes a process of inputting the storage ratio SOC from the battery ECU 52 (step S100), and calculates the target storage ratio SOC * and the target charge time tc *. The screen information of the target value selection screen for setting is transmitted to the touch panel 98 (step S110), and the process waits until the target power storage ratio SOC * and the target charging time tc * are input from the touch panel 98 (step S120). FIG. 3 is an explanatory diagram illustrating an example of a target value selection screen displayed on the touch panel 98. The touch panel 98 includes rectangular icons I10 and I11 including characters “full charge” and “charge halfway”, an icon I12 including characters indicating the target charging time, and characters “+” and “−”. An icon I13 is displayed so as to be visible. When the user touches one of the displayed icons I10 and I11, the touch panel 98 causes the user to input information on the state of charge displayed on the touched icon based on the position information of the touched icon. Is transmitted to the HVECU 70 as the target storage rate SOC *. The icon I13 is used for setting the time displayed on the icon I12. The target time displayed on the icon I12 increases each time the user touches the character “+” of the icon I13, and the target time displayed on the icon I12 decreases every time the user touches the character “−” of the icon I13. To do. When the state in which the user does not touch the icon I13 continues for a predetermined time (for example, 10 seconds), the touch panel 98 transmits the time displayed on the icon I13 to the HVECU 70 as the target charging time tc *. At this time, of the icons I10 and I12, the color of the icon touched by the user may be changed, or the entire icon may blink.

  When the target power storage rate SOC * and the target charge time tc * are thus input, an estimated required time display process described later is executed (step S130), and the current power storage rate SOC is subtracted from the input target power storage rate SOC *. Is divided by the target charging time tc * to set the storage rate change rate Ks (step S140), and the control target storage rate SOCc * plus the storage rate change rate Ks is set as the control target storage rate SOCc *. (Step S150). Here, the power storage ratio SOC input in the process of step S100 is set as the initial value in the control target power storage ratio SOCc *.

  When the control target power storage rate SOCc * is thus set, the power storage rate SOC is calculated using the power storage rate SOC of the high-voltage battery 50, the control target power storage rate SOCc *, and the temporary charge / discharge required power setting map stored in the ROM 74. Temporary charge / discharge required power Pbtmp, which is the power to be set to the control target power storage ratio SOCc *, is set (step S160). An example of the temporary charge / discharge required power setting map is shown in FIG. As shown in the figure, the temporary charge / discharge required power Pbtmp increases as the difference increases so as to cancel out the difference between the control target power storage rate SOCc * and the power storage rate SOC when the power storage rate SOC is larger than the control target power storage rate SOCc *. When the power of a negative value that tends to increase in absolute value is set and the storage ratio SOC is smaller than the control target storage ratio SOCc *, this difference is canceled so as to cancel the difference between the control target storage ratio SOCc * and the storage ratio SOC. A positive value of power that tends to increase with increasing is set. By setting the temporary charge / discharge required power Pbtmp as described above, the storage ratio SOC can be set to the control target storage ratio SOCc *. It is assumed that the temporary charge / discharge required power setting map is stored in the ROM 74 for each control target power storage ratio SOCc *.

  When the temporary charge / discharge required power Pbtmp is set in this way, the smaller one of the temporary charge / discharge required power Pbtmp and the upper limit charge power Pbmax that is the upper limit value of the allowable charge amount of the high-voltage battery 50 is set to the charge / discharge required power Pb. * Is set (step S170). When the charge / discharge required power Pb * is set in this way, the engine is driven so as to travel while outputting the power obtained by adding the travel power Pdrv * to the set charge / discharge required power Pb * from the engine 22 in the hybrid travel priority mode described above. 22 and motors MG1 and MG2 are controlled. Thereby, it can drive | work, charging the high voltage battery 50 with the electric power generated with motor MG1 using the power output from the engine 22. FIG.

  After the charge / discharge required power Pb * is set in this way, a predetermined termination condition is satisfied, for example, when the SOC recovery instruction switch 90 is turned off or when the storage ratio SOC of the high voltage battery 50 reaches the target storage ratio SOC *. It is checked whether or not it has been done (step S180). When the predetermined termination condition is not satisfied, the battery ECU 52 inputs the power storage rate SOC (step S190), returns to the process of step S150, and sets the control power storage rate SOCc *. Then, the processing of steps S150 to S190 is repeated until a predetermined termination condition is satisfied, and the control target power storage ratio SOCc * plus the power storage ratio change rate Ks is reset to the control target power storage ratio SOCc *. The temporary charge / discharge required power Pb * is set using the charge ratio SOC of the high-voltage battery 50, the control target charge ratio SOCc *, and the charge / discharge required power setting map stored in the ROM 74, and the temporary charge / discharge required power. A smaller value of Pbtmp and upper limit charging power Pbmax is set as charge / discharge request power Pb *, and storage ratio SOC is input from battery ECU 52. By such processing, the high voltage battery 50 is charged with a power within the range of the upper limit charge / discharge power Pbmax, so that the storage ratio SOC can be changed toward the target storage ratio SOC *. At this time, since the storage rate SOC can be changed by the amount of change based on the storage rate change rate Ks set using the target charging time tc * input by the user, the storage rate immediately after the SOC recovery instruction switch 90 is turned on. Compared to the case where the SOC is close to the target power storage ratio SOC *, the power storage ratio SOC can be set to the target power storage ratio SOC * at the target charging time tc * or the target charging time tc * input by the user. The power storage rate SOC can be set to the target power storage rate SOC * at a timing closer to the timing.

  Next, the estimated required time display process executed in step S120 will be described. FIG. 5 is a flowchart illustrating an example of the estimated required time display process. In the charging end estimated time display process, charging / discharging is required at the high voltage battery 50 per unit time in order to change the current storage rate SOC to the target storage rate SOC * at the target charging time tc * using the following equation (1). Is set as the temporary average charge / discharge power Pbavtmp (step S200), and the smaller one of the temporary average charge / discharge power Pbavtmp and the upper limit charge power Pbmax used in the process of step S170 is set as the average charge / discharge power Pbav. Set (step S210). In Expression (1), “Kw” is a conversion coefficient for converting the storage ratio SOC of the high-voltage battery 50 into electric power.

Pbavtmp = Kw ・ (SOC * -SOC) / tc (1)

  If the average charge / discharge power Pbav is set in this way, the target charge time tc *, the average charge / discharge power Pbav, the temporary average charge / discharge power Pbavtmp, and the average running power of the vehicle when charging the high voltage battery 50 are obtained. Using the predicted travel power Pdav, the storage rate SOC is calculated as the target storage rate SOC * when the vehicle travels at the predicted travel power Pdav after the SOC recovery instruction switch 90 is turned on, according to the following equation (2). The estimated required time tend that is estimated as the required time to reach is calculated (step S220), and image information is output to the touch panel 98 so that the estimated required time tend is displayed on the touch panel 98 (step S230). Exit. FIG. 6 shows an example of how the estimated required time tend is displayed on the touch panel 98. Here, as the predicted traveling power Pav, an average value of the traveling required power Pdrv * based on the accelerator opening Acc and the vehicle speed V in one trip from when the ignition switch 80 is turned on to when it is turned off is used. Since the high voltage battery 50 can only be charged up to the upper limit charge / discharge power Pbmax, the actual time required from when the SOC recovery instruction switch 90 is turned on to when the storage rate SOC reaches the target storage rate SOC * is determined by the user. There is a case where it deviates from the inputted target charging time tc *. When such a deviation occurs, the user may feel uncomfortable because the charging of the high voltage battery 50 does not end despite the elapse of the target charging time tc * input by the user, but the estimated required time tend is calculated. By displaying on the touch panel 98, it is possible to notify the user that there is a deviation between the target charging time tc * input by the user and the time when the charging of the high voltage battery 50 actually ends, and the user feels uncomfortable. Giving can be suppressed. Further, when calculating the estimated required time tend, the average value of the travel required power Pdrv * in one trip from when the ignition switch 80 was turned on to when it was turned off is used. Thus, the estimated required time tend can be calculated more accurately.

tend = tc * + (Pbavtmp-Pbav) ・ tc * / (Pdav + Pbav) (2)

  In the hybrid vehicle 20 of the embodiment described above, when the SOC recovery instruction switch 90 is turned on, the power storage rate SOC when the target charging time tc * input by the user has elapsed since the SOC recovery instruction switch 90 was turned on. The user desires by controlling the engine 22 and the motors MG1, MG2 so that the charge / discharge required power Pb * set within the range of the upper limit power Pbmax is output from the engine 22 so that becomes the target power storage ratio SOC *. Depending on the timing, the storage ratio SOC of the high-voltage battery 50 can be set to the target storage ratio SOC *.

  Further, by calculating the estimated required time tend using the target charging time tc *, the average charging / discharging power Pbav, the temporary average charging / discharging power Pbavtmp, and the expected traveling power Pdav and displaying the estimated required time tend on the touch panel 98, the target input by the user It is possible to make the user visually recognize that there is a deviation between the charging time tc * and the time when the charging of the high voltage battery 50 actually ends, and to suppress the user from feeling uncomfortable due to such a deviation. it can.

  In the hybrid vehicle 20 of the embodiment, the average value of the required travel power Pdrv * based on the accelerator opening Acc and the vehicle speed V in one trip from when the ignition switch 80 is turned on to when it is turned off is used as the predicted travel power Pav. In a vehicle equipped with a navigation system that performs route guidance, the road condition from the point where the SOC recovery instruction switch 90 is turned on to the destination (for example, the gradient of the road surface, whether the road is relatively It is also possible to calculate the predicted traveling power Pav from the suburbs or the like) and the traveling distance.

  In the hybrid vehicle 20 of the embodiment, the estimated required time tend is calculated using the target charging time tc *, the average charging / discharging power Pbav, the temporary average charging / discharging power Pbavtmp, and the predicted traveling power Pdav in the process of step S220. However, the relationship between the target power storage rate SOC *, the target charging time tc, the power storage rate SOC, and the estimated required time tend that is input by the user is obtained in advance through experiments and analysis, and the target power storage rate SOC * and the target charging time. The estimated required time tend may be derived from the relationship obtained when tc and the storage ratio SOC are given.

  In the hybrid vehicle 20 of the embodiment, the storage rate change rate Ks set by using the target storage rate SOC * and the target charging time tc * input by the user in the processing of steps S110 to S140 in FIG. It is assumed that the processing after step S150 is executed, but the user inputs the storage ratio change rate Ks instead of the target storage ratio SOC * and the target charging time tc *, and uses the input storage ratio change rate Ks. It is good also as what performs the process after step S150.

  In the hybrid vehicle 20 of the embodiment, the estimated required time tend is displayed on the touch panel 98, but is not limited to that displayed on the touch panel 98, and is notified to the user by voice from a speaker (not shown). It is good.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 7, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 7) different from the connected axle (the axle to which the drive wheels 38a and 38b are 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 described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b have a part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the drive 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 modified example of FIG. 9, a so-called series-type hybrid vehicle including a motor MG2 that outputs driving power and a motor MG1 that generates electric power by the power from the engine 22 may be used. I do not care. In addition, a motor is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via a continuously variable transmission, and the engine 22 is connected to the rotation shaft of the motor via a clutch. A hybrid vehicle that outputs to the drive shaft via the rotary shaft and the continuously variable transmission and outputs the power from the motor to the drive shaft via the continuously variable transmission may be used. Furthermore, it is limited to what is applied to what is called a plug-in hybrid vehicle provided with the charger 60 which has the DC / DC converter and AC / DC converter for charging the battery by converting the alternating current power from such an external power source into direct current power Instead, as illustrated in the hybrid vehicle 420 of the modified example of FIG. 10, the engine 22 and the motor MG1 connected to the planetary gear 30 and the motor MG2 capable of inputting and outputting power to the drive shaft 36 are provided. The present invention may be applied to the hybrid vehicle 420.

  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, when the engine 22 corresponds to “engine”, the motor MG1 and the motor MG2 correspond to “motor”, the high voltage battery 50 corresponds to “battery”, and the SOC recovery instruction switch 90 is turned on, Charge / discharge required power Pb * within the range of the upper limit power Pbmax so that the storage ratio SOC becomes the target storage ratio SOC * when the target charging time tc * input by the user has elapsed since the SOC recovery instruction switch 90 was turned on. 2 is controlled, and the engine 22 and the motors MG1 and MG2 are controlled so that the sum of the set charge / discharge required power Pb * and the travel required power Pdrv * is output from the engine 22. The HVECU 70, the engine ECU 24, and the motor ECU 40 that execute the processing to correspond to “control means”. .

  Here, the “engine” is not limited to one that outputs power using hydrocarbon fuel such as gasoline or light oil, but any type that can output driving power such as a hydrogen engine. It may be an engine. The “motor” is not limited to the motor MG1 or the motor MG2 configured as a synchronous generator motor, but may be any type of electric motor that generates power using power from the engine, such as an induction motor. It doesn't matter. The “battery” is not limited to the high voltage battery 50 as a secondary battery, and any battery that exchanges electric power with the motor may be used. The “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the upper limit power Pbmax is set such that the storage ratio SOC becomes the target storage ratio SOC * when the target charging time tc * input by the user has elapsed after the SOC recovery instruction switch 90 is turned on. The charge / discharge required power Pb * is set within the range, and the engine 22 and the motors MG1, MG2 are controlled so that the sum of the set charge / discharge required power Pb * and the travel required power Pdrv * is output from the engine 22. However, when the instruction for promoting the charging of the battery is instructed, and the instruction for the increase rate of the battery charge amount is given, the engine and the engine are configured to increase the battery charge amount at the indicated increase speed. Any device that controls the motor may be used.

  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 is applicable to the hybrid vehicle manufacturing industry and the like.

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 High voltage battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Electronic control unit for battery ( Battery ECU), 54a High voltage system power line, 54b Low voltage system power line, 56 System main relay, 57 DC / DC converter, 58 Low voltage battery, 59 Auxiliary equipment, 60 Charger, 62 Relay, 64 DC / DC converter, 66 AC / DC converter, 68 power plug, 69 connection detection sensor, 70 hybrid electronic control unit (HVECU), 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 SOC recovery instruction switch, 94 outlet, 96 DC / AC converter, 98 touch panel, 230 to rotor motor, 232 inner Rotor, 234 Outer rotor, MG1, MG2 motor.

Claims (5)

A hybrid vehicle comprising an engine, a motor that generates electric power using power from the engine, and a battery that exchanges electric power with the motor,
When an instruction to increase the amount of charge of the battery is instructed when promotion of charging of the battery is instructed, the engine and the motor are controlled so that the amount of charge of the battery increases at the instructed increase speed. A hybrid vehicle comprising a control means. The hybrid vehicle according to claim 1,
The rate of increase in the amount of electricity stored in the battery is instructed by instructing the time required for charging to reach the target amount of electricity stored,
The increase speed is a speed at which the charged amount becomes the target charged amount after the time required for charging has elapsed after the charge promotion is instructed. The hybrid vehicle according to claim 2,
The motor generates power with power from the engine,
When the control unit is instructed to promote the charging of the battery, the charging request power required for charging the battery to make the charged amount equal to the target charged amount is the power allowed for charging the battery. The hybrid vehicle is a means for controlling the engine so that the sum of the power limited by the upper limit charging power that is the upper limit value of the power and the required travel power is output from the engine. A hybrid vehicle according to claim 2 or 3,
Provided with an informing means for informing information,
When the control unit is instructed to promote charging of the battery, the control unit estimates an estimated required time that is an estimated value of the required time from when the instruction to promote charging is made until the amount of stored electricity reaches the target amount of stored power. A hybrid vehicle which is means for controlling the notification means so as to be notified by the notification means. The hybrid vehicle according to claim 4,
The control means includes an estimated travel power that is an estimated value of the required travel power until the battery storage amount reaches the target storage amount, and the battery until the battery storage amount reaches the target storage amount. A hybrid vehicle, which is a means for calculating the estimated required time by using an average charge power that is an average value of power to be charged limited by the upper limit charge power and the input required charge time.

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