JP2017024632A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress deterioration in fuel economy due to operation of an internal combustion engine performed in order to heat a cooling medium.SOLUTION: A vehicle control device 18 comprises: creating means 184 that creates a travelling plan including a target speed v for a first period of time during which a vehicle arrives at a desired spot; first control means 185 that controls the vehicle so that the vehicle automatically travel based on the travelling plan; predicting means 186 that predicts whether or not the internal combustion engine operates in order to heat a cooling medium in a second period of time during which the target speed falls below a predetermined speed; and second control means 187 that, when predicting that the internal combustion engine will operate in the second period of time, adjusts a first calorie which is transmitted to the cooling medium in a third period of time which precedes start of the second period of time, so that the first calorie is higher than a first reference calorie which should have been transmitted to the cooling medium in the third period of time under a situation where the first calorie is not adjusted.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle including, for example, an internal combustion engine and a cooling device that supplies a cooling medium to the internal combustion engine.

  A control device that controls a vehicle that supplies a cooling medium to an internal combustion engine and that prohibits the stop of the internal combustion engine when the temperature of the cooling medium is lower than a predetermined threshold is known (for example, Patent Document 1). reference). Thereby, it is prevented that the temperature of a cooling medium falls too much.

  On the other hand, there is also known a vehicle control device that generates a target speed pattern indicating a target speed of a vehicle in a process until the vehicle reaches a desired point, and automatically controls driving of the vehicle based on the target speed pattern. Yes. For example, Patent Document 2 discloses a vehicle control device that controls a vehicle including a regenerative rotating electrical machine and a battery, generates a target speed pattern, and when the SOC of the battery is a predetermined value or less, an acceleration section Describes a vehicle control device that performs acceleration larger than the acceleration specified by the target speed pattern and regenerates the target speed pattern that performs deceleration by regeneration in the deceleration zone. For example, Patent Document 3 discloses a vehicle control device that controls a vehicle including an internal combustion engine and a rotating electrical machine, generates a target speed pattern, and in the acceleration section, the thermal efficiency of the internal combustion engine according to the speed at the time of acceleration. And the vehicle control apparatus which produces | generates the acceleration pattern which gives priority to either of the minimization of the loss in the energy conversion of a rotary electric machine is described.

  Other prior art documents related to the present invention include Patent Documents 4 to 5. Patent Document 4 discloses a control device that controls battery charging using ping-pong control so that SOC (State Of Charge) is between an upper limit value and a lower limit value. A control device for increasing the upper limit value is described. Patent Document 5 describes a control device that determines whether or not to issue a warning to a notification candidate based on the risk of collision between a notification candidate located around the vehicle and the vehicle.

JP 2011-099369 A JP 2009-286185 A JP 2009-292424 A JP 2000-134719 A JP 2011-150578 A

  During the period when the vehicle is stopped, the internal combustion engine may stop to improve fuel consumption. Alternatively, in a hybrid vehicle including an internal combustion engine and a rotating electrical machine, the internal combustion engine may stop during a period when the vehicle speed is relatively low. As a result, operation of the internal combustion engine at an operating point with poor thermal efficiency is avoided. For this reason, fuel consumption improves. However, the control device described in Patent Document 1 prohibits the stop of the internal combustion engine when the temperature of the cooling medium is below a predetermined threshold even during a period in which the internal combustion engine is desired to be stopped in order to improve fuel efficiency. Resulting in. As a result, the internal combustion engine is used to heat the cooling medium (that is, to prevent an excessive decrease in the temperature of the cooling medium) even during a period during which the internal combustion engine can be stopped to improve fuel efficiency. Will work. For this reason, compared with the case where an internal combustion engine stops, a fuel consumption may deteriorate.

  Examples of problems to be solved by the present invention include the above. An object of the present invention is to provide a vehicle control device capable of suppressing deterioration of fuel consumption caused by an internal combustion engine operating to heat a cooling medium.

<1>
A first vehicle control device that is an aspect of the vehicle control device of the present invention is a vehicle control device that controls a vehicle including an internal combustion engine and a cooling device that supplies a cooling medium to the internal combustion engine, wherein the vehicle Generation means for generating a travel plan including a target speed of the vehicle during a first period until reaching a desired point, and the vehicle is controlled so that the vehicle automatically travels based on the travel plan A second control unit that determines whether or not the internal combustion engine operates to heat the cooling medium during a second period in which the target speed is equal to or lower than a predetermined speed in the first period. A predicting means for predicting before the period starts and a third period before the second period of the first period starts when the internal combustion engine is predicted to operate during the second period. The first amount of heat transferred to the cooling medium is Second control means for adjusting the first amount of heat so as to increase the first amount of heat to be higher than the first reference amount of heat that should have been transferred to the cooling medium during the third period under a condition where the first amount of heat is not adjusted; Prepare.

  According to the first vehicle control device, when the internal combustion engine is predicted to operate during the second period, heating of the cooling medium is promoted before the second period starts. For this reason, the internal combustion engine does not have to operate in order to heat the cooling medium during the second period during which the internal combustion engine can be stopped to improve fuel efficiency. Alternatively, the period during which the internal combustion engine operates to heat the cooling medium in the second period during which the internal combustion engine can be stopped is relatively short in order to improve fuel efficiency. For this reason, the 1st vehicle control device can control deterioration of the fuel consumption resulting from operation of an internal-combustion engine in order to heat a cooling medium.

<2>
In another aspect of the first vehicle control apparatus described above, the second control means may use the second heat amount generated by the internal combustion engine during the third period in a state where the first heat amount is not adjusted. The first heat amount is increased by increasing the second reference heat amount that should have been generated by the internal combustion engine during the three periods.

  According to this aspect, the second control means can suitably increase the first heat amount transmitted to the cooling medium by increasing the second heat amount generated by the internal combustion engine.

<3>
In another aspect of the vehicle control device that increases the first heat amount by increasing the second heat amount, the vehicle further includes a rotating electrical machine that can generate electric power using the output of the internal combustion engine, and the vehicle includes: The output of the internal combustion engine can be used as a driving force for causing the vehicle to travel, and the second control means can: (i) determine the output of the internal combustion engine during the third period based on the travel plan. To increase the reference output required during the third period to drive the vehicle, and (ii) use the increased output of the internal combustion engine to cause the rotating electrical machine to generate power.

  According to this aspect, the second control means can suitably increase the second heat quantity by increasing the output of the internal combustion engine. In addition, the increase in the output of the internal combustion engine is used for power generation of the rotating electrical machine. For this reason, even if the output of the internal combustion engine increases, the driving force of the vehicle does not change unintentionally.

<4>
In another aspect of the vehicle control device that increases the first heat amount by increasing the second heat amount described above, the vehicle further includes a rotating electrical machine whose output can be used as a driving force of the vehicle, Each of the output of the internal combustion engine and the output of the rotating electrical machine can be used as a driving force for driving the vehicle, and the second control means can: (i) the internal combustion engine during the third period. Increasing the output from a reference output required during the third period to drive the vehicle based on the travel plan, and (ii) increasing the output of the internal combustion engine as the vehicle increases The output of the rotating electrical machine that can be used as a driving force is reduced.

  According to this aspect, the second control means can suitably increase the second heat quantity by increasing the output of the internal combustion engine. In addition, the increase in the output of the internal combustion engine is offset by the decrease in the output of the rotating electrical machine. For this reason, even if the output of the internal combustion engine increases, the driving force of the vehicle does not change unintentionally.

<5>
In another aspect of the vehicle control device that increases the first heat amount by increasing the second heat amount described above, the vehicle generates a rotating electrical machine that can generate power using the output of the internal combustion engine, and the rotating electrical machine generates power. A power storage device capable of storing electric power, wherein the vehicle can use each of the output of the internal combustion engine and the output of the rotating electrical machine as a driving force for running the vehicle, and the second control In the case where the power storage device stores a power amount smaller than a first predetermined amount and / or when power that does not exceed an upper limit of power that can be input to the power storage device is input to the power storage device, i) increasing the output of the internal combustion engine during the third period above a reference output required during the third period to drive the vehicle based on the travel plan; and (ii) Increase in output of the internal combustion engine And the second control means is configured such that the power storage device stores the amount of power equal to or greater than the first predetermined amount and / or the power exceeding the upper limit is input to the power storage device. (I) the output of the internal combustion engine during the third period is increased above the reference output, and (ii) the output of the rotating electrical machine increases as the output of the internal combustion engine increases. Decrease.

  According to this aspect, the second control means can suitably increase the second heat quantity by increasing the output of the internal combustion engine. In addition, the second control means can suitably select a method for canceling the increase in the output of the internal combustion engine so as to suppress fluctuations in the driving force of the vehicle according to the state of the power storage device.

  The vehicle may include a single rotating electrical machine that can generate electric power using the output of the internal combustion engine and that can use the output as the driving force of the vehicle. Alternatively, the vehicle may separately include a rotating electrical machine that can generate electric power using the output of the internal combustion engine and a rotating electrical machine that can use the output as a driving force of the vehicle.

<6>
In another aspect of the first vehicle control apparatus described above, the vehicle is different from the internal combustion engine, and further includes a heat source capable of transferring heat to the cooling medium, and the second control means includes ( i) The first heat quantity is adjusted by newly operating the heat source during the third period, or (ii) the third heat quantity transferred from the heat source to the cooling medium during the third period. The first amount of heat is increased by increasing the third reference heat amount that should have been transferred from the heat source to the cooling medium during the third period in a situation where the first heat amount is not generated.

  According to this aspect, the second control unit can appropriately increase the first heat amount transferred to the cooling medium by newly operating the heat source or increasing the third heat amount generated by the heat source.

<7>
In another aspect of the vehicle control device including the heat source described above, the vehicle further includes a power storage device capable of storing electric power, and the heat source uses the electric power stored in the power storage device as the cooling medium. Heat is transmitted to the second control means, the power stored in the power storage device is greater than a second predetermined amount and / or power that does not exceed an upper limit of power that can be output from the power storage device. When output from the power storage device, the first heat quantity is increased by newly operating the heat source during the third period or by increasing the third heat quantity from the third reference heat quantity. The second control unit is configured to perform the third period when the power storage device stores the amount of power equal to or less than the second predetermined amount and / or when power exceeding the upper limit is output from the power storage device. Second generated by the internal combustion engine The amount of the at the increasing than the second reference amount of heat engine was supposed to occur under conditions where the first heat quantity is not adjusted during the third period, increase the first heat.

  According to this aspect, the second control means can suitably select a method for increasing the first heat quantity according to the state of the power storage device.

<8>
In another aspect of the vehicle control apparatus including the heat source described above, the vehicle includes a first rotating electric machine that can generate electric power using the output of the internal combustion engine, and a second rotating electric machine that can generate electric power using the kinetic energy of the vehicle. And a power storage device capable of storing the power generated by each of the first and second rotating electrical machines, wherein the second control means stores in the power storage device due to the power generation of the first rotating electrical machine. When the second power amount stored in the power storage device due to regeneration of the second rotating electrical machine is larger than the generated first power amount, the heat source is newly operated during the third period. Or when the third heat quantity is increased from the third reference heat quantity, the first heat quantity is increased, and the second control means is configured such that the second power quantity is smaller than the first power quantity. Is generated by the internal combustion engine during the third period. The amount of heat, said to increase than the second reference amount of heat the internal combustion engine in the third period was supposed to occur in a situation where the first heat quantity is not adjusted, to increase the first heat.

  According to this aspect, the second control means can suitably select the method for increasing the first heat amount according to the magnitude relationship between the first power amount and the second power amount.

FIG. 1 is a block diagram illustrating an example of a structure of a hybrid vehicle according to the first embodiment. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle of the first embodiment. FIG. 3 is a flowchart showing the flow of the heat amount control operation performed by the hybrid vehicle of the first embodiment. FIG. 4 is a first timing chart showing the target speed, the stored heat amount, the engine output, the power generation amount of the motor generator, and the actual speed of the hybrid vehicle when it is predicted that the engine stop is prohibited during the stop period. It is an example. FIG. 5 is a first timing chart showing the target speed, the stored heat amount, the engine output, the power generation amount of the motor generator, and the actual speed of the hybrid vehicle when it is predicted that the engine stop is prohibited during the stop period. It is an example. FIG. 6 is a second timing chart showing the target speed, the stored heat amount, the engine output, the power generation amount of the motor generator, and the actual speed of the hybrid vehicle when it is predicted that the engine stop is prohibited during the stop period. It is an example. FIG. 7 is a flowchart showing a flow of a modification of the heat quantity control operation performed by the hybrid vehicle of the first embodiment. FIG. 8 shows the target speed, accumulated heat amount, engine output, motor generator power generation, and actual hybrid vehicle speed when it is determined that the SOC is not smaller than the first threshold value or the battery is subjected to the Win limit. It is the 2nd example of the timing chart which shows. FIG. 9 is a block diagram illustrating an example of the structure of the hybrid vehicle of the second embodiment. FIG. 10 is a flowchart showing a flow of heat amount control operation performed by the hybrid vehicle of the second embodiment. FIG. 11 shows the target speed, the accumulated heat amount, the engine output, the heat generation amount of the electric heater, and the actual speed of the hybrid vehicle when it is determined that the SOC is larger than the second threshold and the battery is not subjected to the Wout limit. It is a timing chart FIG. 12 is a flowchart showing a flow of a modification of the heat control operation performed by the hybrid vehicle of the second embodiment.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In the following description, embodiments of the vehicle control device of the present invention will be described using a hybrid vehicle to which an example of the vehicle control device of the present invention is applied.

(1) Hybrid vehicle 1 of the first embodiment
The hybrid vehicle 1 according to the first embodiment will be described with reference to FIGS. 1 to 9.

(1-1) Structure of Hybrid Vehicle 1 First, an example of the structure of the hybrid vehicle 1 according to the first embodiment will be described with reference to FIG. FIG. 1 is a block diagram illustrating an example of the structure of the hybrid vehicle 1 according to the first embodiment.

  As shown in FIG. 1, the vehicle 1 includes a sensor 11, a GPS (Global Positioning System) receiving unit 12, a map DB (DataBase) 13, a navigation system 14, an actuator 15, and an HMI (Human Machine Interface) 16. And a hybrid system 17, an ECU (Electronic Control Unit) 18 that is a specific example of a “vehicle control device”, and a heating device 19.

  The sensor 11 is a detection device that detects information necessary or useful for traveling of the hybrid vehicle 1. The detection result of the sensor 11 is appropriately output to the navigation system 14 and the ECU 18. The sensor 11 includes, for example, an external sensor 111 and an internal sensor 112.

  The external sensor 111 is a detection device that detects an external situation of the hybrid vehicle 1. The external situation may include, for example, an environment around the hybrid vehicle 1 (so-called traveling environment).

  The external sensor 111 includes an environmental temperature sensor 1111. The environmental temperature sensor 1111 is a detection device that detects the temperature of the space in which the hybrid vehicle 1 is located (so-called environmental temperature or air temperature). The environmental temperature sensor 1111 outputs environmental temperature information indicating the detection result of the environmental temperature to the ECU 18.

  The external sensor 111 may further include at least one of a camera, a radar, and a lidar (LIDER: Laser Imaging Detection and Ranging).

  The camera is an imaging device that captures an external situation of the hybrid vehicle 1. The camera is installed, for example, on the back side (inside) of the windshield of the hybrid vehicle 1. The camera outputs imaging information indicating an imaging result (detection result) to the ECU 18. The camera may be a monocular camera. The camera may be a compound eye camera (in other words, a stereo camera) including two imaging units arranged to reproduce binocular parallax. The imaging information output from the stereo camera includes information on the depth direction.

  The radar detects an object (for example, an obstacle, another vehicle, a pedestrian, an animal, etc.) around the hybrid vehicle 1 using radio waves (for example, millimeter waves). The radar detects an object by emitting a radio wave toward the periphery of the hybrid vehicle 1 and detecting the radio wave reflected by the object. The radar outputs first object information indicating an object detection result to the ECU 18. When the ECU 18 performs sensor fusion, the radar may output radio wave information indicating the radio wave detection result to the ECU 18 in addition to or instead of the first object information indicating the object detection result. .

  The rider detects objects around the hybrid vehicle 1 using light. The rider detects the object by emitting light toward the periphery of the hybrid vehicle 1 and detecting the light reflected by the object. The rider outputs second object information indicating the detection result of the object to the ECU 18. When the ECU 18 performs sensor fusion, the rider may output light information indicating the light detection result to the ECU 18 in addition to or instead of the second object information indicating the object detection result. .

  The internal sensor 112 is a detection device that detects the internal state of the hybrid vehicle 1. The internal situation may include, for example, the traveling state of the hybrid vehicle 1. The internal situation may include, for example, operating states of various devices included in the hybrid vehicle 1.

  Internal sensor 112 includes an SOC (State Of Charge) sensor 1121, a water temperature sensor 1122, and a passenger compartment temperature sensor 1123.

  The SOC sensor 1121 is a detection device that detects the SOC of a battery 173 described later. The SOC is a parameter capable of evaluating the total amount of power stored in the battery 173. The SOC is, for example, the ratio of the total amount of power stored in the battery 173 (that is, the total amount of power that can be output from the battery 173) to the upper limit value (that is, the total capacity) of the total amount of power that can be stored in the battery 173. Indicates. The SOC sensor 1121 includes, for example, a current sensor that can detect a battery current flowing through the battery 173. The SOC sensor 1121 can measure the SOC by integrating the detected battery current. The SOC sensor 1121 outputs SOC information indicating the detection result of the SOC to the ECU 18. However, the SOC sensor 1121 may output current information indicating the detection result of the battery current to the EUC 18. In this case, the ECU 18 may calculate the SOC based on the battery current.

  The water temperature sensor 1122 is a detection device that detects the temperature of cooling water (cooling water temperature). The cooling water is a cooling medium supplied to the engine ENG in order to cool the engine ENG described later by the cooling device 176 described later. The water temperature sensor 1122 outputs water temperature information indicating the cooling water temperature as a detection result to the ECU 18.

  The vehicle interior temperature sensor 1123 is a detection device that detects the temperature of the vehicle interior space of the hybrid vehicle 1 (so-called vehicle interior temperature or vehicle interior temperature). The vehicle compartment temperature sensor 1123 outputs vehicle compartment temperature information indicating the detection result of the vehicle compartment temperature to the ECU 18.

  The internal sensor 112 may further include at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor.

  The vehicle speed sensor is a detection device that detects the speed of the hybrid vehicle 1. One example of the vehicle speed sensor is a wheel speed sensor that is installed on the wheel 175 of the hybrid vehicle 1 or the axle 174 that rotates integrally with the wheel 175 and that can detect the rotation speed of the wheel 175. The vehicle speed sensor outputs speed information indicating the speed detection result to the ECU 18.

  The acceleration sensor is a detection device that detects the acceleration of the hybrid vehicle 1. The acceleration sensor may include, for example, a first acceleration sensor that detects the longitudinal acceleration of the hybrid vehicle 1 and a second acceleration sensor that detects the lateral acceleration of the hybrid vehicle 1. The acceleration sensor outputs acceleration information indicating the detection result of acceleration to the ECU 18.

  The yaw rate sensor is a detection device that detects a rotational angular velocity (that is, a yaw rate) around the vertical axis of the center of gravity of the hybrid vehicle 1. An example of the yaw rate sensor is a gyro sensor. The yaw rate sensor outputs yaw rate information, which is a yaw rate detection result, to the ECU 18.

  The GPS receiver 12 measures the position of the hybrid vehicle 1 (for example, the latitude and longitude of the hybrid vehicle 1 and hereinafter referred to as “vehicle position” as appropriate) by receiving GPS signals from three or more GPS satellites. To do. The GPS receiving unit 12 outputs vehicle position information indicating the measured vehicle position to the navigation system 14 and the ECU 18. The hybrid vehicle 1 may include a measuring device that can measure the vehicle position in addition to or instead of the GPS receiving unit 12. Furthermore, in order to collate the detection result of the sensor 11 with map information to be described later, the hybrid vehicle 1 preferably includes a measuring device that measures the orientation of the hybrid vehicle 1.

  The map DB 13 is a database that stores map information indicating a map. The map DB 13 is constructed in a recording medium (for example, HDD (Hard Disk Drive)) mounted on the hybrid vehicle 1. The map information includes, for example, road position information indicating the positions of roads, intersections, branch points and signals included in the map, and road shape information indicating the shapes of roads included in the map (for example, curves and straight lines). Information indicating the type, information indicating the curvature of the curve, and the like). The map information may further include building position information indicating the position of a shielding structure such as a building or a wall. The map information may further include a detection result of the external sensor 111 in order to cause the ECU 18 to execute SLAM (Simultaneous Localization And Mapping) technology. The map DB 13 may be built in an external server that can communicate with the hybrid vehicle 1. In this case, the ECU 18 preferably downloads at least a part of the map DB 13 from an external server as necessary.

  The navigation system 14 provides guidance to the passenger so as to reach the destination set by the passenger of the hybrid vehicle 1. The navigation system 14 uses the current position of the hybrid vehicle 1 (or a predetermined departure position set by the passenger) based on the vehicle position information that is the measurement result of the GPS receiver 12 and the map information stored in the map DB 13. A target route indicating a route on which the hybrid vehicle 1 should travel before reaching the ground is calculated. The navigation system 14 may calculate a target route that can identify a lane in which the hybrid vehicle 1 preferably travels in a travel section in which multiple lanes exist. The navigation system 14 notifies the passenger of the target route using a display on a display (not shown) and a sound output from a speaker (not shown). Further, the navigation system 14 outputs target route information indicating the target route to the ECU 18. The navigation system 14 may be mounted on an external server in addition to or instead of being mounted on the hybrid vehicle 1. In this case, the ECU 18 preferably transmits the vehicle position information to an external server and receives target route information transmitted from the external server as necessary.

  The actuator 15 controls the traveling of the hybrid vehicle 1. The actuator 15 includes a throttle actuator 151. The throttle actuator 151 controls the amount of air supplied to an engine ENG described later under the control of the ECU 18. As a result, the throttle actuator 151 can control the output of the engine ENG. That is, the throttle actuator 151 can control the driving force of the hybrid vehicle 1.

  The actuator 15 may further include a brake actuator and a steering actuator. The brake actuator controls the hydraulic brake force applied to the wheel 175 by a hydraulic brake system (not shown) included in the hybrid vehicle 1 under the control of the ECU 18. That is, the brake actuator can control the deceleration of the hybrid vehicle 1. The steering actuator controls the operation of an assist motor that controls steering torque in an electric power steering system (not shown) provided in the hybrid vehicle 1 under the control of the ECU 18. As a result, the steering actuator can control the steering force and the steering direction of the hybrid vehicle 1.

  The HMI 16 is an interface for inputting and outputting information between the passenger of the hybrid vehicle 1 and the hybrid vehicle 1. The HMI 16 may include a display capable of displaying an image to be presented to the passenger, for example. The HMI 16 may include, for example, a speaker that can output sound to be presented to the passenger. The HMI 16 may include, for example, an operation device (for example, an operation button or a touch panel) that can be operated by a passenger. The HMI 16 may input and output information between the passenger and the hybrid vehicle 1 using a portable information terminal connected to the hybrid vehicle 1 wirelessly.

  The hybrid system 17 is a power train of the hybrid vehicle 1 that generates the driving force of the hybrid vehicle 1 under the control of the ECU 18. The hybrid system 17 includes an engine ENG which is a specific example of “internal combustion engine”, a motor generator MG1 which is a specific example of “rotating electric machine” and “first rotating electric machine”, “rotating electric machine” and “first electric machine”. A motor generator MG2 that is a specific example of each “two-rotating electric machine”, a power split mechanism 171, an inverter 172, and a battery 173 that is a specific example of “power storage device”.

  The engine ENG operates by burning fuel such as gasoline or light oil. The engine ENG functions as a main driving source that supplies the driving force of the hybrid vehicle 1. In addition, engine ENG functions as a drive source for rotating (in other words, driving) the rotation shaft of motor generator MG1.

  Motor generator MG1 functions as a generator for charging battery 173. When motor generator MG1 functions as a generator, the rotation shaft of motor generator MG1 is rotated by the power of engine ENG. However, motor generator MG1 may function as an electric motor that supplies the driving force of hybrid vehicle 1 by operating using electric power stored in battery 173.

  Motor generator MG2 functions as an electric motor that supplies the driving force of hybrid vehicle 1 by operating using the electric power stored in battery 173.

  Motor generator MG2 further functions as a generator for charging battery 173. In this case, the rotation shaft of motor generator MG2 is rotated by the power transmitted to motor generator MG2 from axle 174 connected to wheels 175 (that is, the kinetic energy of hybrid vehicle 1). Therefore, motor generator MG2 performs a regenerative operation for converting kinetic energy of hybrid vehicle 1 into electric power energy. As a result, motor generator MG2 can generate electric power through a regenerative operation. In addition, when the motor generator MG2 is performing a regenerative operation, the axle 174 is provided with a brake torque resulting from the regenerative operation (hereinafter referred to as “regenerative torque” as appropriate). As a result, a regenerative braking force that acts to decelerate the hybrid vehicle 1 is applied to the hybrid vehicle 1.

  The power split mechanism 171 is a planetary gear mechanism including a sun gear, a planetary carrier, a pinion gear, and a ring gear (not shown). The rotation shaft of the sun gear is connected to the rotation shaft of motor generator MG1. The rotation shaft of the ring gear is connected to the rotation shaft of motor generator MG2. The rotating shaft of the planetary carrier located between the sun gear and the ring gear is connected to the rotating shaft (that is, the crankshaft) of the engine ENG. The rotation of the engine ENG is transmitted to the sun gear and the ring gear by the planetary carrier and the pinion gear. That is, the power of the engine ENG is divided into two systems. The rotating shaft of the ring gear is connected to the axle 174. The driving force generated by the hybrid system 17 is transmitted to the wheel 175 via the axle 174.

  Inverter 172 converts the DC power extracted from battery 173 into AC power and supplies it to motor generators MG1 and MG2. Further, inverter 172 converts the AC power generated by motor generators MG1 and MG2 into DC power and supplies it to battery 173.

  Battery 173 is a power supply source that supplies electric power for operating motor generators MG1 and MG2 to motor generators MG1 and MG2. Battery 173 is a storage battery that can be charged using electric power generated by motor generators MG1 and MG2. However, any capacitor may be used in addition to or instead of the battery 173.

  The axle 174 is a transmission shaft for transmitting the power output from the engine ENG and the motor generator MG2 to the wheels 175. The wheels 175 are means for transmitting the power transmitted through the axle 174 to the road surface as the driving force of the hybrid vehicle 1.

  The hybrid system 17 further includes a cooling device 176. Cooling device 176 cools engine ENG. Specifically, the cooling device 176 includes, for example, a water pump and a cooling water channel. The water pump circulates cooling water for cooling the engine ENG in the cooling water passage. A part of the cooling water channel passes through a water jacket in the engine ENG. As a result, heat exchange is performed between the engine ENG and the cooling water. For this reason, the engine ENG is cooled and the cooling water is heated.

  The cooling device 176 further includes a heater core. A part of the cooling water channel passes through the heater core. The heater core recovers heat of the cooling water by exchanging heat between the cooling water passing through the heater core and the air. Air heated by the heat collected by the heater core is used by the heating device 19. The heating device 19 performs heating and the like (for example, a heater, a defroster, and deice) using air heated by the heat collected by the heater core.

  The ECU 18 is an electronic control unit configured to be able to control the entire operation of the hybrid vehicle 1. Particularly in the present embodiment, the ECU 18 performs an automatic traveling operation for automatically traveling the hybrid vehicle 1.

  In order to mainly execute an automatic traveling operation, the ECU 18 includes a vehicle position recognition unit 181, an external situation recognition unit 182, and an internal situation recognition unit as logical processing blocks or physical processing circuits realized therein. 183, a travel plan generation unit 184 that is a specific example of “generation means”, and a travel control unit 185 that is a specific example of “first control means”.

  The vehicle position recognition unit 181 recognizes the vehicle position (particularly, the vehicle position on the map) based on the vehicle position information that is the measurement result of the GPS reception unit 12 and the map information stored in the map DB 13. The vehicle position recognition unit 181 may recognize the vehicle position by acquiring the vehicle position used by the navigation system 14 from the navigation system 14. When the position of the hybrid vehicle 1 is measured by a sensor installed on a road or the like, the vehicle position recognition unit 181 may recognize the vehicle position by communicating with the sensor. The vehicle position recognizing unit 181 corrects the vehicle position information that is the measurement result of the GPS receiving unit 12 so as to supplement the measurement accuracy of the vehicle position by collating the detection result of the external sensor 111 with the map information. Also good.

  The external situation recognition unit 182 recognizes the external situation of the hybrid vehicle 1 based on the detection result of the external sensor 111. The external situation includes, for example, an environmental temperature. The external situation may include at least one of the position of the white line of the traveling lane with respect to the hybrid vehicle 1 and the position of the center of the traveling lane with respect to the hybrid vehicle 1, for example. The external situation is referred to, for example, to estimate the road width and road shape (for example, the curvature of the driving lane and how far the external sensor 111 can detect the external situation at a position away from the hybrid vehicle 1). At least one of a traveling lane gradient and swell, etc.). The external situation may include the situation of objects around the hybrid vehicle 1. The situation of the objects around the hybrid vehicle 1 includes the presence / absence of the movement of the object, the relative position of the object with respect to the hybrid vehicle 1, the relative distance (relative distance) between the hybrid vehicle 1 and the object, At least one of the relative moving direction of the object and the relative speed (relative speed) of the object with respect to the hybrid vehicle 1 may be included.

  The internal situation recognition unit 183 recognizes the internal situation of the hybrid vehicle 1 based on the detection result of the internal sensor 112. The internal situation includes, for example, SOC, cooling water temperature, and passenger compartment temperature. The internal situation may include at least one of the speed of the hybrid vehicle 1, the acceleration of the hybrid vehicle 1, and the yaw rate of the hybrid vehicle 1, for example.

  The travel plan generation unit 184 is based on the target route calculated by the navigation system 14, the vehicle position recognized by the vehicle position recognition unit 181, the external situation recognized by the external situation recognition unit 182, and the internal situation recognized by the internal situation recognition unit 183. Thus, the target course of the hybrid vehicle 1 is generated. The target course indicates a locus on which the hybrid vehicle 1 should travel on the target route. The travel plan generation unit 184 generates a target route so that the hybrid vehicle 1 travels appropriately on the target route while taking into account criteria such as safety, legal compliance, and travel efficiency. The travel plan generation unit 184 generates a target route so as to avoid contact with an object based on the situation of the object around the hybrid vehicle 1.

  The target route referred to here is a road running in the driving support device described in Japanese Patent No. 5382218 (Pamphlet of International Publication No. 2011/158347) or the automatic driving device described in Japanese Patent Application Laid-Open No. 2011-162132. Route is included. The road driving route is a driving route indicating a route that is automatically generated based on an external situation, map information, or the like when a destination is not explicitly specified by a passenger.

  The travel plan generation unit 184 generates a travel plan according to the generated target course. Specifically, the travel plan generation unit 184 generates a travel plan for causing the hybrid vehicle 1 to travel along the target route based on the external situation of the hybrid vehicle 1 and the map information. The travel plan generation unit 184 includes, for example, the coordinate coordinates (p) including the target position p of the hybrid vehicle 1 in the coordinate system fixed with respect to the hybrid vehicle 1 and the target speed v of the hybrid vehicle 1 at each target position p. , V) is generated. Here, the target position p is the position of the x coordinate and the y coordinate in the coordinate system fixed with respect to the hybrid vehicle 1 or information equivalent to the position.

  The travel plan may include any information as long as the behavior of the hybrid vehicle 1 (in other words, the travel mode) can be specified. For example, the travel plan may include a target time t at which the hybrid vehicle 1 should reach each target position p in addition to or instead of the target speed v. The travel plan may include a target time t and a target direction (or traveling direction) of the hybrid vehicle 1 at the time of the target time t in addition to or instead of the target speed v. It can be said that the target time t indirectly indicates the target speed v in that it can be converted into the target speed v using the target position p.

  Normally, it is sufficient for the travel plan to specify the behavior of the hybrid vehicle 1 during the period from the current time to the future several seconds ahead. That is, if the travel plan specifies the behavior of the hybrid vehicle 1 during a period from the current vehicle position to a predetermined point where the hybrid vehicle 1 is estimated to be located at a future time point several seconds ahead. It is enough. However, when the hybrid vehicle 1 travels in a specific travel pattern (for example, when the hybrid vehicle 1 turns right or crosses the intersection), the travel plan is for the future several tens of seconds ahead from the current time. It is preferable to specify the behavior of the hybrid vehicle 1 during the period. Therefore, the number of coordination coordinates (p, v) included in the travel plan and the interval between the two coordination coordinates (p, v) (or the interval between the two target positions p) may be variable. preferable.

  The travel plan includes a speed pattern that specifies the transition of the target speed v of the hybrid vehicle 1 during the period in which the hybrid vehicle 1 travels on the target route along the target route. The speed pattern includes, for example, a target position p set at a predetermined interval (for example, 1 meter interval) on the target route, a target speed v when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 A plurality of coordinate coordinates (p, v, t) including the target time t at which the target position p should be reached may be included.

  The travel plan may include an acceleration pattern that identifies the transition of the target acceleration a of the hybrid vehicle 1 during the period in which the hybrid vehicle 1 travels on the target route along the target route. The acceleration pattern includes, for example, a target position p set at a predetermined interval on the target path, a target acceleration a when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 should reach the target position p. A plurality of coordination coordinates (p, a, t) including the target time t may be included.

  The travel plan includes a steering pattern that specifies the transition of the target value (target steering torque Ttg) of the steering torque to be applied by the electric power steering system during the period in which the hybrid vehicle 1 travels on the target route along the target route. You may go out. The steering pattern includes, for example, a target position p set at a predetermined interval on the target path, a target steering torque Ttg when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 reaches the target position p. A plurality of coordination coordinates (p, Ttg, t) including the target time t should be included.

  The travel plan generation unit 184 may approximate a curve connecting a plurality of coordination coordinates using a spline function or the like, and may generate a travel plan including parameters that can identify the curve. The travel plan generation unit 184 may generate the travel plan so that the travel time (specifically, the time required for the hybrid vehicle 1 to reach the destination) is minimized. As a specific generation method of the travel plan, a known generation method can be adopted as long as a travel plan that can identify the behavior of the hybrid vehicle 1 can be generated.

  The travel control unit 185 controls the hybrid vehicle 1 based on the travel plan generated by the travel plan generation unit 184 so that the hybrid vehicle 1 travels automatically.

  For example, the travel control unit 185 controls the actuator 15 so that the hybrid vehicle 1 automatically travels based on the travel plan. For example, the travel control unit 185 controls the hybrid system 17 so that the hybrid vehicle 1 automatically travels based on the travel plan. Specifically, for example, the traveling control unit 185 controls the engine ENG and the motor generators MG1 and MG2 to control the hybrid vehicle 1 when the hybrid vehicle 1 accelerates based on the traveling plan or travels normally. You may make it run automatically. For example, when the hybrid vehicle 1 decelerates based on the travel plan, the traveling control unit 185 may decelerate the hybrid vehicle 1 by controlling the motor generator MG2 so as to apply the regenerative braking force. For example, when the hybrid vehicle 1 decelerates based on the travel plan, the traveling control unit 185 decelerates the hybrid vehicle 1 by controlling a hydraulic brake system (not shown) so as to apply the hydraulic braking force. You may let them. As a result, the hybrid vehicle 1 automatically travels so as to travel on the target route on the target route based on the travel plan. Specifically, for example, when the travel plan includes the coordinate coordinates (p, v, t), the hybrid vehicle 1 automatically travels so as to pass the target position p at the target speed v at the target time t. To do.

  The ECU 18 executes a heat amount control operation corresponding to an operation assisting the automatic travel operation in parallel with the automatic travel operation described above (that is, an operation for generating the travel plan and controlling the hybrid vehicle 1 based on the travel plan). To do. The amount of heat control operation is based on the amount of heat required by the heating device 19 (hereinafter, the engine ENG does not operate during the stop period when the hybrid vehicle 1 stops based on the travel plan (that is, the target speed v becomes zero). This operation is to control the amount of heat accumulated in the cooling water (hereinafter referred to as “accumulated heat amount” as appropriate) so that the “necessary heat amount” can be recovered from the cooling water.

  In order to mainly perform the heat amount control operation, the ECU 18 includes a state prediction unit 186 that is a specific example of “prediction means” and a heat amount control unit 187 that is a specific example of “second control means”.

  The heat amount prediction unit 186 predicts the accumulated heat amount (specifically, the transition of the accumulated heat amount) during the automatic travel period in which the hybrid vehicle 1 automatically travels based on the travel plan. Specifically, the heat quantity prediction unit 186 includes an external situation (particularly, environmental temperature) detected by the external sensor 111, an internal situation (particularly, cooling water temperature and vehicle compartment temperature) detected by the internal sensor 112, and a travel plan generation unit 184. The accumulated heat amount during the automatic travel period is predicted based on the travel plan and the like generated by.

  Further, the heat amount prediction unit 186 determines whether or not the engine ENG is prohibited from being stopped during the stop period (that is, whether or not the engine ENG needs to be operated) based on the predicted accumulated heat amount.

  When it is predicted that the engine ENG is prohibited from being stopped during the stop period (that is, the engine ENG needs to operate), the heat quantity control unit 187 does not need to operate the engine ENG during the stop period. The amount of stored heat is controlled so that the required amount of heat can be recovered from the cooling water. Specifically, the heat quantity control unit 187 controls the accumulated heat quantity so that the accumulated heat quantity at the start of the stop period increases as compared with the accumulated heat quantity predicted by the heat quantity prediction unit 186. The specific operation of the heat quantity control unit 187 will be described in detail later with reference to FIG.

(1-2) Operation of Hybrid Vehicle 1 of First Embodiment Subsequently , operations performed by the hybrid vehicle 1 of the first embodiment with reference to FIGS. 2 to 7 (particularly, automatic travel operation and heat amount control operation). Will be described. Below, for convenience of explanation, after explaining the automatic travel operation, the heat quantity control operation will be explained.

(1-2-1) with reference to the flow diagram 2 of the automatic traveling operation flow will be described automatic cruise operation the hybrid vehicle 1 is performed in the first embodiment. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle 1 of the first embodiment.

  As shown in FIG. 2, the ECU 18 determines whether or not the occupant requests execution of an automatic traveling operation (step S111). The passenger can use the HMI 16 to request execution of an automatic traveling operation. Therefore, the ECU 18 may determine whether or not the occupant requests execution of the automatic traveling operation by monitoring the operation content of the occupant via the HMI 16.

  As a result of the determination in step S111, when it is determined that the passenger does not request execution of the automatic traveling operation (step S111: No), the ECU 18 ends the automatic traveling operation shown in FIG. Thereafter, the ECU 18 may start the automatic traveling operation shown in FIG. 2 again after the first predetermined period has elapsed.

  On the other hand, as a result of the determination in step S111, when it is determined that the occupant requests execution of the automatic traveling operation (step S111: Yes), the vehicle position recognition unit 181 performs measurement by the GPS reception unit 12. The vehicle position is recognized based on the vehicle position information as a result and the map information stored in the map DB 13 (step S112). Furthermore, the external situation recognition unit 182 recognizes the external situation of the hybrid vehicle 1 based on the detection result of the external sensor 111 (step S112). Furthermore, the internal situation recognition unit 183 recognizes the internal situation of the hybrid vehicle 1 based on the detection result of the internal sensor 112 (step S112).

  Thereafter, the travel plan unit 184 sets the target route calculated by the navigation system 14, the vehicle position recognized by the vehicle position recognition unit 181, the external situation recognized by the external situation recognition unit 182, and the internal situation recognized by the internal situation recognition unit 183. Based on this, a travel plan is generated (step S113).

  Thereafter, the travel control unit 185 controls the hybrid vehicle 1 so that the hybrid vehicle 1 automatically travels based on the travel plan generated by the travel plan generation unit 184 (step S114). As a result, the hybrid vehicle 1 automatically travels on the target route on the target route based on the travel plan. That is, the hybrid vehicle 1 travels on the target route on the target route on the basis of the travel plan without any passenger operation.

  Thereafter, the ECU 18 determines whether or not the occupant requests to stop the automatic traveling operation (step S115). The passenger can use the HMI 16 to request a stop of the automatic driving operation. Therefore, the ECU 18 may determine whether or not the occupant requests to stop the automatic traveling operation by monitoring the operation content of the occupant via the HMI 16.

  As a result of the determination in step S115, when it is determined that the occupant has not requested to stop the automatic travel operation (step S115: No), the ECU 18 starts from step S112 every time the second predetermined period elapses. The operation in step S114 is repeated. Therefore, the hybrid vehicle 1 continues to automatically travel so as to travel on the target route on the target route based on the periodically generated travel plan.

  On the other hand, as a result of the determination in step S115, when it is determined that the occupant requests to stop the automatic traveling operation (step S115: Yes), the ECU 18 ends the automatic traveling operation shown in FIG. . Thereafter, the ECU 18 may start the automatic traveling operation shown in FIG. 2 again after the first predetermined period has elapsed.

  Even when the passenger does not request to stop the automatic traveling operation, the ECU 18 may end the automatic traveling operation shown in FIG. 2 when the hybrid vehicle 1 reaches the destination. In this case, the HMI 16 may notify the passenger that the hybrid vehicle 1 has reached the destination and that the automatic traveling operation is to end.

(1-2-2) Flow of Heat Control Operation Next, a flow of a first example of the heat control operation performed by the hybrid vehicle 1 of the first embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing a flow of a first example of the heat amount control operation performed by the hybrid vehicle 1 of the first embodiment.

  As shown in FIG. 3, the ECU 18 determines whether or not the hybrid vehicle 1 is executing an automatic traveling operation (step S121).

  As a result of the determination in step S121, when it is determined that the hybrid vehicle 1 is not executing the automatic travel operation (step S121: No), the ECU 18 ends the heat quantity control operation shown in FIG. Thereafter, the ECU 18 may start the heat amount control operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the determination in step S121, when it is determined that the hybrid vehicle 1 is executing the automatic traveling operation (step S121: Yes), the heat amount prediction unit 186 and the heat amount control unit 187 generate the travel plan. The travel plan generated by the unit 184 is acquired (step S122). Furthermore, the calorie | heat amount prediction part 186 acquires an external condition (especially environmental temperature) from the external condition recognition part 182 (step S123). Furthermore, the heat quantity prediction unit 186 acquires the internal situation (particularly the cooling water temperature and the passenger compartment temperature) from the internal situation recognition unit 183 (step S123).

  Thereafter, the heat quantity predicting unit 186 acquires a required heat quantity that is the heat quantity required by the heating device 19 (step S124). The required amount of heat typically depends on the heating level requested by the passenger from the heating device 19. The higher the heating level (that is, the stronger the heating required by the passenger), the greater the amount of heat required. The passenger can request the heating level via the HMI 16, for example. For this reason, the calorie | heat amount prediction part 186 may acquire a required calorie | heat amount by monitoring the passenger | crew's operation content via HMI16.

  Thereafter, the heat quantity predicting unit 186 is based on at least one of the travel plan acquired in step S122, the environmental temperature acquired in step S123, the cooling water temperature and the passenger compartment temperature, and the necessary heat quantity acquired in step S124. A stored heat amount (particularly, a transition of the stored heat amount) during the automatic traveling period, which is a specific example of the “first period”, is predicted (step S125). In particular, the heat amount prediction unit 186 predicts the accumulated heat amount during the automatic travel period including the stop period before the stop period described later starts.

  The amount of accumulated heat varies depending on the amount of heat transferred from the engine ENG to the cooling water (hereinafter referred to as “engine heat amount” as appropriate). For example, as the engine heat quantity increases, the accumulated heat quantity is less likely to decrease or more likely to increase. Alternatively, as the engine heat amount increases, the amount of decrease in the stored heat amount decreases or increases. The amount of engine heat that affects the amount of stored heat varies depending on the output of the engine ENG. For example, as the output of the engine ENG increases, the amount of engine heat also increases. Therefore, as the output of the engine ENG increases, the accumulated heat amount is less likely to increase or is likely to increase, or the decrease amount of the accumulated heat amount decreases or increases. The output of the engine ENG that affects the accumulated heat quantity can be predicted from the travel plan. For this reason, the calorie | heat amount prediction part 186 can predict the accumulation | storage heat amount suitably based on a travel plan.

  The amount of stored heat varies depending on the environmental temperature. For example, the higher the environmental temperature, the more easily or less the stored heat amount increases. For example, the higher the environmental temperature, the greater the amount of increase in stored heat or the smaller the amount of decrease. Therefore, the heat quantity prediction unit 186 can appropriately predict the accumulated heat quantity based on the environmental temperature.

  The amount of accumulated heat varies depending on the passenger compartment temperature. For example, the higher the passenger compartment temperature, the smaller the required amount of heat. The smaller the required amount of heat, the smaller the amount of heat that the heater core recovers from the cooling water. The smaller the amount of heat that the heater core recovers from the cooling water, the less the accumulated heat is, or the more likely it is to increase. Alternatively, the smaller the amount of heat collected by the heater core from the cooling water, the smaller the amount of decrease in the accumulated heat amount or the larger the amount of increase. Therefore, the higher the passenger compartment temperature is, the less easily or increases the amount of accumulated heat, or the smaller the amount of accumulated heat, or the larger the amount of increase. Therefore, the heat quantity prediction unit 186 can appropriately predict the accumulated heat quantity based on the passenger compartment temperature.

  The amount of accumulated heat varies depending on the required amount of heat. For example, as the required amount of heat increases, the amount of heat that the heater core recovers from the cooling water increases. The greater the amount of heat that the heater core recovers from the cooling water, the easier or less likely the accumulated heat will decrease. Alternatively, the greater the amount of heat that the heater core recovers from the cooling water, the greater the amount of decrease or the smaller the amount of accumulated heat. Therefore, the larger the required amount of heat, the more easily or less easily the stored heat amount decreases, or the decrease amount of the stored heat amount increases or decreases. Therefore, the heat quantity prediction unit 186 can appropriately predict the accumulated heat quantity based on the necessary heat quantity.

  Typically, the calorific value prediction unit 186 adds the fluctuation amount caused by at least one of the travel plan, the environmental temperature, the passenger compartment temperature, and the necessary heat amount to the current accumulated heat amount, thereby storing the accumulated heat amount. Can be predicted. Note that the heat quantity predicting unit 186 can easily calculate the current accumulated heat quantity based on the cooling water temperature.

  However, the heat quantity prediction unit 186 affects the accumulated heat quantity (or cooling water temperature) in addition to or instead of being based on at least one of the travel plan, the environmental temperature, the passenger compartment temperature, the cooling water temperature, and the required heat quantity. The accumulated heat amount may be predicted based on other factors to be given.

  Thereafter, the heat quantity prediction unit 186 predicts whether or not the engine ENG is prohibited from being stopped during the stop period, which is a specific example of the “second period”, based on the accumulated heat quantity predicted in Step S125 (Step S125). S126). In other words, the heat quantity prediction unit 186 predicts whether or not the engine ENG needs to operate during the stop period (step S126). Note that the heat quantity prediction unit 186 predicts whether or not the engine ENG is prohibited during the stop period before the stop period starts.

  The heat quantity prediction unit 186 predicts whether or not the engine ENG is prohibited during the stop period by predicting whether or not the accumulated heat quantity (that is, the predicted stored heat quantity) is less than the required heat quantity during the stop period. Predict. Specifically, when the stored heat quantity is lower than the required heat quantity, it is necessary to compensate for the shortage of stored heat quantity. The shortage of accumulated heat is realized by heating the cooling water. The cooling water is heated by transferring heat from the engine ENG to the cooling water. For this reason, it is assumed that the engine ENG needs to operate when the accumulated heat amount is lower than the necessary heat amount. Therefore, when it is predicted that the accumulated heat amount is less than the required heat amount during the stop period, the heat amount prediction unit 186 predicts that the stop of the engine ENG is prohibited during the stop period.

  However, the heat amount prediction unit 186 may predict whether or not the engine ENG is prohibited from being stopped during the stop period by other methods. Regardless of which method is used, if it is predicted that the accumulated heat quantity that can satisfy the required heat quantity during the stoppage period cannot be secured, the heat quantity prediction unit 186 stops the engine ENG during the stoppage period. Is expected to be banned.

  As a result of the prediction in step S126, when it is predicted that the engine ENG is stopped during the stop period (step S126: Yes), during the stop period, the shortage of accumulated heat during the stop period is compensated. It is assumed that the engine ENG operates. However, during the stop period, the driving force required by the hybrid vehicle 1 is zero. For this reason, there is no problem even if the engine ENG is stopped during the stop period. Conversely, in order to improve fuel efficiency, it is preferable that engine ENG is stopped during the stop period. For this reason, when the engine ENG is operated during the stop period in order to compensate for the shortage of the accumulated heat amount during the stop period, the fuel consumption is deteriorated as compared with the case where the engine ENG is stopped during the stop period.

  Therefore, in the first embodiment, the heat quantity control unit 187 performs an operation for suppressing deterioration in fuel consumption caused by the operation of the engine ENG during the stop period in order to compensate for the shortage of accumulated heat quantity during the stop period ( Step S127). Specifically, the heat quantity control unit 187 determines the actual stored heat quantity by the heat quantity prediction unit 186 before the start of the stop period so that the stored heat quantity does not fall below the required heat quantity during the stop period. Than to increase. In other words, the heat amount control unit 187 increases the actual stored heat amount so that the actual stored heat amount at the start of the stop period is larger than the stored heat amount predicted by the heat amount predicting unit 186. As a result of the increase in the actual stored heat amount, the stored heat amount does not fall below the required heat amount during the stoppage period. For this reason, the engine ENG does not have to operate during the stop period. Therefore, the deterioration of fuel consumption caused by the operation of the engine ENG during the stop period to compensate for the shortage of accumulated heat during the stop period is suppressed.

  The heat quantity control unit 187 increases the amount of heat transmitted to the cooling water in the non-stop period that is a period before the start of the stop period in the automatic travel period, compared to the case where the operation of step S127 is not performed. , Increase the amount of stored heat. The heat amount control unit 187 may increase the amount of heat transmitted to the cooling water over the entire non-stop period as compared with the case where the operation of step S127 is not performed. Alternatively, the heat amount control unit 187 may increase the amount of heat transmitted to the cooling water over a part of the non-stop period as compared with the case where the operation of step S127 is not performed. Also in the following description, when there is no special description, the “non-stop period” includes both the whole and a part of the non-stop period. The non-stop period is a specific example of “third period”.

  In the first embodiment, the heat quantity control unit 187 increases the accumulated heat quantity by increasing the output of the engine ENG. Specifically, the heat quantity control unit 187 increases the output of the engine ENG from the reference output value during the non-stop period while cooperating with the travel control unit 185 as necessary (step S127). The reference output value indicates an output required for the engine ENG to drive the hybrid vehicle 1 at the target speed v specified by the travel plan acquired in step S122. When the output of the engine ENG increases, the amount of heat generated by the engine ENG also increases compared to the case where the output of the engine ENG does not increase. As the amount of heat generated by the engine ENG increases, the amount of heat transferred from the engine ENG to the cooling water also increases as compared to the case where the amount of heat generated by the engine ENG does not increase. For this reason, the amount of stored heat increases.

  For example, the heat quantity control unit 187 may increase the output of the engine ENG by causing the throttle actuator 151 to control the throttle opening. The heat quantity control unit 187 may increase the output of the engine ENG by controlling at least one of the fuel injection amount and the injection timing from the fuel injection valve installed in the engine ENG. The heat quantity control unit 187 may increase the output of the engine ENG by other methods.

  The heat quantity control unit 187 preferably increases the output of the engine ENG from the reference output value during the non-stop period during which the engine ENG is operating. However, the heat quantity control unit 187 may newly operate the engine ENG during the non-stop period during which the engine ENG is stopped. Also in this case, since the reference output value during the period in which the engine ENG is stopped is zero, the heat quantity control unit 187 increases the output of the engine ENG from the reference output value (that is, zero). I can say that.

  As described above, the heat quantity control unit 187 increases the accumulated heat quantity to such an extent that the accumulated heat quantity does not fall below the required heat quantity even if the engine ENG does not operate during the stop period. The amount of increase in the accumulated heat amount depends on the amount of increase in the output of the engine ENG. Therefore, the heat quantity control unit 187 is configured so that the heat quantity necessary for realizing a state in which the accumulated heat quantity does not fall below the necessary heat quantity even if the engine ENG does not operate during the stop period is transmitted from the engine ENG to the cooling water. Increase the output of engine ENG by an appropriate amount. However, the amount of increase in the stored heat amount also depends on the period during which the output of the engine ENG is increased. Therefore, the heat quantity control unit 187 is configured so that the heat quantity necessary for realizing a state in which the accumulated heat quantity does not fall below the necessary heat quantity even if the engine ENG does not operate during the stop period is transmitted from the engine ENG to the cooling water. You may set appropriately the period which increases the output of engine ENG.

  On the other hand, as described above, the output of engine ENG is used as the driving force of hybrid vehicle 1. For this reason, simply increasing the output of the engine ENG causes the driving force of the hybrid vehicle 1 to be larger than the driving force necessary for traveling at the target speed v. As a result, the hybrid vehicle 1 may not be able to travel at the target speed v. Furthermore, due to the fact that the hybrid vehicle 1 cannot travel at the target speed v, there is a possibility that the travel plan needs to be changed (that is, regenerated) while the hybrid vehicle 1 is traveling. If the hybrid vehicle 1 does not travel at the target speed v, the passenger expecting to travel at the target speed v may feel uncomfortable. Alternatively, a change in the travel plan during the traveling of the hybrid vehicle 1 may also give a sense of discomfort to a passenger who expects a smooth travel at the original target speed v.

  Therefore, in the first embodiment, the heat quantity control unit 187 cooperates with the travel control unit 185 as necessary to increase the output of the engine ENG and use the increase in the output of the engine ENG. The generator MG1 generates power. That is, motor generator MG1 generates electric power using an increase in output of engine ENG that exceeds the reference output value (so-called surplus for driving power of hybrid vehicle 1). For example, if the motor generator MG1 does not generate power using the output of the engine ENG before the output of the engine ENG increases, the motor generator MG1 outputs the output of the engine ENG after the output of the engine ENG increases. Power is generated using the increased amount. Alternatively, for example, when the motor generator MG1 has already generated power using at least a part of the output of the engine ENG before the output of the engine ENG increases, the motor generator MG1 after the output of the engine ENG increases. Generates electric power using an increase in the output of the engine ENG in addition to at least a part of the output of the engine ENG that has already been used for power generation.

  Therefore, the increase in the output of engine ENG is offset (or absorbed) by the power generation of motor generator MG1. As a result, even when the output of the engine ENG increases, the driving force of the hybrid vehicle 1 does not become larger than the driving force necessary for traveling at the target speed v. As a result, even if the output of the engine ENG increases, the hybrid vehicle 1 can continue traveling at the target speed v specified by the generated travel plan. That is, even when the output of the engine ENG increases, the travel plan generation unit 184 does not have to change (that is, regenerate) the travel plan. For this reason, there is little or no sense of incongruity due to the fact that the hybrid vehicle 1 does not travel at the target speed v or due to a change in the travel plan.

  Thereafter, the ECU 18 ends the heat quantity control operation shown in FIG. Thereafter, the ECU 18 may start the heat amount control operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the prediction in step S126, when it is predicted that the stop of the engine ENG is not prohibited during the stop period (step S126: No), during the stop period to compensate for the shortage of the accumulated heat amount during the stop period. The engine ENG will not be activated. For this reason, the calorie | heat amount control part 187 does not need to perform the operation | movement for suppressing the deterioration of the fuel consumption shown to step S127. In this case, the ECU 18 ends the heat quantity control operation shown in FIG. Thereafter, the ECU 18 may start the heat amount control operation shown in FIG. 3 again after the third predetermined period.

  Here, with reference to FIG. 4, the operation in the case where it is predicted that the stop of the engine ENG is prohibited during the stop period will be further described. FIG. 4 shows the target speed v, the stored heat amount, the output of the engine ENG, the power generation amount of the motor generator MG1, and the actual speed of the hybrid vehicle 1 when it is predicted that the stop of the engine ENG is prohibited during the stop period. It is a timing chart.

  As shown in the first graph of FIG. 4, it is assumed that the period from time t41 to time t42 is a stop period in which the target vehicle speed v is zero. Furthermore, as indicated by the dotted line in the second graph of FIG. 4, the accumulated heat amount predicted by the heat amount prediction unit 186 is a period from time t43 to t42 that overlaps a part of the period from time t41 to time t42. It shall be less than the required amount of heat. Here, when the operation for suppressing the deterioration of fuel consumption shown in step S127 is not performed, the accumulated heat amount during the stop period is insufficient as shown by the dotted line in the third graph of FIG. In order to compensate for this, the engine ENG needs to operate during the period from time t43 to t42. That is, it is predicted that the stop of the engine ENG is prohibited during the stop period.

  In the first embodiment, as indicated by a solid line in the third graph of FIG. 4, the engine output during the period from time t44 to time t45 prior to time t41 is a reference output value (see dotted line). Bigger than. As a result, as indicated by the solid line in the second graph of FIG. 4, the actual stored heat amount is the stored heat amount predicted by the heat amount prediction unit 186 (that is, the output of the engine ENG matches the reference output value). In other words, it is larger than the stored heat amount when the output of the engine ENG is not increased. For this reason, in the stop period from time t41 to time t42, the actual accumulated heat quantity does not fall below the required heat quantity. Therefore, as indicated by the solid line in the third graph of FIG. 4, the engine ENG does not have to operate during the stop period from time t41 to time t42.

  Furthermore, during the period from time t44 to time t45, motor generator MG1 generates electric power using the increased output of engine ENG. Therefore, even when the output of the engine ENG increases, the driving force of the hybrid vehicle 1 does not fluctuate. For this reason, the actual speed of the hybrid vehicle 1 coincides with the target speed v as shown in the graph in the fifth row of FIG. That is, the hybrid vehicle 1 can continue to travel at the target speed v.

  As described above, the hybrid vehicle 1 according to the first embodiment increases the output of the engine ENG before the start of the stop period to compensate for the lack of accumulated heat during the stop period. Does not need to be activated. For this reason, the hybrid vehicle 1 of the first embodiment can suppress deterioration in fuel consumption due to the operation of the engine ENG to heat the cooling water (that is, to make up for the shortage of accumulated heat).

  FIG. 4 shows an example in which the accumulated heat quantity increases so that the accumulated heat quantity does not fall below the required heat quantity over the entire stop period. However, the stored heat quantity may be increased so that the stored heat quantity falls below the required heat quantity during a part of the stop period. Specifically, the heat amount control unit 187 has a shorter period in which the actual stored heat amount is less than the required heat amount during the stop period than the period in which the stored heat amount predicted by the heat amount prediction unit 186 is less than the required heat amount during the stop period. As such, the amount of accumulated heat may be increased. For example, in the example shown in FIG. 5, it is assumed that the engine ENG is prohibited from being stopped during the period from time t53 to time t52, which is a part of the stop period from time t51 to time t52. . In this case, the engine output during the period from time t54 to time t55 prior to the stop period becomes larger than the reference output value (see dotted line). As a result, the period during which the engine ENG operates during the stop period is shortened from the period from time t53 to time t52 to the period from time t56 to time t52. As a result, as long as the period during which the engine ENG operates during the stop period is shortened, deterioration of fuel consumption is still suppressed.

  3 and 4 show an example of an operation for increasing the output of the engine ENG when the stop of the engine ENG is prohibited during the stop period. However, it is preferable to stop the engine ENG not only in the stop period but also in a low vehicle speed period (see the first graph in FIG. 6) where the speed of the hybrid vehicle 1 is lower than the predetermined speed. Therefore, the heat quantity control unit 187 predicts whether or not the stop of the engine ENG is prohibited during the low vehicle speed period (step S126 in FIG. 3), and outputs the output of the engine ENG as a reference output before the start of the low vehicle speed period. You may make it increase rather than a value (step S127 of FIG. 3). For example, in the example shown in FIG. 6, it is predicted that the stop of the engine ENG is prohibited during the period from time t63 to time t62, which is a part of the low vehicle speed period from time t61 to time t62. To do. In this case, the engine output during the period from time t64 to time t65 prior to the low vehicle speed period becomes larger than the reference output value (see the dotted line).

  In the low vehicle speed period, the engine ENG has a relatively high possibility of operating at an operating point where the thermal efficiency is not good (or excessively deteriorated). Therefore, the reason why it is preferable to stop the engine ENG during the low vehicle speed period is to improve the fuel efficiency by avoiding the operation of the engine ENG at the operating point where the thermal efficiency is not good. Then, as the “predetermined speed” that defines the low vehicle speed period, the engine ENG operates in a state where the engine ENG needs to operate at an operating point where the thermal efficiency of the engine ENG is not good and an operating point where the thermal efficiency of the engine ENG is good. It is preferable to use a value that can be distinguished from a necessary state.

(1-3) Modification of Heat Control Operation of First Embodiment Next, a modification of the heat control operation performed by the hybrid vehicle 1 of the first embodiment will be described with reference to FIG. FIG. 7 is a flowchart showing a flow of a modification of the heat amount control operation performed by the hybrid vehicle 1 of the first embodiment. In addition, about the same operation | movement as the calorie | heat amount control operation | movement shown in FIG. 3, the detailed description is abbreviate | omitted by attaching | subjecting the same step number.

  As shown in FIG. 7, the heat amount control operation performed by the hybrid vehicle 1 according to the first embodiment includes a heat amount prediction unit 186 that acquires the internal state and the external state, and the heat amount control unit 187 includes the hybrid vehicle. 3 is different from the heat amount control operation shown in FIG. Further, the modification of the heat quantity control operation is different from the heat quantity control operation shown in FIG. 3 in that the operation after it is predicted that the stop of the engine ENG is prohibited during the stop period is different. Other operations of the first modification of the heat control operation performed by the hybrid vehicle 1 of the first embodiment may be the same as other operations of the heat control operation shown in FIG.

  Specifically, the heat quantity control unit 187 acquires the SOC from the internal situation recognition unit 183 (step S131). In step S131, as in step S123, the heat quantity prediction unit 186 acquires the internal situation and the external situation. Thereafter, also in the modified example, the above-described operations from step S124 to step S126 are performed.

  As a result of the determination in step S126, when it is predicted that the stop of the engine ENG is prohibited during the stop period (step S126: Yes), the heat quantity control unit 187 determines that the SOC acquired in step S131 is a predetermined first value. It is determined whether or not the threshold value TH1 is smaller (step S132). The first threshold value TH1 is an index for determining whether or not the battery 173 has a remaining capacity for storing the electric power generated by the motor generator MG1. For this reason, as the first threshold TH1, a state where the remaining power for storing the power generated by the motor generator MG1 remains in the battery 173 and a state where the remaining power for storing the power generated by the motor generator MG1 does not remain in the battery 173. A suitably identifiable value is preferably used. However, an arbitrary value may be used as the first threshold TH1.

  Furthermore, the heat quantity control unit 187 determines whether or not the battery 173 is subjected to the Win restriction (step S133). The Win restriction is a restriction (in other words, prohibition) of input to the battery 173 that exceeds the upper limit value of power that can be input to the battery 173. That is, the Win restriction is a restriction (in other words, prohibition) on charging of the battery 173 with power exceeding the upper limit value of power that can be input to the battery 173.

  As a result of the determination in step S132 and step S133, when it is determined that the SOC is smaller than the first threshold TH1 and the battery 173 is not subjected to the Win restriction (step S132: Yes and step S133: No), the heat quantity control unit 187 increases the output of the engine ENG from the reference output value during the non-stop period (step S127). As a result, the deterioration of fuel consumption caused by the operation of the engine ENG during the stopping period to compensate for the shortage of the accumulated heat amount during the stopping period is suppressed. Further, in this case, it is presumed that there is a surplus power for storing the electric power generated by motor generator MG1 remaining in battery 173 and charging of battery 173 is not restricted. That is, it is estimated that the electric power generated by motor generator MG1 can be input to battery 173. Accordingly, the heat quantity control unit 187 causes the motor generator MG1 to generate power using the increase in the output of the engine ENG (step S127). As a result, the hybrid vehicle 1 can continue traveling at the target speed v specified by the generated travel plan.

  On the other hand, as a result of the determination in step S132 and step S133, when it is determined that the SOC is not smaller than the first threshold TH1 or the battery 173 is subjected to the Win limit (step S132: No, or In step S133: Yes, the heat quantity control unit 187 increases the output of the engine ENG from the reference output value in the non-stop period (step S134). The operation for increasing the output of the engine ENG in step S134 is the same as the operation for increasing the output of the engine ENG in step S127. As a result, the deterioration of fuel consumption caused by the operation of the engine ENG during the stopping period to compensate for the shortage of the accumulated heat amount during the stopping period is suppressed. Further, in this case, it is presumed that there is no remaining power remaining in battery 173 for accumulating the power generated by motor generator MG1 or charging of battery 173 is restricted. That is, it is estimated that the electric power generated by motor generator MG1 cannot be input to battery 173. Therefore, the heat quantity control unit 187 cannot cause the motor generator MG1 to generate power using the increased output of the engine ENG. Therefore, the heat quantity control unit 187 changes the respective share ratios of the outputs of the engine ENG and the motor generator MG2 with respect to the driving force of the hybrid vehicle 1 (step S134). Specifically, the heat quantity control unit 187 decreases the output of the motor generator MG2 from the reference output value by the increase in the output of the engine ENG. The reference output value indicates an output required for the motor generator MG2 to drive the hybrid vehicle 1 at the target speed v specified by the travel plan acquired in step S122. In other words, the heat quantity control unit 187 decreases the output of the motor generator MG2 as the output of the engine ENG increases. That is, the heat quantity control unit 187 changes the sharing ratio of the outputs of the engine ENG and the motor generator MG2 so that the increase in the output of the engine ENG is offset by the decrease in the output of the motor generator MG2. As a result, even if the output of the engine ENG increases, the driving force of the hybrid vehicle 1 does not fluctuate. Therefore, the hybrid vehicle 1 can continue traveling at the target speed v specified by the generated travel plan.

  In addition, it is preferable that the heat quantity control unit 187 increases the output of the engine ENG and decreases the output of the motor generator MG2 during the non-stop period in which the motor generator MG2 is operating.

  Here, the operation when it is determined that the SOC is not smaller than the first threshold value TH1 or the battery 173 is subjected to the Win restriction will be further described with reference to FIG. FIG. 8 shows the target speed v, the stored heat amount, the output of the engine ENG, the output of the motor generator MG2, and the output when the SOC is not smaller than the first threshold TH1 or the battery 173 is subjected to the Win limit. 3 is a timing chart showing an actual speed of the hybrid vehicle 1.

  As shown in the first graph in FIG. 8, it is assumed that the period from time t81 to time t82 is a stop period in which the target vehicle speed v is zero. Furthermore, as indicated by the dotted line in the second graph of FIG. 8, the accumulated heat amount predicted by the heat amount prediction unit 186 is a period from time t83 to t82 that overlaps a part of the period from time t81 to time t82. It shall be less than the required amount of heat. That is, it is predicted that the stop of the engine ENG is prohibited during the stop period.

  In the modified example, as indicated by the solid line in the third graph of FIG. 8, the engine output during the period from time t84 to time t85 prior to time t81 is higher than the reference output value (see dotted line). growing. As a result, as indicated by the solid line in the second graph of FIG. 8, the actual stored heat amount is larger than the stored heat amount predicted by the heat amount prediction unit 186. Therefore, as indicated by the solid line in the third graph of FIG. 8, the engine ENG does not have to operate during the stop period from time t81 to time t82.

  Furthermore, in the period from time t84 to time t85, the output of motor generator MG2 becomes smaller than the standard output value (see dotted line). Therefore, even when the output of the engine ENG increases, the driving force of the hybrid vehicle 1 does not fluctuate. For this reason, the actual speed of the hybrid vehicle 1 matches the target speed v as shown in the graph in the fifth row of FIG. That is, the hybrid vehicle 1 can continue to travel at the target speed v.

  As described above, the hybrid vehicle 1 that executes the modification of the heat quantity control operation can preferably enjoy the same effects as those that can be enjoyed by the hybrid vehicle 1 that executes the heat quantity control operation shown in FIG. . In particular, the hybrid vehicle 1 that executes a modification of the heat quantity control operation receives the hybrid vehicle 1 that executes the heat quantity control operation shown in FIG. 3 even when the electric power generated by the motor generator MG1 cannot be input to the battery 173. Effects similar to possible effects can be suitably enjoyed.

  The heat quantity control unit 187 increases the output of the engine ENG and determines the output of the motor generator MG2 without determining whether the SOC is smaller than the first threshold value TH1 and whether the battery 173 is subjected to the Win limit. May be reduced. That is, the heat quantity control unit 187 may increase the output of the engine ENG and decrease the output of the motor generator MG2 when it is predicted that the stop of the engine ENG is prohibited during the stop period.

  In the above description (FIG. 7), the first condition that the SOC is smaller than the first threshold value TH1 (step S132: Yes) and the second condition that the battery 173 is not subjected to the Win restriction (step S133: No). When both are established, the heat quantity control unit 187 performs the operation of step S127. However, the calorific value control unit 187 performs the operation of step S127 even when one of the first condition and the second condition is satisfied while the other of the first condition and the second condition is not satisfied. May be.

  Similarly, in the above description (FIG. 7), the third condition (step S132: No) that the SOC is not smaller than the first threshold TH1 and the fourth condition (step S133: Yes) that the battery 173 is subjected to the Win restriction. ), The heat quantity control unit 187 performs the operation of step S134. However, the heat quantity control unit 187 may perform the operation of step S134 when both the third condition and the fourth condition are satisfied.

(2) Hybrid vehicle 2 of the second embodiment
Subsequently, the hybrid vehicle 2 of the second embodiment will be described with reference to FIGS. 9 to 12.

(2-1) Structure of Hybrid Vehicle 2 of Second Embodiment First, an example of the structure of the hybrid vehicle 2 of the second embodiment will be described with reference to FIG. FIG. 9 is a block diagram illustrating an example of the structure of the hybrid vehicle 2 according to the second embodiment. In addition, about the same component as the component with which the hybrid vehicle 1 shown in FIG. 1 is provided, the detailed description is abbreviate | omitted by attaching | subjecting the same referential mark.

  As shown in FIG. 9, the hybrid vehicle 2 of the second embodiment further includes an electric heater 177 that can heat the cooling water using the electric power stored in the battery 173 and is a specific example of “heat source”. It differs from the hybrid vehicle 1 of 1st Embodiment in the point provided. Other configuration requirements provided in the hybrid vehicle 2 of the second embodiment may be the same as other configuration requirements provided in the hybrid vehicle 1 of the first embodiment.

(2-2) Operation of Hybrid Vehicle 1 of Second Embodiment Subsequently, an operation performed by the hybrid vehicle 2 of the second embodiment will be described. However, the automatic traveling operation performed by the hybrid vehicle 2 of the second embodiment is the same as the automatic traveling operation performed by the hybrid vehicle 1 of the first embodiment. For this reason, below, the heat quantity control operation | movement which the hybrid vehicle 2 of 2nd Embodiment performs is demonstrated, referring FIG. FIG. 10 is a flowchart showing a flow of heat amount control operation performed by the hybrid vehicle 2 of the second embodiment. In addition, about the same operation | movement as the calorie | heat amount control operation | movement shown in FIG. 3 or FIG. 7, the detailed description is abbreviate | omitted by attaching | subjecting the same step number.

  As shown in FIG. 10, the heat quantity control operation of the second embodiment differs from the heat quantity control operation shown in FIG. 7 in that the operation after the engine ENG is predicted to be prohibited during the stoppage period is different. Is different. Other operations of the heat quantity control operation of the second embodiment may be the same as other operations of the heat quantity control operation shown in FIG.

  Specifically, when it is predicted that stopping of the engine ENG is prohibited during the stop period as a result of the determination in step S126 (step S126: Yes), the heat quantity control unit 187 determines the SOC acquired in step S131. Is greater than a predetermined second threshold TH2 (step S141). The second threshold value TH2 is an index for determining whether or not the remaining capacity for discharging remains in the battery 173. For this reason, it is preferable that the second threshold value TH <b> 2 is a value that can appropriately distinguish between a state in which the remaining power for discharging remains in the battery 173 and a state in which the remaining power for discharging does not remain in the battery 173. Typically, the second threshold TH2 is larger than the first threshold TH1. However, an arbitrary value may be used as the second threshold TH2.

  Furthermore, the calorie | heat amount control part 187 determines whether the battery 173 has received the Wout restriction | limiting (step S142). The Wout restriction is a restriction (in other words, prohibition) of output from the battery 173 that exceeds the upper limit value of power that can be output from the battery 173. That is, the Wout restriction is a restriction (in other words, prohibition) of discharging from the battery 173 that exceeds the upper limit value of the power that can be output from the battery 173.

  As a result of the determination in step S141 and step S142, when it is determined that the SOC is larger than the second threshold TH2 and the battery 173 is not subjected to the Wout restriction (step S141: Yes and step S142: No), the remaining power to be discharged Is remaining in the battery 173 and it is estimated that the discharge of the battery 173 is not limited. That is, it is estimated that the battery 173 can supply power to the electric heater 177. Therefore, in this case, in the non-stop period, the heat quantity control unit 187, instead of increasing the output of the engine ENG, uses the electric power stored in the battery 173 to heat the cooling water 177. Is controlled (step S143). That is, the heat amount control unit 187 increases the accumulated heat amount using the electric heater 177.

  For example, when the electric heater 177 is not heating the cooling water when it is determined that the SOC is greater than the second threshold TH2 and the battery 173 is not subject to the Wout restriction, the heat quantity control unit 187 The electric heater 177 is controlled so as to newly start heating. That is, the heat quantity control unit 187 newly operates the electric heater 177. As a result, the amount of heat transferred from the electric heater 177 to the cooling water is increased as compared with the case where the electric heater 177 is not heating the cooling water. For this reason, the amount of stored heat increases.

  For example, when the electric heater 177 has already heated the cooling water when it is determined that the SOC is greater than the second threshold TH2 and the battery 173 is not subject to the Wout restriction, the heat quantity control unit 187 has the SOC The amount of heat generated by the electric heater 177 is increased as compared to before the determination that the battery 173 is greater than the second threshold TH2 and that the battery 173 is not subjected to the Wout restriction. As a result, the amount of heat transferred from the electric heater 177 to the cooling water increases as compared with the case where the amount of heat generated by the electric heater 177 does not increase. For this reason, the amount of stored heat increases.

  On the other hand, as a result of the determination in step S141 and step S142, when it is determined that the SOC is not larger than the second threshold TH2 or the battery 173 is subjected to the Wout limit (step S141: No, or Step S142: Yes), it is estimated that there is no remaining power remaining in the battery 173 or that the battery 173 is restricted from discharging. That is, it is estimated that the battery 173 cannot supply power to the electric heater 177. In this case, the heat quantity control unit 187 performs the operations after step S132 in the modification example of the heat quantity control operation shown in FIG. That is, the heat quantity control unit 187 increases the output of the engine ENG. Furthermore, the heat quantity control unit 187 causes the motor generator MG1 to generate power using the increased output of the engine ENG, or decreases the output of the motor generator MG2. However, as in the heat control operation shown in FIG. 3, the heat control unit 187 determines the engine ENG without determining whether the SOC is smaller than the first threshold value TH1 and whether the battery 173 is subjected to the Win restriction. And the motor generator MG1 may generate power using the increased output of the engine ENG.

  Here, the operation when it is determined that the SOC is larger than the second threshold value TH2 and the battery 173 is not subjected to the Wout restriction will be further described with reference to FIG. FIG. 11 shows the target speed v, the stored heat amount, the output of the engine ENG, the heat generation amount of the electric heater 177, and the hybrid vehicle 1 when it is determined that the SOC is greater than the second threshold value TH2 and the battery 173 is not subject to the Wout limitation. It is a timing chart which shows the actual speed of.

  As shown in the first graph of FIG. 11, the period from time t111 to time t112 is a stop period in which the target vehicle speed v is zero. Furthermore, as indicated by the dotted line in the second graph in FIG. 11, the accumulated heat amount predicted by the heat amount prediction unit 186 is a period from time t113 to t112 that overlaps a part of the period from time t111 to time t112. It shall be less than the required amount of heat. That is, it is predicted that the stop of the engine ENG is prohibited during the stop period.

  In the second embodiment, as indicated by a solid line in the fourth graph of FIG. 11, the electric heater 177 is newly activated at time t114 before time t111. However, if the electric heater 177 is already operating at the time t114, the amount of heat generated by the electric heater 177 after the time t104 is larger than the amount of heat generated by the electric heater 177 before the time t114. As a result, as indicated by a solid line in the second graph of FIG. 11, the actual stored heat amount becomes larger than the stored heat amount predicted by the heat amount predicting unit 186. Therefore, as indicated by the solid line in the third graph of FIG. 11, the engine ENG does not have to operate during the stop period from time t111 to time t112.

  Furthermore, since the output of the engine ENG may remain the reference output value, the driving force of the hybrid vehicle 1 does not fluctuate. For this reason, the actual speed of the hybrid vehicle 1 coincides with the target speed v, as shown in the fifth graph of FIG. That is, the hybrid vehicle 1 can continue to travel at the target speed v.

  As described above, the hybrid vehicle 1 of the second embodiment can preferably enjoy the same effects as those that can be enjoyed by the hybrid vehicle 1 of the first embodiment. In particular, the hybrid vehicle 1 of the second embodiment can increase the amount of accumulated heat using the electric heater 177. Therefore, the hybrid vehicle 2 of the second embodiment can increase the amount of accumulated heat while suppressing the influence on the travel of the hybrid vehicle 2 (for example, unintended fluctuation of the driving force) as much as possible.

  The hybrid vehicle 2 may include an arbitrary device capable of heating the cooling water in addition to or instead of the electric heater 177. As an example of such an arbitrary device, for example, a device capable of heating cooling water using exhaust gas can be cited.

  In the example illustrated in FIG. 10, the hybrid vehicle 2 alternatively performs an operation of increasing the output of the engine ENG and an operation of heating the cooling water using the electric heater 177. However, the hybrid vehicle 2 may increase the output of the engine ENG and heat the cooling water using the electric heater 177.

  Alternatively, the heat quantity control unit 187 may heat the cooling water using the electric heater 177 without determining whether the SOC is smaller than the second threshold value TH2 and whether the battery 173 is subjected to the Wout limit. Good. That is, the heat quantity control unit 187 may heat the cooling water using the electric heater 177 when it is predicted that the engine ENG is stopped during the stop period.

  In the above description (FIG. 10), the fifth condition (step S141: Yes) that the SOC is larger than the second threshold value TH2 and the sixth condition (step S142: No) that the battery 173 is not subjected to the Wout restriction. When both are established, the heat quantity control unit 187 performs the operation of step S143. However, the heat quantity control unit 187 performs the operation of step S143 even when one of the fifth condition and the sixth condition is satisfied, and when the other of the fifth condition and the sixth condition is not satisfied. May be.

  Similarly, in the above description (FIG. 10), the seventh condition (step S141: No) that the SOC is not larger than the second threshold TH2 and the eighth condition (step S142: Yes) that the battery 173 is subjected to the Wout restriction. ), The heat quantity control unit 187 performs the operation after step S132. However, the heat quantity control unit 187 may perform the operations after step S132 when both the seventh condition and the eighth condition are satisfied.

(2-3) Modification of Heat Control Operation of Second Embodiment Subsequently, a modification of the heat control operation performed by the hybrid vehicle 2 of the second embodiment will be described with reference to FIG. FIG. 12 is a flowchart showing a flow of a modification of the heat amount control operation performed by the hybrid vehicle 2 of the second embodiment. In addition, about the same operation | movement as the calorie | heat amount control operation | movement shown in FIG. 10, the detailed description is abbreviate | omitted by attaching | subjecting the same step number.

  As shown in FIG. 12, a modification of the heat control operation performed by the hybrid vehicle 2 of the second embodiment is that the heat control unit 187 stores the charging state of the battery 173 as travel history information. This is different from the heat amount control operation shown in FIG. Furthermore, a modification of the heat amount control operation performed by the hybrid vehicle 2 of the second embodiment is that the operation after it is determined that the SOC is greater than the second threshold value TH2 and the battery 173 is not subject to the Wout limit is different. This is different from the heat amount control operation shown in FIG. Other operations of the modification of the heat control operation performed by the hybrid vehicle 2 of the second embodiment may be the same as other operations of the heat control operation shown in FIG.

  Specifically, the calorific value control unit 187 stores the charging status of the battery 173 in the memory as travel history information by monitoring the operating status of the hybrid system 17 before performing the determination in step S126 or appropriately. (Step S151).

  The charging status includes, for example, information for identifying a supply source of power input to the battery 173. For example, the charging status includes information for identifying whether the supply source of the electric power input to the battery 173 is the motor generator MG1 or the motor generator MG2. That is, the charging state is the power input to the battery 173 is the power generated by the motor generator MG1 using the output of the engine ENG or the power regenerated by the motor generator MG2 using the kinetic energy of the hybrid vehicle 1. Contains information that identifies whether it is present.

  The charging status includes, for example, information for specifying the amount of power input to the battery 173 for each supply source. For example, the charging status includes information that can specify how much electric power generated by motor generator MG1 is input to battery 173 using the output of engine ENG. For example, the charging status includes information that can specify how much electric power regenerated by motor generator MG2 is input to battery 173 using the kinetic energy of hybrid vehicle 1.

  It is preferable that the calorie | heat amount control part 187 memorize | stores the charge condition in a certain fixed period in memory as driving | running | working history information. For example, the heat quantity control unit 187 may store the charging status during a certain period with the current time as the end point as travel history information.

  Thereafter, also in the first modified example, the above-described operations of Step S126 and Steps S141 to S142 are performed.

  Thereafter, as a result of the determination in step S141 and step S142, when it is determined that the SOC is greater than the second threshold TH2 and the battery 173 is not subjected to the Wout limit (step S141: Yes and step S142: No), the amount of heat The control unit 187 determines whether or not the regeneration ratio indicating the ratio of the MG2 electric energy to the MG1 electric energy is larger than a predetermined third threshold TH3 based on the travel history information (charging state) stored in Step S151. (Step S152). The MG1 electric energy indicates the electric energy caused by the power generation of the motor generator MG1 among the electric energy stored in the battery 173. The MG2 electric energy indicates the electric energy (that is, the regenerative amount) caused by the regeneration of the motor generator MG2 among the electric energy stored in the battery 173. The third threshold TH3 is an arbitrary value (for example, 70%) larger than 50%.

  As a result of the determination in step S152, when it is determined that the regeneration ratio is larger than the third threshold TH3 (step S152: Yes), the majority of the electric energy stored in the battery 173 is regenerated by the motor generator MG2. It is estimated that the amount of electric power is due. That is, it is estimated that the majority of the electric energy stored in the battery 173 is a relatively low fuel consumption electric power generated without consuming fuel. In this case, the heat quantity control unit 187 increases the accumulated heat quantity using relatively low fuel consumption electric power. Specifically, the heat quantity control unit 187 controls the electric heater 177 to heat the cooling water using the electric power stored in the battery 173 (step S143).

  On the other hand, as a result of the determination in step S152, when it is determined that the regeneration ratio is not larger than the third threshold TH3 (step S152: No), the majority of the electric energy stored in the battery 173 is determined by the motor generator. It is estimated that the amount of power is due to the power generation of MG1. That is, it is estimated that the majority of the amount of electric power stored in the battery 173 is the amount of electric power that is generated by consuming fuel and is not relatively low in fuel consumption. In this case, the heat quantity control unit 187 increases the accumulated heat quantity without using electric power that is not relatively low in fuel consumption. Specifically, the heat quantity control unit 187 performs the operations after step S132 in the modification example of the heat quantity control operation shown in FIG. That is, the heat quantity control unit 187 increases the output of the engine ENG (step S127 or step S134).

  As described above, the hybrid vehicle 2 that executes the modification of the heat quantity control operation can preferably enjoy the same effects as those that can be enjoyed by the hybrid vehicle 2 that executes the heat quantity control operation shown in FIG. . In particular, the hybrid vehicle 2 that executes a modification of the heat quantity control operation can increase the accumulated heat quantity so as to further suppress the deterioration of fuel consumption based on the regeneration ratio.

  The hybrid vehicle 1 described above includes two motor generators MG1 and MG2. However, the hybrid vehicle 1 may include a single motor generator or three or more motor generators.

  One constituent element described in the above embodiment can be appropriately combined with another constituent element described in the above embodiment. Some of the configuration requirements described in the above-described embodiment may not be used.

  It should be noted that the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a vehicle control device that includes such a change is also included in the technical concept of the present invention. included.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 1111 Environmental temperature sensor 1121 SOC temperature sensor 1122 Water temperature sensor 1123 Car interior temperature sensor 151 Throttle actuator 17 Hybrid system 173 Battery 18 ECU
184 Travel plan generation unit 185 Travel control unit 186 Heat quantity prediction unit 187 Heat quantity control unit ENG Engine MG1, MG2 Motor generator

Claims (8)

A vehicle control device that controls a vehicle including an internal combustion engine and a cooling device that supplies a cooling medium to the internal combustion engine,
Generating means for generating a travel plan including a target speed of the vehicle during a first period until the vehicle reaches a desired point;
First control means for controlling the vehicle so that the vehicle automatically travels based on the travel plan;
Before the second period starts, whether or not the internal combustion engine is operated to heat the cooling medium during the second period in which the target speed is equal to or lower than a predetermined speed in the first period. Prediction means to
When the internal combustion engine is predicted to operate during the second period, the first amount of heat transferred to the cooling medium during the third period before the second period starts in the first period, Second control means for adjusting the first amount of heat so that the first amount of heat is increased to be higher than a first reference amount of heat that should have been transferred to the cooling medium during the third period in a situation where the first amount of heat is not adjusted; A vehicle control device comprising: The second control means should generate the second heat amount generated by the internal combustion engine during the third period, and generate the second internal combustion engine during the third period under a condition where the first heat amount is not adjusted. The vehicle control device according to claim 1, wherein the first heat amount is increased by increasing the second reference heat amount. The vehicle further includes a rotating electrical machine capable of generating electric power using the output of the internal combustion engine,
The vehicle can use the output of the internal combustion engine as a driving force for driving the vehicle,
The second control means (i) outputs the output of the internal combustion engine during the third period from a reference output required during the third period for traveling the vehicle based on the travel plan. The vehicle control device according to claim 2, further comprising: (ii) causing the rotating electric machine to generate electric power using an increase in the output of the internal combustion engine. The vehicle further includes a rotating electrical machine whose output can be used as a driving force of the vehicle,
The vehicle can use each of the output of the internal combustion engine and the output of the rotating electrical machine as driving force for running the vehicle,
The second control means (i) outputs the output of the internal combustion engine during the third period from a reference output required during the third period for traveling the vehicle based on the travel plan. 4. The vehicle control according to claim 2, further comprising: (ii) decreasing the output of the rotating electrical machine that can be used as the driving force of the vehicle as the output of the internal combustion engine increases. apparatus. The vehicle further includes a rotating electrical machine capable of generating electric power using the output of the internal combustion engine, and a power storage device capable of storing electric power generated by the rotating electrical machine,
The vehicle can use each of the output of the internal combustion engine and the output of the rotating electrical machine as driving force for running the vehicle,
The second control unit is configured such that the power storage device stores a power amount smaller than a first predetermined amount and / or power that does not exceed an upper limit of power that can be input to the power storage device is input to the power storage device. (I) increasing the output of the internal combustion engine during the third period from a reference output required during the third period to drive the vehicle based on the travel plan; and (Ii) causing the rotating electric machine to generate electric power using an increase in the output of the internal combustion engine,
In the case where the power storage device stores the amount of power equal to or greater than the first predetermined amount and / or the power exceeding the upper limit is input to the power storage device, the second control means (i) the first The output of the internal combustion engine during three periods is increased from the reference output, and (ii) the output of the rotating electrical machine that can be used as the driving force of the vehicle is decreased as the output of the internal combustion engine increases. The vehicle control device according to claim 2. The vehicle further includes a heat source that is different from the internal combustion engine and capable of transferring heat to the cooling medium,
The second control means may (i) newly activate the heat source during the third period, or (ii) a third amount of heat transferred from the heat source to the cooling medium during the third period. Is increased from a third reference heat amount that should have been transferred from the heat source to the cooling medium during the third period in a situation where the first heat amount is not adjusted, thereby increasing the first heat amount. The vehicle control device according to any one of claims 1 to 5, wherein The vehicle further includes a power storage device capable of storing electric power,
The heat source uses heat stored in the power storage device to transfer heat to the cooling medium,
In the case where the power storage device stores a power amount larger than a second predetermined amount and / or power that does not exceed an upper limit of power that can be output from the power storage device is output from the power storage device. The first heat quantity is increased by newly operating the heat source during the third period or by increasing the third heat quantity from the third reference heat quantity,
In the third period, when the power storage device stores the amount of power equal to or less than the second predetermined amount and / or the power exceeding the upper limit is output from the power storage device, the second control means Increasing the second heat amount generated by the internal combustion engine to a second reference heat amount that should have been generated by the internal combustion engine during the third period in a state where the first heat amount is not adjusted, The vehicle control device according to claim 6, wherein the first amount of heat is increased. The vehicle has a first rotating electrical machine capable of generating electric power using the output of the internal combustion engine, a second rotating electrical machine capable of generating electric power using the kinetic energy of the vehicle, and each of the first and second rotating electrical machines. And a power storage device capable of storing the generated power,
The second control means is configured to store the first electric energy stored in the power storage device due to regeneration of the second rotating electrical machine rather than the first power amount stored in the power storage device due to power generation of the first rotating electrical machine. 2 When the amount of electric power is large, the first heat amount is increased by newly operating the heat source during the third period or by increasing the third heat amount above the third reference heat amount,
When the second power amount is smaller than the first power amount, the second control means does not adjust the second heat amount generated by the internal combustion engine during the third period. The vehicle according to claim 6 or 7, wherein the first heat quantity is increased by increasing the second reference heat quantity that the internal combustion engine should have generated during the third period. Control device.

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