JP2017024635A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To preferably charge a power storage device without giving a feeling of strangeness to an occupant when any object exists in front of a vehicle.SOLUTION: A vehicle control device 18 comprises: creating means 184 that creates a travelling plan including target speed v of a vehicle 1; determining means 186 and 187 which determine whether or not total quantities of power that the power storage device stores are below a first predetermined value TH1 and whether or not a distance between an object appearing in front of the vehicle and the vehicle is below a predetermined value D after creating the travelling plan; and second control means 188 that when determining that the distance is below the first predetermined value and the total quantities of the power are below a second predetermined value, allows the vehicle to travel at the target speed while keeping the travelling plan, and makes power generation amounts of a rotary electric machine using output of an internal combustion engine more than power generation amounts when determining that the distance is not below the first predetermined value.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technical field of a vehicle control device capable of automatically driving a vehicle based on a travel plan, for example.

  2. Description of the Related Art There is known a vehicle control device that generates a target speed pattern that indicates a target speed of a vehicle in a process until the vehicle reaches a desired point, and that automatically controls the traveling of the vehicle based on the target speed pattern. For example, Patent Document 1 discloses a vehicle control device that controls a vehicle including a regenerative motor and a battery, generates a target speed pattern, and when the SOC of the battery is equal to or less than a predetermined value, There is described a vehicle control device that regenerates a target speed pattern that performs acceleration larger than the acceleration defined by the target speed pattern and performs deceleration by regeneration in the deceleration zone. As a result, the battery is charged so as to avoid SOC shortage of the battery.

  In addition, Patent Document 2 is cited as a prior art document related to the present invention. Patent Document 2 discloses a vehicle control device that controls a vehicle including an engine and a motor, generates a target speed pattern, and converts the thermal efficiency of the engine and the energy conversion of the motor according to the speed at the time of acceleration in the acceleration section. Describes a vehicle control device that generates an acceleration pattern that prioritizes one of the minimization of losses.

JP 2009-286185 A JP 2009-292424 A

  However, the vehicle control device described in Patent Document 1 is more effective than the acceleration defined by the target speed pattern in the acceleration section without considering an object (for example, an obstacle or another vehicle) existing in front of the vehicle. The target speed pattern for large acceleration is regenerated. For this reason, if there is an object in front of the vehicle, the user feels uncomfortable as if he / she should accelerate further (ie, approach faster) toward the object that should be avoided or have an appropriate distance in between. There is a technical problem that could give passengers.

  Examples of problems to be solved by the present invention include the above. It is an object of the present invention to provide a vehicle control device that can suitably charge a power storage device such as a battery without causing a passenger a sense of incongruity even when an object is present in front of the vehicle.

<1>
A first vehicle control device that is an aspect of the vehicle control device of the present invention includes an internal combustion engine, a rotating electrical machine that can generate electric power using the output of the internal combustion engine, and an electric storage that can store electric power generated by the rotating electrical machine. A vehicle control device for controlling a vehicle comprising: a generating means for generating a travel plan including a target speed of the vehicle until the vehicle reaches a desired point; and First control means for controlling the vehicle so that the vehicle automatically travels; whether the total amount of power stored in the power storage device is less than a first predetermined value and after generating the travel plan Determination means for determining whether or not a distance between an object appearing in front of the vehicle and the vehicle is equal to or less than a second predetermined value; and a total amount of the electric power is equal to or less than the first predetermined value and the distance Is determined to be less than or equal to the second predetermined value In the case, the output of the internal combustion engine is used as compared with a case where it is determined that the distance is not equal to or less than the second predetermined value while the vehicle is traveling at the target speed while maintaining the travel plan. Second control means for increasing the power generation amount of the rotating electrical machine.

  According to the first vehicle control device, the second control means maintains the travel plan (in particular, the target speed included in the travel plan) generated by the generation means while increasing the amount of power generated by the rotating electrical machine. For this reason, in the case where the power storage device is charged in a situation where an object is present in front of the vehicle, the acceleration is further accelerated toward the object that should be avoided or ensure an appropriate distance in between (that is, faster). There is almost no sense of incongruity to the passengers. That is, the first vehicle control device can suitably charge the power storage device without giving a sense of incongruity to the passenger even when some object is present in front of the vehicle.

<2>
In another aspect of the first vehicle control device described above, the second control means determines that the total amount of the electric power is not more than the first predetermined value and the distance is not more than the second predetermined value. In this case, the output of the internal combustion engine is increased by an output amount corresponding to the increase in the power generation amount, compared with a case where it is determined that the distance is not less than the second predetermined value.

  According to this aspect, the second control means can increase the power generation amount of the rotating electrical machine relatively easily by increasing the output of the internal combustion engine. Furthermore, even if the output of the internal combustion engine increases, the increase in the output of the internal combustion engine is used for power generation of the rotating electrical machine. Therefore, the second control means can drive the vehicle at the target speed while maintaining the travel plan.

<3>
According to this aspect, the second control means includes at least one of a first period in which the vehicle accelerates based on the travel plan and a second period in which the vehicle travels at a constant speed based on the travel plan. The power generation amount is increased in the section.

  In this aspect, the power storage device is suitably charged with the electric power generated by the rotating electrical machine in at least a part of the first and second periods.

  The effect | action and other gain of the 1st vehicle control apparatus which are 1 aspect of the vehicle control apparatus of this invention are further clarified from embodiment described below.

FIG. 1 is a block diagram showing an example of the structure of the hybrid vehicle of this embodiment. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle of the present embodiment. FIG. 3 is a flowchart showing the flow of the charging assist operation performed by the hybrid vehicle of the present embodiment. FIG. 4 shows the target speed, the hybrid vehicle speed, the engine speed, and the SOC when the SOC is equal to or less than the first threshold value and the relative distance is equal to or less than the predetermined distance under the situation where the charge assist operation of FIG. It is a timing chart which shows charge amount required and SOC. FIG. 5 shows a target speed, a hybrid vehicle speed, an engine speed, a charge when the SOC is equal to or less than the first threshold value and the relative distance is not equal to or less than a predetermined distance under the situation where the charge assist operation of FIG. 3 is performed. It is a timing chart which shows a required amount, the regeneration amount of a motor generator (that is, the power generation amount by regeneration), and SOC. FIG. 6 is a flowchart showing a flow of a first modification of the charging assist operation performed by the hybrid vehicle of the present embodiment. FIG. 7 shows the target speed when the SOC is equal to or smaller than the second threshold value and the relative distance is equal to or smaller than the predetermined distance under the situation in which the first modification of the charge assist operation in FIG. It is a 1st example of the timing chart which shows the rotation speed of engine ENG, charge requirement amount, and SOC. FIG. 8 shows the target speed when the SOC is equal to or smaller than the second threshold value and the relative distance is equal to or smaller than the predetermined distance under the situation where the first modification of the charging assist operation in FIG. It is a 2nd example of the timing chart which shows the rotation speed of engine ENG, charge requirement amount, and SOC. FIG. 9 is a flowchart showing a flow of a second modification of the charge assist operation performed by the hybrid vehicle of the present embodiment. FIG. 10 shows the target speed and the hybrid vehicle speed when the SOC is equal to or smaller than the third threshold value and the relative distance is not equal to or smaller than the predetermined distance under the condition in which the second modification of the charge assist operation shown in FIG. 9 is being performed. FIG. 6 is a timing chart showing engine speed, required charging amount, regenerative amount, and SOC. FIG.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In the following description, an embodiment of the vehicle control device of the present invention will be described using the hybrid vehicle 1 to which an example of the vehicle control device of the present invention is applied.

(1) Structure of hybrid vehicle 1 An example of the structure of the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the structure of the hybrid vehicle 1 of the present 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 and an ECU (Electronic Control Unit) 18 which is a specific example of the “vehicle control device”.

  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 at least one of a radar 1111 and a rider (LIDER: Laser Imaging Detection and Ranging) 1112.

  The radar 1111 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 1111 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 1111 outputs first object information indicating an object detection result to the ECU 18. When the ECU 18 performs sensor fusion, the radar 1111 may output the 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. Good.

  The rider 1112 detects light around the hybrid vehicle 1 using light. The rider 1112 detects the object by emitting light toward the periphery of the hybrid vehicle 1 and detecting the light reflected by the object. The rider 1112 outputs second object information indicating the detection result of the object to the ECU 18. When the ECU 18 performs sensor fusion, the rider 1112 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. Good.

  The external sensor 111 may further include a camera. 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 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.

  The internal sensor 112 includes an SOC (State Of Charge) sensor 1121. 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 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 at least one of 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, a motor generator MG2, a power split mechanism 171, an inverter 172, A battery 173 that is a specific example of the “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 via the clutch C. 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.

  The battery 173 is a power supply source that supplies power for operating the motor generators MG1 and MG2 to the 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 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, 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 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 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 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 along which the hybrid vehicle 1 travels 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 may include a speed pattern that identifies 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 charge assist operation corresponding to an operation for 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 charge assist operation is an operation that promotes charging of the battery 173 when the SOC is equal to or lower than a first threshold value TH1 described later.

  In order to mainly perform the charge assist operation, the ECU 18 includes an SOC determination unit 186 that is a specific example of “determination unit”, a distance determination unit 187 that is a specific example of “determination unit”, and a “second control unit”. And a charge control unit 188 which is a specific example of the above.

  The SOC determination unit 186 determines whether or not the SOC is equal to or less than a first threshold value TH1, which is a specific example of “first predetermined value”, based on the internal situation recognized by the internal situation recognition unit 183.

  Based on the external situation recognized by the external situation recognition unit 182, the distance determination unit 187 has a relative distance between the object and the hybrid vehicle 1 equal to or less than a predetermined distance D, which is a specific example of “second predetermined value”. It is determined whether or not there is. The “object” mentioned here means an object existing in front of the hybrid vehicle 1 (especially in front of the traveling direction) newly detected by the external sensor 111 after the travel plan is generated. . An example of such an object is a vehicle that has entered the front of the hybrid vehicle 1. In the following description regarding the charge assist operation, if there is no special description, “object” means an object existing in front of the hybrid vehicle 1 newly detected by the external sensor 111 after the travel plan is generated. It shall be. However, the travel plan generation unit 184 repeatedly generates a travel plan every time a predetermined period (for example, a second predetermined period described later) elapses. Therefore, “an object newly detected after generating a travel plan” here means “an object newly detected after the travel plan is generated until the next travel plan is generated”. .

  Charging control unit 188 promotes charging of battery 173 based on the determination result of SOC determination unit 186. For example, when the SOC is equal to or less than the first threshold value TH1, the charge control unit 188 compares the amount of charge of the battery 173 (that is, a new input to the battery 173 as compared with the case where the SOC is not equal to or less than the first threshold value TH1). Power consumption).

  The charge control unit 188 changes the operation for promoting the charging of the battery 173 based on the determination result of the distance determination unit 187. Specifically, when the relative distance is equal to or smaller than predetermined value D, charging control unit 188 selects an operation for increasing the amount of power generated by motor generator MG1 as an operation for promoting charging of battery 173. On the other hand, when the relative distance is not less than or equal to the predetermined value D, the charging control unit 188 performs the travel plan during the acceleration period in which the hybrid vehicle 1 accelerates based on the travel plan as an operation for promoting the charging of the battery 173. Regeneration is performed during a deceleration period in which the hybrid vehicle 1 accelerates at an acceleration larger than the acceleration (or the target acceleration a) for realizing the specified target speed v and the hybrid vehicle 1 decelerates based on the travel plan. In this way, the operation for changing (that is, regenerating) the travel plan is selected.

  A specific operation of the charging control unit 188 will be described later in detail with reference to FIG.

(2) Operation of Hybrid Vehicle 1 Next , operations performed by the hybrid vehicle 1 of the present embodiment (particularly, an automatic travel operation and a charge assist operation) will be described with reference to FIGS. Hereinafter, for convenience of explanation, the automatic driving operation will be described, and then the auxiliary charging operation will be described.

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

(2-2) Flow of Charging Assist Operation Next, the flow of the charging assist operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing the flow of the charging assist operation performed by the hybrid vehicle 1 of the present 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 charge assist operation shown in FIG. Thereafter, the ECU 18 may start the charge assist operation shown in FIG. 3 again after the third predetermined period has elapsed.

  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 travel operation (step S121: Yes), the charge control unit 188 generates the travel plan generation unit 184. A travel plan is acquired (step S122).

  Thereafter, the SOC determination unit 186 determines whether or not the SOC is equal to or less than the first threshold value TH1 based on the internal situation recognized by the internal situation recognition unit 183 (particularly, the SOC that is the detection result of the SOC sensor 1121). (Step S122).

  When the SOC is equal to or lower than the first threshold value, the battery 173 is charged. For this reason, it can be said that the operation for determining whether or not the SOC is equal to or less than the first threshold value TH1 is an operation for determining whether or not it is preferable to charge the battery 173. For this reason, it is preferable that the first threshold value TH1 used by the SOC determination unit 186 is a value that can distinguish between a state in which it is preferable to charge the battery 173 and a state in which the battery 173 may not be charged. As the first threshold value TH1, an appropriate value that is typically set for each hybrid vehicle 1, for each battery 173, or according to the traveling state of the hybrid vehicle 1 is used. For example, any value within a range of 40% to 50% may be used as the first threshold TH1.

  As a result of the determination in step S123, when it is determined that the SOC is not equal to or less than the first threshold TH1 (step S123: No), the ECU 18 ends the charge assist operation shown in FIG. Thereafter, the ECU 18 may start the charge assist operation shown in FIG. 3 again after the third predetermined period has elapsed.

  On the other hand, as a result of the determination in step S123, when it is determined that the SOC is equal to or less than the first threshold value TH1 (step S123: Yes), the distance determination unit 187 sets the external situation recognized by the external situation recognition unit 183. Based on this, it is determined whether or not the relative distance between the object and the hybrid vehicle 1 is equal to or less than a predetermined value D (step S124). That is, the distance determination unit 187 detects, by the external sensor 111, a new object that has not been detected when the travel plan is generated by the automatic driving operation (in other words, generation of the travel plan by the automatic driving operation is completed). If it is determined, it is determined whether or not the relative distance between the new object and the hybrid vehicle 1 is a predetermined value D or less.

  As described above, the charging control unit 188 performs an operation for changing the travel plan so that the hybrid vehicle 1 is accelerated at an acceleration larger than the acceleration for realizing the target speed v defined by the travel plan in the acceleration period. It may be selected as an operation for promoting the charging of 173. On the other hand, if the hybrid vehicle 1 accelerates at an acceleration larger than the acceleration for realizing the target speed v when an object is present in front of the hybrid vehicle 1, it should be avoided or ensure an appropriate distance in between. This may give the passenger a sense of incongruity as if accelerating further toward the object (that is, approaching faster). It is estimated that this discomfort becomes stronger when the hybrid vehicle 1 is located at a position relatively close to the object.

  Thus, the relative distance between the hybrid vehicle 1 and the object has a correlation with the strength of the uncomfortable feeling. Then, the operation for determining whether or not the relative distance is equal to or less than the predetermined value D is such that the passenger does not feel discomfort even if the hybrid vehicle 1 is accelerated at an acceleration larger than the acceleration for realizing the target speed v. It can be said that this is an operation for determining whether or not the relative distance is large. That is, in the operation of determining whether or not the relative distance is equal to or less than the predetermined value D, when the hybrid vehicle 1 is accelerated at an acceleration larger than the acceleration for realizing the target speed v, the passenger feels a relatively uncomfortable feeling. It can be said that this is an operation for determining whether the relative distance is small enough. In other words, in the operation of determining whether or not the relative distance is equal to or less than the predetermined value D, the relative distance gradually decreases as the hybrid vehicle 1 accelerates at an acceleration larger than the acceleration for realizing the target speed v. It can also be said that this is an operation for determining whether or not the relative distance is large enough to prevent the passenger from feeling uncomfortable (that is, whether or not the relative distance can be shortened). That is, the operation of determining whether or not the relative distance is equal to or less than the predetermined value D is boarding when the hybrid vehicle 1 accelerates at an acceleration larger than the acceleration for realizing the target speed v and the relative distance gradually decreases. It can be said that this is an operation for determining whether or not the relative distance is small enough to make the person feel relatively uncomfortable (that is, whether or not the relative distance can be shortened). For this reason, as the predetermined value D used by the distance determination unit 187, the relative distance is large (or the relative distance can be shortened) to the extent that the passenger does not have the above-mentioned discomfort, and the above-mentioned discomfort. It is preferable to use a value that can identify a state in which the relative distance is small (or it is difficult to shorten the relative distance) to the extent that the passenger is relatively strongly held. As the predetermined value D, an appropriate value that is typically set for each hybrid vehicle 1, for each passenger, or according to the traveling state of the hybrid vehicle 1 is used.

  As a result of the determination in step S124, when it is determined that the relative distance is equal to or smaller than the predetermined value D (step S124: Yes), the relative distance is so small that the passenger feels the above-mentioned uncomfortable feeling relatively strongly. (Or it is difficult to shorten the relative distance). Therefore, in this case, the charging control unit 188 maintains the travel plan that has been generated by the travel plan generation unit 184. That is, the charging control unit 188 does not control the travel plan generation unit 184 to change (regenerate) the travel plan. As a result, the hybrid vehicle 1 continues traveling based on the already generated travel plan.

  Then, the charge control unit 188 selects an operation for increasing the power generation amount of the motor generator MG1 in cooperation with the travel control unit 185 as necessary (step S126). In particular, charge control unit 188 increases the power generation amount of motor generator MG1 in at least a part of the acceleration period in which hybrid vehicle 1 accelerates based on the travel plan.

  Normally, the power generation amount of motor generator MG1 (that is, the charge amount of battery 173) is appropriately calculated (set) according to the SOC, the speed of hybrid vehicle 1, the driving force of hybrid vehicle 1, the output of engine ENG, and the like. Is set to the standard power generation amount. Charging control unit 188 increases the power generation amount of motor generator MG1 during the acceleration period from the reference power generation amount. When it is determined that the relative distance is not equal to or less than the predetermined value D, the operation for increasing the power generation amount of the motor generator MG1 during the acceleration period is not executed. For this reason, when the relative distance is not less than or equal to the predetermined value D (and the travel plan to be described later is not changed), the power generation amount of the motor generator MG1 during the acceleration period coincides with the reference power generation amount. Therefore, the charging control unit 188 determines the power generation amount of the motor generator MG1 during the acceleration period when it is determined that the relative distance is equal to or less than the predetermined value D, and the acceleration when it is determined that the relative distance is not equal to or less than the predetermined value D. It can also be said that the power generation amount of the motor generator MG1 during the period is increased.

  For example, motor generator MG1 generates electric power based on a control parameter called a charge request amount indicating electric power that motor generator MG1 should generate (that is, electric power to be charged in battery 173). In this case, in order to increase the power generation amount of motor generator MG1, charge control unit 188 increases the required charge amount to be greater than the reference power generation amount.

  When the requested charging amount increases, the charging control unit 188 increases the output of the engine ENG by an amount corresponding to the increased amount of the requested charging amount. That is, the output of the engine ENG is increased by an amount corresponding to the increase in the required charging amount from the reference output value that is the output originally required for the engine ENG to drive the hybrid vehicle 1 based on the travel plan. To do. Note that the charging control unit 188 may increase the output of the engine ENG by increasing the rotational speed of the engine ENG. The charging control unit 188 may increase the output of the engine ENG by increasing the torque of the engine ENG. The increase in the output of engine ENG is used for power generation by motor generator MG1. As a result, the power generation amount of motor generator MG1 increases.

  The charge control unit 188 may increase the output of the engine ENG by controlling the throttle actuator 151. Alternatively, the charging control unit 188 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.

  When it is determined that the relative distance is not equal to or less than the predetermined value D, the operation for increasing the power generation amount of the motor generator MG1 during the acceleration period is not executed. For this reason, when the relative distance is not less than or equal to the predetermined value D (and the travel plan to be described later is not changed), the output of the engine ENG during the acceleration period matches the reference output value. Therefore, the charging control unit 188 outputs the output of the engine ENG during the acceleration period when it is determined that the relative distance is equal to or less than the predetermined value D during the acceleration period when it is determined that the relative distance is not equal to or less than the predetermined value D. It can be said that the output of the engine ENG is increased.

  Since the increase in the output of engine ENG is used for power generation by motor generator MG1, the driving force of hybrid vehicle 1 does not increase due to the increase in output of engine ENG. That is, the driving force of the hybrid vehicle 1 is maintained as the driving force necessary for driving the hybrid vehicle 1 based on the travel plan without being affected by the increase in the output of the engine ENG. For this reason, the hybrid vehicle 1 can continue traveling based on the travel plan.

  Based on the external situation recognized by the external situation recognition unit 182, the internal situation recognized by the internal situation recognition unit 183, the travel plan generated by the travel plan generation unit 184, etc., the charge control unit 188 determines the amount of power generated by the motor generator MG 1. The increase amount may be set as appropriate. For example, when it is preferable that the battery 173 is charged relatively quickly because the SOC is relatively small, the charging control unit 188 increases the amount of power generation of the motor generator MG1 to a relatively large value. It may be set. For example, when the SOC is not relatively small and it is sufficient that the battery 173 is charged relatively slowly, the charging control unit 188 increases the amount of increase in the power generation amount of the motor generator MG1 relatively small. It may be set to a value. Alternatively, since the amount of increase in the amount of power generated by motor generator MG1 depends on the amount of increase in the output of engine ENG, charging control unit 188 determines the amount of increase in the amount of power generated by motor generator MG1 based on the operating state of engine ENG and the hybrid vehicle. You may set to the value according to the driving | running | working state of 1 etc.

  Charging control unit 188 continues the operation of increasing the power generation amount of motor generator MG1 until the SOC becomes greater than first threshold value TH1. Alternatively, charge control unit 188 continues the operation of increasing the power generation amount of motor generator MG1 until the acceleration period ends. That is, the state in which the power generation amount of motor generator MG1 has increased from the reference power generation amount is maintained until the SOC becomes greater than first threshold value TH1 or the acceleration period ends. When the SOC becomes larger than first threshold value TH1 or the acceleration period ends, charging control unit 188 ends the operation of increasing the power generation amount of motor generator MG1. Therefore, the power generation amount of motor generator MG1 returns to the original reference power generation amount.

  However, a threshold for determining whether or not to start an operation for increasing the power generation amount of motor generator MG1 and a threshold for determining whether or not to end the operation for increasing the power generation amount of motor generator MG1 are provided. When both are the first threshold value TH1, the start and end of the operation for increasing the power generation amount of the motor generator MG1 may be frequently repeated. Therefore, a threshold value for determining whether or not to start an operation for increasing the power generation amount of motor generator MG1 and a threshold value for determining whether or not to end the operation for increasing the power generation amount of motor generator MG1 are obtained. May be different. For example, the threshold value for determining whether or not to start the operation for increasing the power generation amount of the motor generator MG1 is the first threshold value TH1, and for determining whether or not to end the operation for increasing the output of the engine ENG. May be a value obtained by adding a predetermined first margin to the first threshold.

  Here, with reference to FIG. 4, the operation in the case where the SOC is equal to or less than the first threshold value TH1 and the relative distance is equal to or less than the predetermined distance D under the situation where the charge assist operation of FIG. . FIG. 4 is a timing chart showing the target speed v, the speed of the hybrid vehicle 1, the speed of the engine ENG, the required charging amount, and the SOC when the SOC is equal to or less than the first threshold TH1 and the relative distance is equal to or less than the predetermined distance D. It is.

  As shown in FIG. 4, it is assumed that the hybrid vehicle 1 starts traveling at time t41. As a result, the speed of the hybrid vehicle 1 increases so as to follow the target vehicle speed v.

  From time t41 when the hybrid vehicle 1 starts to travel to time t42 when the driving force required by the hybrid vehicle 1 exceeds a certain driving force, the hybrid vehicle 1 uses the output of the motor generator MG2 as a driving force. Use to drive. That is, the hybrid vehicle 1 does not use the output of the engine ENG as a driving force. Therefore, the engine ENG is stopped from time t41 to time t42 (that is, the output of the engine ENG remains zero). Furthermore, during time t41 to time t42, motor generator MG2 consumes the electric power stored in battery 173, so the SOC decreases.

  Thereafter, when the driving force required by the hybrid vehicle 1 exceeds a certain driving force at time t42, the engine ENG starts. Here, since the relative distance is equal to or less than the predetermined distance D, as shown in the graph of the fourth row in FIG. In order to satisfy the increased charge request amount, the output of the engine ENG is larger than the output of the engine ENG when the charge request amount is not increased (that is, when the relative distance is not equal to or less than the predetermined distance D). That is, the output of the engine ENG is larger than the reference output value. Note that the third graph in FIG. 4 shows an example in which the increase in the output of the engine ENG is realized by the increase in the rotational speed of the engine ENG. As a result, the SOC recovers with the power generation of motor generator MG1. In particular, since the power generation amount of motor generator MG1 is increased due to the increase in the charge request amount, the SOC recovers more rapidly than in the case where the charge request amount is not increased.

  In addition, since the increased output of engine ENG is used for power generation of MG1, hybrid vehicle 1 continues to run at target speed v as shown in the first and second graphs of FIG. can do.

  Thereafter, at time t43, the speed of the hybrid vehicle 1 reaches the cruise speed. That is, during the period after time t43, the hybrid vehicle 1 travels at a substantially constant speed. Therefore, the acceleration period ends at time t43. Therefore, at time t43, the operation for increasing the power generation amount of motor generator MG1 ends.

  In FIG. 3 again, on the other hand, if it is determined that the relative distance is not less than or equal to the predetermined value D as a result of the determination in step S124 (step S124: No), the relative distance to the extent that the passenger does not feel the above-mentioned discomfort. Is estimated to be large (or the relative distance can be shortened). Therefore, in this case, the charging control unit 188 requests the travel plan generation unit 184 to regenerate a travel plan that satisfies the following conditions while cooperating with the travel control unit 185 as necessary (step). S125).

  Specifically, the regenerated travel plan satisfies the condition that the hybrid vehicle 1 is accelerated at an acceleration greater than the acceleration for realizing the target speed v defined by the travel plan before regeneration in the acceleration period. Furthermore, the travel plan to be regenerated satisfies the condition that the hybrid vehicle 1 is regenerated during the deceleration period. The operation in step S125 is the same as the operation described in Patent Document 1 (Japanese Patent Laid-Open No. 2009-286185). Therefore, for the convenience of explanation, the details of the operation in step S125 are omitted.

  As a result of the regeneration of the travel plan, the speed pattern defined by the travel plan is changed. The travel control unit 185 controls the hybrid vehicle 1 based on the regenerated travel plan so that the hybrid vehicle 1 automatically travels.

  Here, the operation when the SOC is equal to or less than the first threshold TH1 and the relative distance is not equal to or less than the predetermined distance D will be further described with reference to FIG. FIG. 5 shows the target speed v, the speed of the hybrid vehicle 1, the engine ENG when the SOC is equal to or less than the first threshold TH1 and the relative distance is not equal to or less than the predetermined distance D under the situation where the charge assist operation of FIG. Is a timing chart showing the number of rotations, the amount of charge required, the amount of regeneration of motor generator MG2 (that is, the amount of power generated by regeneration), and the SOC.

  As shown in FIG. 5, it is assumed that the hybrid vehicle 1 starts traveling at time t51. However, since the relative distance is not less than or equal to the predetermined distance D, as shown in the graph in the first row of FIG. 5, the hybrid is at an acceleration larger than the acceleration for realizing the target speed v defined by the travel plan before regeneration. A travel plan for accelerating the vehicle 1 is regenerated. For this reason, as shown in the second graph of FIG. 5, the speed of the hybrid vehicle 1 increases faster than the target speed v defined by the travel plan before regeneration.

  Since the speed of the hybrid vehicle 1 increases relatively fast, the kinetic energy of the hybrid vehicle 1 during the acceleration period also increases relatively quickly. That is, the charging control unit 188 can adjust the generation timing of kinetic energy that can be used for regeneration or the like performed in the subsequent deceleration period by regenerating the travel plan (in this case, it can be advanced). Therefore, it is possible to avoid a technical inconvenience that the engine ENG must be started due to an excessive decrease in the SOC during the deceleration period in which the engine ENG can be stopped. That is, fuel consumption deterioration due to excessive reduction in SOC is suppressed.

  Furthermore, since the speed of the hybrid vehicle 1 increases relatively fast, the driving force required by the hybrid vehicle 1 also increases relatively quickly. As a result, when the hybrid vehicle 1 travels based on the travel plan after regeneration, the timing at which the engine ENG starts is compared with the case where the hybrid vehicle 1 travels based on the travel plan before regeneration. Get faster. In addition, since the timing at which the engine ENG is started is advanced, the timing at which the required charging amount is raised is also accelerated.

  As a result, it is assumed that engine ENG starts at time t52. Since the engine ENG starts earlier, when the hybrid vehicle 1 travels based on the travel plan after regeneration, the hybrid vehicle 1 travels based on the travel plan before regeneration. The power consumption by the motor generator MG2 is reduced. Therefore, as shown in the graph in the sixth row in FIG. 5, when the hybrid vehicle 1 travels based on the travel plan after regeneration, the hybrid vehicle 1 travels based on the travel plan before regeneration. Compared with the case where the operation of increasing the power generation amount of motor generator MG1 is not performed, the decrease in SOC is suppressed.

  Since the relative distance is not less than or equal to the predetermined distance D, the requested charge amount matches the reference power generation amount. For this reason, the output of the engine ENG also coincides with the reference output value. However, the output of the engine ENG that operates based on the travel plan after regeneration tends to be larger than the output of the engine ENG that operates based on the travel plan before regeneration.

  Thereafter, at time t53, the hybrid vehicle 1 starts to decelerate. For this reason, as shown in the fifth graph of FIG. 5, at time t53, motor generator MG2 starts regeneration. As a result, since the charging of the battery 173 is promoted during the deceleration period, the SOC recovers.

  In addition, when the acceleration during the acceleration period increases and the battery 173 is charged during the deceleration period, the average speed of the hybrid vehicle 1 increases as compared with the case where the battery 173 is charged during the acceleration period. To do. For this reason, the arrival time required for the hybrid vehicle 1 to reach the destination is shortened. In other words, the hybrid vehicle 1 uses the shortened arrival time to achieve an operation for improving fuel efficiency while reaching the destination at a desired time (for example, coasting traveling, low speed traveling, etc.) ) Can be performed.

  The travel plan to be regenerated preferably defines an acceleration period and a deceleration period. For this reason, it is preferable that the operation for regenerating the travel plan is performed on a travel plan for causing the hybrid vehicle 1 to travel so as to alternately repeat an acceleration period and a deceleration period, for example. The operation for regenerating the travel plan is, for example, a hybrid in which a period during which the hybrid vehicle 1 is powered while the engine is operating and a period during which the hybrid vehicle 1 travels by inertia while the engine is stopped are alternately repeated. It is preferable to be performed on a travel plan for traveling the vehicle 1. However, the operation of regenerating the travel plan may be performed on any travel plan that defines the acceleration period and the deceleration period.

  As described above, the hybrid vehicle 1 of the present embodiment can promote the charging of the battery 173 when the SOC is equal to or less than the first predetermined threshold value TH1. For this reason, the hybrid vehicle 1 can recover the SOC that has decreased until it becomes equal to or less than the first predetermined threshold value TH1.

  Furthermore, the hybrid vehicle 1 according to the present embodiment does not change the travel plan when the relative distance between the object newly detected after generation of the travel plan and the hybrid vehicle 1 is equal to or less than the predetermined distance D. Charging of the battery 173 can be promoted (that is, without changing the target speed v). For this reason, in the case where the battery 173 is charged in a situation where an object is present in front of the hybrid vehicle 1, the acceleration is further accelerated toward the object that should originally be avoided or ensure an appropriate distance (that is, There is almost no sense of incongruity to the passengers. Therefore, the hybrid vehicle 1 can favorably charge the battery 173 without causing a sense of incongruity to the passenger even when an object is present in front of the hybrid vehicle 1.

(3) Modification Example of Charging Assist Operation Next, a modification example of the charging assist operation described above will be described with reference to FIGS. Below, the 1st modification and 2nd modification of charge auxiliary operation are explained in order.

(3-1) First Modified Example of Charging Assist Operation A flow of a first modified example of the charging assist operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIGS. 6 and 7. FIG. 6 is a flowchart showing a flow of a first modification of the charge assist operation performed by the hybrid vehicle 1 of the present embodiment. FIG. 7 shows the target speed v and the hybrid vehicle when the SOC is equal to or less than the second threshold value TH2 and the relative distance is equal to or less than the predetermined distance D under the situation where the first modification of the charge assist operation of FIG. 1 is a timing chart showing a speed of 1, a rotational speed of an engine ENG, a charge request amount, and an SOC. In addition, about the operation | movement same as the operation | movement which the charge assistance operation | movement shown in FIG. 3 performs, the detailed description is abbreviate | omitted by attaching | subjecting the same step number.

  As shown in FIGS. 6 and 7, the first modification of the charge assist operation increases the power generation amount of the motor generator MG1 during at least a part of the steady travel period (step S136 in FIG. 6). The power generation amount of the motor generator MG1 is increased during the acceleration period (step S126 in FIG. 3), which is different from the charge assist operation shown in FIG. Other operations in the first modification of the charge assist operation may be the same as other operations in the charge assist operation illustrated in FIG. 3.

  The steady travel period is a period during which the hybrid vehicle 1 travels at a constant speed, as shown in the second graph of FIG. That is, the steady running period is a period in which the target speed v is constant (in other words, does not vary) as shown in the first graph of FIG. FIG. 7 shows an example in which the hybrid vehicle 1 starts traveling at time t71, the engine ENG starts at time t72, and the steady traveling period starts at time t73. As shown in the fourth graph in FIG. 7, in the first modification, the required charge amount is larger than the reference power generation amount during the steady travel period after time t73. Further, as shown in the third graph in FIG. 7, in the first modification, the output of the engine ENG during the acceleration period from time t71 to time t72 coincides with the reference output value, but after time t73. The output of the engine ENG during the steady running period becomes larger than the reference output value.

  The steady travel period tends to be relatively longer than the acceleration period. For this reason, when the power generation amount of motor generator MG1 is increased during the steady travel period, the total amount of power generated by motor generator MG1 is smaller than when the power generation amount of motor generator MG1 is increased during the acceleration period. growing. For this reason, charging of the battery 173 is further promoted. Therefore, the hybrid vehicle 1 that executes the first modification example of the charging assist operation more appropriately uses the battery 173 without causing the passenger to feel uncomfortable even when an object is present in front of the hybrid vehicle 1 (for example, Can be charged more quickly).

  In addition, since the charge assist operation of the first modification can relatively increase the total amount of power generated by the motor generator MG1, the SOC can be recovered even when the SOC is excessively reduced. The battery 173 can be charged. On the other hand, since the total amount of electric power generated by motor generator MG1 is relatively small, battery charging 173 shown in FIG. 3 is performed so that SOC is sufficiently recovered when SOC is excessively reduced. May not be able to charge. For this reason, in the charge assist operation of the first modified example, the condition that “SOC is equal to or lower than the first threshold value TH1”, which is one of the conditions for starting the promotion of charging of the battery 173 (step S123 in FIG. 3). Instead of this, a condition that “the SOC is equal to or smaller than the second threshold value TH2 smaller than the first threshold value TH1” may be used (step S133 in FIG. 6). However, the condition that “SOC is equal to or less than the first threshold value TH1” may also be used in the charge assist operation of the first modification.

  As shown in the timing chart of FIG. 8, the charging control unit 188 may increase the power generation amount of the motor generator MG1 in both the steady travel period and the acceleration period. FIG. 8 shows an example in which the hybrid vehicle 1 starts traveling at time t81, the engine ENG starts at time t82, and the steady traveling period starts at time t83. As shown in the fourth graph in FIG. 8, the required charging amount may be larger than the reference power generation amount in both the acceleration period from time t81 to time t82 and the steady traveling period after time t83. Further, as shown in the third graph in FIG. 8, the output of the engine ENG becomes larger than the reference output value in both the acceleration period from time t81 to time t82 and the steady running period after time t83. As a result, the total amount of electric power generated by motor generator MG1 is further increased compared to the case where the electric power generation amount of motor generator MG1 is increased in either one of the steady running period and the acceleration period. For this reason, charging of the battery 173 is further promoted.

(3-2) Second Modified Example of Charging Assist Operation Next, a flow of a second modified example of the charging assist operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIGS. 9 and 10. FIG. 9 is a flowchart showing a flow of a second modification of the charge assist operation performed by the hybrid vehicle 1 of the present embodiment. FIG. 10 shows the target speed v and the hybrid when the SOC is equal to or less than the third threshold value TH3 and the relative distance is not equal to or less than the predetermined distance D under the situation where the second modification of the charge assist operation shown in FIG. 4 is a timing chart showing the speed of the vehicle 1, the number of rotations of the engine ENG, the required charging amount, the regeneration amount, and the SOC. In addition, about the operation | movement same as the operation | movement which the charge assistance operation | movement shown in FIG. 3 performs, the detailed description is abbreviate | omitted by attaching | subjecting the same step number.

  As shown in FIG. 9, the second modification example of the charge assist operation is different from the charge assist operation shown in FIG. 3 in that the operation after it is determined that the relative distance is not equal to or less than the predetermined distance D is different. Other operations in the second modification of the charge assist operation may be the same as other operations in the charge assist operation illustrated in FIG. 3.

  Specifically, when it is determined as a result of the determination in step S124 that the relative distance is not less than or equal to the predetermined value D (step S124: No), the SOC determination unit 186 recognizes the internal situation recognized by the internal situation recognition unit 183. Based on the above, it is determined whether or not the SOC is equal to or smaller than a third threshold TH3 that is smaller than the first threshold TH1 and the second threshold TH2 (step S141).

  The operation for determining whether or not the SOC is equal to or less than the third threshold value TH3 is an operation for determining whether or not the SOC is excessively lowered (in other words, whether or not the discharge of the battery 173 is excessively progressing). It can be said that. For this reason, as the third threshold TH3 used by the SOC determination unit 186, a value that can distinguish between a state where the SOC is excessively decreased and a state where the SOC is not excessively decreased can be used. It is preferable. As the third threshold value TH3, an appropriate value that is typically set for each hybrid vehicle 1, for each battery 173, or according to the traveling state of the hybrid vehicle 1 is used. For example, an arbitrary value of 40% or less may be used as the third threshold TH1.

  As a result of the determination in step S141, when it is determined that the SOC is not equal to or less than the third threshold TH3 (step S141: No), the charging control unit 188 instructs the travel plan generation unit 184 to regenerate the travel plan. A request is made (step S125).

  On the other hand, as a result of the determination in step S141, when it is determined that the SOC is equal to or less than the third threshold TH3 (step S141: Yes), the charging control unit 188 regenerates a travel plan that satisfies the following conditions. In this manner, the travel plan generation unit 184 is requested (step S142).

  Specifically, the travel plan regenerated in step S142 is a condition that the hybrid vehicle 1 is accelerated at an acceleration larger than the acceleration for realizing the target speed v defined by the travel plan before regeneration in the acceleration period. Meet. Furthermore, the travel plan regenerated in step S142 satisfies the condition that the hybrid vehicle 1 is regenerated during the deceleration period. These two conditions are the same as the conditions to be satisfied by the travel plan regenerated in step S125. In addition, the travel plan regenerated in step S142 satisfies the condition that the hybrid vehicle 1 travels at a cruise speed higher than the target speed v (cruise speed) defined by the travel plan before regeneration in the steady travel period. .

  Here, with reference to FIG. 10, the operation when the SOC is equal to or less than the third threshold TH1 and the relative distance is not equal to or less than the predetermined distance D will be further described. FIG. 10 shows the target speed v and the hybrid vehicle 1 when the SOC is equal to or less than the first threshold value TH1 and the relative distance is not equal to or less than the predetermined distance D under the situation where the second modification of the charge assist operation of FIG. Is a timing chart showing the speed of the engine, the number of revolutions of the engine ENG, the amount of charge required, the amount of regeneration of the motor generator MG2 (that is, the amount of power generated by regeneration), and the SOC.

  FIG. 10 shows an example in which the hybrid vehicle 1 starts traveling at time t101, the engine ENG starts at time t102, the steady traveling period starts at time t103, and the deceleration period starts at time t104. As shown in the first graph of FIG. 10, the target speed v during the steady travel period defined by the travel plan after regeneration is greater than the target speed v during the steady travel period defined by the travel plan before regeneration. Is also expensive. Therefore, as shown in the second graph of FIG. 10, the hybrid vehicle 1 has a cruise speed higher than the target speed v during the steady travel period defined by the travel plan after regeneration during the steady travel period. Run.

  As a result, when the travel plan is regenerated, the kinetic energy of the hybrid vehicle 1 increases as compared to the case where the travel plan is not regenerated. For this reason, when the travel plan is regenerated, the amount of regeneration in the deceleration period after time t104 also increases compared to the case where the travel plan is not regenerated. In other words. Since the charging of the battery 173 is further promoted during the deceleration period, the SOC recovers more rapidly.

  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 Radar 1112 Rider 151 Throttle actuator 17 Hybrid system 173 Battery 18 ECU
184 Travel plan generation unit 185 Travel control unit 186 SOC determination unit 187 Distance determination unit 188 Charge control unit ENG Engine MG1, MG2 Motor generator

Claims (3)

A vehicle control device for controlling a vehicle comprising an internal combustion engine, 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,
Generating means for generating a travel plan including a target speed of the vehicle 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;
Whether the total amount of power stored in the power storage device is equal to or less than a first predetermined value and a distance between an object that appears in front of the vehicle after generating the travel plan and the vehicle is a second predetermined value. Determining means for determining whether or not the value is less than or equal to
When it is determined that the total amount of power is equal to or less than the first predetermined value and the distance is equal to or less than the second predetermined value, the vehicle is allowed to travel at the target speed while maintaining the travel plan. And a second control means for increasing the power generation amount of the rotating electrical machine using the output of the internal combustion engine as compared with a case where it is determined that the distance is not less than or equal to the second predetermined value. Control device. The second control means, when it is determined that the total amount of power is equal to or smaller than the first predetermined value and the distance is equal to or smaller than the second predetermined value, the distance is not equal to or smaller than the second predetermined value. 2. The vehicle control device according to claim 1, wherein the output of the internal combustion engine is increased by an output amount corresponding to an increase in the power generation amount as compared with a case where it is determined as follows. The second control means controls the power generation amount in at least a part of a first period in which the vehicle accelerates based on the travel plan and a second period in which the vehicle travels at a constant speed based on the travel plan. The vehicle control device according to claim 1, wherein the vehicle control device is increased.

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