JP2017035964A - Hybrid-vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid-vehicular control apparatus capable of preventing the occurrence of a situation where fuel economy is deteriorated.SOLUTION: A target downhill section is extracted on the basis of information related to a travel-planned route of a vehicle 10, and a section from a start point of the target downhill section before the start point of the target downhill section to an end point of the target downhill section is identified as a control section. A control apparatus includes: first control means for setting a target residual capacity of a battery 64 at a first residual capacity SOCcntr-n and determining a first charge-discharge requirement output Pb1; and second control means for setting a target residual capacity at a second residual capacity SOCcntr-d and determining a second charge-discharge requirement output Pb2 that is larger than the first charge-discharge requirement output. The control apparatus controls an internal combustion engine and a motor using the second control means when a vehicle travels in the control section, whereas if an actual residual capacity is determined to be less than a determination threshold αth that is equal to or less than the second residual capacity when the vehicle arrives at a downhill control start point, the control apparatus controls the internal combustion engine and motor using the first control means.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a hybrid vehicle equipped with an internal combustion engine, an electric motor, and a storage battery that supplies electric power to the electric motor.

  Conventionally, a hybrid vehicle (hereinafter, also simply referred to as “vehicle”) has an electric motor and an electric motor so as to make good use of the ability of a storage battery that can be charged and discharged for the purpose of improving the fuel efficiency of the vehicle. The vehicle travels while controlling the internal combustion engine.

  For example, when the vehicle travels on a downhill where the vehicle accelerates without using the torque (driving force) generated by the internal combustion engine and the electric motor, the driver releases his / her foot from the accelerator pedal and, in some cases, further releases the brake pedal. Stepping on the vehicle requires a vehicle braking force. At this time, the increase in the vehicle speed is suppressed by the regenerative braking force of the electric motor, and the electric power generated by the regenerative braking is supplied to the storage battery. As a result, the remaining capacity (SOC, ie, State Of Charge) of the storage battery increases.

  Therefore, when the vehicle travels on a long downhill (for example, a section where the distance is relatively long and the altitude difference is relatively large), the remaining capacity may reach an upper limit value in the middle of the downhill, and the remaining capacity exceeds that. May not be increased. In this case, if the remaining capacity at the starting point of the downhill section is low, the “power generated by regenerative braking”, which should have been recovered, cannot be recovered.

  Therefore, one of the conventional vehicle control devices (hereinafter referred to as “conventional device”) uses the navigation system to identify the planned travel route of the vehicle and the downhill section existing on the planned travel route. To do. The conventional apparatus controls the internal combustion engine and the electric motor so that the remaining capacity is sufficiently reduced in a section (for convenience, also referred to as “pre-use section”) until the vehicle reaches the starting point of the downhill section. (For example, refer to Patent Document 1).

  That is, the conventional apparatus executes “remaining capacity reduction control” that actively reduces the remaining capacity by actively using the motor in the pre-use section. According to this, since the remaining capacity at the start point of the downhill section can be reduced, it is difficult for the remaining capacity to reach the upper limit value in the downhill section. As a result, “the possibility that the remaining capacity reaches the upper limit during traveling in the downhill section and the electric power generated by regenerative braking cannot be recovered” decreases. Therefore, the power consumed in the pre-use section can be collected in the downhill section, and the opportunity to operate the internal combustion engine in these sections is reduced. As a result, the fuel efficiency of the vehicle can be improved as a whole.

JP 2005-160269 A

  By the way, in the conventional hybrid vehicle, the internal combustion engine and the electric motor are arranged so that the actual remaining capacity (hereinafter also referred to as “actual remaining capacity”) approaches the “first remaining capacity set to a relatively high value”. Is controlling. Hereinafter, this control is referred to as “normal control” for convenience. On the other hand, in the above-described remaining capacity reduction control, the internal combustion engine and the electric motor are controlled so that the actual remaining capacity approaches the “second remaining capacity lower than the first remaining capacity”. Further, in the remaining capacity reduction control, the internal combustion engine and the electric motor are controlled so that charging and discharging are performed more quickly than in the normal control. Therefore, when the actual remaining capacity is a predetermined value smaller than the second remaining capacity, the difference between the first remaining capacity and the actual remaining capacity becomes larger than the difference between the second remaining capacity and the actual remaining capacity. In many cases, the amount of power charged in the storage battery by the output of the internal combustion engine in the section is larger when the remaining capacity reduction control is performed than when the normal control is performed. Therefore, when the actual remaining capacity is smaller than the second remaining capacity in the second remaining capacity SOCcntr-d in the pre-use section, there is a possibility that the fuel consumption may deteriorate when the remaining capacity reduction control is started.

  The present invention has been made in order to cope with the above problem, and by not performing the remaining capacity reduction control when the remaining capacity is lower than the second remaining capacity at the start point of the pre-use section, the fuel consumption is improved. An object of the present invention is to provide a control device for a hybrid vehicle that can avoid the occurrence of a situation in which the vehicle gets worse.

  The hybrid vehicle control device of the present invention (hereinafter also referred to as “the present invention device”) includes an internal combustion engine (20) as a drive source of the vehicle (10), an electric motor (MG2) as the drive source, and A storage battery (64) for supplying electric power to the electric motor is mounted, regenerative braking is performed using the electric motor, and electric power generated by the regenerative braking can be charged to the storage battery, and power is generated using the output of the internal combustion engine. This is applied to a hybrid vehicle (10) configured to be able to charge the storage battery with the electric power.

  The device according to the present invention further sets a target remaining capacity (SOCcntr), which is a target value of the remaining capacity of the storage battery, to a first remaining capacity (SOCcntr-n) and an actual remaining capacity that is the actual remaining capacity of the storage battery. The first charging / discharging request output (Pb1) required for charging / discharging the storage battery is determined so that the capacity approaches the first remaining capacity, and the required driving force required for the vehicle and the first charging / discharging request are determined. First control means for controlling the internal combustion engine and the electric motor so as to satisfy the output is provided (see the routine of 70 and FIG. 5).

  In addition, the device according to the present invention sets the target remaining capacity to a second remaining capacity (SOCcntr-d) lower than the first remaining capacity, and the actual remaining capacity approaches the second remaining capacity. Determine the second charge / discharge request output (Pb2) larger than the first charge / discharge request output required for charge / discharge of the storage battery (see step 520, step 620 and FIG. 7), and request the vehicle. Second control means (see 70 and the routine of FIG. 6) for controlling the internal combustion engine and the electric motor so that the required driving force and the second charge / discharge request output are satisfied.

  More specifically, the second control means outputs the second charge / discharge request output that is determined when the actual remaining capacity is a predetermined value lower than the second remaining capacity, when the actual remaining capacity is predetermined. A value larger than the first charge / discharge request output determined by the control means may be set.

Furthermore, the present invention device acquires information related to the planned travel route of the vehicle, extracts a target downhill section that satisfies a predetermined condition in the planned travel route based on the information related to the planned travel route, and Control that specifies a control section that is a section from a downhill control start point (Ds) that is a predetermined first distance before the start point (Dk) of the slope section to an end point (De) of the target downhill section. Section setting means (steps 330 to 360);
When the vehicle travels in a section other than the control section, the first control means controls the internal combustion engine and the electric motor (steps 415 and 470), and when the vehicle travels in the control section, the second Selecting means for controlling the internal combustion engine and the electric motor by control means (step 450);
Is provided.

  When the selection means determines that the actual remaining capacity is smaller than a determination threshold (αth) equal to or less than the second remaining capacity when the vehicle reaches the downhill control start point (in step 440, “ In the case of “No”, the control of the internal combustion engine and the electric motor by the first control means is continued without starting the control of the internal combustion engine and the electric motor by the second control means (step 445). Composed.

  According to this, when it is determined that the actual SOC is smaller than the determination threshold at the time when the vehicle reaches the downhill control start point (the start point of the pre-use section), the present invention device uses the first control means. Continue control of internal combustion engine and motor. As described above, when the actual SOC is smaller than the determination threshold, the first charge / discharge request output of the internal combustion engine determined by the first control means is greater than the second charge / discharge request output determined by the second control means. small. Therefore, by continuing the control of the internal combustion engine and the electric motor by the first control means, the opportunity for operating the internal combustion engine is reduced as compared with the control by the second control means, and it is possible to avoid the occurrence of a situation where fuel consumption deteriorates. it can.

  In the above description, in order to help the understanding of the invention, the reference numerals used in the embodiments are attached to the configuration of the invention corresponding to the embodiments in parentheses, but each constituent element of the invention is represented by the reference numerals. It is not limited to the embodiments specified. Objects, other features and attendant advantages of the present invention will be readily understood from the description of embodiments of the present invention described with reference to the following drawings.

FIG. 1 is a schematic diagram of a hybrid vehicle to which a vehicle control apparatus according to an embodiment of the present invention is applied, and the control apparatus. FIG. 2 is a diagram schematically showing the transition of the remaining capacity of the storage battery in the downhill control executed by the control apparatus for the hybrid vehicle shown in FIG. 1 and the remaining capacity of the storage battery in the downhill control of the conventional apparatus. FIG. 3 is a flowchart showing a “support plan determination routine” executed by the CPU of the navigation ECU (NVECU) of the hybrid vehicle shown in FIG. FIG. 4 is a flowchart showing a “control selection routine” executed by the CPU of the power management ECU (PMECU) of the hybrid vehicle shown in FIG. FIG. 5 is a flowchart showing a “first control routine” executed by the CPU of the PM ECU of the hybrid vehicle shown in FIG. FIG. 6 is a flowchart showing a “second control routine” executed by the CPU of the PM ECU of the hybrid vehicle shown in FIG. FIG. 7 is a diagram showing two types of lookup tables referred to by the PM ECU of the hybrid vehicle shown in FIG.

  Hereinafter, a vehicle control device according to an embodiment of the present invention (hereinafter referred to as “the present control device”) will be described with reference to the drawings.

(Constitution)
A hybrid vehicle control device (hereinafter referred to as “the present control device”) according to an embodiment of the present invention is applied to the hybrid vehicle 10 (vehicle 10) shown in FIG.

  The vehicle 10 includes a first generator motor MG1, a second generator motor MG2, an internal combustion engine 20, a power distribution mechanism 30, a driving force transmission mechanism 50, a first inverter 61, a second inverter 62, a step-up / down converter 63, a storage battery 64, a power A management ECU 70, a battery ECU 71, a motor ECU 72, an engine ECU 73, a navigation ECU 74, and the like are provided. These ECUs may be integrated into one ECU.

  The ECU is an abbreviation for an electric control unit, and is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, a backup RAM (or nonvolatile memory), an interface, and the like as main components.

  The first generator motor MG1 is a synchronous generator motor that can function as either a generator or a motor. The first generator motor MG1 mainly functions as a generator in this example. The first generator motor MG1 includes a first shaft 41 that is an output shaft.

  Similar to the first generator motor MG1, the second generator motor MG2 is a synchronous generator motor that can function as both a generator and a motor. In this example, the second generator motor MG2 mainly functions as a motor. The second generator motor MG2 includes a second shaft 42 that is an output shaft.

  The internal combustion engine (hereinafter also simply referred to as “engine”) 20 is a four-cycle, spark ignition type, multi-cylinder internal combustion engine. The engine 20 includes a known engine actuator 21. For example, the engine actuator 21 includes a fuel supply device including a fuel injection valve, an ignition device including an ignition plug, an actuator for changing the throttle valve opening, and the like. The engine 20 changes the intake air amount by changing the opening of a throttle valve disposed in an intake passage (not shown) by means of a throttle valve actuator, whereby the torque generated by the engine 20 and the engine rotational speed (ie, the engine speed) are changed. Output) can be changed. The engine 20 generates torque on the crankshaft 22 that is the output shaft of the engine 20.

  The power distribution mechanism 30 includes a known planetary gear device 31. The planetary gear device 31 includes a sun gear 32, a plurality of planetary gears 33, and a ring gear 34.

  The sun gear 32 is connected to the first shaft 41 of the first generator motor MG1. Accordingly, the first generator motor MG1 can output torque to the sun gear 32. The first generator motor MG1 can generate electric power by being rotationally driven by the torque input from the sun gear 32 to the first generator motor MG1.

  Each of the plurality of planetary gears 33 meshes with the sun gear 32 and meshes with the ring gear 34. The planetary gear 33 has a rotation shaft (spinning shaft) provided on the planetary carrier 35. The planetary carrier 35 is held so as to be rotatable coaxially with the sun gear 32. The planetary carrier 35 is connected to the crankshaft 22 of the engine 20.

  The ring gear 34 is held so as to be rotatable coaxially with the sun gear 32.

  When torque is input from the planetary gear 33 to the sun gear 32, the sun gear 32 is rotationally driven by the torque. When torque is input from the planetary gear 33 to the ring gear 34, the ring gear 34 is rotationally driven by the torque. Conversely, when torque is input from the sun gear 32 to the planetary gear 33, the planetary gear 33 is rotationally driven by the torque. When torque is input from the ring gear 34 to the planetary gear 33, the planetary gear 33 is rotationally driven by the torque.

  The ring gear 34 is connected to the second shaft 42 of the second generator motor MG2 via the ring gear carrier 36. Therefore, the second generator motor MG <b> 2 can output torque to the ring gear 34. The second generator motor MG2 can generate electric power by being rotationally driven by the torque input from the ring gear 34 to the second generator motor MG2.

  Further, the ring gear 34 is connected to an output gear 37 via a ring gear carrier 36. Accordingly, the output gear 37 can be rotationally driven by the torque input from the ring gear 34 to the output gear 37. The ring gear 34 can be rotationally driven by torque input from the output gear 37 to the ring gear 34.

  The drive force transmission mechanism 50 includes a gear train 51, a differential gear 52, and a drive shaft (drive shaft) 53.

  The gear train 51 connects the output gear 37 and the differential gear 52 by a gear mechanism so that power can be transmitted. The differential gear 52 is attached to the drive shaft 53. Drive wheels 54 are attached to both ends of the drive shaft 53. Accordingly, the torque from the output gear 37 is transmitted to the drive wheels 54 via the gear train 51, the differential gear 52, and the drive shaft 53. The hybrid vehicle 10 can travel by the torque transmitted to the drive wheels 54.

  The first inverter 61 is electrically connected to the first generator motor MG <b> 1 and the storage battery 64 via the buck-boost converter 63. Therefore, when the first generator motor MG1 is generating power, the electric power generated by the first generator motor MG1 is supplied to the storage battery 64 via the first inverter 61 and the step-up / down converter 63. On the other hand, the first generator motor MG1 is rotationally driven by the electric power supplied from the storage battery 64 via the buck-boost converter 63 and the first inverter 61.

  The second inverter 62 is electrically connected to the second generator motor MG <b> 2 and the storage battery 64 via the buck-boost converter 63. Accordingly, the second generator motor MG2 is rotationally driven by the electric power supplied from the storage battery 64 via the step-up / down converter 63 and the second inverter 62. On the contrary, when the second generator motor MG2 is generating electric power, the electric power generated by the second generator motor MG2 is supplied to the storage battery 64 via the second inverter 62 and the step-up / down converter 63.

  The electric power generated by the first generator motor MG1 can be directly supplied to the second generator motor MG2, and the electric power generated by the second generator motor MG2 can be directly supplied to the first generator motor MG1.

  The storage battery 64 is a power storage unit that stores electrical energy for driving the first generator motor MG1 or the second generator motor MG2, and is configured by a secondary battery such as a lithium ion battery that can be repeatedly charged and discharged. Yes. An SOC sensor (not shown) used for detecting the SOC is attached to the storage battery 64 so that the battery ECU 71 can monitor the SOC of the storage battery 64.

  In addition, the storage battery 64 should just be an electrical storage apparatus which can be discharged and charged, and may be not only a lithium ion battery but a nickel metal hydride battery, a lead storage battery, a nickel cadmium battery, and another secondary battery.

  The power management ECU 70 (hereinafter also referred to as “PMECU 70”) is connected to a battery ECU 71, a motor ECU 72, an engine ECU 73, and a navigation ECU 74, which will be described later, so that information can be exchanged by CAN (Controller Area Network) communication.

  The PM ECU 70 receives output signals from a power switch 81, an accelerator operation amount sensor 82, a brake operation amount sensor 83, a vehicle speed sensor 84, and the like that are system activation switches of the hybrid vehicle 10.

The accelerator operation amount sensor 82 generates an output signal representing an operation amount (hereinafter referred to as “accelerator operation amount AP”) of an unillustrated accelerator pedal provided so as to be operable by the driver. The accelerator operation amount AP can also be expressed as an acceleration operation amount.
The brake operation amount sensor 83 generates an output signal indicating an operation amount BP of a brake pedal (not shown) operated by the driver.
The vehicle speed sensor 84 generates an output signal indicating the vehicle speed SPD of the hybrid vehicle 10.

  The PM ECU 70 inputs the remaining capacity SOC of the storage battery 64 acquired by the battery ECU 71. The remaining capacity SOC is calculated by a known method based on the integrated value of the current flowing into and out of the storage battery 64.

  The PM ECU 70 receives a signal representing the rotational speed of the first generator motor MG1 and a signal representing the rotational speed of the second generator motor MG2 via the motor ECU 72. A signal representing the rotation speed of the first generator motor MG1 is referred to as “MG1 rotation speed Nm1”. A signal indicating the rotation speed of the second generator motor MG2 is referred to as “MG2 rotation speed Nm2”.

  The MG1 rotation speed Nm1 is calculated by the motor ECU 72 based on “an output value of the resolver 97 provided in the first generator motor MG1 and outputting an output value corresponding to the rotation angle of the rotor of the first generator motor MG1”. Similarly, MG2 rotational speed Nm2 is calculated by motor ECU 72 based on “the output value of resolver 98 that is provided in second generator-motor MG2 and outputs an output value corresponding to the rotational angle of the rotor of second generator-motor MG2”. Is done.

  The PM ECU 70 inputs an output signal representing the engine state detected by the engine state quantity sensor 99 via the engine ECU 73. The output signal representing the engine state includes the engine speed NE, the throttle valve opening degree TA, the engine coolant temperature THW, the atmospheric pressure Pa, and the like.

  The PM ECU 70 performs driving force control as will be described later. When the accelerator operation amount AP is “0”, the PM ECU 70 determines the required braking force based on the brake pedal operation amount BP, and the required braking force is “required regeneration”. The braking force and the required friction braking force are distributed. Then, the “required regenerative braking force” is transmitted to the motor ECU 72 and a required friction braking force is generated using a friction braking device (not shown). The required regenerative braking force is determined so as to be as large as possible within a range equal to or less than the required braking force. However, when the remaining capacity SOC exceeds the remaining capacity upper limit “SOCuplmt”, the required regenerative braking force is set to “0”.

  The motor ECU 72 is connected to the first inverter 61, the second inverter 62 and the step-up / down converter 63. The motor ECU 72 sends an instruction signal to the first inverter 61, the second inverter 62 and the step-up / down converter 63 based on a command from the PM ECU 70 (for example, “MG1 command torque Tm1 * and MG2 command torque Tm2 *”). It has become. Thus, the motor ECU 72 controls the first generator motor MG1 using the first inverter 61 and the step-up / down converter 63, and controls the second generator motor MG2 using the second inverter 62 and the step-up / down converter 63. It is like that.

  The engine ECU 73 controls the engine 20 by sending an instruction signal to the engine actuator 21 based on a command from the PM ECU 70 and a signal from the engine state quantity sensor 99.

  A navigation ECU (hereinafter also referred to as “NVECU”) 74 is electrically connected to a navigation database 86, a travel data acquisition unit 87, a travel environment data acquisition unit 88, a travel data storage unit 89, and the like.

  A navigation database (hereinafter also referred to as “NVDB”) 86 is a magnetic disk (HDD), and “stores data such as map information and road information.

  The map information includes road data including road identification information for identifying each road on the map data, guidance data including an intersection name used for route guidance, and the like.

  The road information includes “link information” corresponding to a road section, “node information” that is an end point of the link, “regulation information” that is information related to road regulation, and the like. The link information is accompanied by gradient data of a section (road) corresponding to the link and / or elevation data of points at both ends of the section (road) corresponding to the link.

  The travel data acquisition unit 87 includes a GPS (Global Positioning System) receiver, and the current position (latitude and longitude) of the vehicle 10 at predetermined intervals from when the power switch 81 of the vehicle 10 is turned on to when it is turned off. Travel data such as travel speed is acquired. The predetermined interval refers to a predetermined time interval (for example, 100 msec) and a predetermined distance interval (for example, 100 m).

  The travel environment data acquisition unit 88 acquires information on the travel environment around the vehicle during travel of the vehicle, such as traffic jam information, traffic regulation information, and road construction information, and provides the information to the NV ECU 74 as travel environment data. The travel environment data acquisition unit 89 includes, for example, a device that acquires VICS (registered trademark) information.

  The travel data storage unit 89 stores the travel data acquired by the travel data acquisition unit 87 and the travel environment data acquired by the travel environment data acquisition unit 88. For example, the travel data storage unit 89 stores the altitudes at both ends of the link corresponding to the road section where the vehicle 10 actually traveled. The altitude is calculated from a signal from an atmospheric pressure sensor included in the engine state quantity sensor 99.

  The NV ECU 74 performs a route search from the current location to the destination to determine the planned travel route, and performs guidance for guiding the vehicle 10 to the destination along the planned travel route.

(Overview of operation)
Next, “downhill control” performed by the present control device will be described with reference to FIG. Downhill control is also referred to as “second control” for convenience. When downhill control is not performed, normal control is executed. The normal control is also referred to as “first control” for convenience.

1. Overview of Downhill Control The horizontal axis of FIG. 2 indicates the point of the planned travel route of the vehicle 10 according to the distance. In the example illustrated in FIG. 2, the planned travel route includes six road sections corresponding to links # 0 to # 5. A connection point between adjacent links is a node. The vertical axis in FIG. 2 represents the altitude of the road and the remaining capacity SOC of the storage battery 64 in the planned travel route of the vehicle 10.

  The planned travel route shown in FIG. 2 includes a downhill that continues from a flat road having an altitude Hs to a flat road having an altitude He (elevation Hs> altitude He). The downhill is composed of three sections corresponding to link # 2 to link # 4.

  This control device sets the remaining capacity upper limit “SOCuplmt” and the remaining capacity lower limit “SOClolmt” to suppress the deterioration of the storage battery 64, and the remaining capacity SOC is determined from the remaining capacity upper limit SOCuplmt. The remaining capacity SOC is controlled (managed) so as to be within a range up to the value SOClolmt (SOC management width).

  This control device performs the first control as the normal control during the normal traveling except when traveling on the downhill and during the traffic jam. In the first control, the target remaining capacity SOCcntr is set to “standard remaining capacity SOCcntr-n which is the first remaining capacity”. For example, the remaining capacity upper limit value SOCuplmt is 80% of full charge, the remaining capacity lower limit value SOClolmt is 40% of full charge, and the target remaining capacity SOCcntr-n at the time of execution of the first control is a value corresponding to 60% of full charge. Is set.

  During normal travel, the present control device sets the target remaining capacity, which is the target value of the remaining capacity of the storage battery 64, to “standard remaining capacity SOCcntr-n, which is the first remaining capacity”, and the actual remaining capacity of the storage battery. The “output (first charge request output) Pb1 required for charging the storage battery 64 to the internal combustion engine 20” is determined so that the actual remaining capacity SOC is close to the target remaining capacity. And this control apparatus controls the engine 20, the 2nd generator motor MG2, and the 1st generator motor MG1 so that the request | requirement driving force requested | required of the vehicle 10 and 1st charge request | requirement output Pb1 may be satisfy | filled. At this time, the present control device determines the first charge request output Pb1 by applying the actual remaining capacity SOC to the lookup table (map) MapPb1n (SOC) indicated by the broken line in FIG. As a result, in the example of FIG. 2, the actual remaining capacity SOC at the point D0 is controlled to a value in the vicinity of the standard remaining capacity SOCcntr-n. The first charge request output Pb1 is also referred to as “first charge / discharge request output” Pb1.

  This control device performs a “downhill search” every time a predetermined time (in this example, 5 minutes, which is the time interval at which the VICS information is updated) elapses. In the example of FIG. 2, the present control device performs “downhill search” when the vehicle 10 reaches the point D1. The downhill search will be described later. In this example, it is assumed that three sections corresponding to link # 2 to link # 4 correspond to a downhill section in which downhill control is executed (hereinafter, may be referred to as “target downhill section”). Continue. At the time when the vehicle 10 has reached the point D1, the vehicle 10 is traveling normally, and “downhill control as the second control” is not being executed.

  In this “downhill search”, the present control device specifies “a target downhill section to be subjected to downhill control” in the planned travel route. Specifically, the present control device is one or a plurality of continuous links (hereinafter referred to as “first link group”) among the link groups corresponding to the planned travel route, and all the following conditions The section corresponding to the first link group that satisfies the above is specified as the “target downhill section”. However, the following conditions are only examples and are not limited to these.

(1) A section corresponding to each link of the first link group is within a certain distance (for example, a radius of 10 km) from the current position of the vehicle 10.
(2) Every section corresponding to each link of the first link group has a downhill with a slope less than a predetermined threshold gradient (that is, a downhill road with a relatively steep slope as a whole).
(3) The altitude Hs at the start point of the first link group is higher than the altitude He at the end point of the first link group (Hs> He), and the absolute value of the difference (altitude difference ΔHa = | Hs−He | ) Is greater than or equal to a predetermined elevation difference (SOC_STL_H).
(4) The total distance ΔDa of the section corresponding to the first link group is not less than a predetermined distance (SOC_STL_D).

  In the example shown in FIG. 2, since the first link group including the links # 2 to # 4 satisfies the conditions (1) to (4), the road section corresponding to the links # 2 to # 4 ( That is, the section from the point D3 to the point D6) is specified as the target downhill section. The NV ECU 74, which is a part of this control apparatus, starts the specified target downhill section start point Dk (ie, the latitude and longitude of the point D3) and the specified target downhill section end point De (ie, the point D6). Latitude / longitude) is stored and notified to the PM ECU 70.

  Further, the NV ECU 74 identifies a point Ds that is a predetermined first distance (“remaining capacity adjustment distance (HF_SOCC_DIST)) from the start point of the“ target downhill section ”(that is, the point D3), and the latitude of the point The longitude is stored as the latitude / longitude of the “downhill control start point Ds” and notified to the PM ECU 70. The NV ECU 74 may re-specify the point of the node closest to the point Ds and closer to the vehicle 10 than the point Ds as the point Ds. In other words, the first distance may be a distance having a certain width. A section from the downhill control start point Ds to the start point Dk (point D3) of the target downhill section is also referred to as a “pre-use section”. In the example shown in FIG. 2, the remaining capacity adjustment distance (HF_SOCC_DIST) matches the distance of the section corresponding to link # 1. In addition, since the section combining the pre-use section and the target downhill section is a section for executing the downhill control, it is also referred to as a “control section (downhill control target section)”.

  Further, the NV ECU 74 updates the downhill control start point Ds, the start point Dk of the target downhill section (that is, the point D3), and the downhill control end point De (end point De, point D6 of the target downhill section). When it is done, these points are stored and notified to the PM ECU 70.

  The PM ECU 70 (and the battery ECU 71), which is a part of this control device, acquires the current location (current location) of the vehicle 10 from the NV ECU 74 as needed, and when the current location matches the downhill control start point Ds (that is, the vehicle 10 When the point D2 in FIG. 2 is reached), “downhill control as the second control” is started.

  In other words, the present control device sets the target remaining capacity, which is the target value of the remaining capacity of the storage battery 64, to the “second remaining capacity SOCcntr-d” during traveling in the control section, and the actual remaining capacity SOC is the target remaining capacity. “Output (second charge request output) Pb2 required for charging internal battery 20 to charge storage battery 64” is determined so as to approach the capacity. And this control apparatus controls the engine 20, 2nd generator motor MG2, and 1st generator motor MG1 so that the request | requirement driving force requested | required of the vehicle 10 and 2nd charge request | requirement output Pb2 may be satisfy | filled. At this time, the present control device determines the second charge request output Pb2 by applying the actual remaining capacity SOC to the lookup table (map) MapPb2d (SOC) indicated by the solid line in FIG. The second remaining capacity SOCcntr-d is a value smaller than the first remaining capacity SOCcntr-n (60% at full charge), and is set to 50% at full charge, for example (one point in FIG. 2). (See chain line.) The second charge request output Pb2 is also referred to as “second charge / discharge request output” Pb2.

  By the way, the hybrid vehicle 10 travels in the hybrid travel mode (HV mode). The hybrid travel mode is a well-known mode described in, for example, Japanese Patent Application Laid-Open Nos. 2013-154718 and 2013-154715.

  Briefly speaking, the hybrid travel mode is a travel mode that allows the internal combustion engine 20 to be used in addition to the second generator motor MG2 when the vehicle 10 is traveled. Specifically, in the hybrid travel mode, the second generator motor MG2 is driven and the internal combustion engine 20 is operated at an operating point at which the operating efficiency is maximum, and the required torque required for the vehicle 10 by both outputs. A mode in which the vehicle 10 travels while satisfying (required driving force, that is, user requested torque requested by the user) and satisfying the charge request output Pb (that is, the first charge request output Pb1 or the second charge request output Pb2). It is.

  In this travel mode, when the output required for the internal combustion engine 20 is less than the threshold (that is, when the internal combustion engine 20 cannot be operated at the optimum operating point), the operation of the internal combustion engine 20 is stopped. On the other hand, when the output required for the internal combustion engine 20 is equal to or greater than the threshold value, the internal combustion engine 20 is operated at an optimal operating point so as to satisfy the required output, and as a result, torque (driving force) that is insufficient with respect to the required torque ) Is supplemented by the second generator motor MG2, and at the same time, the storage battery 64 is charged by the output of the internal combustion engine 20. Accordingly, as the charge request output Pb (that is, the first charge request output Pb1 or the second charge request output Pb2) is increased, the internal combustion engine 20 is easily operated and the output is increased.

  When the actual remaining capacity SOC becomes equal to or less than the remaining capacity lower limit value SOClolmt, the internal combustion engine 20 is forcibly operated even in a situation where it cannot be operated at the optimum operating point, and the second generator motor MG2 is driven by the output of the internal combustion engine 20. The storage battery 64 is charged by the electric power generated by the first generator motor MG1. That is, forced charging is performed.

  In the pre-use period, the PM ECU 70 reduces the remaining capacity SOC by operating the second generator motor MG2 preferentially and consuming power so that the actual remaining capacity SOC approaches the second remaining capacity SOCcntr-d. (See solid line S1 in FIG. 2).

  In the example illustrated in FIG. 2, the actual remaining capacity SOC decreases to the second remaining capacity SOCcntr-d before the vehicle 10 travels in the pre-use section and reaches the start point D3 of the target downhill section. That is, the above-mentioned remaining capacity adjustment distance HF_SOCC_DIST operates the second generator motor MG2 and consumes the electric power stored in the storage battery 64, thereby changing the actual remaining capacity SOC from the first remaining capacity SOCcntr-n to the second remaining capacity. It is set as a sufficient distance to approach the SOCcntr-d. The remaining capacity adjustment distance HF_SOCC_DIST is set to about 5 km, for example, but may be shorter or longer than 5 km depending on the travel route and travel conditions of the vehicle 10.

  When the vehicle 10 starts traveling in the target downhill section, regenerative braking using the first generator motor MG1 and the second generator motor MG2 is frequently performed. As a result, since the electric power (regenerative energy) generated by the regenerative braking is supplied to the storage battery 64, the remaining capacity SOC gradually increases.

  When the current location of the vehicle 10 coincides with the downhill control end point De (that is, when the vehicle 10 reaches the point D6 in FIG. 2), the PM ECU 70 (and the battery ECU 71) ends the downhill control that is the second control, The normal control which is the first control is resumed. As a result, the target remaining capacity SOCcntr is returned from the second remaining capacity SOCcntr-d to the first remaining capacity SOCcntr-n. Thereafter, the vehicle 10 travels on a flat road (section corresponding to the link # 5). The NV ECU 74 may notify the PM ECU 70 that the current location of the vehicle 10 has reached “points Ds, Dk, and De”, and the PM ECU 70 may start and end downhill control according to the notification.

  When the “second control (downhill control)” by the present control device is not executed, the actual remaining capacity SOC changes as indicated by a two-dot chain line S2 in FIG. In this case, the remaining capacity SOC reaches the remaining capacity upper limit value SOCuplmt during traveling in the target downhill section. Therefore, the PM ECU 70 stops supplying electric energy (regenerative energy) generated by regenerative braking to the storage battery 64 so that the remaining capacity SOC does not exceed the remaining capacity upper limit value SOCuplmt. Therefore, in this case, the regenerative energy that is not recovered is converted into heat energy or the like and consumed.

2. Correspondence when the remaining capacity SOC is lower than the second remaining capacity when the vehicle reaches the start point of the control target section As shown in FIG. 7, the actual remaining capacity SOC is equal to the second remaining capacity SOCcntr-d. When the value is lower, the second charge request output Pb2 determined from the map MapPb2d (SOC) used in the second control (downhill control) is the map MapPb1n used in the first control (normal control). It becomes a value larger than the first charge request output Pb1 determined from (SOC). This means that the internal combustion engine 20 is operated at a higher frequency and is operated to produce a greater output.

  Therefore, when the second control is started when the value of the actual remaining capacity SOC when the vehicle 10 reaches the start point Ds of the control section is “a value lower than the second remaining capacity SOCcntr-d”, the vehicle 10 While traveling in the control section (particularly during traveling in the pre-use section from the start point Ds of the control section to the start point Dk of the target downhill section), the amount of charge by the internal combustion engine 20 is greater than when performing the first control. On the contrary, the fuel consumption of the vehicle 10 deteriorates.

  In view of this, the present control device determines that the value of the actual remaining capacity SOC at the time when the vehicle 10 reaches the start point Ds of the control section is “a value lower than the determination threshold αth equal to or less than the second remaining capacity SOCcntr-d”. Continues the first control without starting the second control. Thereby, generation | occurrence | production of the situation where fuel consumption deteriorates can be avoided.

(Actual operation)
Next, the actual operation of the present control device will be described.
<Determination of support plan>
The NV ECU 74 (actually its CPU) executes the support plan determination routine shown by the flowchart in FIG. 3 every time a certain time (for example, 5 minutes) elapses. Therefore, the NV ECU 74 starts processing from step 300 at a predetermined timing and proceeds to step 310 to acquire the current position (current location), destination, latest road information, etc. of the vehicle 10 and store them in the NVDB 86. The planned travel route of the vehicle 10 is determined based on the map information.

  Next, the NV ECU 74 proceeds to step 320 and determines whether or not prefetch information needs to be updated. The case where the pre-reading information needs to be updated is, for example, when the destination of the vehicle 10 is set or changed by a driver's operation, or when the travel route of the vehicle 10 is changed (from the set travel route to the vehicle 10 And when the traffic information such as VICS is updated (that is, every elapse of a predetermined time).

  If it is determined that the prefetch information needs to be updated for the above reasons, the NV ECU 74 determines “Yes” in step 320 and proceeds to step 330 to determine whether the vehicle is a road section that constitutes the planned travel route. Information on road sections existing within a range of about 10 km from the current position of 10 is acquired. The acquired information on the planned travel route includes the gradient of each road section (link) on the planned travel route (that is, the gradient included in the map information stored in the NVDB 86).

  In step 340, the NV ECU 74 searches for the first link group satisfying the above-described conditions (1) to (4) from the “link group (road section group) constituting the planned travel route acquired in step 330”. If such a first link group exists, the first link group is specified. That is, the NV ECU 74 specifies the target downhill section. More specifically, the NV ECU 74 determines the start point Dk and the end point De of the target downhill section when the target downhill section exists.

  Next, the NV ECU 74 proceeds to step 350 and determines whether or not the target downhill section is included in the planned travel route. If the target downhill section is not included in the planned travel route, the NV ECU 74 makes a “No” determination at step 350 and proceeds directly to step 395 to end the present routine tentatively. Therefore, in this case, the second control (downhill control) is not executed, and the first control is continuously executed.

  On the other hand, if the target downhill section is included in the planned travel route, the NV ECU 74 determines “Yes” in step 350 and proceeds to step 360 to execute the target control section (section where the downhill control is to be performed). Is identified. More specifically, the NV ECU 74 determines, as the downhill control start point Ds, a point that is a first distance (remaining capacity adjustment distance (HF_SOCC_DIST)) from the start point Dk of the target downhill section. The end point of the target control section is the end point De of the target downhill section.

  Next, the NV ECU 74 proceeds to Step 370, stores the points Ds, Dk, and De in its own RAM and transmits them to the PM ECU 70, proceeds to Step 395, and once ends this routine. When the information on the points Ds, Dk, and De is transmitted from the NV ECU 74, the PM ECU 70 stores the information in the RAM of the PM ECU 70. Note that if it is not necessary to update the prefetch information in step 320, the NV ECU 74 determines “No”, proceeds directly to step 395, and once ends this routine.

<Control selection>
The PM ECU 70 (actually the CPU) executes the “control selection routine” represented by the flowchart in FIG. 4 every time a predetermined time elapses. This routine determines which of the first control and the second control is to be executed.

  When the appropriate timing is reached, the PM ECU 70 starts processing from step 400 in FIG. 4 and proceeds to step 410. At least one of the start point Ds and end point De of the control section is stored (set) in the RAM of the PM ECU 70. It is determined whether or not.

  If neither the start point Ds nor the end point De is set, the PM ECU 70 determines “No” in step 410 and proceeds to step 415 to set the value of the second control execution flag X2 to “0”. . The second control execution flag X2 is set to “0” in an initial routine (not shown) that is executed when the power switch 81 is changed from OFF to ON. The second control execution flag X2 is a flag for selecting whether to execute the first control or the second control. When the value is “0”, the first control is selected, and the value is “ When it is “1”, the second control is executed. The second control execution flag X2 is referred to in routines shown in FIGS. Thereafter, the PM ECU 70 proceeds directly to step 495 and once ends this routine.

  On the other hand, if at least one of the start point Ds and the end point De is set, the PM ECU 70 determines “Yes” in step 410 and proceeds to step 420, which is acquired by the GPS receiver (travel data acquisition unit 87). The current position Dn is received from the NV ECU 74 by communication. Next, the PM ECU 70 proceeds to step 430 and determines whether or not the current position Dn matches the start point Ds.

  If the current position Dn coincides with the start point Ds (actually ± several tens of meters), the PM ECU 70 determines “Yes” at step 430 and proceeds to step 440, and the value of the actual remaining capacity SOC at this time Is greater than or equal to the determination threshold αth. The determination threshold value αth is a predetermined value that is equal to or smaller than the second remaining capacity SOCcntr-d and greater than the remaining capacity lower limit SOClolmt. In the present embodiment, the determination threshold value αth is set to a value equal to the second remaining capacity SOCcntr-d.

  If the actual remaining capacity SOC at the start point Ds is greater than or equal to the determination threshold value αth (second remaining capacity SOCcntr-d), the PM ECU 70 determines “Yes” in step 440 and proceeds to step 450 to perform the second control execution flag. The value of X2 is set to “1”. As a result, as described later, the second control is started instead of the first control (see FIG. 6). At this time, the PM ECU 70 changes the target remaining capacity SOCcntr to a second remaining capacity SOCcntr-d that is smaller than the standard remaining capacity SOCcntr-n. Further, the PM ECU 70 erases the data of the start point Ds from the RAM. Next, the PM ECU 70 proceeds to step 495 and once ends this routine.

  On the other hand, if the calculated capacity SOC is smaller than the determination threshold value αth at the start point Ds, the PM ECU 70 determines “No” in step 440 and proceeds to step 445 to set the value of the second control execution flag X2 to “0”. Set to. Thereby, as will be described later, the first control is continuously executed (see FIG. 5). At this time, the PM ECU 70 confirms the target remaining capacity SOCcntr to the standard remaining capacity SOCcntr-n. Further, the PM ECU 70 deletes the data of the start point Ds and the end point De (and the start point Dk of the target downhill section) from the RAM. Next, the PM ECU 70 proceeds to step 495 and once ends this routine.

  If the current position Dn does not coincide with the start point Ds (including the case where the start point Ds is deleted) at the time point when the PM ECU 70 executes the process of step 430, the PM ECU 70 sets “No” in step 430. Then, the process proceeds to step 460, where it is determined whether or not the current position Dn matches the end point De.

  If the current position Dn does not coincide with the end point De, the PM ECU 70 makes a “No” determination at step 460 to directly proceed to step 495 to end the present routine tentatively. On the other hand, if the current position Dn coincides with the end point De, the PM ECU 70 determines “Yes” at step 460 and proceeds to step 470 to set the value of the second control execution flag X2 to “0”. To do. Thereby, as will be described later, the first control is executed (resumed) (see FIG. 5). At this time, the PM ECU 70 returns the target remaining capacity SOCcntr to the standard remaining capacity SOCcntr-n. Further, the PM ECU 70 erases the data of the end point De (and the start point Dk of the target downhill section) from the RAM. Next, the PM ECU 70 proceeds to step 495 and once ends this routine.

<First control (normal control)>
The PM ECU 70 (actually the CPU) executes the “first control (normal control) routine” shown by the flowchart in FIG. 5 every time a sufficiently short fixed time (for example, 8 ms) elapses. . Accordingly, the PM ECU 70 starts the process from step 500 at a predetermined timing, proceeds to step 505, and determines whether or not the value of the second control execution flag X2 is “0”. If the value of the second control execution flag X2 is not “0”, the PM ECU 70 makes a “No” determination at step 505 to directly proceed to step 595 to end the present routine tentatively.

  On the other hand, when the value of the second control execution flag X2 is “0”, the PM ECU 70 determines “Yes” at step 505, and proceeds to step 510, where the user requested torque Tu is determined as the accelerator operation amount AP. The vehicle request output Pv * (user request output Pu *) is acquired by multiplying the user request torque Tu by the vehicle speed SPD.

  Next, the PM ECU 70 proceeds to step 520 and applies the current actual remaining capacity SOC to the lookup table MapPb1n (SOC) indicated by the broken line in FIG. 7 to charge the storage battery 64 to the internal combustion engine 20. The requested output (that is, the first charge request output) Pb1 is determined.

  According to this table MapPb1n (SOC), when the actual remaining capacity SOC is larger than the “target remaining capacity set in the first remaining capacity (standard remaining capacity) SOCcntr-n”, the first charging request output Pb1 is negative. The value is determined such that the absolute value increases as the absolute value of the difference (= SOC-SOCcntr-n) between the actual remaining capacity SOC and the first remaining capacity SOCcntr-n increases. On the other hand, according to this table MapPb1n (SOC), when the actual remaining capacity SOC is smaller than the first remaining capacity SOCcntr-n, the first charge request output Pb1 becomes a positive value, and the actual remaining capacity SOC and the first remaining capacity SOC The absolute value is determined so as to increase as the absolute value of the difference (= SOC-SOCcntr-n) from the remaining capacity SOCcntr-n increases.

  Next, the PM ECU 70 proceeds to step 525 and determines whether or not the remaining capacity SOC is larger than the remaining capacity lower limit value SOClolmt. If the remaining capacity SOC is larger than the remaining capacity lower limit value SOClolmt, the PM ECU 70 determines “Yes” in step 525 and proceeds directly to step 535. On the other hand, if the remaining capacity SOC is equal to or smaller than the remaining capacity lower limit value SOClolmt, the PM ECU 70 determines “No” in step 525 and proceeds to step 530 to set the first charging request output Pb1 to a very large value (described later). The engine start threshold value Peth is set to a value greater than the engine start threshold value Peth, and the process proceeds to step 535.

  In step 535, the PM ECU 70 calculates the sum of the vehicle request output Pv *, the first charge request output Pb1, and the loss (constant value) Ploss as the engine request output Pe *.

  Next, the PM ECU 70 proceeds to step 540 and determines whether or not the engine request output Pe * is larger than the engine start threshold value Peth. The engine start threshold value Peth is set to a value at which the internal combustion engine 20 can be operated at an operation efficiency higher than a predetermined operation efficiency.

  When the engine required output Pe * is larger than the engine start threshold value Peth, the PM ECU 70 determines “Yes” at step 540 and proceeds to step 545 to determine whether or not the engine is stopped (the operation of the internal combustion engine 20 is stopped). Determine whether. If the engine is stopped, the PM ECU 70 proceeds to step 550 to start the internal combustion engine 20 and proceeds to step 555. On the other hand, if the engine is not stopped, PM ECU 70 proceeds directly from step 545 to step 555. In step 555, the PM ECU 70 controls the internal combustion engine 20 and the second generator motor MG2 (actually, the first generator motor MG1) in accordance with a well-known method, and from both the internal combustion engine 20 and the second generator motor MG2. The vehicle 10 is driven using the output of. That is, the vehicle 10 performs hybrid travel.

  On the other hand, if the engine required output Pe * is less than the engine start threshold value Peth, the PM ECU 70 determines “No” in step 540 and proceeds to step 560 to determine whether or not the engine is operating (the internal combustion engine 20 is operating). Determine whether. If the engine is operating, the PM ECU 70 proceeds to step 565 to stop the operation of the internal combustion engine 20 and proceeds to step 570. On the other hand, if the engine is not operating, PM ECU 70 proceeds directly from step 560 to step 570. In step 570, the PM ECU 70 controls the second generator motor MG2 in accordance with a well-known method, and causes the vehicle 10 to travel using only the output of the second generator motor MG2. That is, the vehicle 10 performs electric motor travel (electric travel).

  Such driving force control is well known, and for example, Japanese Patent Application Laid-Open No. 2009-126450 (US Published Patent Number US2010 / 0241297), Japanese Patent Application Laid-Open No. 9-308812 (US Patent on March 10, 1997). No. 6,131,680), JP2013-154720A, JP2013-154718A, JP2013-154715A, and the like.

<Second control (downhill control)>
The PM ECU 70 (actually the CPU) executes the “second control (downhill control) routine” shown by the flowchart in FIG. 6 every time a sufficiently short period of time (for example, 8 ms) elapses. Yes. Accordingly, the PM ECU 70 starts the process from step 600 at a predetermined timing, proceeds to step 605, and determines whether or not the value of the second control execution flag X2 is “1”. If the value of the second control execution flag X2 is not “1”, the PM ECU 70 makes a “No” determination at step 605 to directly proceed to step 695 to end the present routine tentatively.

  On the other hand, when the value of the second control execution flag X2 is “1”, the PM ECU 70 determines “Yes” in step 605 and proceeds to step 610, and similarly to step 510 described above, the user requested torque Tu is set. Obtained based on the accelerator operation amount AP and the vehicle speed SPD, and obtains the vehicle request output Pv * (user request output Pu *) by multiplying the user request torque Tu by the vehicle speed SPD.

  Next, the PM ECU 70 proceeds to step 620 and applies the current actual remaining capacity SOC to the lookup table MapPb2d (SOC) indicated by the solid line in FIG. The requested output (that is, the second charge request output) Pb2 is determined.

  According to this table MapPb2d (SOC), when the actual remaining capacity SOC is equal to or more than the “target remaining capacity set in the second remaining capacity SOCcntr-d”, the second charge request output Pb2 becomes a negative value, and the actual remaining capacity The absolute value increases as the absolute value of the difference between the capacity SOC and the second remaining capacity SOCcntr-d (= SOC-SOCcntr-d) increases.

  Furthermore, when the actual remaining capacity SOC is equal to or greater than the second remaining capacity SOCcntr-d, the absolute value of the second charging request output Pb2 obtained from the table MapPb2d (SOC) is the first charging request obtained from the table MapPb1n (SOC). It becomes larger than the absolute value of the output Pb1. Therefore, when the actual remaining capacity SOC is greater than or equal to the second remaining capacity SOCcntr-d, the discharge of the storage battery 64 is faster when the second control is being executed than when the first control is being executed. Proceed to

  In addition, according to the table MapPb2d (SOC), when the actual remaining capacity SOC is equal to or less than the “target remaining capacity set in the second remaining capacity SOCcntr-d”, the second charging request output Pb2 becomes a positive value, The absolute value increases as the absolute value of the difference (= SOC−SOCcntr-d) between the actual remaining capacity SOC and the second remaining capacity SOCcntr-d increases.

  Further, when the actual remaining capacity SOC is equal to or less than the second remaining capacity SOCcntr-d, the absolute value of the second charge request output Pb2 obtained from the table MapPb2d (SOC) is the first charge request obtained from the table MapPb1n (SOC). It becomes larger than the absolute value of the output Pb1. Therefore, when the actual remaining capacity SOC is less than or equal to the second remaining capacity SOCcntr-d, the storage battery 64 is charged more quickly when the second control is being executed than when the first control is being executed. Proceed to In other words, the amount of output generated by the internal combustion engine 20 for charging the storage battery 64 increases.

  Next, PM ECU 70 proceeds to step 625 and determines whether or not the remaining capacity SOC is larger than the remaining capacity lower limit SOClolmt. If the remaining capacity SOC is larger than the remaining capacity lower limit value SOClolmt, the PM ECU 70 determines “Yes” in step 625 and proceeds directly to step 635. On the other hand, if the remaining capacity SOC is equal to or less than the remaining capacity lower limit value SOClolmt, the PM ECU 70 determines “No” in step 625 and proceeds to step 630 to set the second charge request output Pb2 to a very large value (described later). The engine start threshold value Peth is set to a value greater than the engine start threshold value Peth, and the process proceeds to step 635.

  In step 635, the PM ECU 70 calculates the sum of the vehicle request output Pv *, the second charge request output Pb2, and the loss (constant value) Ploss as the engine request output Pe *.

  Next, the PM ECU 70 executes processing of an appropriate step among steps 640 to 675. Since the processing from step 640 to step 675 is the same as the processing from step 540 to step 575, description thereof will be omitted. Thus, the second control (downhill control) is executed.

<Regenerative braking control>
Further, the PM ECU 70 executes a routine (not shown) so that when the accelerator (accelerator pedal) operation amount AP is “0”, the required braking force required for the vehicle 10 is calculated based on the brake pedal operation amount BP. decide. The PM ECU 70 distributes the required braking force to the required regenerative braking force and the required friction braking force, controls the second generator motor MG2 so that the required regenerative braking force is generated by the regenerative braking, and the required friction braking force. Is controlled by a friction brake device (not shown) to control a hydraulic brake actuator (not shown). The PM ECU 70 determines the required regenerative braking force so that the required regenerative braking force is as large as possible within a range where the remaining capacity SOC does not exceed the remaining capacity upper limit value SOCuplmt.

  As described above, when it is determined that the SOC is smaller than the determination threshold value αth equal to or less than the second remaining capacity SOCcntr-d at the point where the downhill control is to be started, the present control device performs the downhill control (second Control) is not executed, and normal control (first control) is performed. Therefore, in the present control device, the charging request output required for the internal combustion engine increases from the downhill control start point to the start point of the target downhill section, and the chance of operating the internal combustion engine increases. Occurrence can be avoided. As a result, the present control device can avoid the occurrence of a situation where the fuel efficiency of the hybrid vehicle 10 deteriorates.

  As described above, the control device according to the embodiment of the present invention can more reliably enjoy the fuel efficiency improvement effect brought about by the downhill control. In addition, this invention is not limited to the said embodiment, A various modification can be employ | adopted within the scope of the present invention. Hereinafter, such modifications are listed.

(1) The NV ECU 74 may execute the routine shown in FIG. 3 every time the vehicle 10 travels a predetermined distance.
(2) The PM ECU 70 may execute part or all of the routine of FIG. In that case, the PM ECU 70 may acquire necessary information from the navigation ECU 74.

(3) In the above embodiment, the target remaining capacity reduction control is executed when the vehicle 10 is traveling in the control target section. However, the target remaining capacity reduction control may be executed only when the vehicle 10 passes the pre-use section, and starts from the start point Dk of the target downhill section when passing the pre-use section. It may be executed when the vehicle passes through a section up to the time point Dp between the point Dk and the end point De.

(4) In the above embodiment, the determination threshold value αth has been described as the second remaining capacity SOCcntr-d. However, the value of the determination threshold αth may be an arbitrary value between the second remaining capacity SOCcntr-d and the remaining capacity lower limit SOClolmt.

(5) The above embodiment determines whether or not a traffic jam section is included on the planned travel route based on the road information, and when it is determined that the traffic jam section is included, in the section immediately before the traffic jam section Control (congestion control) that increases the target remaining capacity SOCcntr and increases the actual remaining capacity SOC may be executed in addition to the downhill control.

(6) In the above embodiment, when the traffic jam control is executed in addition to the downhill control, the value of the remaining capacity SOC at the start point of the traffic jam control section (the start point of the section immediately before the traffic jam section) is determined in the second determination. If the threshold value βth is exceeded, the traffic jam control may not be executed. In this case, it is desirable that the second determination threshold value βth is set from the standard remaining capacity SOCcntr-n to the remaining capacity upper limit SOCuplmt (SOCcntr-n ≦ βth ≦ SOCuplmt).

DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 20 ... Internal combustion engine, 50 ... Driving force transmission mechanism, 64 ... Storage battery, 70 ... Power management ECU, 71 ... Battery ECU, 72 ... Motor ECU, 73 ... Engine ECU, 74 ... Navigation ECU.

Claims (1)

An internal combustion engine as a drive source of a vehicle, an electric motor as the drive source, and a storage battery for supplying electric power to the electric motor are mounted, and regenerative braking is performed using the electric motor, and the electric power generated by the regenerative braking is And is applied to a hybrid vehicle configured to be able to charge the storage battery with electric power generated using the output of the internal combustion engine,
The target remaining capacity that is the target value of the remaining capacity of the storage battery is set to the first remaining capacity, and the storage battery is charged so that the actual remaining capacity that is the actual remaining capacity of the storage battery approaches the first remaining capacity. A first charge / discharge request output required for discharging is determined, and the internal combustion engine and the electric motor are controlled so that the required driving force required for the vehicle and the first charge / discharge request output are satisfied. Control means;
The target remaining capacity is set to a second remaining capacity lower than the first remaining capacity, and the actual remaining capacity is required for charging / discharging of the storage battery so as to approach the second remaining capacity. A second charge / discharge request output larger than one charge / discharge request output is determined, and the internal combustion engine and the electric motor are controlled so that the required driving force required for the vehicle and the second charge / discharge request output are satisfied. A second control means;
A control device for a hybrid vehicle configured to include:
Obtaining information related to the planned travel route of the vehicle, extracting a target downhill section that satisfies a predetermined condition in the planned travel route based on the information related to the planned travel route, and starting from the start point of the target downhill section A control section setting means for identifying a control section that is a section from a downhill control start point just before a predetermined first distance to an end point of the target downhill section;
When the vehicle travels in a section other than the control section, the internal combustion engine and the motor are controlled by the first control means, and when the vehicle travels in the control section, the internal combustion engine and the motor are controlled by the second control means. Selection means for controlling the electric motor;
With
When the selection means determines that the actual remaining capacity is smaller than a determination threshold value equal to or less than the second remaining capacity at the time when the vehicle reaches the downhill control start point, the second control means Configured to continue control of the internal combustion engine and the electric motor by the first control means without starting control of the internal combustion engine and the electric motor;
Control device.

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