JP2018024371A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of executing control for pre-changing the SOC of a battery before entering a control target section in the travel plan route, while considering an EV priority mode.SOLUTION: An HV-ECU 100 specifies a control target section that meets a given condition in a travel plan route and executes SOC control to pre-change an SOC of a battery 60 before entering the control target section. A vehicle 1 allows an EV priority mode to be selected. While the EV priority mode is selected a start of an engine 10 is limited comparatively to when the EV priority mode is not selected. Further, in the case of the EV priority mode being selected, the HV-ECU 100 does not execute the SOC control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and a traveling electric motor.

  In a hybrid vehicle including an internal combustion engine and a traveling electric motor, a control target section that satisfies a predetermined condition in a planned travel route is identified, and a state of charge of a power storage device (hereinafter referred to as “SOC (State Of)” is determined before entering the control target section. Also known as “charge” ”is a vehicle that changes in advance.

  For example, in Patent Document 1, when it is predicted that there is a downhill section (control target section) on the planned travel route, the SOC of the power storage device is reduced in advance before entering the downhill section, and the downhill section It is disclosed to prepare for an increase in SOC due to regenerative charging in Further, in Patent Document 1, when it is predicted that there is a traffic jam section (control target section) on the planned travel route, the traffic jam section is increased by increasing the SOC of the power storage device before entering the traffic jam section. It is disclosed that the SOC is greatly reduced during the running of the vehicle (see Patent Document 1).

JP 2011-6047 A JP 2007-126145 A Japanese Patent Laid-Open No. 2015-1113075

  During traveling in a CD (Charge Depleting) mode in which an EV switch for a user to select EV traveling that uses only an electric motor with the internal combustion engine stopped is turned on, or EV traveling is mainly performed (hereinafter referred to as “EV”). The above-described state in which the operation of the internal combustion engine is suppressed more than when the EV switch is turned off or during traveling in the CS (Charge Sustaining) mode is also referred to as an “EV priority mode”). When the control for changing the engine is performed in advance, the internal combustion engine may operate contrary to the EV priority mode for suppressing the operation of the internal combustion engine.

  The present invention has been made to solve such a problem, and an object of the present invention is to control the SOC of the power storage device in advance before entering the control target section on the planned travel route while considering the EV priority mode. It is providing the hybrid vehicle which can perform.

  The hybrid vehicle of the present disclosure includes an internal combustion engine, a power storage device, an electric motor, and a control device. The electric motor generates traveling driving force using electric power stored in the power storage device. The hybrid vehicle can select the EV priority mode. During the selection of the EV priority mode, the operation of the internal combustion engine is suppressed more than when the EV priority mode is not selected. The control device specifies a control target section that satisfies a predetermined condition on the planned travel route, and executes charge state control (SOC control) in which the SOC of the power storage device is changed in advance before entering the control target section. And a control apparatus is comprised so that said SOC control may not be performed, when EV priority mode is selected.

  In this hybrid vehicle, SOC control for changing the SOC of the power storage device in advance before entering the control target section is executed. Here, during the EV priority mode in which the operation of the internal combustion engine is suppressed, if the SOC control (downhill SOC control) is performed to reduce the SOC in advance before entering the downhill section, the SOC is reduced more than usual. As a result, the SOC reaches the lower limit depending on the traveling condition, and the internal combustion engine may be forcibly operated to recover the SOC, for example. In addition, when the SOC control (congestion SOC control or uphill SOC control) for increasing the SOC in advance is executed in the EV priority mode before entering the traffic jam section or the uphill section, the internal combustion engine is started to increase the SOC. Therefore, the internal combustion engine may operate contrary to the EV priority mode. Therefore, in this hybrid vehicle, the SOC control is not executed when the EV priority mode is selected. Thereby, it can suppress that an internal combustion engine operate | moves contrary to EV priority mode.

  As described above, according to the present disclosure, it is possible to provide a hybrid vehicle that can perform SOC control while considering the EV priority mode.

1 is an overall configuration diagram of a vehicle according to a first embodiment. It is the block diagram which showed the detailed structure about HV-ECU, various sensors, and a navigation apparatus. It is a flowchart explaining the process sequence of the traveling control performed by HV-ECU. It is the figure which showed an example of the calculation method of charging / discharging request | requirement power. It is a figure for demonstrating traffic congestion SOC control. It is a figure for demonstrating downhill SOC control. It is a figure for demonstrating uphill SOC control. It is a flowchart explaining the process sequence of traffic jam SOC control performed by HV-ECU. It is a flowchart explaining an example of the control object search process performed in step S115 of FIG. It is a flowchart explaining the process sequence of the downhill SOC control performed by HV-ECU. It is a flowchart explaining an example of the control object search process performed in step S315 of FIG. It is a flowchart explaining the process sequence of the uphill SOC control performed by HV-ECU. It is a flowchart explaining an example of the control object search process performed in step S515 of FIG. FIG. 6 is an overall configuration diagram of a vehicle according to a second embodiment. It is a figure for demonstrating CD mode and CS mode. 10 is a flowchart for explaining a processing procedure of traffic jam SOC control executed by the HV-ECU in the second embodiment. 6 is a flowchart illustrating a processing procedure for downhill SOC control executed by the HV-ECU in the second embodiment. 6 is a flowchart for explaining a processing procedure of uphill SOC control executed by the HV-ECU in the second embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall configuration diagram of a vehicle 1 according to the first embodiment. Referring to FIG. 1, vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as “first MG”) 20, a second motor generator (hereinafter referred to as “second MG”) 30, and power. A dividing device 40, a PCU (Power Control Unit) 50, a power storage device 60, and drive wheels 80 are provided. The vehicle 1 is a hybrid vehicle that travels by at least one of the power of the engine 10 and the power of the second MG 30.

  The engine 10 is an internal combustion engine that outputs power by converting combustion energy generated when an air-fuel mixture is burned into kinetic energy of a moving element such as a piston or a rotor. Power split device 40 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 40 splits the power output from engine 10 into power for driving first MG 20 and power for driving drive wheels 80.

  First MG 20 and second MG 30 are AC motors, for example, three-phase AC synchronous motors in which permanent magnets are embedded in a rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power split device 40. The electric power generated by first MG 20 is supplied to second MG 30 or power storage device 60 via PCU 50.

  Second MG 30 mainly operates as an electric motor and drives drive wheels 80. Second MG 30 is driven by receiving at least one of the electric power from power storage device 60 and the generated electric power of first MG 20, and the driving force of second MG 30 is transmitted to driving wheels 80. On the other hand, the second MG 30 operates as a generator to perform regenerative power generation when braking the vehicle 1 or reducing acceleration on a downhill. The electric power generated by second MG 30 is collected by power storage device 60 via PCU 50.

  PCU 50 converts the DC power received from power storage device 60 into AC power for driving first MG 20 and second MG 30. PCU 50 converts AC power generated by first MG 20 and second MG 30 into DC power for charging power storage device 60. PCU 50 includes, for example, two inverters provided corresponding to first MG 20 and second MG 30, and a converter that boosts a DC voltage supplied to each inverter to a voltage higher than that of power storage device 60.

  Power storage device 60 is a rechargeable DC power source, and includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. Power storage device 60 is charged by receiving power generated by at least one of first MG 20 and second MG 30. Then, power storage device 60 supplies the stored power to PCU 50. An electric double layer capacitor or the like can also be used as the power storage device 60.

  In addition, the power storage device 60 is provided with a voltage sensor, a current sensor, and a temperature sensor that detect the voltage, input / output current, and temperature of the power storage device 60, and the detection values of each sensor are output to the BAT-ECU 110. .

  The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, an HMI (Human Machine Interface) device 140, and an EV switch 145.

  FIG. 2 is a block diagram showing a detailed configuration of the HV-ECU 100, the various sensors 120, and the navigation device 130. Referring to FIG. 2 together with FIG. 1, HV-ECU 100, BAT-ECU 110, navigation device 130, and HMI device 140 are configured to communicate with each other through CAN (Controller Area Network) 150.

  The various sensors 120 include an accelerator pedal sensor 122, a vehicle speed sensor 124, a brake pedal sensor 126, and the like. The accelerator pedal sensor 122 detects an accelerator pedal operation amount (hereinafter also referred to as “accelerator opening”) ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects a brake pedal operation amount BP by the user. Each of these sensors outputs a detection result to HV-ECU 100.

  The EV switch 145 is a switch for the user to select EV traveling that travels using only the second MG 30 with the engine 10 stopped. The vehicle 1 can travel by switching between EV traveling and HV traveling by operating the engine 10. When the EV switch 145 is turned on by the user, the vehicle 1 is more than when the EV switch 145 is not turned on. Further, the operation of the engine 10 is suppressed (EV priority mode).

  The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and an input / output port for inputting and outputting various signals. (Not shown) and the like, and predetermined arithmetic processing is executed based on information stored in a memory (ROM and RAM), information from various sensors 120, signals from the EV switch 145, and the like. And HV-ECU100 controls each apparatus, such as the engine 10, PCU50, the navigation apparatus 130, and the HMI apparatus 140, based on the result of a calculation process.

  Further, in cooperation with the navigation device 130, the HV-ECU 100 identifies a control target section (a traffic jam section or a downhill / uphill section) that satisfies a predetermined condition in the planned travel route of the vehicle 1, and the identified Before entering the control target section, “SOC control” is executed in which the SOC of the power storage device 60 is changed in advance according to the control target section.

  In the following, the control target section is also simply referred to as “control target”. Further, when the control target is a traffic jam section, the SOC control is referred to as “congestion SOC control”, and when the control target is a downhill section, the SOC control is referred to as “downhill SOC control”. When is an uphill section, the SOC control is referred to as “uphill SOC control”. Further, the traffic jam SOC control, the downhill SOC control, and the uphill SOC control may be simply referred to as “SOC control”. Various controls including the SOC control executed by the HV-ECU 100 will be described in detail later.

  The BAT-ECU 110 also includes a CPU, a ROM, a RAM, an input / output port, and the like (all not shown), and calculates the SOC of the power storage device 60 based on the input / output current and / or voltage detection value of the power storage device 60. . The SOC is, for example, the current storage amount with respect to the full charge capacity of the storage device 60 expressed as a percentage. Then, BAT-ECU 110 outputs the calculated value of SOC to HV-ECU 100. Note that the HV-ECU 100 may calculate the SOC.

  The navigation device 130 includes a navigation ECU 132, a map information database (DB) 134, a GPS (Global Positioning System) receiving unit 136, and a traffic information receiving unit 138.

  The map information DB 134 is configured by a hard disk drive (HDD) or the like, and stores map information. The map information includes data on “nodes” indicating intersections, “links” connecting the nodes, and “facility” (buildings, parking lots, etc.) along the links. Each node is accompanied by node position information, and each link is accompanied by road section gradient information (average gradient values, elevations at both ends of the link, etc.) and distance information. ing.

  The GPS receiving unit 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown), and outputs a signal indicating the position to the navigation ECU 132.

  The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic jam information, and may also include other traffic regulation information, speed regulation information, parking lot information, and the like. This road traffic information is updated, for example, every 5 minutes.

  The navigation ECU 132 includes a CPU, a ROM, a RAM, an input / output port (not shown), and the like. Based on various information and signals received from the map information DB 134, the GPS receiving unit 136, and the traffic information receiving unit 138, the navigation ECU 132 The position, surrounding map information, traffic jam information, and the like are output to the HMI device 140 and the HV-ECU 100.

  In addition, when the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 searches for a route (scheduled travel route) from the current position of the vehicle 1 to the destination based on the map information DB 134. This scheduled travel route is configured by a set of nodes and links from the current position of the vehicle 1 to the destination. Then, navigation ECU 132 outputs a search result (a set of nodes and links) from the current position of vehicle 1 to the destination to HMI device 140. In response to a request from the HV-ECU 100, the navigation ECU 132 outputs route information within a predetermined range (for example, 10 km) from the current position to the HV-ECU 100 in the search result of the planned travel route. This route information is used for SOC control in the HV-ECU 100 (described later).

  The HMI device 140 is a device that provides information for supporting driving of the vehicle 1 to a passenger (typically a driver). The HMI device 140 is typically a display (visual information display device) provided in the vehicle 1 and includes a speaker (auditory information output device) and the like. The HMI device 140 provides various information to the user by outputting visual information (graphic information, character information), auditory information (voice information, sound information), and the like.

  Further, the HMI device 140 functions as a display for the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1 and its surrounding map information and traffic jam information from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and traffic jam information of the surrounding area. .

  The HMI device 140 also operates as a touch panel that can be operated by the user. The user touches the touch panel to change the scale of the displayed map or input the destination of the vehicle 1, for example. can do. When the destination is input in the HMI device 140, the location information of the destination is transmitted to the navigation device 130 through the CAN 150.

  As described above, the navigation ECU 132 responds to the request from the HV-ECU 100 (for example, every minute), and information within a predetermined range (for example, 10 km) from the current position in the planned travel route (for example, “scheduled travel route information”). Is output to the HV-ECU 100. When the HV-ECU 100 acquires the planned travel route information from the navigation ECU 132, the HV-ECU 100 searches for a control target (congestion section, downhill section, or uphill section) on which the SOC control is to be executed based on the planned travel path information. To do. And when there exists a control object which should perform SOC control, HV-ECU100 performs SOC control (congestion SOC control, downhill SOC control, or uphill SOC control) corresponding to the searched control object. . This point will be described in detail later for each control target.

  Hereinafter, the travel control of the vehicle 1 executed by the HV-ECU 100 will be described prior to the detailed description of the SOC control.

<Running control>
FIG. 3 is a flowchart for explaining the procedure of travel control executed by the HV-ECU 100. A series of processing shown in this flowchart is repeatedly executed at predetermined time intervals when, for example, the system switch of the vehicle 1 is turned on.

  Referring to FIG. 3, HV-ECU 100 obtains detected values of accelerator opening degree ACC and vehicle speed VS from accelerator pedal sensor 122 and vehicle speed sensor 124, respectively, and calculates the calculated value of SOC of power storage device 60 from BAT-ECU 110. Obtain (step S10).

  Next, the HV-ECU 100 calculates a required torque Tr for the vehicle 1 based on the acquired detected values of the accelerator opening ACC and the vehicle speed VS (step S15). For example, a map showing the relationship between the accelerator opening ACC, the vehicle speed VS, and the required torque Tr is prepared in advance and stored in the ROM of the HV-ECU 100, and the accelerator opening ACC and the vehicle speed are stored using the map. The required torque Tr corresponding to the detected value of VS can be calculated. Then, the HV-ECU 100 calculates the traveling power Pd (required value) of the vehicle 1 by multiplying the calculated required torque Tr by the vehicle speed VS (step S20).

  Subsequently, HV-ECU 100 calculates charge / discharge required power Pb for power storage device 60 (step S25). This charge / discharge required power Pb is calculated based on the difference ΔSOC between the SOC (actual value) of power storage device 60 and its target. When the charge / discharge required power Pb is a positive value, it indicates that the power storage device 60 is required to be charged, and when the charge / discharge required power Pb is a negative value, the power storage device 60 is discharged. Indicates that is required.

  FIG. 4 is a diagram illustrating an example of a method for calculating the required charge / discharge power Pb. Referring to FIG. 4, when the difference ΔSOC between the SOC (actual value) of power storage device 60 and the target SOC indicating the SOC control target is a positive value (SOC> target SOC), charge / discharge required power Pb is It becomes a negative value (discharge request), and the absolute value of charge / discharge request power Pb increases as the absolute value of ΔSOC increases. On the other hand, when ΔSOC is a negative value (SOC <target SOC), charge / discharge required power Pb becomes a positive value (charge request), and the absolute value of charge / discharge required power Pb increases as the absolute value of ΔSOC increases. . In this example, when the absolute value of ΔSOC is small, a dead zone in which the charge / discharge required power Pb is 0 is provided.

  Referring to FIG. 3 again, HV-ECU 100, as shown in the following equation (1), travel power Pd calculated in step S20, charge / discharge required power Pb calculated in step S25, and predetermined power Is calculated as the required engine power Pe required for the engine 10 (step S30).

Pe = Pd + Pb + Ploss (1)
Next, the HV-ECU 100 determines whether or not the calculated engine required power Pe is larger than a predetermined engine start threshold value Peth (step S35). The engine start threshold value Peth is set to a value at which the engine 10 can be operated with an operation efficiency higher than a predetermined operation efficiency.

  Here, when the EV switch 145 is turned on, the engine start threshold value Peth is expanded compared to the case where the EV switch 145 is not turned on. Thereby, when the EV switch 145 is turned on, the operation of the engine 10 is suppressed more than when the EV switch 145 is not turned on (EV priority mode).

  If it is determined in step S35 that engine required power Pe is greater than threshold value Peth (YES in step S35), HV-ECU 100 controls engine 10 to start engine 10 (step S40). If the engine 10 is already in operation, this step is skipped. Then, HV-ECU 100 controls engine 10 and PCU 50 so that vehicle 1 travels using outputs from both engine 10 and second MG 30. That is, vehicle 1 performs hybrid travel (HV travel) using the outputs of engine 10 and second MG 30 (step S45).

  On the other hand, when it is determined in step S35 that engine required power Pe is equal to or less than threshold value Peth (NO in step S35), HV-ECU 100 controls engine 10 to stop engine 10 (step S50). . If the engine 10 is already stopped, this step is skipped. Then, HV-ECU 100 controls PCU 50 so that vehicle 1 travels using only the output of second MG 30. That is, vehicle 1 performs electric motor travel (EV travel) using only the output of second MG 30 (step S55).

  As described above, when the EV switch 145 is turned on, the engine start threshold value Peth is increased, so that the engine 10 is less likely to be started than when the EV switch 145 is not turned on. (EV priority mode). That is, the user can select the EV priority mode by turning on the EV switch 145.

  Although not particularly illustrated, HV-ECU 100 forcibly causes engine 10 to be operated even when engine required power Pe is equal to or less than engine start threshold value Peth when the SOC of power storage device 60 has decreased to lower limit value SL. The engine 10 is controlled to start, and the forced charging of the power storage device 60 by the first MG 20 is executed. On the other hand, when the SOC of power storage device 60 rises to upper limit value SU, HV-ECU 100 sets upper limit power Win indicating the upper limit value of input power to power storage device 60 to 0 or the like. Suppress charging.

  In the above, when the SOC (actual value) is higher than the target SOC (ΔSOC> 0), the charge / discharge required power Pb becomes a negative value, so that the engine is compared with the case where the SOC is controlled to the target SOC. It will be understood that the engine 10 becomes difficult to start when the required power Pe decreases. As a result, the discharge of power storage device 60 is promoted, and the SOC tends to decrease.

  On the other hand, when the SOC is lower than the target SOC (ΔSOC <0), the charge / discharge required power Pb becomes a positive value, and therefore the engine required power Pe is larger than when the SOC is controlled to the target SOC. Thus, it is understood that the engine 10 is easily started. As a result, charging of the power storage device 60 is promoted, and the SOC tends to increase.

  Next, SOC control executed by the HV-ECU 100 will be described. As described above, the SOC control executed by the HV-ECU 100 includes (1) “congestion SOC control” executed when there is a traffic jam section as a control target in the planned travel route, and (2) planned travel route. "Downhill SOC control" executed when there is a downhill section as a control target in (3), (3) "Uphill SOC control" executed when an uphill section as a control target exists in the planned travel route There is. Hereinafter, each SOC control will be described in order.

<Congestion SOC control>
FIG. 5 is a diagram for explaining the traffic jam SOC control. Referring to FIG. 5, the horizontal axis indicates each point on the planned travel route of vehicle 1. In the illustrated example, sections 1 to 8 (link 1 to link 8) of the planned travel route are shown, and a connection point between adjacent sections is a node. In this example, sections 1 to 8 are assumed to be flat roads. The vertical axis represents the SOC of power storage device 60.

  The HV-ECU 100 acquires the current position of the vehicle 1, planned travel route information, and road traffic information (congestion information) from the navigation device 130, and based on these pieces of information, a congested segment ( Search for the target traffic jam section. For example, when a traffic jam of a predetermined length or longer has occurred within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route, the HV-ECU 100 identifies the traffic jam section as the target traffic jam section. FIG. 5 shows a case where the control target (target traffic jam section) is searched at the point P10 and the sections 4 to 6 are identified as the target traffic jam section.

  Solid line L11 indicates the target SOC of power storage device 60. A solid line L12 indicates the transition of the SOC when the traffic jam SOC control is executed, and the dotted line L13 indicates the transition of the SOC when the traffic jam SOC control is not executed as a comparative example.

  HV-ECU 100 sets the target SOC of power storage device 60 to Sn during normal travel (when SOC control is not executed) (for example, section 1 and sections 7 and 8). If the vehicle 1 enters the traffic jam section (section 4 to section 6) while the SOC of the power storage device 60 is controlled to Sn, the EV travel is dominant due to the low travel power in the traffic jam section, so the SOC is Decrease from Sn (dotted line L13). When the SOC decreases to the lower limit SL at the point P15a during travel in the traffic jam section (underflow occurs), the engine 10 is forcibly started even in a situation where the engine 10 cannot be operated at the optimum operating point. Power storage device 60 is forcibly charged by 1MG 20. Such forced charging is performed in order to avoid underflow and suppress deterioration of power storage device 60.

  Therefore, in the vehicle 1 according to the present embodiment, when the target congestion section (section 4 to section 6) is specified and the vehicle 1 reaches a point P11a a predetermined distance before the start point P13 of the target congestion section, the HV-ECU 100 Changes the target SOC from Sn to Sh higher than Sn (solid line L11). Then, the SOC becomes lower than the target SOC (ΔSOC <0), as described above, charging of power storage device 60 is promoted, and the SOC increases (solid line L12 in sections 2 and 3).

  The predetermined distance is set to a distance sufficient to bring the SOC closer to Sh before the vehicle 1 reaches the start point P13 of the target traffic jam section. In FIG. 5, the SOC has increased to Sh before the vehicle 1 reaches the start point P13 of the target congestion section. Accordingly, the SOC is prevented from decreasing to the lower limit value SL during traveling in the target traffic jam section (section 4 to section 6), and the forced charging of the power storage device 60 that can be performed in a state where the operation efficiency of the engine 10 is low is suppressed. Is done.

  When the vehicle 1 reaches the end point P16 of the target traffic jam section, the HV-ECU 100 ends the traffic jam SOC control, and returns the target SOC from Sh to Sn. The section from the point P11a (the start point of the traffic jam SOC control) where the target SOC is changed from Sn to Sh to the start point P13 of the target traffic jam zone is also referred to as a “precharge zone”. Further, a section (a section in which the target SOC is changed from Sn to Sh) that is a combination of the precharge section and the target congestion section is also referred to as a “congestion SOC control section”.

<Downhill SOC control>
FIG. 6 is a diagram for explaining the downhill SOC control. Referring to FIG. 6, the horizontal axis indicates each point on the planned travel route of vehicle 1. Also in the example shown in FIG. 6, similarly to FIG. 5, sections 1 to 8 of the planned travel route are shown. The vertical axis indicates the altitude of the road in each section and the SOC of the power storage device 60.

  The HV-ECU 100 acquires the current position and planned travel route information of the vehicle 1 from the navigation device 130, and searches for a downhill section (target downhill section) to be controlled by the downhill SOC control based on the information. To do. For example, when there is a downhill having a predetermined elevation difference within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route and having a predetermined length or more, the HV-ECU 100 selects the downhill section. Identified as the target downhill section. FIG. 6 shows a case where the search for the control target (target downhill section) is performed at the point P20 and the sections 4 to 6 are identified as the target downhill sections.

  Solid line L21 indicates the target SOC of power storage device 60. A solid line L22 indicates a transition of the SOC when the downhill SOC control is executed, and a dotted line L23 indicates a transition of the SOC when the downhill SOC control is not executed as a comparative example.

  As described above, during normal running, the target SOC of power storage device 60 is set to Sn (section 1 and sections 7 and 8). If the vehicle 1 enters the downhill section (section 4 to section 6) while the SOC of the power storage apparatus 60 is controlled to Sn, the regenerative power generation is performed by the second MG 30 in the downhill section, thereby charging the power storage apparatus 60. Therefore, the SOC rises from Sn (dotted line L23). When the SOC increases to the upper limit value SU at the point P25a during traveling in the downhill section (occurrence of overflow), the electric power regenerated by the second MG 30 in spite of traveling on the downhill is supplied to the power storage device 60. The energy that cannot be stored is discarded, and the recoverable energy is discarded, and the deterioration of the power storage device 60 can be promoted.

  Therefore, in the vehicle 1 according to this embodiment, when the target downhill section (section 4 to section 6) is specified and the vehicle 1 reaches the point P21a a predetermined distance before the start point P23 of the target downhill section, the HV -ECU100 changes target SOC from Sn to Sd lower than Sn (solid line L21). Thereby, the SOC becomes higher than the target SOC (ΔSOC> 0), and as described above, the discharge of power storage device 60 is promoted, and the SOC decreases (solid line L22 in sections 2 and 3).

  The predetermined distance is set to a sufficient distance to bring the SOC closer to Sd before the vehicle 1 reaches the start point P23 of the target downhill section. In FIG. 6, the SOC has decreased to Sd before the vehicle 1 reaches the start point P23 of the target downhill section. This suppresses the SOC from rising to the upper limit value SU during traveling in the target downhill section (section 4 to section 6), and suppresses deterioration of the power storage device 60 and fuel consumption reduction due to discarding recoverable energy. The

  When the vehicle 1 reaches the end point P26 of the target downhill section, the HV-ECU 100 ends the downhill SOC control and returns the target SOC from Sd to Sn. Note that the section from the point P21a (downhill SOC control start point) where the target SOC is changed from Sn to Sd to the start point P23 of the target downhill section is also referred to as a “pre-use section”. Further, a section (a section in which the target SOC is changed from Sn to Sd) including the pre-use section and the target downhill section is also referred to as a “downhill SOC control section”.

<Uphill SOC control>
FIG. 7 is a diagram for explaining the uphill SOC control. Referring to FIG. 7, the horizontal axis indicates each point on the planned travel route of vehicle 1. Also in the example shown in FIG. 7, similarly to FIG. 5, sections 1 to 8 of the planned travel route are shown. The vertical axis indicates the altitude of the road in each section and the SOC of the power storage device 60.

  The HV-ECU 100 acquires the current position and planned travel route information of the vehicle 1 from the navigation device 130, and searches for an uphill section (target uphill section) to be controlled by the uphill SOC control based on the information. To do. For example, when there is an uphill having a predetermined elevation difference within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route and having a predetermined length or more, the HV-ECU 100 selects the uphill section. Identified as the target uphill section. FIG. 7 shows a case where a search for a control target (target uphill section) is performed at the point P30 and the sections 4 to 6 are identified as target uphill sections.

  Solid line L31 indicates the target SOC of power storage device 60. A solid line L32 indicates a transition of the SOC when the uphill SOC control is executed, and a dotted line L33 indicates a transition of the SOC when the uphill SOC control is not executed as a comparative example.

  As described above, during normal running, the target SOC of power storage device 60 is set to Sn (section 1 and sections 7 and 8). If the vehicle 1 enters the uphill section (section 4 to section 6) while the SOC of the power storage apparatus 60 is controlled to Sn, a large traveling power is required in the uphill section and is stored in the power storage apparatus 60. Since the remaining power is consumed by the second MG 30, the SOC decreases from Sn (dotted line L33). Then, when the SOC decreases to the lower limit SL at the point P35a during traveling in the uphill section (occurrence of underflow), the engine 10 is operated so as to output larger power outside the optimum operating point, and according to the first MG 20 Power storage device 60 is forcibly charged.

  Therefore, in the vehicle 1 according to this embodiment, when the target uphill section (section 4 to section 6) is specified and the vehicle 1 reaches the point P31a that is a predetermined distance before the start point P33 of the target uphill section, the HV -The ECU 100 changes the target SOC from Sn to Sh higher than Sn (solid line L31). As a result, the SOC is lower than the target SOC (ΔSOC <0), and as described above, charging of power storage device 60 is promoted and the SOC increases (solid line L32 in sections 2 and 3).

  In the above description, the target SOC is changed from Sn to Sh as in the case where the traffic jam SOC control is executed. However, the target SOC executing the uphill SOC control is executing the traffic jam SOC control. It may be different from the target SOC. Further, the predetermined distance is set to a sufficient distance to bring the SOC closer to Sd before the vehicle 1 reaches the start point P33 of the target uphill section. In FIG. 7, the SOC has increased to Sh before the vehicle 1 reaches the start point P33 of the target uphill section. This suppresses the SOC from decreasing to the lower limit SL during traveling in the target uphill section (section 4 to section 6), and the forced charging of the power storage device 60 that can be performed in a state where the operating efficiency of the engine 10 is low. It is suppressed.

  When the vehicle 1 reaches the end point P36 of the target uphill section, the HV-ECU 100 ends the uphill SOC control and returns the target SOC from Sh to Sn. The section from the point P31a where the target SOC is changed from Sn to Sh (the start point of the uphill SOC control) to the start point P33 of the target uphill section is a “precharge section”, and the precharge section and the target ascent A section combined with the slope section (section in which the target SOC is changed from Sn to Sh) is also referred to as an “uphill SOC control section”.

<Relationship between SOC control and EV priority mode>
As described above, in vehicle 1 according to the first embodiment, SOC control in which the SOC of power storage device 60 is changed in advance before entering the control target (target traffic jam section, target downhill section, or target uphill section). Is executed. Here, when the above-described downhill SOC control is performed during the EV priority mode in which the EV switch 145 is turned on by the user and the operation of the engine 10 is suppressed, before entering the control target (target downhill section). When the SOC decreases, the SOC may reach a lower limit value depending on the traveling condition, and the internal combustion engine may be forced to operate in order to recover the SOC (forced charging). Further, when the EV switch 145 is turned on (in the EV priority mode) and the above-described traffic jam SOC control or uphill SOC control is executed, the engine 10 is likely to be started to increase the SOC. The engine 10 may be operated against the intention of the user who has turned on the EV switch 145. Therefore, in the vehicle 1 according to the first embodiment, when the EV switch 145 is turned on (while the EV priority mode is selected), the SOC control is not executed. Thereby, it can suppress that the engine 10 act | operates contrary to the intention of the user who operated the EV switch 145 on.

<Description of control flow of each SOC control>
FIG. 8 is a flowchart for explaining the procedure of the traffic jam SOC control executed by the HV-ECU 100. The series of processing shown in this flowchart is repeatedly executed at predetermined time intervals when, for example, the system switch of the vehicle 1 is turned on.

  Referring to FIG. 8, HV-ECU 100 determines whether it is the update timing of the prefetch information (step S110). The pre-read information is information on road sections within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route, and information on a control target (target traffic congestion section) searched in the road section. For example, when the travel route of the vehicle 1 is changed (when the vehicle 1 leaves the planned travel route) or when the road traffic information (congestion information) is updated, the prefetch information is updated at a predetermined time (for example, 1 Minutes), when traveling a predetermined distance, when passing a control target (target traffic jam section), and the like.

  If it is determined in step S110 that it is the update timing of the prefetch information (YES in step S110), the HV-ECU 100, based on the planned travel route information and road traffic information (congestion information) acquired from the navigation device 130, Search processing for the control target (target traffic jam section) is executed (step S115). This search process will be described later. If it is determined in step S110 that it is not the update timing of the prefetch information (NO in step S110), HV-ECU 100 proceeds to step S120 without executing step S115.

  Next, the HV-ECU 100 determines whether there is a control target (target traffic jam section) on the planned travel route (step S120). More specifically, it is determined whether or not a control target (target traffic jam section) exists within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route. If it is determined that there is no control target (target traffic congestion section) on the planned travel route (NO in step S120), the HV-ECU 100 shifts the process to return without executing a series of subsequent processes.

  If it is determined in step S120 that there is a control target (target traffic jam section) on the planned travel route (YES in step S120), the HV-ECU 100 determines the control target (target traffic jam) from the current position of the vehicle 1 based on the prefetch information. The distance dtag to the start point of (section) is calculated (step S125). Further, the HV-ECU 100 calculates a distance dend from the current position of the vehicle 1 to passing through the control target (target traffic jam section) based on the prefetch information (step S130).

  Then, the HV-ECU 100 determines whether or not the distance dtag calculated in step S125 is less than the distance Dsoc (step S135). When distance dtag is equal to or greater than distance Dsoc (NO in step S135), HV-ECU 100 shifts the process to return without performing the subsequent processes.

  If it is determined in step S135 that the distance dtag is less than the distance Dsoc (YES in step S135), the HV-ECU 100 determines whether or not the EV switch 145 (FIGS. 1 and 2) is turned on (step S135). S140).

  If it is determined that EV switch 145 is not turned on (NO in step S140), that is, if it is determined that EV switch 145 is off, HV-ECU 100 starts traffic jam SOC control (precharge control). (Step S145). Specifically, as described in FIG. 5, HV-ECU 100 changes the target SOC of power storage device 60 from Sn to Sh higher than Sn. As a result, the SOC of power storage device 60 is increased in advance before vehicle 1 enters the control target (target traffic jam section). Note that when the traffic jam SOC control is already being executed, the traffic jam SOC control is continued.

  On the other hand, when it is determined in step S140 that EV switch 145 is turned on (YES in step S140), HV-ECU 100 shifts the process to return without executing the process of step S145. That is, when EV switch 145 is on, HV-ECU 100 does not execute the traffic jam SOC control (precharge control).

  Next, the HV-ECU 100 determines whether or not the distance dend calculated in step S130 is 0 or less (step S150). If distance dend is greater than 0 (NO in step S150), HV-ECU 100 shifts the process to return.

  If it is determined in step S150 that distance dend is 0 or less (YES in step S150), HV-ECU 100 ends the traffic jam SOC control (precharge control) (step S155). Specifically, HV-ECU 100 returns the target SOC of power storage device 60 from Sh to Sn.

  When the EV switch 145 is off by the series of processes as described above, the traffic congestion SOC control is started when the distance dtag from the current position of the vehicle 1 to the start point of the target traffic congestion section falls below the distance Dsoc. . On the other hand, when the EV switch 145 is on, the traffic jam SOC control is not executed even if the distance dtag is less than the distance Dsoc. Thereby, it is possible to suppress the engine 10 from operating against the intention of the user who has turned on the EV switch 145.

  FIG. 9 is a flowchart illustrating an example of the control target search process executed in step S115 of FIG. Referring to FIG. 9, HV-ECU 100 acquires planned travel route information from navigation device 130 (step S210). Specifically, the planned travel route information includes road sections constituting the planned travel path, and includes information related to road sections within a predetermined range (for example, 10 km) from the current position of the vehicle 1, and nodes constituting the road section And a set of links and gradient information of each link. Hereinafter, the total number of links (sections) included in the scheduled travel route information is also referred to as “total number of pre-read data”. Furthermore, the HV-ECU 100 acquires road traffic information including traffic jam information from the navigation device 130 (step S215).

  The HV-ECU 100 defines the section (link) to which the current position of the vehicle 1 belongs as the section 1 for the road section acquired as the planned travel route information, and sequentially sets the sections following the section 1 as the sections 2 and 3. ... and so on for convenience. Then, the HV-ECU 100 sets an initial value “1” in the counter i (step S220).

  Next, the HV-ECU 100 determines whether or not a traffic jam has occurred in the section i based on the traffic jam information acquired in step S215 (step S225). Specifically, the traffic jam information includes information on the traffic jam occurrence point and the traffic jam degree (a numerical value corresponding to the traffic jam level). For example, the HV-ECU 100 determines a predetermined value in a corresponding portion of the section i. When a traffic jam with the above traffic level has occurred, it is determined that a traffic jam has occurred in the section i.

  If it is determined in step S225 that traffic jam has occurred in section i (YES in step S225), HV-ECU 100 turns on the traffic jam flag in section i (step S230). On the other hand, if it is determined in step S225 that no traffic jam has occurred in section i (NO in step S225), HV-ECU 100 turns off the traffic jam flag in section i (step S235).

  Then, the HV-ECU 100 determines whether or not the section i is final in the road section acquired as the planned travel route information (step S240). Specifically, the HV-ECU 100 determines whether or not the counter i has reached the value of the total number of pre-read data (the total number of sections included in the scheduled travel route information). If it is determined that section i is not final (NO in step S240), HV-ECU 100 increments counter i (step S245) and returns the process to step S225.

  If it is determined in step S240 that the section i is final (YES in step S240), the HV-ECU 100 specifies a control target (target congestion section) based on the congestion flag and distance information of each section (step S240). S250). For example, there is a single or a plurality of sections where the congestion flag is on (hereinafter also referred to as “congestion section group”), and the length (congestion length) of the congestion section group is longer than the distance L. When the condition is satisfied, the HV-ECU 100 identifies the congestion section group as a control target (target congestion section) of the congestion SOC control. Specifically, for a control target (target traffic jam section), a traffic jam start point and traffic jam end point, a traffic jam length (length of the target traffic jam section), and the like are specified.

  In this way, the control target (target traffic jam section) is searched for in step S115 of FIG.

  FIG. 10 is a flowchart for explaining the processing procedure of the downhill SOC control executed by the HV-ECU 100. The series of processes shown in this flowchart is also repeatedly executed at predetermined time intervals when the system switch of the vehicle 1 is turned on, for example.

  Referring to FIG. 10, HV-ECU 100 determines whether it is the update timing of the prefetch information (step S310). Since this process is the same as step S110 of FIG. 8, description thereof will not be repeated.

  If it is determined in step S310 that it is the update timing of the prefetch information (YES in step S310), the HV-ECU 100 is controlled based on the planned travel route information acquired from the navigation device 130 (target downhill section). The search process is executed (step S315). This search process will be described later. If it is determined in step S310 that it is not the prefetch information update timing (NO in step S310), HV-ECU 100 proceeds to step S320 without executing step S315.

  Next, the HV-ECU 100 determines whether or not there is a control target (target downhill section) on the planned travel route (step S320). More specifically, it is determined whether or not a control target (target downhill section) exists within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route. If it is determined that there is no control target (target downhill section) on the planned travel route (NO in step S320), HV-ECU 100 shifts the process to return without executing a series of subsequent processes.

  If it is determined in step S320 that there is a control target (target downhill section) on the planned travel route (YES in step S320), HV-ECU 100 determines the control target (target from the current position of vehicle 1 based on the prefetch information. The distance dtag to the starting point of the downhill section is calculated (step S325). Further, the HV-ECU 100 calculates a distance dend from the current position of the vehicle 1 to passing through the control target (target downhill section) based on the prefetch information (step S330).

  Then, the HV-ECU 100 determines whether or not the distance dtag calculated in step S325 is less than the distance Dsoc (step S335). When the distance dtag is equal to or greater than the distance Dsoc (NO in step S335), the HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S335 that distance dtag is less than distance Dsoc (YES in step S135), HV-ECU 100 determines whether or not EV switch 145 (FIGS. 1 and 2) is turned on (step S135). S340).

  If it is determined that EV switch 145 is not turned on (NO in step S340), that is, if it is determined that EV switch 145 is off, HV-ECU 100 starts downhill SOC control (pre-use control). (Step S345). Specifically, as described with reference to FIG. 6, HV-ECU 100 changes the target SOC of power storage device 60 from Sn to Sd lower than Sn. Thus, the SOC of power storage device 60 is lowered in advance before vehicle 1 enters the control target (target downhill section). If downhill SOC control is already being executed, the downhill SOC control is continued.

  On the other hand, when it is determined in step S340 that EV switch 145 is turned on (YES in step S340), HV-ECU 100 shifts the process to return without executing the process of step S345. That is, when EV switch 145 is turned on, HV-ECU 100 does not execute the downhill SOC control (pre-use control).

  Next, the HV-ECU 100 determines whether or not the distance dend calculated in step S330 is 0 or less (step S350). If distance dend is greater than 0 (NO in step S350), HV-ECU 100 shifts the process to return.

  If it is determined in step S350 that distance dend is 0 or less (YES in step S350), HV-ECU 100 ends the downhill SOC control (pre-use control) (step S355). Specifically, HV-ECU 100 returns the target SOC of power storage device 60 from Sd to Sn.

  When the EV switch 145 is off by the series of processes as described above, the downhill SOC control is started when the distance dtag from the current position of the vehicle 1 to the start point of the target downhill section is less than the distance Dsoc. Is done. On the other hand, when EV switch 145 is on, the downhill SOC control is not executed even if distance dtag is less than distance Dsoc. Thereby, it is possible to suppress the engine 10 from operating against the intention of the user who has turned on the EV switch 145.

  FIG. 11 is a flowchart illustrating an example of the control target search process executed in step S315 of FIG. Referring to FIG. 11, HV-ECU 100 acquires planned travel route information from navigation device 130 (step S410). Since this process is the same as step S210 in FIG. 10, description thereof will not be repeated. Then, the HV-ECU 100 sets a value “1” to the counter i (step S415).

  Next, the HV-ECU 100 reads the gradient information of the section i (step S420). The gradient information of the section i is stored in the map information DB 134 (FIG. 2) as link information corresponding to the section i, and is attached to the information of the section i included in the scheduled travel route information acquired in step S410. Yes.

  Then, the HV-ECU 100 determines whether or not the section i is final in the road section acquired as the planned travel route information (step S425). If section i is not final (NO in step S425), HV-ECU 100 increments counter i (step S430) and returns the process to step S420.

  If it is determined in step S425 that the section i is final (YES in step S425), the HV-ECU 100 specifies a control target (target downhill section) based on the distance information and gradient information of each section ( Step S435). For example, in a road section acquired as planned travel route information, there are one or a plurality of sections having a downward slope whose road slope is less than a predetermined slope (hereinafter also referred to as “downward section group”), and the downstream section. When a predetermined condition such as the difference in altitude between the start point and the end point of the group is equal to or greater than a predetermined altitude difference and the distance of the descending section group is equal to or greater than a predetermined distance, the HV-ECU 100 The downward section group is specified as a control target (target downward slope section) of the downhill SOC control. Specifically, for a control target (target downhill section), a downhill start point and a downhill end point, a downhill length (length of the target downhill section), and the like are specified.

  In this way, the control target (target downhill section) is searched for in step S315 of FIG.

  FIG. 12 is a flowchart for explaining the processing procedure of the uphill SOC control executed by the HV-ECU 100. The series of processes shown in this flowchart is also repeatedly executed at predetermined time intervals when the system switch of the vehicle 1 is turned on, for example.

  Referring to FIG. 12, the processing procedure of the uphill SOC control is basically the same as the processing procedure of the downhill SOC control shown in FIG. 10 except for the difference between the uphill and the downhill. Specifically, the processes in steps S510, S525 to S540, and S550 are the same as the processes in steps S310, S325 to S340, and S350 in FIG. 10, respectively, and the processes in steps S515, S520, S545, and S555 are the same as those in FIG. Steps S315, S320, S345, and S355 are different from each other.

  That is, when it is determined in step S510 that the prefetch information is updated (YES in step S510), the HV-ECU 100 is controlled based on the planned travel route information acquired from the navigation device 130 (target uphill). (Section) search processing is executed (step S515). This search process will be described later.

  In step S520, the HV-ECU 100 determines whether there is a control target (target uphill section) on the planned travel route. More specifically, it is determined whether or not a control target (target uphill section) exists within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route.

  If it is determined in step S540 that EV switch 145 is not turned on (NO in step S540), that is, if it is determined that EV switch 145 is off, HV-ECU 100 performs uphill SOC control ( Precharge control) is started (step S545). Specifically, as described with reference to FIG. 7, HV-ECU 100 changes the target SOC of power storage device 60 from Sn to Sh higher than Sn. Thus, the SOC of power storage device 60 is increased in advance before vehicle 1 enters the control target (target uphill section). Note that, when the uphill SOC control is already being executed, the execution of the uphill SOC control is continued.

  On the other hand, when it is determined in step S540 that EV switch 145 is turned on (YES in step S540), HV-ECU 100 shifts the process to return without executing the process of step S545. That is, when EV switch 145 is turned on, HV-ECU 100 does not execute uphill SOC control (precharge control).

  If it is determined in step S550 that the distance dend is 0 or less (YES in step S550), HV-ECU 100 ends the uphill SOC control (precharge control) (step S555). Specifically, HV-ECU 100 returns the target SOC of power storage device 60 from Sh to Sn.

  As a result of the series of processes described above, when the EV switch 145 is off, the uphill SOC control is started when the distance dtag from the current position of the vehicle 1 to the start point of the target uphill section falls below the distance Dsoc. Is done. On the other hand, when EV switch 145 is on, the uphill SOC control is not executed even if distance dtag is less than distance Dsoc. Thereby, it is possible to suppress the engine 10 from operating against the intention of the user who has turned on the EV switch 145.

  FIG. 13 is a flowchart illustrating an example of the control target search process executed in step S515 of FIG. Referring to FIG. 13, the search process for the control target (target uphill section) is the same as the search process for the control target (target downhill section) shown in FIG. 11 except for the difference between the uphill and the downhill. Basically the same. Specifically, the process of step S635 is different from the process of step S435 of FIG.

  That is, when it is determined in step S625 that the section i is final (YES in step S625), the HV-ECU 100 identifies the control target (target uphill section) based on the distance information and the gradient information of each section. (Step S635). For example, in the road section acquired as the scheduled travel route information, there are one or a plurality of sections having an upward slope with a road gradient equal to or higher than a predetermined slope (hereinafter also referred to as “upward section group”), and the upstream section. When a predetermined condition such that the difference in elevation between the end point and the start point of the group is equal to or greater than a predetermined elevation difference and the distance of the uphill group is equal to or greater than a predetermined distance, the HV-ECU 100 The up section group is specified as a control target (target uphill section) of the uphill SOC control. Specifically, the uphill start point and the uphill end point, the uphill length (the length of the target uphill section), and the like are specified for the control target (target uphill section).

  In this way, the control target (target uphill section) is searched for in step S515 of FIG.

  As described above, in the first embodiment, when the EV switch 145 is turned on by the user (while the EV priority mode is selected) with the intention of suppressing the operation of the engine 10, the SOC is selected. Do not execute control. Therefore, according to the first embodiment, it is possible to prevent the engine 10 from operating against the intention of the user who has turned on the EV switch 145.

[Embodiment 2]
The vehicle according to the second embodiment can travel by selecting either the CD mode or the CS mode. Then, during the CD mode, starting of the engine 10 is suppressed as compared to the CS mode. In the second embodiment, the SOC control is not executed during the CD mode. Thereby, it can suppress that the engine 10 act | operates during CD mode. Note that, during the CD mode, the start of the engine 10 is suppressed as compared to the CS mode, and therefore the CD mode is also the EV priority mode.

  FIG. 14 is an overall configuration diagram of the vehicle 1A according to the second embodiment. Referring to FIG. 14, vehicle 1 </ b> A does not include EV switch 145, but further includes charger 70 and power receiving unit 72, and replaces HV-ECU 100 with HV−, as compared with vehicle 1 shown in FIG. 1. An ECU 100A is provided.

  The charger 70 converts electric power from a power supply (not shown) external to the vehicle electrically connected to the power receiving unit 72 into a voltage level of the power storage device 60 and outputs the voltage level to the power storage device 60 (hereinafter referred to as a vehicle external power supply). The power source is also referred to as “external power source”, and the charging of the power storage device 60 by the external power source is also referred to as “external charging”.) The charger 70 includes, for example, a rectifier and an inverter. Note that the method of receiving power from the external power source is not limited to contact power reception using the power receiving unit 72, and may receive power from the external power source in a contactless manner using a power receiving coil or the like instead of the power receiving unit 72.

  HV-ECU 100A predetermines the SOC by appropriately switching between the CD mode in which the SOC of power storage device 60 is actively consumed by allowing EV travel while allowing HV travel, and HV travel and EV travel as appropriate. The CS mode for controlling the range is selectively applied.

  FIG. 15 is a diagram for explaining the CD mode and the CS mode. Referring to FIG. 15, it is assumed that traveling is started in the CD mode after power storage device 60 is fully charged (SOC = MAX) by external charging by an external power source.

  The CD mode is a mode in which the SOC of the power storage device 60 is actively consumed. Basically, the power stored in the power storage device 60 (mainly electric energy by external charging) is consumed. When traveling in the CD mode, the engine 10 does not operate in order to maintain the SOC. Specifically, for example, when the CD mode is selected, charge / discharge required power Pb (FIGS. 3 and 4) of power storage device 60 is set to 0 or less. As a result, the SOC may temporarily increase due to the regenerative power collected when the vehicle 1A decelerates or the power generated by the operation of the engine 10, but as a result, the rate of discharge is higher than the charge. The SOC becomes relatively large, and as a whole, the SOC decreases as the travel distance increases.

  The CS mode is a mode for controlling the SOC of the power storage device 60 within a predetermined range. As an example, when the SOC decreases to a predetermined value Stg indicating a decrease in SOC at time t1, the CS mode is selected, and the subsequent SOC is maintained within a predetermined range. Specifically, when the SOC decreases, the engine 10 operates (HV traveling), and when the SOC increases, the engine 10 stops (EV traveling). That is, in the CS mode, the engine 10 operates to maintain the SOC.

  In the vehicle 1A, when the engine required power Pe is equal to or less than the engine start threshold value Peth, the engine 10 is stopped and the vehicle travels by the second MG 30 (EV travel). On the other hand, when the engine required power Pe exceeds the engine start threshold value Peth, the engine 10 is operated to travel (HV traveling). In the HV traveling, the vehicle 1 </ b> A travels using the driving force of the engine 10 in addition to the driving force of the second MG 30 or instead of the second MG 30. The electric power generated by the first MG 20 due to the operation of the engine 10 during HV traveling is directly supplied to the second MG 30 or stored in the power storage device 60.

  Here, the engine start threshold value Peth in the CD mode is larger than the engine start threshold value Peth in the CS mode. That is, the region in which the vehicle 1A travels in the EV mode in the CD mode is larger than the region in which the vehicle 1A travels in the EV mode in the CS mode. As a result, in the CD mode, the frequency at which the engine 10 is started is suppressed, and the EV travel opportunity is expanded compared to the CS mode. On the other hand, in the CS mode, the vehicle 1 </ b> A is controlled to travel efficiently using both the engine 10 and the second MG 30.

  Even in the CD mode, the engine 10 operates if the engine required power Pe exceeds the engine start threshold value Peth. Even if the engine required power Pe does not exceed the engine start threshold value Peth, the operation of the engine 10 may be permitted, such as when the engine 10 or the exhaust catalyst is warmed up. On the other hand, even in the CS mode, the engine 10 stops when the SOC increases. That is, the CD mode is not limited to EV traveling that travels while the engine 10 is always stopped, and the CS mode is not limited to HV traveling that travels while the engine 10 is always operated. In both the CD mode and the CS mode, EV running and HV running are possible.

  Also in vehicle 1A according to the second embodiment, SOC control is executed in which the SOC of power storage device 60 is changed in advance before entering the control target (target traffic jam section, target downhill section, or target uphill section). Here, when the downhill SOC control is executed during the CD mode, the SOC decreases before entering the control target (target downhill section), so that the SOC reaches the lower limit value SL depending on the traveling situation. The internal combustion engine may be forced to operate to recover the SOC (forced charging). Further, if the traffic jam SOC control or the uphill SOC control is executed during the CD mode, the engine 10 is likely to be started in order to increase the SOC, so that the engine 10 may operate against the CD mode. There is. Therefore, in vehicle 1A according to the second embodiment, SOC control is not executed during CD mode (when EV priority mode is selected). Thereby, it can suppress that the engine 10 act | operates contrary to CD mode.

  FIG. 16 is a flowchart for explaining a processing procedure for traffic jam SOC control executed by HV-ECU 100A in the second embodiment. Referring to FIG. 16, this flowchart includes step S142 instead of step S140 with respect to the flowchart showing the procedure of the traffic jam SOC control in the first embodiment shown in FIG.

  That is, when it is determined in step S135 that the distance dtag from the current position of vehicle 1A to the start point of the control target (target traffic jam section) is less than distance Dsoc (YES in step S135), HV-ECU 100A It is determined whether or not the CD mode is in effect (step S142).

  If it is not in the CD mode, that is, if it is in the CS mode (NO in step S142), HV-ECU 100A starts traffic jam SOC control (precharge control) (step S145). Specifically, as described with reference to FIG. 5, HV-ECU 100A changes the target SOC of power storage device 60 from Sn to Sh higher than Sn. Thus, the SOC of power storage device 60 is increased in advance before vehicle 1A enters the control target (target traffic jam section). Note that when the traffic jam SOC control is already being executed, the traffic jam SOC control is continued.

  On the other hand, when it is determined in step S142 that the CD mode is in progress (YES in step S142), HV-ECU 100A shifts the process to return without executing the process of step S145. That is, the HV-ECU 100A does not execute the traffic jam SOC control (precharge control) during the CD mode. Thereby, it can suppress that the engine 10 act | operates contrary to CD mode.

  FIG. 17 is a flowchart illustrating a processing procedure for downhill SOC control executed by HV-ECU 100A in the second embodiment. Referring to FIG. 17, this flowchart includes step S342 instead of step S340 with respect to the flowchart showing the processing procedure of the downhill SOC control in the first embodiment shown in FIG.

  That is, if it is determined in step S335 that the distance dtag from the current position of vehicle 1A to the starting point of the control target (target downhill section) is less than distance Dsoc (YES in step S335), HV-ECU 100A Then, it is determined whether or not the CD mode is in effect (step S342).

  If it is not in the CD mode, that is, if it is in the CS mode (NO in step S342), HV-ECU 100A starts downhill SOC control (pre-use control) (step S345). If downhill SOC control is already being executed, the downhill SOC control is continued.

  On the other hand, when it is determined in step S342 that the CD mode is being executed (YES in step S342), HV-ECU 100A shifts the process to return without executing the process of step S345. That is, HV-ECU 100A does not execute downhill SOC control (pre-use control) during the CD mode. Thereby, it can suppress that the engine 10 act | operates contrary to CD mode.

  FIG. 18 is a flowchart for explaining the processing procedure of the uphill SOC control executed by HV-ECU 100A in the second embodiment. Referring to FIG. 18, this flowchart includes step S542 instead of step S540 with respect to the flowchart showing the processing procedure of the uphill SOC control in the first embodiment shown in FIG.

  That is, if it is determined in step S535 that the distance dtag from the current position of vehicle 1A to the starting point of the control target (target uphill section) is less than distance Dsoc (YES in step S535), HV-ECU 100A Then, it is determined whether or not the CD mode is in effect (step S542).

  If it is not in the CD mode, that is, if it is in the CS mode (NO in step S542), HV-ECU 100A starts uphill SOC control (precharge control) (step S545). Note that, when the uphill SOC control is already being executed, the execution of the uphill SOC control is continued.

  On the other hand, when it is determined in step S542 that the CD mode is in progress (YES in step S542), HV-ECU 100A shifts the process to return without executing the process of step S545. That is, HV-ECU 100A does not execute uphill SOC control (precharge control) during the CD mode. Thereby, it can suppress that the engine 10 act | operates contrary to CD mode.

  Although not particularly shown, a mode switch for enabling the user to select either the CD mode or the CS mode may be provided.

  Further, in the above, the vehicle 1A is a hybrid vehicle that can be externally charged by including the external charging charger 70 and the power receiving unit 72 and can switch between the CD mode and the CS mode. Vehicles to which can be applied are not necessarily limited to hybrid vehicles that can be externally charged.

  As described above, in the second embodiment, the SOC control is not executed during the CD mode (while the EV priority mode is selected). Therefore, according to the second embodiment, it is possible to suppress the engine 10 from operating against the CD mode.

[Other embodiments]
In the first and second embodiments described above, when the EV priority mode (when the EV switch 145 is on or during the CD mode) is selected, the SOC control is not executed. However, other modes are selected. In this case, the SOC control may not be executed.

  For example, with a predetermined switch that can be operated by the user, the engine 10 is operated with priority given to the power mode in which the engine 10 is actively operated with priority given to the user's drivability or the SOC of the power storage device 60 is given priority. If the SOC charging mode for charging the power storage device 60 is selected, the SOC control may not be executed. This is because if the downhill SOC control (pre-use control) is executed while the power mode or the SOC charging mode is selected, the operation of the engine 10 is suppressed, which is contrary to the intention of the user who selected the power mode or the SOC charging mode. For this reason, when the power mode or the SOC charging mode is selected, only the downhill SOC control may not be executed, and the execution of the traffic jam SOC control and the uphill SOC control may be permitted.

  In each of the above-described embodiments, the vehicle in which all of the traffic jam SOC control, the downhill SOC control, and the uphill SOC control are implemented has been described. However, a vehicle to which the present disclosure can be applied includes the traffic jam SOC control, the downhill SOC control, and the downhill SOC control. Any vehicle that implements at least one of the slope SOC control and the uphill SOC control may be used, and the vehicle is not limited to a vehicle that implements all the SOC controls.

  In the above, second MG 30 corresponds to an embodiment of “electric motor” in the present invention, and HV-ECUs 100 and 100A correspond to an embodiment of “control device” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present disclosure is shown not by the above description of the embodiments but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

  1, 1A vehicle, 10 engine, 20, 30 MG, 40 power split device, 50 PCU, 60 power storage device, 70 charger, 72 power receiving unit, 80 drive wheel, 100, 100A HV-ECU, 110 BAT-ECU, 120 Various sensors, 122 accelerator pedal sensor, 124 vehicle speed sensor, 126 brake pedal sensor, 130 navigation device, 132 navigation ECU, 134 map information DB, 136 GPS reception unit, 138 traffic information reception unit, 140 HMI device, 142, 144, 146 Icon, 145 EV switch, 150 CAN.

Claims (1)

A hybrid vehicle,
An internal combustion engine;
A power storage device;
An electric motor that generates a traveling driving force using electric power stored in the power storage device,
The hybrid vehicle can select an EV priority mode,
During the selection of the EV priority mode, the operation of the internal combustion engine is suppressed more than during the non-selection of the EV priority mode,
A control device that specifies a control target section that satisfies a predetermined condition in the planned travel route, and executes charge state control that changes the charge state of the power storage device in advance before entering the control target section;
The control device is a hybrid vehicle configured to not execute the charge state control when the EV priority mode is selected.

Images