JP2019119389A - Hybrid vehicle - Google Patents

Abstract

To inhibit a travel time in a second mode from being long and to inhibit travel in a first mode from being unable to maintain when setting a travel mode of each section of a travel schedule route (travel route) including a plurality of sections in the first mode of consuming the power of a power storage device or in the second mode of maintaining a power storage amount of the power storage device on the basis of section information of each section.SOLUTION: When a section time of a first section with a set travel mode being a second mode is less than a predetermined time and also when a consumption amount of the power of a power storage device from the first section to a second section with a next travel mode set after the first section being the second mode is a predetermined amount or below, the travel mode of the first section is changed to the first mode. This can inhibit a travel time in the second mode from being long, and inhibit travel in the first mode from being unable to maintain.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a motor, a power storage device, and a control device.

  Conventionally, as a hybrid vehicle of this type, one having an engine (internal combustion engine), a motor (second motor generator), and a power storage device (battery) has been proposed (see, for example, Patent Document 1). The engine outputs power to a drive shaft for connecting the drive wheels. The motor outputs power to the drive wheels. The storage device exchanges power with the motor. In this vehicle, based on the section information of each section, the traveling mode of each section of the planned travel route (traveling route) including the plurality of sections is consumed to consume power of the storage device so that energy efficiency is improved. The mode is set to the second mode in which the storage amount of the storage device is maintained. Then, the engine and the motor are controlled to travel in the travel mode in which each section is set.

JP, 2016-159848, A

  In the above-described vehicle, generally, in order to warm up the catalyst of the purification device for purifying exhaust gas attached to the engine, catalyst warm-up control is performed to control the engine so that operation of the engine is continued for a predetermined time. . Therefore, when the catalyst warm-up control is executed in a section where the traveling mode is the second mode, the operation of the engine is continued until the catalyst warm-up control ends, so the section time of the second mode section is section information It may become longer than the time set based on this, and energy efficiency may be reduced. As a method of suppressing such a drop in energy efficiency, a method of uniformly changing the traveling mode to the first mode when the section time of the section of the second mode is shorter than a predetermined time can be considered. However, in this method, since the amount of power consumption of the power storage device is increased by traveling in the first mode, the amount of stored power of the power storage device may be reduced and traveling in the first mode may not be maintained.

  The hybrid vehicle according to the present invention, based on the section information of each section, the travel mode of each section of the planned travel route (traveling route) including a plurality of sections in the first mode or power storage device consuming power of the power storage device. A main object of the present invention is to set the second mode in which the storage amount is maintained, and to prevent the traveling time in the second mode from becoming long and to prevent the traveling in the first mode from being maintained.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine that outputs power to a drive shaft connected to an axle;
A motor for inputting and outputting power to the drive shaft;
A storage device for exchanging power with the motor;
Based on section information on each travel section in a travel planned route including a plurality of travel sections, the travel mode in each travel section is the first mode for consuming the power of the power storage device or the storage amount of the power storage device A control device configured to control the engine and the motor so as to set the second mode and travel in the set travel mode;
A hybrid vehicle comprising
The control device is configured such that the section time of the first section in which the set travel mode is the second mode is less than a predetermined time, and the control mode set next to the first section from the first section is the control mode. The traveling mode of the first section is changed to the first mode when the power consumption of the power storage device to the second section which is the second mode is less than or equal to a predetermined amount.
Make it a gist.

In the hybrid vehicle according to the present invention, the traveling mode in each traveling section is consumed in the first mode or the storage device for consuming power of the power storage device based on section information on each traveling section in the planned travel route including the plurality of traveling sections. The second mode for holding the storage amount is set, and the engine and the motor are controlled to travel in the set travel mode. And the section time of the 1st section whose traveling mode is the 2nd mode is less than predetermined time, and the 2nd section whose traveling mode set next to the 1st section from the 1st section is the 2nd mode When the amount of power consumption of the power storage device up to the point is equal to or less than the predetermined amount, the traveling mode of the first section is changed to the first mode.
Here, the "predetermined time" is a time predetermined as a time for continuing the catalyst warm-up control of the engine. The "predetermined amount" changes the travel mode of the first section from the second mode to the first mode to determine whether the storage amount of the power storage device is reduced and the travel in the first mode can not be maintained. Threshold for As a result, the operation of the engine is suppressed in the section where the section time is less than the predetermined time, so the execution of the catalyst warm-up control of the engine is suppressed. Therefore, execution of catalyst warm-up control of the engine suppresses that the section time of the section in which the traveling mode is set to the second mode based on the section information is longer than the set value, and the traveling time in the second mode is Lengthening is suppressed. Furthermore, the traveling mode of the first section is changed to the first mode when the power consumption of the power storage device from the first section to the second section is less than or equal to the predetermined amount, that is, the first section to the second section When the power consumption of the storage device up to the point exceeds the predetermined amount, the travel mode of the first section is not changed from the second mode to the first mode, so the storage amount of the storage device decreases and the first mode It is possible to suppress the inability to maintain travel of the vehicle. As a result, based on the section information of each section, the travel mode of each section of the planned travel route including the plurality of sections is in the first mode for consuming the power of the storage device or the second mode for maintaining the storage amount of the storage device In addition, it is possible to prevent the traveling time in the second mode from being extended and to prevent the traveling in the first mode from being maintained. The “section information” includes, for example, road information such as altitude information and slope information.

  In the hybrid vehicle according to the present invention, when the engine is operated, when the predetermined condition is satisfied, the control device operates the engine for the predetermined time to warm up the catalyst of the engine. Catalyst warm-up control may be performed to control the engine.

FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 6 is a flowchart showing an example of a traveling mode setting routine executed by the CPU of the HVECU 70. FIG. It is explanatory drawing which shows an example of the relationship between the area time of each driving | running | working area, and the classification of CS area and CD area. It is a flowchart which shows an example of the traveling mode setting routine of a modification. It is explanatory drawing which shows an example of the relationship between an average vehicle speed, running load, and the efficiency improvement index (alpha).

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, and a hybrid electronic control unit (hereinafter referred to as And 70).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel. The engine 22 sucks the air cleaned by the air cleaner through a throttle valve and injects fuel from the fuel injection valve to mix the air and gasoline. Then, the air-fuel mixture is sucked into the combustion chamber through the intake valve. Then, the engine 22 detonates and burns the inhaled air-fuel mixture by the electric spark from the spark plug, and converts the reciprocating motion of the piston pushed down by the energy into rotational motion of the crankshaft 26. Exhaust gas from the combustion chamber is sent to the outside air through a purification device 27 having a purification catalyst (three-way catalyst) 27a for purifying harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Exhausted. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary for operation control of the engine 22 are input to the engine ECU 24 from the input port. The signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 and the throttle opening TH from the throttle valve position sensor that detects the position of the throttle valve. Can be mentioned.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. Control signals output from the engine ECU 24 include control signals to the throttle motor for adjusting the position of the throttle valve, control signals to the fuel injection valve, control signals to the ignition coil integrated with the igniter, and so on. Various things can be mentioned.

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 according to a control signal from the HVECU 70, and outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the number of rotations of the crankshaft 26, that is, the number of rotations Ne of the engine 22, based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to a drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via the input port. As signals input to the motor ECU 40, rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2 can be mentioned. The phase current from the current sensor that detects the current flowing in each phase of the motors MG1 and MG2 can also be mentioned.

  Switching control signals to the plurality of switching elements (not shown) of the inverters 41 and 42 are output from the motor ECU 40 via the output port. The motor ECU 40 is connected to the HVECU 70 via the communication port, controls driving of the motors MG1 and MG2 according to a control signal from the HVECU 70, and outputs data on the driving state of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. The battery 50 is connected to the inverters 41 and 42 via the power line 54 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor with a central CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. As a signal input to the battery ECU 52, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50 and the battery current Ib from the current sensor 51b attached to the output terminal of the battery 50 are attached to the battery 50 For example, the battery temperature Tb from the temperature sensor 51c can be mentioned.

  The battery ECU 52 is connected to the HVECU 70 via the communication port, and outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates input / output limits Win and Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input limit Win is the maximum allowable power (negative value) at which the battery 50 may be charged, and the output limit Wout is the maximum allowable power (positive value) at which the battery 50 may be discharged.

  The charger 60 is connected to the power line 54 so that when the power plug 61 is connected to an external power source such as a household power source, the battery 50 can be charged using power from the external power source. Is configured. The charger 60 includes an AC / DC converter and a DC / DC converter. The AC / DC converter converts AC power from an external power source supplied via the power plug 61 into DC power. The DC / DC converter converts the voltage of the DC power from the AC / DC converter and supplies it to the battery 50 side. When the power plug 61 is connected to the external power supply, the charger 60 controls the AC / DC converter and the DC / DC converter by the HVECU 70 to supply power from the external power supply to the battery 50. Do.

  The navigation device 90 includes a storage medium such as a hard disk storing map information and the like, an input / output port, and a main body 92 incorporating a control unit having a communication port, and a GPS antenna 94 for receiving information regarding the current location of the vehicle. The information processing system according to the present invention is provided with a touch panel display 96 that displays information on the current location of the vehicle, a planned travel route to a destination, and the like and can input an instruction from the operator. Here, in the map information, service information (for example, tourist information and parking lot etc.) and road information of each predetermined traveling section (for example, between traffic lights and intersections etc.) are made into a database and stored. Road information includes distance information, width information, lane number information, regional information (city area, suburbs), type information (general roads, expressways), slope information, legal speed, the number of traffic lights, etc. . The navigation device 90 is connected to the HVECU 70 via a communication port.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. Signals from various sensors are input to the HVECU 70 through input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the vehicle speed V from the vehicle speed sensor 88. In addition, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83 and the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85 can also be mentioned.

  Control signals to the charger 60 and the like are output from the HVECU 70 via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment configured as described above, the vehicle travels by hybrid travel (HV travel) or travels by electric travel (EV travel). In the HV traveling, the vehicle travels with the operation of the engine 22. In the EV travel, the engine 22 is stopped to travel.

In the case of traveling in HV traveling, traveling control is basically performed as follows. First, the HVECU 70 sets the required torque Td * (to be output to the drive shaft 36) required for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. . Subsequently, the required torque Td * thus set is multiplied by the number of revolutions Nd of the drive shaft 36 to calculate the required traveling power Pd * required by the driver for traveling. Here, as the rotation speed Nd of the drive shaft 36, it is possible to use the rotation speed Nm2 of the motor MG2 or the rotation speed obtained by multiplying the vehicle speed V by the conversion coefficient. And from the calculated traveling demand power Pd *, the battery 50
The required charge / discharge power Pb * (a positive value when discharging from the battery 50) is reduced to set the required engine power Pe * required for the vehicle. Here, charge / discharge required power Pb * is set so that the absolute value of difference ΔSOC becomes smaller based on the difference ΔSOC between the storage ratio SOC of battery 50 and the target storage ratio SOC * as the control center. Next, target engine speed Ne *, target torque Te *, and motors MG1 and MG2 of engine 22 are output such that required engine power Pe * is output from engine 22 and required torque Td * is output to drive shaft 36. The torque commands Tm1 * and Tm2 * are set. The target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control of the engine 22, fuel injection control, ignition control, and the like so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. Motor ECU 40 performs switching control of each transistor of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  When traveling in EV travel, basically, travel control is performed as follows. The HVECU 70 first sets the required torque Td * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, the value 0 is set to the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Td * is output to the drive shaft 36. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  In the hybrid vehicle 20 of the embodiment, when the connection detection signal is input from the connection detection sensor (when the power plug 61 is connected to the external power supply), the HVECU 70 receives a connection detection signal from the connection detection sensor while the system is off at home or at a predetermined charging point. The power from the external power source is used to control the charger 60 such that the battery 50 is in a predetermined state of full charge or slightly lower. When the system is started after charging the battery 50, the vehicle travels in the CD mode (Charge Depleting mode) that consumes the power of the battery 50, or travels in the CS mode (Charge Sustaining mode) that holds the storage amount of the battery 50. Do.

  In the CD mode, the vehicle travels in the EV mode until the storage ratio SOC of the battery 50 reaches a threshold Shv (for example, 25%, 30%, 35%, etc.) or less. When the storage ratio SOC of the battery 50 reaches a threshold Shv or less, HV Run by traveling. In addition, at the time of a high load where the accelerator pedal 83 is greatly depressed by the driver, or at the time of warm-up of the engine 22, the engine 22 is driven to travel by HV traveling even in the CD mode. In the CS mode, the vehicle travels in the HV mode so as to maintain the storage ratio SOC of the battery 50 within a predetermined range centered on the target value C1 larger than the threshold value Shv. When the storage ratio of the battery 50 exceeds the target value C1, the vehicle travels in the EV mode. When the storage ratio of the battery 50 becomes equal to or less than the target value C1, the vehicle travels in the HV mode.

  In the hybrid vehicle 20 of the embodiment, when the temperature of the purification catalyst 27a of the engine 22 is lower than a predetermined temperature (for example, 350.degree. C., 400.degree. C., 450.degree. C., etc.) while operating the engine 22, The stop of the operation is prohibited for a predetermined time tref (for example, 55 sec, 60 sec, 65 sec, etc.), and the ignition timing of the engine 22 is later than the ignition timing when the temperature of the purification catalyst 27a is equal to or higher than the predetermined temperature. The catalyst warm-up control for controlling the engine 22 so as to operate the engine 22 for a predetermined time and a predetermined number of times and a predetermined output is executed to warm up the purification catalyst 27a.

  In the hybrid vehicle 20 of the embodiment, when the destination is set by the driver, the navigation device 90 selects a recommended route from the current location of the vehicle to the destination based on the map information and the current location of the vehicle and the destination. The recommended route searched and retrieved is output as a planned travel route to the display 96 to perform route guidance. Also, if the vehicle deviates from the planned route while traveling the planned route, the recommended route from the current location of the vehicle to the destination is re-searched, and the planned route is re-searched from the recommended route before re-searching. Change to the recommended route and give route guidance.

  Next, the operation of the hybrid vehicle 20 configured in this way, particularly, the operation when setting the traveling mode of each traveling section obtained by dividing the planned traveling route set by the navigation device 90 into a plurality of parts will be described. FIG. 2 is a flowchart showing an example of a traveling mode setting routine executed by the CPU of the HVECU 70. This routine is executed when the planned travel route set by the navigation device 90 is input to the HVECU 70.

  When this routine is executed, the CPU of the HVECU 70 divides the input planned travel route into n travel sections, and executes processing for calculating the total sum Esum of predicted power consumption predicted to be consumed in each travel section. (Step S100). In the embodiment, the travel section is obtained by dividing the road of the planned travel route at equal intervals. The traveling section may be a section divided by the change point of the slope of the road or the change point of the curvature radius. The predicted power consumption in each traveling section is calculated as a value obtained by multiplying the traveling load of the traveling section by the section length L which is the length of the traveling section (in the embodiment, all the traveling sections have the same length) Ru. The traveling load is the consumption of the power of the battery 50 per unit distance when traveling by EV traveling, and is set using section information (for example, altitude information, slope information, and the like) of each traveling section.

  Subsequently, it is determined whether the calculated total sum Esum exceeds the maximum power amount Emax that can be discharged from the battery 50 (step S110). The maximum power amount Emax is a power amount obtained by multiplying the storage ratio SOC by the total capacity of the battery 50. Therefore, step S110 is processing to determine whether it is possible to travel by EV travel on all travel sections of the planned travel route.

  When the total sum Esum is equal to or less than the maximum discharge energy amount Emax in step S110, all the travel sections are set to the CD section in which the travel mode is the CD mode (step S120), and the present routine is ended. As described above, by setting all traveling sections as CD sections, excess power is stored in the battery 50 when arriving at the destination, as compared to setting the traveling sections to the CS section in which the traveling mode is CS mode. It controls that electricity is stored.

  When the total sum Esum exceeds the maximum power Emax in step S110, it is determined that all traveling sections can not be traveled by EV traveling, and each traveling section is set to the CD section or the CS section based on the section information (Step S130). Here, the section power consumption when traveling by EV travel is calculated for each traveling section, and the CD section is sequentially ordered from the traveling section with the smallest traveling load within the range where the total of the section power consumption is less than the maximum discharged energy Emax. , And the remaining travel section is the CS section. In the embodiment, m of the n traveling sections are set as CS sections, and CS sections [1], CS sections [2], ... CS sections [m] are sequentially arranged from the CS section closest to the current location. .

  Subsequently, for each CS section, a section time tcs [i] (i = 1 to m) which is a required time for traveling each CS section is calculated (step S140). The section time tcs [i] is a value obtained by dividing the section length L [i] of each CS section (in the embodiment, the same length in all CS sections) by the section vehicle speed V [i]. The section vehicle speed V [i] is obtained in advance as a mean value of the vehicle speed in each CS section according to section information by experiment, analysis or the like.

  Subsequently, whether or not the section time tcs [1] is less than the predetermined time tref (step S150), and when traveling in the CD mode from the CS section [1] to the CS section [2] which is the next CS section It is determined whether the 50 discharge powers exceed a predetermined ratio R [1] (Emax · R) of the maximum discharge power Emax (step S160). Here, predetermined ratio R [1] is the state of charge SOC of battery 50 when traveling in the CD mode between CS section [1] and the next CS section [2] of maximum discharge electric energy Emax. Is a ratio of the power of the battery 50 which can be discharged within the range where the amount does not fall below the threshold value Shv.

  When the section time tcs [1] is equal to or longer than the predetermined time tref in step S150, the catalyst warm-up of the engine 22 is performed within the section time tcs [1] of the CS section [1] even if the catalyst warm-up control of the engine 22 is executed. It is determined that the control is ended, and the process proceeds to the process of step S180.

  In step S150, the section time tcs [1] is less than the predetermined time tref, and in step S160, the discharge power of the battery 50 up to the next CS section [2] is a predetermined ratio R [1] of the maximum discharge power Emax (Emax When the catalyst warm-up control of the engine 22 is executed when R [1]) or less, the catalyst warm-up control of the engine 22 is not completed within the zone time tcs [1] of the CS zone [1]; It is necessary to extend tcs [1], and it is determined that the storage ratio SOC (storage amount) of the battery 50 does not fall below the threshold value Shv even if the CS section [1] is traveled in the CD mode. Is changed to the CD section (step S170), and the process proceeds to step S180. By changing the CS section [1] to the CD section, the operation of the engine 22 is suppressed as compared to the case of traveling in the CS mode, so the execution of the catalyst warm-up control of the engine 22 is suppressed. Therefore, it is suppressed that the section time tcs [1] is made longer for the execution of the catalyst of the engine 22, and it is suppressed that the running time in the CS mode is made longer. Further, even if the CS section [1] is changed to the CD section, the discharge power of the battery 50 up to the next CS section [2] is a predetermined ratio R [1] of the maximum discharge power Emax (Emax · R [1]) Since this is the case, it can be suppressed that the storage amount of the battery 50 is reduced and the traveling in the CD mode can not be maintained.

  Although the section time tcs [1] is less than the predetermined time tref described above in step S150, the discharge power of the battery 50 up to the CS section [2] which is the next CS section in step S160 is a predetermined ratio R of the maximum discharge power Emax. If the catalyst warm-up control of the engine 22 is executed when [1] is exceeded, the section time of the CS section [1] may be extended, but changing the CS section [1] to the CD section Before reaching the CS section [2], it is determined that the storage ratio SOC (storage amount) of the battery 50 is lower than the threshold Shv and it can not maintain the traveling in the CD mode, and the process proceeds to step S180. By such processing, it can be suppressed that the traveling in the CD mode can not be maintained.

  Subsequently, steps S180 to S200, which are the same processes as steps S150 to S170, are executed for the CS section [2]. That is, as in steps S150 and S160, whether or not the section time tcs [2] is less than the predetermined time tref (step S180) and the discharge power of the battery 50 up to the CS section [3] which is the next CS section It is determined whether or not a predetermined ratio R [2] (Emax · R [2]) of the maximum discharge power Emax is exceeded (step S190).

  If it is determined in step S180 that the section time tcs [2] is equal to or longer than the predetermined time tref, the process proceeds to step S210. The section time tcs [2] is less than the predetermined time tref in step S180, and the discharge power of the battery 50 up to the next CS section [3] in step S190 is less than or equal to the predetermined ratio R [2] of the maximum discharge power Emax. If the CS section [2] is changed to the CD section (step S200), the process proceeds to step S210. Then, although the section time tcs [1] is less than the predetermined time tref in step S180, the discharge power of the battery 50 up to the CS section [2] which is the next CS section in step S190 is a predetermined ratio R of the maximum discharge power Emax. If it exceeds [2], the process proceeds to step S210. Also in the subsequent CS sections [3] to [m], the same processing as steps S150 to S170 is sequentially performed, and the present routine is ended.

  FIG. 3 is an explanatory view showing an example of the relationship between the section time of each traveling section and the type of the CS section and the CD section. As illustrated, when the interval time is less than the predetermined time tref in the CS interval, the consumption amount of the power of the battery 50 up to the next CS interval is equal to or less than the predetermined amount (Emax · R [i]). , CS section to CD section. Thus, the interval time tcs [i] of the CS interval [i] (i = 1 to m) is less than the predetermined time tref, and from the CS interval [i] to the CS interval [i + 1] (where i is In the CS mode, by changing the traveling mode of the CS section [i] to the CD mode, when the consumption of the power of the battery 50 up to not exceeding m) is equal to or less than the predetermined amount (Emax · R [i]) While being able to suppress that the traveling time of 3 is long, it can suppress that the driving | running | working in CD mode can not be maintained.

  According to the hybrid vehicle 20 of the embodiment described above, the section time tcs [i] of the CS section [i] (i = 1 to m) is less than the predetermined time tref, and the CS section [i] to the CS section When the consumption of the power of the battery 50 up to [i + 1] (where i does not exceed m) is equal to or less than a predetermined amount (Emax · R [1]), the traveling mode of the CS section [i] is set to the CD mode By changing to, it is possible to suppress an increase in the traveling time in the CS mode and to suppress an inability to maintain the traveling in the CD mode.

  In the hybrid vehicle 20 of the embodiment, the processing in step S150 and subsequent steps is executed, and the section time tcs [i] of the CS section [i] (i = 1 to m) is less than the predetermined time tref, and the CS section [i] When the consumption of the power of the battery 50 from i) to the CS section [i + 1] (where i does not exceed m) is equal to or less than a predetermined amount (Emax · R [1]), the CS section [i] The drive mode has been changed to the CD mode. However, as exemplified in the traveling mode setting routine of the modified example of FIG. 4, the determination process of step S300 is performed between step S160 and step S170, or the same as step S300 between step S190 and step S200. The determination process of step S310 may be executed.

  In step S300, it is determined whether the efficiency improvement index α when changing the CS section [1] to the CD section is larger than the efficiency improvement index α when changing other CS sections to the CD section. The efficiency improvement index α is set using the average vehicle speed in the section and the traveling load in the section.

  FIG. 5 is an explanatory view showing an example of the relationship between the average vehicle speed, the traveling load, and the efficiency improvement index α. The efficiency improvement index α increases when the average vehicle speed is large compared to when it is small, and increases when the traveling load is large as compared to when it is small, that is, the larger the average vehicle speed, the larger the traveling load. It is set to be so large.

  When the efficiency improvement index α when the CS section [1] is changed to the CD section in step S300 is larger than the efficiency improvement index α when another CS section is changed to the CD section, the CS section [1] is changed to the CD section Change to When the efficiency improvement index α when the CS section [1] is changed to the CD section in step S300 is equal to or less than the efficiency improvement index α when another CS section is changed to the CD section, the process proceeds to step S180. In step S310, the same processing as step S300 is applied to the CS section [2]. As described above, by applying the same processing as step S300 to each CS section, it is possible to change the CS section in which the energy efficiency is improved by changing to the CD section to the CD section. This can further improve energy efficiency.

  In the hybrid vehicle 20 of the embodiment, the same processing as steps S150 to S170 is applied to all CS travel sections, but the same processing as steps S150 to S170 may be applied to at least one CS travel section. The same processing as steps S150 to S170 may be applied only to a part of the CS travel sections.

  In the hybrid vehicle 20 of the embodiment, the battery 50 configured as a lithium ion secondary battery or a nickel hydrogen secondary battery is used as the power storage device, but a device capable of storing power such as a capacitor may be used.

   In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a motor capable of generating electricity via the transmission may be connected to the drive shaft 36 connected to the drive wheels 38a and 38b, and the engine 22 may be connected to the rotation shaft of this motor via the clutch.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "motor", the battery 50 corresponds to the "power storage device", and the navigation device 90, the engine ECU 24, the motor ECU 50, the battery ECU 52, and the HVECU 70 Corresponds to the “control device”.

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  Reference Signs List 20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 27 purification device, 27a purification catalyst, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive Wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverters, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU 52 ), 54 power lines, 60 chargers, 61 power plugs, 70 electronic control units (HVECUs) for hybrids, 80 ignition switches, 81 shift levers, 82 shift position sensors Sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 navigation device, 92 body, 94 GPS antenna, 96 display, MG1, MG2 motor.

Claims (1)

An engine that outputs power to a drive shaft connected to an axle;
A motor for inputting and outputting power to the drive shaft;
A storage device for exchanging power with the motor;
Based on section information on each travel section in a travel planned route including a plurality of travel sections, the travel mode in each travel section is the first mode for consuming the power of the power storage device or the storage amount of the power storage device A control device configured to control the engine and the motor so as to set the second mode and travel in the set travel mode;
A hybrid vehicle comprising
The control device is configured such that the section time of the first section in which the set travel mode is the second mode is less than a predetermined time, and the control mode set next to the first section from the first section is the control mode. The traveling mode of the first section is changed to the first mode when the power consumption of the power storage device to the second section which is the second mode is less than or equal to a predetermined amount.
Hybrid vehicles.

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