JP2019142307A - Control device of hybrid vehicle - Google Patents

Abstract

To suppress shortage of drive power for traveling when performing changeover between a CD mode and a CS mode.SOLUTION: In a control device of a hybrid vehicle, when prescribed conditions including a condition where a destination is set, are not established, first control for controlling an engine and a motor so as to perform traveling by a requested output for traveling corresponding to an accelerator operation amount while performing changeover between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode, is executed. When the prescribed conditions are established, second control for controlling the engine and the motor so as to perform traveling by the requested output according to a travel plan in which the CD mode or the CS mode is allocated to each travel section of a scheduled travel route to the destination, is executed. When executing the second control, changeover between the CD mode and the CS mode based on the travel plan is restricted in the case when drive force requirement is high, compared to the case when the drive force requirement is low.SELECTED DRAWING: Figure 2

Description

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

  Conventionally, this type of hybrid vehicle control device is mounted on a hybrid vehicle including an engine, a motor, and a battery that exchanges electric power with the motor. In each travel section of the planned travel route to the destination, There has been proposed a system in which a CD (Charge Depleting) mode or a CS (Charge Sustaining) mode is assigned based on the running load, and the engine and the motor are controlled to run according to the plan (for example, Patent Document 1). reference). In this hybrid vehicle control device, when making this plan, if there is a travel section in which the travel load cannot be calculated, the CD mode is assigned to the travel section. Thus, even if there is a travel section where the travel load cannot be calculated, a plan can be made.

Japanese Patent Laid-Open No. 2006-159848

  In such a hybrid vehicle control device, the required output for driving with respect to the same accelerator operation amount is changed in the CD mode and the CS mode. When traveling in the CD mode or the CS mode according to the plan, the CD mode and the CS mode are switched at the boundary of the traveling section. When the driving force requirement is high, the driving force may be insufficient if the driving output is changed in accordance with the switching of the driving mode.

  The main object of the control device for a hybrid vehicle of the present invention is to suppress the shortage of driving force for traveling when switching between the CD mode and the CS mode.

  The control apparatus for a hybrid vehicle of the present invention employs the following means in order to achieve the above-described main object.

The hybrid vehicle control device of the present invention comprises:
An engine and a motor;
A power storage device that exchanges power with the motor;
Mounted on a hybrid vehicle equipped with
When a predetermined condition including a condition for setting a destination is not satisfied, the vehicle travels with a required output for traveling corresponding to the accelerator operation amount while switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. The first control for controlling the engine and the motor is executed as described above, and when the predetermined condition is satisfied, the CD mode or the CS mode is assigned to each travel section of the planned travel route to the destination. Executing a second control for controlling the engine and the motor to travel with the required output according to a travel plan;
In the hybrid vehicle control device, when the second control is executed, when the driving force request is high, the CD mode and the CS mode based on the travel plan are compared to when the driving force request is low. Limit switching between and
This is the gist.

  In this hybrid vehicle control device of the present invention, when a predetermined condition including a condition for setting a destination is not satisfied, an accelerator operation amount is switched while switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. When the first control for controlling the engine and the motor is performed so that the vehicle travels with the required output for traveling according to the condition, and the predetermined condition is satisfied, each traveling section of the planned traveling route to the destination is in the CD mode or The second control is executed to control the engine and the motor so that the vehicle travels with the requested output according to the travel plan to which the CS mode is assigned. When executing the second control, the switching between the CD mode and the CS mode based on the travel plan is restricted when the driving force request is high compared to when the driving force request is low. Thereby, when switching between CD mode and CS mode based on a travel plan, it can control that lack of driving power for driving arises. Note that when the driving force requirement is high, when the accelerator opening is greater than or equal to the predetermined opening, when the required output is greater than or equal to the predetermined output, when climbing up, traveling on a highway, For example, when there is a large difference in driving output from the driving section. In addition, “restricting switching between the CD mode and the CS mode” includes prohibiting switching between the CD mode and the CS mode, prohibiting switching between the CD mode and the CS mode for a certain period of time, and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 3 is a flowchart illustrating an example of a processing routine executed by an HVECU 70. It is explanatory drawing which shows an example of the map for CD, and the map for CS. It is explanatory drawing for demonstrating the principal part of the flowchart which shows an example of the process routine of a modification. It is explanatory drawing for demonstrating the principal part of the flowchart which shows an example of the process routine of a modification. It is explanatory drawing for demonstrating the principal part of the flowchart which shows an example of the process routine of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of 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 as a power storage device, a charger 60, and a navigation device 90. And an electronic control unit for hybrid (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel, and is connected to a planetary gear 30 carrier via a damper 28. 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. In addition to the CPU, the engine ECU 24 includes a ROM that stores processing programs, a RAM that temporarily stores data, an input / output port, and a communication port. Prepare. The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 via an input port. Have been entered. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed 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 sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. As described above, the crankshaft 26 of the engine 22 is connected to the planetary gear 30 carrier via the damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are used to drive motors MG 1 and MG 2 and are connected to battery 50 via power line 54. A smoothing capacitor 57 is attached to the power line 54. Motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of 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. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port are provided. Prepare. The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, and phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors 45u, 45v, 46u, and 46v that detect currents flowing in the phases of the motors MG1 and MG2 are input via the input ports. From the motor ECU 40, switching control signals to a plurality of switching elements of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. 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 motor ECU 40 determines the electrical angles θe1 and θe2 and the angular speeds ωm1 and ωm2 and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2. Is calculated.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the power line 54. 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 centered on a CPU. In addition to the CPU, the battery ECU 52 includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. Prepare. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. As a signal input to the battery ECU 52, for example, the voltage Vb of the battery 50 from the voltage sensor 51 a attached between the terminals of the battery 50 or the battery 50 from the current sensor 51 b attached to the output terminal of the battery 50 is used. The current Ib and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC of the battery 50, the consumable energy Eb, and the input / output limits Win and Wout. The storage ratio SOC of the battery 50 is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50, and is calculated based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The consumable energy Eb of the battery 50 is obtained by converting the difference (SOC−Smin) between the storage ratio SOC of the battery 50 and the threshold value Smin into energy, and is calculated as the product of the difference (SOC−Smin) and the total capacity. The For example, 20%, 25%, 30%, or the like is used as the threshold value Smin. The input / output limits Win and Wout of the battery 50 are allowable charge / discharge power that may charge / discharge the battery 50, and are calculated based on the storage ratio SOC of the battery 50 and the temperature Tb of the battery 50 from the temperature sensor 51c. The

  The charger 60 is connected to the power line 54. When the power plug 61 is connected to an external power source such as a home power source or an industrial power source at a charging point such as a home or a charging station, the charger 60 It is comprised so that the battery 50 can be charged using electric power.

  The navigation device 90 includes a storage medium such as a hard disk in which map information and the like are stored, a main body 92 including a control unit having an input / output port and a communication port, a GPS antenna 94a that receives information on the current location of the vehicle, The VICS (registered trademark) antenna 94b that receives traffic jam information, regulation information, disaster information, etc. from the information center, and various information such as information on the current location of the vehicle and the planned travel route to the destination are displayed and the user provides various instructions. And a touch panel display 96 capable of inputting. Here, in the map information, service information (for example, sightseeing information, parking lots, etc.), road information of each travel section (for example, between traffic lights, intersections, etc.) are stored as a database. The road information includes distance information, width information, lane number information, area information (city areas and suburbs), type information (general roads and highways), gradient information, legal speed, the number of traffic lights, and the like. The navigation device 90 is connected to the HVECU 70 via a communication port.

  When the destination is set by the user operating the display 96, the main body 92 of the navigation device 90 is automatically based on the map information stored in the main body 92 and the current location and destination of the vehicle from the GPS antenna 94a. A planned travel route from the current location of the vehicle to the destination is set, and the set planned travel route is displayed on the display 96 to provide route guidance. In addition, when the planned travel route to the destination is set, the navigation device 90 estimates the travel load of each travel section of the planned travel route. The travel load of each travel section is estimated based on road information (for example, distance information, type information, gradient information, legal speed, etc.).

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, 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 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. A control signal to the charger 60 is output from the HVECU 70 via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation device 90 via a communication port.

  In the hybrid vehicle 20 of the embodiment thus configured, when the power plug 61 is connected to an external power source when the system is turned off (system stopped) at a charging point such as a home or a charging station and the vehicle is stopped, the external power source The charger 60 is controlled so that the battery 50 is charged using the electric power from.

  Further, in the hybrid vehicle 20 of the embodiment, hybrid travel (HV travel) or electric travel (EV travel) is performed in a CD (Charge Depleting) mode or a CS (Charge Sustaining) mode. Here, in the HV traveling, the vehicle travels with the operation of the engine 22, and in the EV traveling, the vehicle travels without driving the engine 22. Further, the CD mode is a mode for reducing the storage ratio SOC of the battery 50, and the CS mode is a mode for maintaining the storage ratio SOC of the battery 50 within a management range including the control center SOC *. In the CD mode, EV traveling is more easily performed among HV traveling and EV traveling as compared with the CS mode.

  In HV traveling, the HVECU 70 sets the required torque Td * required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and sets the rotational speed Nd (motor MG2) of the drive shaft 36 to the set required torque Td *. , The required power Pd * required for the drive shaft 36 is calculated. Subsequently, the charge / discharge required power Pb * of the battery 50 (when the battery 50 is discharged from the battery 50 is positive so that a value obtained by subtracting the target ratio SOC * from the storage ratio SOC of the battery 50 (SOC−SOC *) is close to the value 0. And the required power Pe * required for the engine 22 is set by subtracting the charge / discharge required power Pb * of the battery 50 from the required power Pd *. The target rotational speed Ne * of the engine 22 is output so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. And target torque Te * and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2. Then, the target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the operation of the engine 22 (intake air) so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Volume control, fuel injection control, ignition control, etc.). When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, drive control of motors MG1 and MG2 (specifically, motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *). , Switching control of a plurality of switching elements of the inverters 41 and 42 is performed.

  In this HV traveling, when the storage ratio SOC of the battery 50 is higher than the threshold value Sch, the engine 22 is stopped when the required torque Td * is equal to or less than the stop threshold value Tsp and the required power Pe * is equal to or less than the stop threshold value Psp. Assuming that the condition is satisfied, the operation of the engine 22 is stopped and the EV traveling is started. Here, the threshold value Sch is determined as a value lower than the above-described threshold value Smin. For example, a value lower than the threshold value Smin, such as 5%, 7%, or 10%, is used. Here, as the stop threshold value Tsp, the CD mode stop threshold value Tspcd is used in the CD mode, and the CS mode stop threshold value Tspcs smaller than the CD mode stop threshold value Tspcd is used in the CS mode. As the stop threshold Psp, the CD mode stop threshold Pscd is used in the CD mode, and the CS mode stop threshold Pspcs smaller than the CD mode stop threshold Pscd is used in the CS mode.

  In EV traveling, the HVECU 70 sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V, sets the value 0 to the torque command Tm1 * of the motor MG1, and sets the input / output limits Win and Wout of the battery 50. Torque command Tm2 * of motor MG2 is set so that required torque Td * is output to drive shaft 36 within the range, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40. The drive control of the motors MG1 and MG2 by the motor ECU 40 has been described above.

  In this EV travel, the required power Pe * calculated in the same manner as in the HV travel is started when the storage ratio SOC of the battery 50 reaches the above threshold value Sch or when the required torque Td * reaches the start threshold value Tst. When reaching the threshold value Pst or more, it is determined that the start condition of the engine 22 is satisfied, and the engine 22 is started to shift to HV traveling. Here, as the start threshold value Tst, a CD mode start threshold value Tstcd larger than the CD mode stop threshold value Tscd is used in the CD mode, and in the CS mode, it is larger than the CS mode stop threshold value Tspcs and more than the CD mode start threshold value Tstcd. CS mode start threshold Tstcs which is smaller than that is used. As the start threshold value Pst, a CD mode start threshold value Pstcd that is larger than the CD mode stop threshold value Pscd is used in the CD mode, and a CS mode that is larger than the CS mode stop threshold value Pspcs and smaller than the CD mode start threshold value Pstcd in the CS mode. A mode start threshold value Pstcs is used.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a processing routine executed by the HVECU 70. This routine is executed repeatedly.

  When the processing routine of FIG. 2 is executed, the HVECU 70 first determines whether or not the driving support control can be executed (step S100). Here, the driving support control is control for performing HV driving or EV driving in the CD mode or the CS mode according to the driving plan in which the CD mode or the CS mode is assigned to each driving section of the planned driving route to the destination. In the embodiment, when the route guidance of the planned travel route is performed by the navigation device 90 and the storage ratio SOC of the battery 50 is higher than the threshold value Smin, it is determined that the travel support control can be executed, and the travel by the navigation device 90 is performed. It is determined that the driving support control cannot be executed when route guidance for the planned route is not performed or when the storage ratio SOC of the battery 50 is equal to or less than the threshold value Smin. The route guidance of the planned travel route by the navigation device 90 is started when the planned travel route to the destination is set, and then the destination is canceled by the user when the vehicle arrives at the destination, or by the user. Is finished, for example, when the ignition switch 80 is turned off.

  When it is determined in step S100 that the driving support control cannot be executed, the required torque Td * is set using the CD map and CS map in the CD mode and CS mode, respectively (step S110), and the required torque Td. Basic control is executed using * (step S120), and this routine is terminated.

  Here, the map for CD and the map for CS are maps that define the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td *, respectively. FIG. 3 is an explanatory diagram showing an example of a map for CD and a map for CS. In the process of step S100, in the CD mode, the required torque Td * is set based on the CD map, the accelerator opening Acc, and the vehicle speed V. In the CS mode, the CS map, the accelerator opening Acc, and the vehicle speed V are set. Based on the above, the required torque Td * is set.

  The basic control is control for performing HV traveling or EV traveling in the CD mode or the CS mode based on the storage ratio SOC of the battery 50. When the driving support control cannot be executed because the route guidance for the planned driving route is not performed, the basic control is executed in the CD mode after the system is started and before the storage ratio SOC of the battery 50 reaches the threshold value Smin or less. After the storage ratio SOC of the battery 50 reaches the threshold value Smin or less, the vehicle travels in the CS mode. In addition, when the route guidance of the scheduled route is being performed but the storage ratio SOC of the battery 50 is less than or equal to the threshold value Smin, the travel support control cannot be performed, the vehicle travels in the CS mode as the execution of the basic control.

  When it is determined in step S100 that the driving support control can be executed, the driving plan is created (updated) by assigning the CD mode or the CS mode to each driving section of the driving planned route to the destination (steps S130 to S220). Hereinafter, creation of a travel plan to the destination will be described. Hereinafter, the travel between the CD modes is referred to as “CD mode section”, and the travel between the CS modes is referred to as “CS mode section”.

  When creating a travel plan to the destination, first, the energy consumption E [1] to E [n] of each travel section of the planned travel route to the destination is predicted (step S130), and each predicted travel section is predicted. The total energy consumption Esum to the destination is predicted as the sum of the energy consumptions E [1] to E [n] (step S140). Here, the values 1 to n are numbers indicating each travel section of the planned travel route from the current location of the vehicle to the destination. In the process of step S130, the travel loads R [1] to R [n] of each travel section of the planned travel route to the destination are input by communication with the navigation device 90, and the input travel load R [[ 1] to R [n] are used to predict energy consumption E [1] to E [n] for each travel section. Specifically, the energy consumption E [1] to E [n] of each traveling section is predicted so as to increase as the traveling loads R [1] to R [n] of each traveling section increase.

  Subsequently, the consumable energy Eb of the battery 50 is input by communication with the battery ECU 52 (step S150), and the total consumed energy Esum to the destination is compared with the consumable energy Eb of the battery 50 (step S160). The process of step S160 is a process of determining whether or not it is possible to travel to the destination by only EV traveling.

  If the total energy consumption Esum to the destination is less than or equal to the consumable energy Eb of the battery 50 in step S160, it is determined that the vehicle can travel only by EV traveling to the destination, and the CD mode is set for all traveling sections of the planned traveling route to the destination. Is assigned to create (update) a travel plan (step S170).

  If the total energy Esum to the destination is larger than the consumable energy Eb of the battery 50 in step S160, it is determined that the vehicle cannot travel by EV traveling alone to the destination, and the target is determined from each traveling section of the planned traveling route to the destination. A travel section is set (step S180). In this process, among the traveling sections, the one that has not yet been assigned the CD mode and has the lowest traveling load is set as the target section.

  Subsequently, the CD mode is assigned to the set target travel section (step S190), and the total energy consumption Ecdsum of all the CD mode sections is predicted (step S200). In the process of step S200, the sum of the energy consumption of all CD mode sections among the energy consumption E [1] to E [n] of each travel section of the planned travel route to the destination is calculated as the total energy consumption Ecdsum.

  When the total consumed energy Ecdsum is predicted in this way, the predicted total consumed energy Ecdsum is compared with the consumable energy Eb of the battery 50 (step S210). This process is a process for determining whether or not the entire CD mode section can be traveled only by EV travel. If the total energy consumption Ecdsum is less than or equal to the consumable energy Eb of the battery 50 in step S210, it is determined that the entire CD mode section can be traveled only by EV travel, and the process returns to step S180. In this way, each travel section of the planned travel route to the destination is assigned to the CD mode in ascending order of travel load.

  If the total energy consumption Ecdsum is larger than the consumable energy Eb of the battery 50 in step S210, it is determined that the entire CD mode section cannot be traveled only by EV travel, and the CS mode is assigned to the current target section and the remaining travel sections ( Step S220). Since it is considered that the total consumed energy Esum to the destination is larger than the consumable energy Eb of the battery 50 in step S160, the CS mode is assigned to at least one traveling section.

  When the travel plan to the destination is created (updated) in steps S130 to S220 in this way, the required torque Td * is set by the same process as in step S110 (step S230), and the travel support control ( (Control for controlling engine 22 and motors MG1, MG2 and 3) so as to travel according to the travel plan (step S240).

  Subsequently, the current position is input from the navigation device 90, and the current travel mode (CD mode or CS mode) is different from the travel mode (CD mode or CS mode) assigned to the currently traveled travel section. It is determined whether or not it is necessary to switch between the cage CD mode and the CS mode (step S250). In the driving support control, the CD mode and the CS mode are switched at the boundary of the driving section. When the CD mode and the CS mode are switched, the driving output (torque, power) for the same accelerator opening Acc changes greatly, and the driving power for driving is insufficient for the driving power demand of the driver. There are things to do. Therefore, step S250 is a process for determining whether or not there is a possibility that the driving force for traveling is insufficient.

  When it is determined in step S250 that there is no need to switch between the CD mode and the CS mode, it is determined whether or not the prefetch information has been updated through communication with the navigation device 90 (step S290). Here, as the pre-reading information, for example, road information or traffic congestion information from the current location of the vehicle on the planned travel route to a destination side by a predetermined distance (for example, about several kilometers to about several tens of kilometers). Can be mentioned. This prefetch information is read when the planned travel route is changed after updating the previous prefetch information or when a predetermined time (for example, about several tens of seconds to several minutes) has elapsed since the previous prefetch information was updated. The information is updated when the vehicle travels a predetermined distance (for example, about several hundred meters to several kilometers) after the information is updated. When it is determined that the prefetch information has not been updated, the process returns to step S230, and when it is determined that the prefetch information has been updated, this routine is terminated.

  When it is determined in step S250 that it is necessary to switch between the CD mode and the CS mode, it is determined that the driving force may be insufficient, and then the accelerator opening Acc from the accelerator pedal position sensor 84 is input. Then, it is determined whether or not the accelerator opening Acc is smaller than the ON threshold value α (step S260). The on threshold value α is a threshold value for determining whether or not the accelerator pedal 83 is turned on, and a low value such as 3%, 5%, 7% is used. When the accelerator opening degree Acc is smaller than the on-threshold value α, the output required for traveling is small and the drive request is low. Therefore, it is determined that the driving force is not insufficient even when switching between the CD mode and the CS mode. The mode is switched (step S280). Then, it is determined whether or not the prefetch information has been updated by communication with the navigation device 90 (step S290). When it is determined that the prefetch information has not been updated, the process returns to step S230 and it is determined that the prefetch information has been updated. Sometimes, this routine ends. Thus, since the CD mode and the CS mode are switched when the driver's drive request is low, it is possible to suppress a shortage of driving force for traveling with respect to the drive request.

  When it is determined in step S260 that the accelerator opening degree Acc is greater than or equal to the ON threshold value α, the driving force request is high. Therefore, when the CD mode and the CS mode are switched, it is determined that the driving force may be insufficient. Subsequently, it is determined whether or not the elapsed time t after the accelerator opening degree Acc becomes equal to or greater than the on-threshold value α is less than the prohibited time β (step S270). The prohibition time β is a predetermined time as a time for prohibiting switching between the CD mode and the CS mode, and for example, 2 sec, 3 sec, 4 sec, etc. are used.

  When the elapsed time t is less than the prohibited time β in step S270, the process returns to step S250 to determine whether or not it is necessary to switch between the CD mode and the CS mode, and when it is necessary to switch between the CD mode and the CS mode, Proceeding to step S260, it is not necessary to switch between the CD mode and the CS mode, or it is necessary to switch between the CD mode and the CS mode, but the accelerator opening Acc is smaller than the ON threshold value α, or the CD mode and the CS mode are switched. Steps S250 to S270 are repeated until the accelerator opening degree Acc is equal to or greater than the ON threshold value α but the elapsed time t is equal to or greater than the prohibited time β.

  When it is not necessary to switch between the CD mode and the CS mode while repeating steps S250 to S270, the process proceeds to step S290, where it is determined whether or not the prefetch information has been updated through communication with the navigation device 90, and the prefetch information. When it is determined that is not updated, the process returns to step S230, and when it is determined that the prefetch information is updated, this routine is terminated.

  While it is necessary to switch between the CD mode and the CS mode while repeating Steps S250 to S270, when the accelerator opening Acc becomes smaller than the ON threshold value α, the CD mode and the CS mode are switched (Step S280). Thus, since the driving mode is switched when the driver's driving request becomes low, it is possible to suppress a shortage of driving force for driving with respect to the driving request.

  When the steps S250 to S270 are repeated, it is necessary to switch between the CD mode and the CS mode. When the accelerator opening Acc is equal to or greater than the ON threshold value α but the elapsed time t is equal to or greater than the prohibited time β, the CD mode and CS mode are switched. The mode is switched (step S280). Thereby, it can suppress that driving | running | working in the mode different from a driving plan continues for a long time.

  After switching between the CD mode and the CS mode in this way, it is determined whether or not the prefetch information has been updated by communication with the navigation device 90 (step S290). If it is determined that the prefetch information has not been updated, the process returns to step S230. When it is determined that the prefetch information has been updated, this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, when the driving support control is executed, when the accelerator opening Acc is equal to or greater than the on threshold value α and the elapsed time t has not passed the prohibited time β, the CD Since the mode and the CS mode are not switched, it is possible to suppress a shortage of driving force for traveling associated with such switching.

  In the hybrid vehicle 20 of the embodiment, when it is necessary to switch between the CD mode and the CS mode in step S250, it is determined in steps S260 and S270 whether the accelerator opening Acc is smaller than the on-threshold value α, and the elapsed time t is the prohibited time β. When the accelerator opening degree Acc is equal to or greater than the ON threshold value α and the elapsed time t has not passed the prohibition time β, the CD mode and the CS mode are not switched (switching is prohibited). doing). However, when only step S260 is executed without executing step S270 and the accelerator opening degree Acc is equal to or larger than the ON threshold value α, switching between the CD mode and the CS mode may be uniformly prohibited.

  In the hybrid vehicle 20 of the embodiment, when it is necessary to switch between the CD mode and the CS mode in step S250, it is determined in steps S260 and S270 whether the accelerator opening Acc is smaller than the on-threshold value α, and the elapsed time t is the prohibited time β. When the accelerator opening degree Acc is equal to or greater than the on-threshold value α and the elapsed time t has not exceeded the prohibited time β, the CD mode and the CS mode are not switched (CD mode and Switching to CS mode is prohibited. However, since switching between the CD mode and the CS mode may be limited when the drive request is high, for example, as illustrated in FIG. 4, step S360 is executed instead of steps S260 and S270, or FIG. As illustrated, step S460 may be executed instead of steps S260 and S270, or as shown in FIG. 6, steps S560 and S570 may be executed instead of steps S260 and S270.

  In step S360 of FIG. 4, when the climb gradient θ in the current travel section is equal to or greater than the predetermined gradient γ, the process returns to step S250 without switching between the CD mode and the CS mode. When the climb gradient θ in the current travel section is less than the predetermined gradient γ, the process proceeds to step S280 to switch between the CD mode and the CS mode. The predetermined gradient γ is a threshold value for determining whether or not the road surface is an uphill gradient, and may be 2 degrees, 3 degrees, 4 degrees, or the like. When the climb gradient θ is equal to or greater than the predetermined gradient γ, it is considered that the drive request is high. In such a case, by not switching between the CD mode and the CS mode (prohibiting switching between the CD mode and the CS mode), It is possible to suppress a shortage of driving force for traveling on an uphill road where driving demand is high.

  In step S460 of FIG. 5, when the current travel section is an expressway or the next travel section is an expressway, the process returns to step S250 without switching between the CD mode and the CS mode. When both the current travel section and the next travel section are ordinary roads, the process proceeds to step S280 to switch between the CD mode and the CS mode. When the current travel section is an expressway or the next travel section is an expressway, it is considered that the drive demand is high, so in such a case, the CD mode and the CS mode are not switched (CD mode and CS mode). Is prohibited), it is possible to suppress a shortage of driving force for traveling on a highway with high driving demand.

  In steps S560 and S570 in FIG. 6, a value obtained by subtracting the current section power Pdpre, which is the required power Pd * in the current travel section, from the next section power Pdne, which is the required power Pd * in the next travel section, is determined to be positive. It is determined whether or not it is smaller than the value ε (step S560), or whether or not the next section power Pdne is smaller than a predetermined value Pref (step S570). When the value obtained by subtracting the current section power Pdpre from the next section power Pdne is equal to or greater than the determination value ε and the next section power Pdne is equal to or greater than the predetermined value Pref, the process returns to step S250 without switching between the CD mode and the CS mode. . When the value obtained by subtracting the current section power Pdpre from the next section power Pdne is smaller than the determination value ε, or the value obtained by subtracting the current section power Pdpre from the next section power Pdne is equal to or greater than the determination value ε, the next section power Pdne is predetermined. When it is less than the value Pref, the process proceeds to step S280 to switch between the CD mode and the CS mode. When the value obtained by subtracting the current section power Pdpre from the next section power Pdne is equal to or greater than the determination value ε and the next section power Pdne is equal to or greater than the predetermined value Pref, it is considered that the drive request is high. By prohibiting switching to the CS mode, it is possible to suppress a shortage of driving force for traveling when the drive request is high.

  In the hybrid vehicle 20 of the embodiment, when it is necessary to switch between the CD mode and the CS mode in step S250, it is determined in steps S260 and S270 whether the accelerator opening Acc is smaller than the on-threshold value α, and the elapsed time t is the prohibited time β. When the accelerator opening Acc is smaller than the ON threshold value α, or when the accelerator opening Acc is equal to or larger than the ON threshold value α and the elapsed time t has passed the prohibited time β. Switching between the CD mode and the CS mode. However, even when switching between the CD mode and the CS mode, the driving force may be insufficient when the required torque Td * corresponding to the current accelerator opening Acc is switched from the large mode to the small mode. Therefore, the process may proceed to step S280 without executing steps S260 and S270 to switch between the CD mode and the CS mode.

  In the hybrid vehicle 20 of the embodiment, the main body 92 of the navigation device 90 sets a planned travel route to the destination based on the map information stored in the main body 92, the current location of the vehicle, and the destination. However, when the hybrid vehicle 20 can communicate with a system outside the vehicle (for example, a cloud server), the system outside the vehicle travels to the destination based on the map information that the system outside the vehicle has and the current location and destination from the hybrid vehicle 20. A scheduled route may be set and transmitted to the hybrid vehicle 20.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 creates (updates) a travel plan based on the planned travel route to the destination. However, when the hybrid vehicle 20 can communicate with the outside system, the outside system may create (update) a travel plan based on the planned travel route to the destination and transmit it to the hybrid vehicle 20.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used instead of the battery 50.

  Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

  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 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36, and the motors MG1 and MG2 are connected. The battery 50 is connected via the power line. However, a motor is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via a transmission, the engine 22 is connected to the motor via a clutch, and a battery 50 is connected to the motor via a power line. It is good also as a structure of 1 motor hybrid vehicle. Further, the power generation motor MG1 is connected to the engine 22, the driving motor MG2 is connected to the drive shaft 36 connected to the drive wheels 39a and 39b, and the battery 50 is connected to the motors MG1 and MG2 via the power line. The so-called series hybrid vehicle may be configured.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motors MG1 and MG2 correspond to the “motor”, the battery 50 corresponds to the “power storage device”, the HVECU 70, the engine ECU 24, the motor ECU 40, and the navigation device 90. Corresponds to “control device”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. 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 to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of control devices for hybrid vehicles.

  20 Hybrid Vehicle, 22 Engine, 23 Crank Position Sensor, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary Gear, 36 Drive Shaft, 38 Differential Gear, 39a, 39b Drive Wheel, 40 For Motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronics Control unit (battery ECU), 54 power line, 57 capacitor, 60 charger, 61 power plug, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 Shift lever, 82 Shift position 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 Main body, 94a GPS antenna, 94b VICS (registered trademark) antenna 96 display, MG1, MG2 motor.

Claims (1)

An engine and a motor;
A power storage device that exchanges power with the motor;
Mounted on a hybrid vehicle equipped with
When a predetermined condition including a condition for setting a destination is not satisfied, the vehicle travels with a required output for traveling corresponding to the accelerator operation amount while switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. The first control for controlling the engine and the motor is executed as described above, and when the predetermined condition is satisfied, the CD mode or the CS mode is assigned to each travel section of the planned travel route to the destination. Executing a second control for controlling the engine and the motor to travel with the required output according to a travel plan;
In the hybrid vehicle control device, when the second control is executed, when the driving force request is high, the CD mode and the CS mode based on the travel plan are compared to when the driving force request is low. Limit switching between and
Control device for hybrid vehicle.