JP2020104755A - Plug-in hybrid vehicle - Google Patents

Abstract

To continue electrical traveling in an engine stop state when a vehicle travels in an area where suppression of discharge of an exhaust gas is required.SOLUTION: An ECU performs processing including: a step (S204) for acquiring a current position when a destination has been set (YES in S202) during the drive of a vehicle (YES in S200); a step (S214) for selecting a CS mode when the vehicle is scheduled to pass a ZEV region (YES in S206) and the vehicle is not in the passage in the ZEV region (NO in S208), and also when an SOC is smaller than a second target SOC (YES in S212); a step (S216) for selecting a CD mode when the SOC is the second target SOC or higher (NO in S212); and a step (S210) for selecting the CD mode and prohibiting a start of an engine when the vehicle is in the passage in the ZEV region (YES in S208).SELECTED DRAWING: Figure 5

Description

The present disclosure relates to control of plug-in hybrid vehicles.

In recent years, as environmental awareness has increased, vehicles that do not emit exhaust gas, which causes air pollution in particular, are allowed to enter, other vehicles are restricted, and a fixed toll is charged for restricted vehicles. More and more cities are implementing regulations that impose.

When a plug-in hybrid vehicle travels in such a city, it is required to appropriately control the vehicle so that it is not subject to regulation. For example, Japanese Patent Laying-Open No. 07-075210 (Patent Document 1) discloses a technique of controlling a vehicle so that the vehicle runs electrically when an engine is stopped when entering a city where regulations are enforced.

Japanese Patent Laid-Open No. 07-075210

However, as the traveling control of the plug-in hybrid vehicle, when the traveling is started, the electric traveling is first performed with the engine stopped, and the SOC (State Of Charge) of the power storage device mounted on the plug-in hybrid vehicle is changed. When the value of the engine is reduced to the threshold value, the engine is allowed to operate. Therefore, if the SOC of the power storage device is lowered before entering a city that enforces the above-mentioned regulations, electric running with the engine stopped in the city may be difficult and may be subject to the regulations. ..

The present disclosure has been made to solve the above-described problems, and an object thereof is to continue electric traveling with the engine stopped when traveling in an area where exhaust gas emission suppression is required. It is to provide a possible plug-in hybrid vehicle.

A plug-in hybrid vehicle according to an aspect of the present disclosure includes an electric motor that generates a driving force, a power storage device that stores electric power supplied to the electric motor, an engine that is used for power generation, an external power supply and a power storage device that are used during parking. A connection part that is connected so as to be able to supply electric power, a first mode in which the vehicle is run by using the electric motor while the engine is stopped during driving, and a second mode in which the vehicle is run while the engine is operating. And a control device for controlling the vehicle in accordance with any one of a plurality of control modes including. The control device switches from the first mode to the second mode when the SOC of the power storage device decreases to the first target SOC during the selection of the first mode. When the planned travel route of the vehicle includes a region where the exhaust gas emission from the vehicle is suppressed, the control device controls the second target in which the SOC of the power storage device is higher than the first target SOC during the selection of the first mode. When the SOC is reduced, the first mode is switched to the second mode. When the vehicle travels in the area, the first mode is selected and the engine start is prohibited.

With this configuration, when the planned travel route includes the region where the exhaust gas emission from the vehicle is suppressed, the mode is switched to the second mode when the vehicle reaches the second target SOC. A high second target SOC can be maintained. Therefore, when the first mode is selected when the vehicle travels in the region and the engine start is prohibited, the electric travel can be continued for a longer time than when the first target SOC switches to the second mode. ..

According to the present disclosure, it is possible to provide a plug-in hybrid vehicle that can continue electric traveling with the engine stopped when traveling in an area where exhaust gas emission suppression is required.

It is a figure which shows roughly an example of a structure of the plug-in hybrid vehicle which concerns on this Embodiment. It is a figure for demonstrating CD mode and CS mode. 6 is a flowchart showing an example of processing executed by an ECU when setting a destination. It is a figure which shows an example of the some travel route set by ECU. 6 is a flowchart showing an example of processing executed by an ECU during operation. 6 is a timing chart for explaining the operation of the ECU.

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

FIG. 1 is a diagram schematically showing an example of the configuration of a plug-in hybrid vehicle (hereinafter simply referred to as vehicle) 1 according to the present embodiment.

Referring to FIG. 1, a vehicle 1 includes a power storage device 20, a system main relay (SMR) 21, a power control unit (PCU) 22, and a first motor generator (hereinafter, referred to as a first motor generator). 1 MG) 61, a second motor generator (hereinafter referred to as the second MG) 62, an engine 63, a power split device 64, a power transmission gear 65, drive wheels 66, and an ECU (Electronic Control Unit). ) 100 and.

Power storage device 20 is a rechargeable DC power supply, and is configured to include, for example, a secondary battery such as a lithium ion battery or a nickel hydrogen battery. A capacitor such as an electric double layer capacitor can be used as the power storage device 20. Power storage device 20 supplies electric power for generating the traveling driving force of vehicle 1 to PCU 22. In addition, power storage device 20 is charged with electric power generated by a power generation operation using first MG 61 and engine 63, charged with electric power generated by regenerative braking of second MG 62, or drives first MG 61 or second MG 62. It is discharged by operation, charged by electric power supplied from outside the vehicle, or discharged by supplying electric power to the outside of the vehicle.

The SMR 21 is electrically connected between the power storage device 20 and the PCU 22. The closing/opening of the SMR 21 is controlled according to a command from the ECU 100.

PCU 22 performs power conversion between power storage device 20 and first MG 61 and power conversion between power storage device 20 and second MG 62 according to a command from ECU 100. PCU 22 is configured to include an inverter that receives electric power from power storage device 20 to drive first MG 61 or second MG 62, a converter (not shown) that adjusts the level of the DC voltage supplied to the inverter, and the like. ..

Each of first MG 61 and second MG 62 is a three-phase AC rotary electric machine, and is, for example, a permanent magnet type synchronous motor including a rotor in which a permanent magnet is embedded. Each of the first MG 61 and the second MG 62 has a function as an electric motor (motor) and a function as a generator (generator). First MG 61 and second MG 62 are connected to power storage device 20 via PCU 22.

First MG 61 is driven by an inverter included in PCU 22 to rotate the output shaft of engine 63 when engine 63 is started, for example. Further, the first MG 61 receives the power of the engine 63 to generate power during power generation. The electric power generated by first MG 61 is stored in power storage device 20 via PCU 22.

Second MG 62 is driven by an inverter included in PCU 22 when vehicle 1 is running, for example. The power of the second MG 62 is transmitted to the drive wheels 66 via the power transmission gear 65. Further, for example, when the vehicle 1 is being braked, the second MG 62 drives the second MG 62 by the drive wheels 66, and the second MG 62 operates as a generator to perform regenerative braking. The electric power generated by the second MG 62 is stored in the power storage device 20 via the PCU 22.

The engine 63 is a known internal combustion engine that burns fuel (gasoline or light oil) such as a gasoline engine or a diesel engine to output power, and operates such as throttle opening (intake amount), fuel supply amount, ignition timing and the like. The state can be electrically controlled by the ECU 100. The ECU 100 controls the fuel injection amount, the ignition timing, the intake air amount, etc. of the engine 63 so that the engine 63 operates at the target rotation speed and the target torque set based on the state of the vehicle 1. The power of engine 63 is split by power split device 64 into a route that is transmitted to drive wheels 66 and a route that is transmitted to first MG 61. The power split device 64 is configured by, for example, a planetary gear mechanism.

Vehicle 1 further includes a charge/discharge relay 26, a power conversion device 27, and an inlet 28 as a configuration for performing external charging or external power feeding. A connector 32 is connected to the inlet 28. The connector 32 is connected to a HEMS (Home Energy Management System) 53 of the house 5 via a cable 31. FIG. 1 shows a state in which the connector 32 is attached to the inlet 28. However, the connector 32 is configured to be detachable from the inlet 28, and the connector 32 is attached to the inlet 28 when external charging or external power feeding is performed. Then, the connector 32 is removed from the inlet 28 when the vehicle 1 is driven.

When the power storage device 20 is externally charged, electric power is supplied from the HEMS 53 side through the cable 31, the connector 32, and the inlet 28, and the power conversion device 27 can charge the power storage device 20 (hereinafter, referred to as charging power). The converted charging power is supplied to the power storage device 20. On the other hand, when the power storage device 20 is externally supplied with power, the power conversion device 27 converts the power into a predetermined power (for example, AC power), and the converted AC power is supplied to the HEMS 53 via the inlet 28, the connector 32, and the cable 31. ..

The charge/discharge relay 26 is electrically connected between the power storage device 20 and the power conversion device 27. When the charging/discharging relay 26 is closed and the SMR 21 is closed, electric power can be transmitted between the inlet 28 and the power storage device 20.

The power conversion device 27 is electrically connected between the charge/discharge relay 26 and the inlet 28. Power conversion device 27 converts the power supplied from HEMS 53 into charging power or converts the power from power storage device 20 into power that can be supplied (for example, AC power of 100 V AC) in accordance with a command from ECU 100. Or

The ECU 100 includes a CPU (Central Processing Unit) 101, a memory (ROM (Read Only Memory) and RAM (Random Access Memory), etc.) 102, and an input/output port (not shown) for inputting/outputting various signals. It is configured to include. The ECU 100 controls each device (SMR 21, PCU 22, charge/discharge relay 26, power conversion device 27, engine 63, etc.) in the vehicle 1 so that the vehicle 1 is in a desired state. Various controls executed by the ECU 100 are executed by software processing, that is, when a program stored in the memory 102 is read by the CPU 101. The various controls performed by the ECU 100 are not limited to software processing, and may be performed by dedicated hardware (electronic circuit).

The vehicle 1 further includes a navigation device 40 and a wireless communication device 50. The navigation device 40 is configured to acquire the position information of the vehicle 1 (such as the current position of the vehicle 1 and the traveling history). The navigation device 40 includes, for example, a GPS (Global Positioning System) receiver 41 that identifies the current position of the vehicle 1 based on radio waves from an artificial satellite. The navigation device 40 executes various navigation processes of the vehicle 1 specified by the GPS receiver 41.

More specifically, the navigation device 40, based on the GPS information of the vehicle 1 and the road map data stored in the memory (not shown), travels from the current position of the vehicle 1 to the destination (scheduled travel route). Alternatively, a target route) is set, and information on the traveling route is transmitted to the ECU 100. Furthermore, the navigation device 40 transmits, to the ECU 100, information about the current location and travel history of the vehicle 1 identified using the GPS receiver 41, for example. The ECU 100 causes the memory 102 to store the information acquired from the navigation device 40.

The navigation device 40 further includes, for example, a display 42 with a touch panel. The display 42 with a touch panel displays the current position and the traveling route of the vehicle 1 by superimposing them on a road map, and displays information from the ECU 100. Further, the display 42 with a touch panel receives various operations by the user.

For example, when a destination is input by a user's operation, a plurality of travel routes are set, and the set travel routes are displayed on the touch panel display 42 so that the user can select them. When any one of the plurality of travel routes is selected by the user's operation, the selected travel route is stored in the memory 102 of the ECU 100. Then, while the vehicle 1 is being driven, the current location of the vehicle 1 and the set traveling route are displayed in an overlapping manner on the road map.

The wireless communication device 50 is configured to communicate various information with the outside of the vehicle. The wireless communication device 50 includes a long-distance communication module 51 and a short-distance communication module 52. The long distance communication module 51 includes, for example, an LTE (Long Term Evolution) communication module. The telecommunications module 51 is configured to be capable of bidirectional data communication with a base station (not shown) in the communication network. The short-range communication module 52 is configured to enable two-way data communication with a user's mobile terminal (not shown) or the house 5 located at a short distance from the vehicle 1 (for example, several meters to several tens of meters). Has been done.

The ECU 100 also transmits various information (positional information of the vehicle 1 and the like) to the house 5 and receives information from the house 5 via the wireless communication device 50. It is also possible for a mobile terminal carried by the user to communicate with the vehicle 1 via the wireless communication device 50.

The ECU 100 is in a state in which the connector 32 is connected to the inlet 28 and electric power can be transferred between the power network 8 and the power storage device 20, for example, while the vehicle 1 is being driven or the vehicle 1 is being parked. At some time, the SOC of power storage device 20 is calculated.

As the SOC calculation method, various known methods such as a method by current value integration (Coulomb count) or a method by estimation of open circuit voltage (OCV) can be adopted.

The ECU 100 selects one of a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode while the vehicle 1 is in operation, and controls the engine 63 and the PCU 22 according to the selected mode. The CD mode is a control mode in which the SOC (State Of Charge) of the power storage device 20 is consumed. The CS mode is a control mode for maintaining the SOC of power storage device 20 within a predetermined range.

For example, when the electric power storage device 20 is in a Ready-On state in which the vehicle 1 can travel after the electric power storage device 20 has been charged by external charging, the ECU 100 determines that the SOC of the electric power storage device 20 is the SOC control center in the CS mode (hereinafter , Also referred to as the first target SOC), the CD mode is selected until immediately before it drops to the first target SOC, and the CS mode is selected after the SOC of the power storage device 20 drops to the control center of the SOC in the CS mode.

FIG. 2 is a diagram for explaining the CD mode and the CS mode. The horizontal axis of FIG. 2 represents time. The vertical axis of FIG. 2 represents the SOC of power storage device 20. LN1 (solid line) in FIG. 2 indicates the SOC of the power storage device 20 with time.

When the vehicle 1 enters the Ready-On state, the CD mode is set. In the CD mode, basically, the electric power stored in power storage device 20 (mainly the electric power charged by external charging) is consumed. During traveling in the CD mode, the engine 63 does not operate to maintain the SOC. That is, the CD mode includes a control mode in which vehicle 2 is run using second MG 62 with engine 63 stopped. Therefore, although the SOC may temporarily increase due to the regenerative power of the second MG 62 during deceleration, etc., as a result, the discharge rate becomes larger than the charge rate, and the SOC gradually decreases as a whole. Therefore, as indicated by LN1 in FIG. 2, the SOC of power storage device 20 decreases as time elapses immediately before time t(0).

Then, at time t(0), when the SOC of power storage device 20 decreases to the first target SOC that is the control center in the CS mode during traveling in the CD mode, ECU 100 changes the control mode from the CD mode to the CS mode. Switch. The ECU 100 starts the engine 63 when the control mode is switched from the CD mode to the CS mode.

In the CS mode, the SOC of the power storage device 20 is within a predetermined range centered around the first target SOC and defined by a control upper limit value higher than the first target SOC and a control lower limit value lower than the first target SOC. Maintained. At this time, the ECU 100 operates the engine 63 intermittently so that the SOC is maintained within a predetermined range. That is, the CS mode includes a control mode in which vehicle 2 is run using second MG 62 while engine 63 is operating.

Specifically, ECU 100 maintains the SOC within a predetermined range by operating engine 63 when the SOC of power storage device 20 decreases to the control lower limit value and stopping engine 63 when the SOC reaches the control upper limit value. .. That is, in the CS mode, the engine 63 operates to maintain the SOC within the predetermined range. Further, ECU 100 promotes discharging of power storage device 20 when the SOC is higher than the first target SOC, and promotes charging of power storage device 20 when the SOC is lower than the first target SOC. The output of the engine 63 is controlled.

Returning to FIG. 1, the house 5 is provided with a HEMS 53, a communication device 54, and an electric device 58. The HEMS 53 includes a first input/output unit 53a that transfers electric power to and from the vehicle 1, a second input/output unit 53b that transfers electric power to and from the electric power network 8, and an output unit 53c for supplying electric power to the electric device 58. Including and The communication device 54 is configured to be able to communicate with the wireless communication device 50 of the vehicle 1. The HEMS 53 exchanges information with the vehicle 1 via the communication device 54.

The HEMS 53 is composed of, for example, a switchboard, a power conversion device, a control device, and the like. The HEMS 53 supplies, for example, the electric power supplied from the power grid 8 to the electric device 58, the electric power supplied to the vehicle 1, and the amount of electric power supplied to the vehicle 1. Alternatively, the HEMS 53 supplies, for example, the electric power supplied from the vehicle 1 to the electric device 58, the electric power network 8, and the amount of electric power supplied to the electric power network 8.

By the way, in recent years, as environmental awareness has increased, vehicles that do not emit exhaust gas (hereinafter, referred to as ZEV (Zero Emission Vehicle)), which poses a particular problem of air pollution, are allowed to enter, and vehicles other than ZEV are restricted However, the number of cities (hereinafter, such cities will be referred to as ZEV areas) that enforce regulations (hereinafter referred to as ZEV regulations) that impose a certain toll on the entry of vehicles other than restricted ZEVs will increase. doing.

When the vehicle 1, which is a plug-in hybrid vehicle, travels in the ZEV range as described above, it is required to appropriately control the vehicle 1 so as not to be subject to the ZEV regulation.

However, as described above, as the traveling control of the vehicle 1, when the traveling is started, the CD mode is first selected, and the electric traveling is performed with the engine 63 stopped. Then, when the SOC of power storage device 20 decreases to the first target SOC, the mode is switched to the CS mode, and control is performed to allow the operation of engine 63. Therefore, if the SOC of power storage device 20 decreases to the first target SOC from the start of traveling to the ZEV range, electric traveling with engine 63 stopped in the ZEV range becomes difficult, and regulation under the ZEV regulation becomes difficult. May be subject to.

Therefore, in the present embodiment, when the planned travel route of vehicle 1 includes the ZEV region in which exhaust gas emission from vehicle 1 is suppressed, ECU 100 determines that SOC of power storage device 20 is being selected during the CD mode. Is switched to the CS mode from the CD mode when the second target SOC is higher than the first target SOC. Then, when the vehicle 1 travels in the ZEV region, the ECU 100 selects the CD mode and prohibits the engine start.

With this configuration, when the planned travel route includes the ZEV range, the CS mode is switched to when the vehicle reaches the second target SOC, so that the second target SOC higher than the first target SOC can be maintained. it can. Therefore, if the CD mode is selected when the vehicle 1 travels in the ZEV region and the start of the engine 63 is prohibited, the electric travel can be continued longer than when the vehicle is switched to the CS mode at the first target SOC. ..

Hereinafter, the processing executed by the ECU 100 when setting the destination will be described with reference to FIG. FIG. 3 is a flowchart showing an example of processing executed by the ECU 100 when setting a destination. The processing shown in this flowchart is repeatedly executed by the ECU 100 shown in FIG. 1 at a predetermined processing cycle.

In step (hereinafter, step is referred to as S) 100, ECU 100 determines whether or not the destination is input to display with touch panel 42. The ECU 100 inputs the destination when, for example, an operation of displaying the input screen of the destination on the display with a touch panel 42 and an operation of inputting the name of the destination while the input screen is being displayed. You may decide that Alternatively, for example, when the map is displayed on the screen of the touch-panel-equipped display 42, the ECU 100, when a touch operation is performed on the touch panel by the user, on the map corresponding to the position where the touch operation is performed. It may be determined that the destination is input when the place is specified and the specified place is acquired as the destination. If it is determined that the destination has been input (YES in S100), the process proceeds to S102.

In S102, ECU 100 sets a plurality of traveling routes, and displays the plurality of set traveling routes on display 42 with a touch panel in a selectable manner.

FIG. 4 is a diagram showing an example of a plurality of travel routes set by the ECU 100. As shown in FIG. 4, the ECU 100 may, for example, provide a travel route (first travel route) that is the shortest distance from the starting point to the destination, and an actual travel route (first route) when the destination has been set in the past. The display 42 with a touch panel displays a predetermined number of travel routes among a plurality of travel routes including a travel route (2 travel routes), a travel route bypassing the ZEV region (third travel route), and the like. The plurality of travel routes may further include a travel route when using a toll road, a travel route when using only a general road, and the like.

In S104, ECU 100 determines whether or not there is a traveling route that passes through the ZEV region among the set traveling routes. The ECU 100 determines whether or not there is a travel route (broken line portion in FIG. 4) that overlaps with the ZEV region of the plurality of travel routes on the map. If it is determined that there is a travel route that passes through the ZEV region of the plurality of travel routes (YES in S104), the process proceeds to S106.

In S106, ECU 100 calculates the travel distance (the length of the broken line portion in FIG. 4) in the ZEV region of each of the plurality of travel routes.

In S108, ECU 100 obtains the current SOC of power storage device 20. The SOC calculation method is as described above, and therefore detailed description thereof will not be repeated.

In S110, ECU 100 determines whether the travel route has been selected by the user. The ECU 100 determines that the user has selected the travel route when an operation of selecting one of the plurality of travel routes is performed by a user's touch operation or the like, for example. If it is determined that the travel route has been selected by the user (YES in S110), the process proceeds to S112.

In S112, ECU 100 determines whether or not a route in which traveling in the ZEV region is impossible has been selected. The ECU 100 calculates the required SOC, for example, from the traveling distance in the ZEV area on the selected traveling route. The ECU 100 calculates, for example, the amount of electric power consumed when the vehicle 63 is electrically driven for the traveling distance in the ZEV range with the engine 63 stopped, and the SOC change amount corresponding to the calculated amount of electric power is set to the lower limit of the SOC. The value added to the value is calculated as the required SOC. When the current SOC is smaller than the required SOC, ECU 100 determines that a route in which traveling in the ZEV region is impossible has been selected. If it is determined that the route in which the vehicle cannot run in the ZEV area is selected (YES in S112), the process proceeds to S114.

In S114, ECU 100 executes a warning display process and a charge prompting display process on touch-panel display 42. In the warning display process, for example, a warning display indicating that electric running may not be continued in the ZEV area included in the selected travel route is displayed. Further, in the charging prompting display, a charging prompting display indicating that charging is to be performed before entering the ZEV area is performed. The user may be notified by voice instead of these displays.

In S116, ECU 100 determines whether or not a route passing through the ZEV region has been selected. If it is determined that the route that passes through the ZEV area is selected (YES in S116), the process proceeds to S118.

In S118, ECU 100 sets the second target SOC. Specifically, the ECU 100 may set the required SOC described above as the second target SOC, or may set the value obtained by adding a certain margin to the required SOC described above as the second target SOC, for example. Good. In S120, ECU 100 turns on a flag indicating that the destination has been set.

If the destination is not input (NO in S100), the process returns to S100. Furthermore, when it is determined that there is no traveling route that passes through the ZEV region in any of the set traveling routes (NO in S104), the process proceeds to S110. Furthermore, when the travel route is not selected (NO in S110), the process is returned to S110. Furthermore, when a route in which traveling in the ZEV area is impossible is selected (NO in S112), the process proceeds to S116. Furthermore, when the route passing through the ZEV area is not selected (NO in S116), the process proceeds to S120.

Next, the processing executed by the ECU 100 during operation will be described with reference to FIG. FIG. 5 is a flowchart showing an example of processing executed by the ECU 100 during operation. The processing shown in this flowchart is repeatedly executed by the ECU 100 shown in FIG. 1 at a predetermined processing cycle.

In S200, ECU 100 determines whether or not the vehicle is in operation. The ECU 100 determines that the vehicle 1 is driving when the vehicle 1 is in a travelable state, for example. The ECU 100 determines that the vehicle 1 is in a travelable state, for example, when the vehicle 1 is in the Ready-ON state. Note that the ECU 100 activates the system of the vehicle 1 by operating a start button (not shown) when the system of the vehicle 1 is in an off state (that is, operates electrical equipment related to traveling). Then, the vehicle 1 is set to the Ready-ON state. If it is determined that the vehicle is running (YES in S200), the process proceeds to S202.

In S202, ECU 100 determines whether or not the destination has been set. The ECU 100 determines that the destination has been set, for example, when the flag indicating that the destination has been set is on. If it is determined that the destination has been set (YES in S202), the process proceeds to S204.

In S204, ECU 100 acquires the current position of vehicle 1. The method for acquiring the current position of vehicle 1 is as described above, and thus detailed description thereof will not be repeated.

In S206, ECU 100 determines whether vehicle 1 is scheduled to pass the ZEV region. The ECU 100 determines that the vehicle 1 is scheduled to pass through the ZEV region, for example, when the current position of the vehicle 1 on the travel route is on a route before the ZEV region or when the current position is within the ZEV region. To do. If it is determined that there is a plan to pass through the ZEV area (YES in S206), the process proceeds to S208.

In S208, ECU 100 determines whether vehicle 1 is passing through the ZEV region. For example, when the current position of vehicle 1 is within the ZEV range on the travel route, ECU 100 determines that vehicle 1 is passing through the ZEV range. If it is determined that vehicle 1 is passing through the ZEV area (YES in S208), the process proceeds to S210.

In S210, ECU 100 selects the CD mode and prohibits engine 63 from starting. If it is determined that vehicle 1 is not passing through the ZEV area (NO in S208), the process proceeds to S212.

In S212, ECU 100 determines whether or not the SOC of power storage device 20 is smaller than the second target SOC. The SOC calculation method is as described above, and therefore detailed description thereof will not be repeated. If it is determined that the SOC of power storage device 20 is smaller than the second target SOC (YES in S212), the process proceeds to S214.

In S214, ECU 100 selects the CS mode. If it is determined that the SOC of power storage device 20 is equal to or higher than the second target SOC (NO in S212), the process proceeds to S216.

In S216, ECU 100 selects the CD mode. If it is determined that the destination has not been set (NO in S202), or if there is no plan to pass through the ZEV area (NO in S206), the process proceeds to S218.

In S218, ECU 100 determines whether or not the SOC of power storage device 20 is smaller than the first target SOC. If it is determined that the SOC of power storage device 20 is smaller than the first target SOC (YES in S218), the process proceeds to S220.

In S220, ECU 100 selects the CS mode. If it is determined that the SOC of power storage device 20 is equal to or higher than the first target SOC (NO in S218), the process proceeds to S216. Furthermore, if it is determined that the vehicle is not in operation (NO in S200), the process returns to S200.

The operation of the ECU 100 based on the above structure and flowchart will be described with reference to FIG. FIG. 6 is a timing chart for explaining the operation of ECU 100. The horizontal axis of FIG. 6 indicates time. The vertical axis of FIG. 6 represents SOC. LN2 (solid line) in FIG. 6 shows a change in SOC of power storage device 20 mounted on vehicle 1.

For example, it is assumed that the user performs a destination input operation on the display 42 with a touch panel when the user starts traveling of the vehicle 1.

When the destination is input (YES in S100), a plurality of travel routes are set and a plurality of travel routes are displayed on the screen of touch-panel-equipped display 42 in a selectable manner (S102).

When the set plurality of traveling routes include a route passing through the ZEV region (YES in S104), the traveling distance in the ZEV region on each traveling route is calculated (S106) and the current SOC is acquired. (S108).

When the user selects a travel route (YES in S110), and the selected travel route is a route in which the current SOC cannot travel in the ZEV range (YES in S112), a warning display process and charging prompt Display processing is executed (S114). Then, when the route passing through the ZEV area is selected (YES in S116), the second target SOC is set (S118), and the flag indicating that the destination has been set is set to the ON state ( S120).

When the user starts driving vehicle 1 (YES in S200), the destination is already set (YES in S202), and the current position is acquired (S204). If it is determined that vehicle 1 is going to pass the ZEV area from the acquired current position and the selected travel route (YES in S206), and if the ZEV area is not passing (NO in S208). ), when the SOC of power storage device 20 is equal to or higher than the second target SOC (NO in S212), the CD mode is selected (S216).

When the vehicle 1 travels during the selection of the CD mode, the SOC of the power storage device 20 should decrease with time before time t(1), as indicated by LN2 in FIG. become.

Then, at time t(1), it is determined that vehicle 1 is scheduled to pass the ZEV region (YES in S206), and if the vehicle is not passing the ZEV region (NO in S208), the power storage device When the SOC of 20 becomes smaller than the second target SOC (YES in S212), the CS mode is selected (S214).

Therefore, as indicated by LN2 in FIG. 6, after time t(1), the SOC of power storage device 20 is controlled with the second target SOC as the control center, and therefore varies with the second target SOC as the center.

Then, at time t(2), when vehicle 1 passes through the ZEV range (YES in S208), the CD mode is selected and the start of engine 63 is prohibited (S210).

Since the CD mode is selected and starting of the engine 63 is prohibited, the SOC of the power storage device 20 will decrease as time passes. At time t(3), when the ZEV region is not scheduled to pass by passing through the ZEV region (NO in S206), if the SOC of power storage device 20 is equal to or higher than the first target SOC (S218). If NO, the CD mode is maintained (S216). At time t(4), when the SOC of power storage device 20 becomes smaller than the first target SOC (YES in S218), the CS mode is selected (S220).

Therefore, as indicated by LN2 in FIG. 6, after time t(4), the SOC of power storage device 20 is controlled with the first target SOC as the control center, and therefore varies with the first target SOC as the center.

As described above, according to the plug-in hybrid vehicle according to the present embodiment, when the planned traveling route includes the ZEV region, the mode is switched to the CS mode when the vehicle reaches the second target SOC. It is possible to maintain the second target SOC that is higher than the target SOC. Therefore, if the CD mode is selected when the vehicle 1 travels in the ZEV range and the start of the engine 63 is prohibited, the electric travel can be continued longer than when the vehicle is switched to the CS mode at the first target SOC. .. Therefore, it is possible to provide a plug-in hybrid vehicle capable of continuing electric traveling with the engine stopped when traveling in an area where exhaust gas emission suppression is required.

Hereinafter, modified examples will be described.
In the above-described embodiment, the configuration in which the connector 32 is attached to the inlet 28 to exchange electric power between the HEMS 53 and the power storage device 20 has been described as an example. The configuration may be such that electric power is transferred by contact.

Furthermore, in the above-described embodiment, the vehicle 1 has been described as a plowgin hybrid vehicle in which the first MG 61, the engine 63, and the second MG 62 are connected by the power split device 64 as an example. 1 may be, for example, a plug-in hybrid vehicle of a different system such as a series system.

In addition, you may implement the modification mentioned above suitably combining all or one part.
The embodiments disclosed this time are to be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description but by the claims, and is intended to include meanings equivalent to the claims and all modifications within the scope.

1 vehicle, 5 houses, 8 power network, 20 power storage device, 21 SMR, 22 PCU, 26 charge/discharge relay, 27 power conversion device, 28 inlet, 31 cable, 32 connector, 40 navigation device, 41 GPS receiver, 42 with touch panel Display, 50 wireless communication device, 51 long-distance communication module, 52 short-distance communication module, 53 HEMS, 53a first input/output unit, 53b second input/output unit, 53c output unit, 54 communication device, 58 electric device, 61th 1 MG, 62 2 MG, 63 engine, 64 power split device, 65 power transmission gear, 66 drive wheels, 100 ECU, 101 CPU, 102 memory.

Claims (1)

An electric motor that generates driving force,
A power storage device that stores power supplied to the electric motor;
An engine used for power generation,
A connection portion that is connected to an external power source and power supply to the power storage device during parking,
Of a plurality of control modes including a first mode in which the vehicle is run using the electric motor while the engine is stopped during driving, and a second mode in which the vehicle is run while the engine is operating And a control device for controlling the vehicle according to any one of
The control device is
Switching from the first mode to the second mode when the SOC of the power storage device decreases to a first target SOC during selection of the first mode,
When the planned travel route of the vehicle includes a region where exhaust gas emission from the vehicle is suppressed, the SOC of the power storage device is higher than the first target SOC during the selection of the first mode. Switching from the first mode to the second mode when the target SOC decreases,
A plug-in hybrid vehicle that selects the first mode and prohibits starting of the engine when the vehicle travels in the area.

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