JP2022006595A - Hybrid vehicle - Google Patents

Abstract

To accurately calculate and advise the effect of driving support.SOLUTION: When support conditions are met, an HV-ECU 100 starts driving support and controls a vehicle in accordance with a driving plan. When reaching a destination, the HV-ECU 100 executes display processing to display the effect of driving support. In display processing, the HV-ECU 100 turns a support record ON. When an accumulative distance is a predetermined distance or longer, the HV-ECU 100 displays the effect of driving support in accordance with an EV travel distance extended by driving support (S59, 65) and resets the accumulative distance and the EV travel distance (first distance) occupied in the accumulative distance (S61, 67). In a case where driving support is finished when finish conditions are satisfied, the HV-ECU 100 does not display the effect of driving support (S69). Then, the HV-ECU 100 holds the accumulative distance and the first distance without resetting (S71).SELECTED DRAWING: Figure 7

Description

The present disclosure relates to an internal combustion engine, a traveling battery, and a hybrid vehicle including an electric motor that generates traveling driving force by using electric power stored in the traveling battery.

Japanese Unexamined Patent Publication No. 2016-97697 (Patent Document 1) discloses a vehicle information processing apparatus applied to a hybrid vehicle. The hybrid vehicle has a CD (Charge Depleting) mode and a CS (Charge Sustaining) as a control mode for the amount of electricity stored in the traveling battery. The vehicle information processing device calculates the traveling load of each traveling section of the planned traveling route from the departure point to the destination, and assigns the CD mode or CS mode to each traveling section based on the traveling load to create a traveling plan. .. Then, the vehicle information processing device displays the effect of implementing the running support for running the hybrid vehicle according to the running plan. Specifically, when the vehicle information processing device arrives at the destination, the distance that the vehicle can travel using the traveling battery as a power source (hereinafter, also referred to as "EV mileage") and the departure regardless of the traveling plan. It displays the distance (EV mileage) that is estimated to have been EV mileage when the mileage powered by the mileage battery (hereinafter also referred to as "EV mileage") is started from the ground. By displaying the above two distances side by side, it is possible to notify the user of the vehicle of the EV mileage (effect) that could be extended by the traveling support (driving according to the traveling plan).

Japanese Unexamined Patent Publication No. 2016-976697

If the running by the running support (running according to the running plan) is less than a certain distance, it may not be possible to accurately calculate the effect of the running support due to the influence of calculation error or the like. Therefore, it is desirable to calculate the effect of the driving support when the distance traveled by the driving support is a certain distance or more.

Here, if the amount of electricity stored in the traveling battery becomes less than the threshold amount (that is, the amount of electricity stored is exhausted) or the temperature of the traveling battery becomes equal to or higher than the threshold temperature during traveling according to the traveling plan. EV driving becomes difficult. In that case, the driving support may be terminated because the driving according to the traveling plan cannot be continued. In such cases, it is often possible that the distance traveled by the travel support is less than a certain distance. If the above cases occur repeatedly, the effect of the driving support may not be displayed when the vehicle arrives at the destination, which may give the user a sense of discomfort.

The present disclosure has been made to solve the above-mentioned problems, and an object thereof is to accurately calculate and notify the effect of driving support.

The hybrid vehicle according to this disclosure includes an internal combustion engine, a traveling battery, and an electric motor that generates traveling driving force by using the electric power stored in the traveling battery. The hybrid vehicle has a CD (Charge Depleting) mode and a CS (Charge Sustaining) as a control mode for the amount of electricity stored in the traveling battery. The hybrid vehicle further includes a control device that executes driving support of the hybrid vehicle so as to travel according to a traveling plan in which a CD mode or a CS mode is assigned to each traveling section included in the planned traveling route from the departure point to the destination. It is equipped with a notification device that notifies the effect of driving support. Upon arriving at the destination, the control device controls the notification device to display the effect of the driving support, and resets the cumulative distance traveled according to the traveling plan. When the driving support is terminated due to the satisfaction of the termination condition, the control device maintains the cumulative distance even when the vehicle arrives at the destination.

According to the above configuration, the control device holds the cumulative distance without resetting when the traveling support control is terminated due to the satisfaction of the termination condition. As the termination condition, for example, a condition that the stored amount of the traveling battery is less than the threshold amount or a condition that the temperature of the traveling battery is equal to or higher than the threshold temperature is applied. By holding the cumulative distance when the end condition is satisfied, the cumulative distance is updated at the time of running by the next running support, and when the cumulative distance becomes a predetermined distance or more, the effect of the running support is notified. Even in cases where the situation where the end condition is satisfied is repeated, the cumulative distance can be accumulated, the effect of the driving support can be calculated accurately, and the effect of the driving support can be notified.

According to the present disclosure, the effect of driving support can be accurately calculated and notified.

It is an overall block diagram which shows an example of the hybrid vehicle which concerns on embodiment. It is a block diagram which showed the detailed structure of an HV-ECU, a sensor group, and a navigation device. It is a figure which shows the display example when the effect by driving support is displayed in the first form. It is a figure which shows the display example when the effect by driving support is displayed in the 2nd form. It is a flowchart which shows the processing procedure of the driving support. It is a flowchart which shows the processing procedure which monitors the establishment of the end condition of a running support. It is a flowchart which shows the procedure of a display process.

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

<Overall configuration>
FIG. 1 is an overall configuration diagram showing an example of a hybrid vehicle according to the present embodiment. With reference to FIG. 1, the hybrid vehicle (hereinafter, also simply referred to as “vehicle”) 1 is a so-called series parallel system (split system) hybrid vehicle. The vehicle 1 is not limited to a series parallel hybrid vehicle, and may be, for example, a parallel or series hybrid vehicle.

The vehicle 1 includes an engine 10, a first motor generator (hereinafter also referred to as “first MG”) 20, a second motor generator (hereinafter also referred to as “second MG”) 30, a power dividing device 40, and a power control unit (hereinafter referred to as “second MG”) 30. Hereinafter referred to as "PCU (Power Control Unit)") 50, battery 60, monitoring unit 61, inlet 62, charger 63, drive wheel 80, HV-ECU (Electronic Control Unit) 100, and BAT. -The ECU 110, the sensor group 120, the navigation device 130, and the HMI (Human Machine Interface) device 140 are provided.

The engine 10 is an internal combustion engine such as a gasoline engine or a diesel engine. The engine 10 is controlled by a control signal from the HV-ECU 100.

The power splitting device 40 is, for example, a planetary gear mechanism having three rotation axes of a sun gear, a carrier, and a ring gear, and the power generated by the engine 10 is transmitted to the drive wheels 80 and the first MG 20. Divide into transmitted power.

Each of the first MG 20 and the second MG 30 is an AC rotary electric machine, for example, a three-phase AC rotary electric machine in which a permanent magnet is embedded in a rotor (not shown). The first MG 20 is connected to the crank shaft of the engine 10 via the power splitting device 40. The first MG 20 uses the electric power of the battery 60 to rotate the crank shaft of the engine 10 when starting the engine 10. Further, the first MG 20 can also generate electricity by using the power of the engine 10. The AC power generated by the first MG 20 is converted into DC power by the PCU 50 and charged into the battery 60. Further, the AC power generated by the first MG 20 may be supplied to the second MG 30.

The second MG 30 rotates the drive shaft using at least one of the electric power from the battery 60 and the electric power generated by the first MG 20. Further, the second MG 30 can also generate power by regenerative braking at the time of braking or reduction of acceleration. The AC power generated by the second MG 30 is converted into DC power by the PCU 50 and charged into the battery 60.

The PCU 50 converts the DC power stored in the battery 60 into AC power and supplies it to the first MG 20 and the second MG 30 in response to the control signal from the HV-ECU 100. Further, the PCU 50 converts the AC power generated by the first MG 20 and the second MG 30 into DC power and supplies it to the battery 60. The PCU 50 is configured so that the states of the first MG 20 and the second MG 30 can be controlled separately. For example, the second MG 30 can be put into a power running state while the first MG 20 is in a regenerative state. The PCU 50 includes, for example, two inverters provided corresponding to the first MG 20 and the second MG 30, and a converter that boosts the DC voltage supplied to each inverter to a voltage higher than the output voltage of the battery 60.

The battery 60 is mounted on the vehicle 1 as a drive power source (that is, a power source) for the vehicle 1. The battery 60 includes a plurality of stacked batteries. The battery is, for example, a secondary battery such as a nickel hydrogen battery or a lithium ion battery. Further, the battery may be a battery having a liquid electrolyte between the positive electrode and the negative electrode, or a battery having a solid electrolyte (all-solid-state battery). The battery 60 may be any DC power source that can be recharged, and a large-capacity capacitor can also be used.

The monitoring unit 61 monitors the state of the battery 60. Specifically, the monitoring unit 61 includes a voltage sensor that detects the voltage (battery voltage) VB of the battery 60, a current sensor that detects the current (input / output current) IB input / output to / from the battery 60, and the battery 60. Includes a temperature sensor that detects the temperature (battery temperature) TB (neither is shown). Each sensor outputs a signal indicating the detection result to the BAT-ECU 110.

The inlet 62 is configured to be connectable to a charging connector of a power feeding facility outside the vehicle (neither is shown). The charger 63 is provided between the inlet 62 and the battery 60. The charger 63 is controlled by a control signal from the HV-ECU 100, converts external power input from a power supply facility outside the vehicle into power that can be charged to the battery 60, and outputs the converted power to the battery 60.

FIG. 2 is a block diagram showing a detailed configuration of the HV-ECU 100, the sensor group 120, and the navigation device 130. The HV-ECU 100, the BAT-ECU 110, the navigation device 130, and the HMI device 140 are configured to be able to communicate with each other through the CAN (Controller Area Network) 150. The HV-ECU 100, the BAT-ECU 110, the navigation device 130, and the HMI device 140 may be configured to be able to communicate with each other by wireless communication.

The HV-ECU 100 includes a CPU (Central Processing Unit) 100a, a memory (ROM (Read Only Memory) and RAM (Random Access Memory)) 100b, and an input / output port (not shown) for inputting / outputting various signals. Consists of including. The HV-ECU 100 controls the running of the vehicle 1, charge / discharge of the battery 60, and various controls for various devices by controlling the engine 10 and the PCU 50 based on the signals received from each sensor and the program stored in the memory 100b. To execute. It should be noted that these controls are not limited to software processing, but can also be constructed and processed by dedicated hardware (electronic circuit).

The BAT-ECU 110 includes a CPU, a memory, and input / output ports for inputting / outputting various signals (not shown in the future). The BAT-ECU 110 calculates an SOC (State Of Charge) indicating the state of charge of the battery 60 based on the input / output current IB and / or the battery voltage VB of the battery 60 from the monitoring unit 61. The SOC represents, for example, the ratio of the current stored amount to the stored amount in the fully charged state of the battery 60 as a percentage. When the BAT-ECU 110 calculates the SOC, the BAT-ECU 110 outputs the calculated SOC to the HV-ECU 100. The HV-ECU 100 can also have a function of calculating SOC.

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

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

The map information DB 134 is configured by a hard disk drive (HDD) or the like and stores map information. Map information includes data on "nodes" such as intersections and dead ends, "links" connecting nodes, and "facilities" (buildings, parking lots, etc.) along the links. In addition, the map information includes position information of each node, distance information of each link, road type information (information on urban areas, expressways, general roads, etc.) included in each link, gradient information of each link, and the like. The map information may not be the map information read from the map information DB 134, but may sequentially acquire the map information by communicating with an external database.

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

The traffic information receiving unit 138 receives the road traffic information. The road traffic information is, for example, road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like, and / or road traffic information collected from a probe vehicle or a probe center. This road traffic information includes at least traffic congestion information, and may also include other road regulation information, parking lot information, and the like. This road traffic information is updated, for example, every few minutes.

The navigation ECU 132 includes a CPU 132a, a memory 132b, an input / output port (not shown), and the like, and is based on various information and signals received from the map information DB 134, the GPS receiving unit 136, and the traffic information receiving unit 138, and is the current position of the vehicle 1. , And the map information and traffic jam information around it are output to the HMI device 140 and the HV-ECU 100.

Further, when the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 determines the planned travel route from the current position (departure location) of the vehicle 1 to the destination based on the map information of the map information DB 134 and the like. And search. This planned travel route is composed of a set of nodes and links from the current position of the vehicle 1 to the destination. Then, the navigation ECU 132 outputs the search result (set of nodes and links) from the current position of the vehicle 1 to the destination to the HMI device 140.

Further, the navigation ECU 132 performs map information and road traffic information (hereinafter collectively referred to as “look-ahead”) on the planned travel route from the current position of the vehicle 1 to the destination at predetermined timings (for example, every several tens of seconds). Information ”) is output to the HV-ECU 100.

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

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

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

<Driving support>
The vehicle 1 according to the present embodiment has a CD mode or a CS mode as a mode for controlling the SOC of the battery 60 (hereinafter, also referred to as “SOC control mode”). The CD mode is a mode in which the SOC (storage amount) of the battery 60 is consumed by traveling using the discharge power of the battery 60 without operating the engine 10 as much as possible. The CS mode is a mode in which the SOC of the battery 60 is maintained within a predetermined range by making the engine 10 easier to operate than the CD mode, suppressing the discharge of the battery 60, and charging the battery 60.

The HV-ECU 100 sets the SOC control mode to the CD mode or the CS mode, and controls the engine 10, the first MG20, and the second MG30 according to the set SOC control mode.

When the planned travel route is not set (when the destination is not input), the HV-ECU 100 travels in the CD mode until the SOC of the battery 60 reaches a predetermined value (for example, the threshold SOC described later). conduct. When the SOC reaches a predetermined value, the CD mode is switched to the CS mode, and the running in the CS mode is started.

When the vehicle 1 is provided with a CS mode selection switch (not shown), the HV-ECU 100 has an SOC when the CS mode selection switch is pressed (when an operation requesting the CS mode is performed). Set the control mode to CS mode. When the CS mode selection switch is not pressed (the operation for requesting the CS mode is not performed), the HV-ECU 100 travels in the CD mode until the SOC of the battery 60 reaches a predetermined value. When the SOC reaches a predetermined value, the CD mode is switched to the CS mode, and the running in the CS mode is started.

When the planned travel route is set (when the destination is input), the HV-ECU 100 switches between the CD mode and the CS mode according to the travel plan.

Specifically, when the planned travel route is set, the HV-ECU 100 creates a travel plan and executes travel support. When the planned travel route is set, the look-ahead information is transmitted from the navigation device 130 to the HV-ECU 100. The HV-ECU 100 calculates the traveling load of each link of the planned traveling route based on the gradient information of the planned traveling route included in the look-ahead information. The traveling load is not limited to being calculated for each link, and may be calculated for each traveling section that can be associated with the traveling load. In this embodiment, a link is used as a traveling section. Further, in the calculation of the traveling load, road type information may be used in addition to or instead of the gradient information. Further, in the calculation of the traveling load, information on the vehicle speed such as the speed limit provided in each traveling section may be used.

The HV-ECU 100 assigns a CD mode or a CS mode to each traveling section and creates a traveling plan so that the EV traveling distance can be extended. If the EV mileage can be extended, the operation of the engine 10 can be suppressed, so that the fuel consumption can be suppressed. The EV mileage can be extended by preferentially allocating the CD mode to the traveling section, but the distance to which the CD mode can be assigned is limited by the SOC of the battery 60. Therefore, the HV-ECU 100 allocates the CD mode to the travel section of the planned travel route as much as possible, and allocates the CS mode to the travel section to which the CD mode could not be assigned.

More specifically, the HV-ECU 100 preferentially allocates the CD mode to a traveling section having a relatively low traveling load among the traveling sections of the planned traveling route. Then, when the CD mode cannot be assigned to all the traveling sections of the planned traveling route, the HV-ECU 100 allocates the CS mode to the traveling section to which the CD mode could not be assigned. The EV mileage can be extended by preferentially allocating the CD mode to the traveling section where the traveling load is relatively low.

When the HV-ECU 100 arrives at the destination, for example, the HV-ECU 100 notifies the effect of the traveling support. As an effect of the traveling support, the HV-ECU 100 notifies, for example, how much the EV mileage is improved (extended) with respect to the traveling not based on the traveling plan by the traveling according to the traveling plan. However, if the distance traveled according to the travel plan (hereinafter also referred to as "cumulative distance") is relatively short, the effect (extended EV mileage) may not be calculated accurately due to calculation errors and the like. be. Therefore, when the cumulative distance is equal to or greater than a predetermined distance, the HV-ECU 100 guides the effect of the traveling support and notifies the effect of the traveling support. When the cumulative distance is less than the predetermined distance, the HV-ECU 100 does not notify the effect of the traveling support. note that. The predetermined distance is set in advance based on the result of an experiment or a simulation, for example, as a threshold value for accurately calculating the effect of the traveling support. The specific mode of notification will be described in detail later.

Then, when the HV-ECU 100 arrives at the destination, the cumulative distance is reset.
Here, the cases where the mileage (cumulative distance) according to the travel plan is shortened include, for example, the case where the distance from the departure point to the destination is originally a short distance, and the case where the mileage is according to the travel plan. There is a case where the driving support is terminated because the termination condition (described later) for terminating the driving support is satisfied.

In the case where the running support is terminated by the satisfaction of the termination condition, the cumulative distance may be less than the predetermined distance in many cases. If the cumulative distance is less than the predetermined distance when the end condition is satisfied, the effect of the driving support will not be notified when the vehicle arrives at the destination. Even if the end condition is satisfied, if the cumulative distance is reset upon arrival at the destination, the effect of driving support will not be displayed every time the end condition is satisfied when the end condition is satisfied repeatedly. , May give the user a sense of discomfort.

Therefore, in the present embodiment, when the traveling support is terminated due to the satisfaction of the termination condition, the HV-ECU 100 maintains the cumulative distance without resetting the cumulative distance even when the vehicle arrives at the destination. The cumulative distance is held in a format in which the EV mileage in the cumulative distance can be extracted. The HV-ECU 100 may maintain the cumulative distance and the EV travel distance occupying the cumulative distance when the travel support is terminated by satisfying the termination condition.

By holding the cumulative distance without resetting, the next time the driving support is started, the HV-ECU 100 adds the distance traveled according to the traveling plan to the retained cumulative distance to obtain the cumulative distance. Update. Then, the HV-ECU 100 controls the HMI 140 so as to display the effect of the traveling support when the cumulative distance becomes a predetermined distance or more. As a result, even if the end condition is repeatedly satisfied, the user of the vehicle 1 can be notified of the effect of the traveling support.

<End condition>
As the termination condition, for example, (i) the condition that the SOC of the battery 60 is equal to or lower than the threshold SOC, or (ii) the condition that the battery temperature TB is equal to or higher than the threshold temperature is applied. Further, a condition that the route guidance is canceled by the user operation may be added to the end condition.

The battery 60 has an allowable range (range from the upper limit SOC to the lower limit SOC) that is allowed to be used. The threshold SOC is, for example, a threshold for suppressing the SOC of the battery 60 from falling below the lower limit SOC. The threshold SOC is set, for example, by adding a certain margin to the lower limit SOC.

When the SOC of the battery 60 is equal to or less than the threshold SOC, it becomes difficult to drive the EV further. Then, since the running according to the running plan cannot be continued, the HV-ECU 100 ends the running support.

The threshold temperature is a threshold for suppressing abnormal heat generation of the battery 60. The threshold temperature is set, for example, by adding a certain margin to a predetermined upper limit temperature based on the specifications of the battery 60 or the like.

When the battery temperature TB becomes equal to or higher than the threshold temperature, the HV-ECU 100 prohibits the use of the battery 60 until the battery temperature TB drops to a certain temperature, for example, in order to suppress the temperature rise further. Therefore, when the battery temperature TB becomes equal to or higher than the threshold temperature, EV traveling cannot be performed and traveling according to the traveling plan cannot be continued, so that the HV-ECU 100 ends the traveling support.

<Aspect of notification>
Next, the notification of the effect of the driving support will be specifically described. In the following, as an example of the notification, the notification by display on the HMI 140 will be described as an example. The notification is not limited to the notification by the display on the HMI 140, and may be, for example, a display on a multi-information display, a head-up display, or the like. Further, the notification by voice may be used instead of or in addition to the notification by display.

As described above, the cumulative distance is held in a format in which the EV mileage in the cumulative distance can be extracted. When the HV-ECU 100 arrives at the destination, for example, the cumulative distance is read from the memory 100b, and the EV mileage (hereinafter, also referred to as “first distance”) D1 occupying the cumulative distance is extracted from the cumulative distance. The HV-ECU 100 calculates the mileage and the EV mileage each time during traveling, and stores them in the memory 100b as the cumulative distance and the EV mileage (first distance D1) occupying the cumulative distance. May be good.

The HV-ECU 100 estimates the EV mileage (hereinafter, also referred to as “second distance”) D2 when the traveling support is not performed. Specifically, the HV-ECU 100 estimates the second distance D2 using the SOC and look-ahead information of the battery 60 at the time of departure. As described above, the map information of the look-ahead information includes the position information of each node, the distance information of each link, the road type information included in each link (information on urban areas, expressways, general roads, etc.), as described above. Gradient information of each link is included. The HV-ECU 100 calculates, for example, the traveling load of the planned traveling route by using the gradient information. Then, the HV-ECU 100 calculates the EV travelable distance from the departure place based on the SOC of the battery 60 at the time of departure, and estimates the calculated distance as the second distance D2.

The HV-ECU 100 calculates the difference ΔD (= D1-D2) between the first distance D1 and the second distance D2 as the EV mileage that can be extended by the running support, that is, the effect of the running support. Then, the HV-ECU 100 causes the HMI 140 to display the effect of the traveling support in a different manner according to the difference ΔD.

For example, if the distance from the starting point to the destination is relatively short, or if the required power required to operate the engine 10 is frequently required by the user's driving operation in traveling to the destination, the required power from the starting point is frequently obtained. When the entire travel section to the destination can be traveled by EV, the difference ΔD is small, or the difference ΔD is a negative value (the first distance D1 is shorter than the second distance D2). Is also possible. In such a case, it is assumed that the effect of the driving support is difficult to convey to the user, or that the driving support causes the user to misunderstand that the EV traveling distance is rather short. In order to avoid these situations, it is desirable to notify in an appropriate notification mode according to the difference ΔD. In the present embodiment, the HV-ECU 100 notifies the effect of the traveling support in the following different modes (1) to (3) according to the difference ΔD.

(1) When the difference ΔD between the first distance D1 and the second distance D2 is the first threshold distance Dth1 or more, the HV-ECU 100 causes the HMI 140 to display the effect of the traveling support in the first form. The first format is a format in which the EV mileage that can be extended by the traveling support is displayed by a specific numerical value. The HV-ECU 100 causes the HMI 140 to display the difference ΔD as an EV mileage that can be extended by the traveling support.

FIG. 3 is a diagram showing a display example when the effect of the running support is displayed in the first format. FIG. 3 shows an example of a display screen displayed on the HMI 140 when arriving at the destination. For example, as shown in FIG. 3, "EV mileage ΔDkm has been improved" is displayed in the display area 141 of the HMI 140.

By displaying the above on the HMI 140, the user of the vehicle 1 can recognize the effect of the traveling support, specifically, the extension distance of the EV traveling distance.

(2) When the difference ΔD is less than the first threshold distance Dth1 and the difference ΔD is the second threshold distance Dth2 (<first threshold distance Dth1) or more, the HV-ECU 100 performs traveling support in the second form. The effect of is displayed on the HMI 140. The second form is a form in which the EV mileage that can be extended by the running support is not displayed as a specific numerical value, but a certain effect is obtained by the running support. The HV-ECU 100 causes the HMI 140 to indicate, for example, that the vehicle has been able to travel with good fuel efficiency (by traveling according to the traveling plan) by the traveling support.

FIG. 4 is a diagram showing a display example when the effect of the running support is displayed in the second format. FIG. 4 shows an example of a display screen displayed on the HMI 140 when arriving at the destination. For example, as shown in FIG. 4, the display area 141 of the HMI 140 displays "I ran with good fuel economy in conjunction with route guidance."

When the difference ΔD is less than the first threshold distance Dth1 and the difference ΔD is the second threshold distance Dth2 or more, when the effect of the driving support is displayed on the HMI 140 in the first format, the degree of the effect is the user. It is difficult to convey to. Therefore, by displaying the effect of the traveling support in the second form on the HMI 140, the user of the vehicle 1 can recognize that a certain effect has been obtained by the traveling support.

(3) When the difference ΔD is less than the second threshold distance Dth2, the HV-ECU 100 does not display the effect of the traveling support. In such a case, for example, as described above, when the required power that requires the operation of the engine 10 is frequently required by the driving operation of the user in traveling to the destination, or from the departure place to the destination. It is conceivable that the entire traveling section up to this point could be traveled by EV driving.

In the above case, the difference ΔD is small (including a negative value) due to the factors corresponding to each case, and the EV mileage is not shortened due to the traveling support. In such a case, if the difference ΔD is displayed as it is, the user may be skeptical about the effect of the driving support, or the user may misunderstand that the EV mileage is shortened due to the driving support. There is. That is, in the above case, since the effect of the traveling support cannot be appropriately transmitted to the user of the vehicle 1, the effect of the traveling support is hidden.

The first threshold distance Dth1 and the second threshold distance Dth2 are appropriately set in advance based on, for example, the specifications of the HV-ECU 100 (for example, calculation accuracy).

<Processing executed by HV-ECU>
FIG. 5 is a flowchart showing a driving support processing procedure. The process shown in this flowchart is started when the vehicle 1 is started in the HV-ECU 100. FIG. 6 is a flowchart showing a processing procedure for monitoring the establishment of the end condition of the driving support. Each step shown in FIGS. 5 and 6 and FIG. 7 described later (hereinafter, the step is abbreviated as “S”) will be described when it is realized by software processing by the HV-ECU 100, but a part or all of them will be described. It may be realized by the hardware (electric circuit) manufactured in.

In S1, the HV-ECU 100 determines whether or not the support condition is satisfied. As the support condition, for example, a condition that a destination is set and a planned travel route to the destination is set is applied. When the planned travel route to the destination is set (YES in S1), the HV-ECU 100 advances the process to S3. If the planned travel route to the destination is not set (NO in S1), the HV-ECU 100 executes the process of S1 again after a predetermined time (control cycle) has elapsed. In addition to the above, the support conditions include a condition that no system abnormality has occurred, a condition that the SOC of the battery 60 is equal to or higher than the threshold SOC, and / or a condition that the battery 60 is traveling on the planned travel route. It may be added as appropriate.

When the support condition is satisfied, the HV-ECU 100 starts the flowchart shown in FIG. 6 and monitors the establishment of the end condition. The processing of the flowchart shown in FIG. 6 is executed in parallel with the processing of the flowchart of FIG. 5, and is repeatedly executed in a predetermined control cycle. With reference to FIG. 6, in S41, the HV-ECU 100 determines whether or not the termination condition is satisfied.

When it is determined that the end condition is satisfied (YES in S41), the HV-ECU 100 advances the process to S43. When it is determined that the end condition is not satisfied (NO in S41), the HV-ECU 100 shifts the process to the return.

In S43, the HV-ECU 100 sets the support history flag to OFF and cancels the running support.

With reference to FIG. 5 again, in S3, the HV-ECU 100 determines whether or not the look-ahead information output from the navigation ECU 132 has been updated. If there is no update in the look-ahead information (NO in S3), the HV-ECU 100 returns the process to S1. When there is an update in the look-ahead information (YES in S3), and when this routine is processed for the first time, the HV-ECU 100 advances the processing to S5.

In S5, the HV-ECU 100 calculates the predicted energy consumption En of each traveling section based on the gradient information, the road type information, the road traffic information, and the like of each traveling section included in the look-ahead information. Further, the HV-ECU 100 calculates the total (total) of the predicted energy consumption En of each traveling section as the total energy consumption Esum.

In S7, the HV-ECU 100 determines whether or not the CD mode can be assigned to all the traveling sections based on the SOC of the current battery 60. Specifically, the HV-ECU 100 compares the stored amount (hereinafter, also referred to as “remaining battery level”) B obtained from the SOC of the current battery 60 with the sum of the total energy consumption Esum and the auxiliary machine energy consumption Ea. The auxiliary machine energy consumption Ea includes, for example, the energy consumption of the air conditioner, and can be calculated using a predetermined map with the outside air temperature or the like as an argument.

When the following equation (1) is satisfied (YES in S7), the HV-ECU 100 can travel on the planned travel route only in the CD mode. Therefore, in S9, the CD mode is assigned to all the traveling sections. Create a driving plan.

Battery level B ≧ Total energy consumption Esum + Auxiliary energy consumption Ea ・ ・ ・ (1)
When the above equation (1) does not hold (NO in S7), the HV-ECU 100 executes the processes of S11 and S13 to create a travel plan.

In S11, the HV-ECU 100 allocates the CD mode to the traveling section designated as the CD priority section. The CD priority section is determined, for example, by the type of road type information (information such as urban areas, expressways, and general roads) included in the look-ahead information (for example, urban areas). When the HV-ECU 100 assigns the CD mode to the traveling section designated as the CD priority section, the process proceeds to S13. When the CD mode is assigned to the traveling section designated as the CD priority section, if the sum of the energy consumption of the traveling section to which the CD mode is assigned exceeds the remaining battery level B, the HV-ECU 100 will perform the HV-ECU 100. The process of S13 is skipped and the process proceeds to S15.

In S13, the HV-ECU 100 allocates the CD mode in order from the traveling section having the smallest traveling load among the traveling sections not designated as the CD priority section. The HV-ECU 100 allocates the CD mode until the sum of the energy consumption of the traveling section to which the CD mode is assigned exceeds the battery remaining amount B. Then, the HV-ECU 100 allocates the CS mode to the traveling section to which the CD mode is not assigned. By assigning the CD mode in this way, the SOC of the battery 60 can be used up when arriving at the destination.

In S15, the HV-ECU 100 sets the support history flag to ON.
Then, in S17, the HV-ECU 100 controls the SOC control mode according to the travel plan.

In S19, the HV-ECU 100 determines whether or not the vehicle has arrived at the destination. If it is determined that the destination has not arrived (NO in S19), the HV-ECU 100 returns the process to S1. On the other hand, if it is determined that the destination has arrived (YES in S19), the HV-ECU 100 advances the process to S21.

In S21, the HV-ECU 100 executes the display process.
FIG. 7 is a flowchart showing the procedure of the display process.

In S51, the HV-ECU 100 determines whether or not the support history flag is ON. When it is determined that the support history flag is ON (YES in S51), the HV-ECU 100 advances the process to S53. When it is determined that the support history flag is OFF (NO in S51), the HV-ECU 100 advances the process to S69. For example, when the driving support is terminated by the satisfaction of the termination condition, the case corresponds to the case and the process proceeds to S69.

In S53, the HV-ECU 100 determines whether or not the cumulative distance is equal to or greater than a predetermined distance. If the cumulative distance is equal to or greater than a predetermined distance (YES in S53), the HV-ECU 100 advances the process to S55. On the other hand, if the cumulative distance is not greater than or equal to the predetermined distance (NO in S53), the HV-ECU 100 advances the process to S69.

In S55, the HV-ECU 100 uses the cumulative distance to calculate the EV mileage (first distance) D1 in the cumulative distance. Further, the HV-ECU 100 estimates the EV mileage (second distance) D2 when the mileage support is not performed. The HV-ECU 100 subtracts the second distance D2 from the first distance D1 to calculate the difference ΔD.

In S57, the HV-ECU 100 determines whether or not the difference ΔD is equal to or greater than the first threshold distance Dth1. When the difference ΔD is equal to or greater than the first threshold distance Dth1 (YES in S57), the HV-ECU 100 advances the process to S59. When the difference ΔD is less than the first threshold distance Dth1 (NO in S57), the HV-ECU 100 advances the process to S63.

In S59, the HV-ECU 100 displays the effect of the traveling support in the first form. That is, when the difference ΔD is equal to or greater than the first threshold distance Dth1, the HV-ECU 100 causes the HMI 140 to indicate, for example, that the EV mileage can be extended by the difference ΔD by the traveling support, as shown in FIG. .. As a result, the user of the vehicle 1 can be made to recognize that the traveling according to the traveling plan was executed and the EV traveling distance could be improved by the difference ΔD. In the following S61, the HV-ECU 100 resets the cumulative distance and the first distance D1.

In S63, the HV-ECU 100 determines whether or not the difference ΔD is equal to or greater than the second threshold distance Dth2. When the difference ΔD is the second threshold distance Dth2 or more (YES in S63), the HV-ECU 100 advances the process to S65. When the difference ΔD is less than the second threshold distance Dth2 (NO in S63), the HV-ECU 100 advances the process to S69.

In S65, the HV-ECU 100 displays the effect of the traveling support in the second form. That is, when the difference ΔD is less than the first threshold distance Dth1 and more than or equal to the second threshold value, the HV-ECU 100 has obtained a certain effect by the traveling support, for example, as shown in FIG. Display to that effect. As a result, the user of the vehicle 1 can be made to recognize that the traveling according to the traveling plan is executed and a certain effect is achieved. In the following S67, the HV-ECU 100 resets the cumulative distance and the first distance D1.

In S69, the HV-ECU 100 does not display the effect of the traveling support. That is, when the difference ΔD is less than the second threshold distance Dth2, the HV-ECU 100 hides the effect of the traveling support. As a result, it is possible to prevent the user from questioning the effect of the driving support and to make the user erroneously recognize that the EV mileage is shortened due to the driving support. In the subsequent S71, the HV-ECU 100 holds the cumulative distance and the first distance D1. By holding the cumulative distance and the first distance D1, the HV-ECU 100 adds the distance traveled according to the travel plan to the retained cumulative distance and accumulates, for example, when the travel support is started next time. Update the distance. As a result, the HV-ECU 100 notifies the effect of the traveling support when the cumulative distance becomes a predetermined distance or more. The first distance D1 is also updated in the same manner as the cumulative distance.

As described above, in the present embodiment, the HV-ECU 100 starts running support when the support condition is satisfied, and controls the vehicle according to the running plan in which the CD mode or the CS mode is assigned to each running section of the planned running route. do. Upon arriving at the destination, the HV-ECU 100 executes a display process for displaying the effect of the traveling support.

In the display process, when the support history is ON and the cumulative distance is equal to or longer than a predetermined distance, the HV-ECU 100 supports traveling in a manner corresponding to the EV traveling distance that can be extended by the traveling support. Display the effect of. For example, if the cumulative distance is short, the EV mileage that could actually be traveled due to a calculation error or the like cannot be calculated accurately, and the effect may not be calculated accurately. Since the effect is calculated when the cumulative distance is equal to or greater than the predetermined distance, the calculation accuracy of the effect can be improved as compared with the case where the cumulative distance is less than the predetermined distance.

In addition, since the effect of the driving support is displayed in a mode corresponding to the EV mileage that can be extended by the driving support, the user can appropriately recognize the effect.

The control device holds the cumulative distance without resetting when the traveling support control is terminated due to the satisfaction of the termination condition. If the cumulative distance is reset when the end condition is satisfied, the vehicle user may feel uncomfortable that the effect of the driving support is not displayed, for example, in the case where the situation where the end condition is satisfied is repeated. There is. By holding the cumulative distance when the end condition is satisfied, the cumulative distance is updated at the time of running by the next running support, and the effect of the running support is displayed when the cumulative distance becomes a predetermined distance or more. Even in cases where the situation where the end condition is satisfied is repeated, the effect of the driving support can be calculated accurately, and the effect of the driving support can be displayed.

The embodiments disclosed this time should be considered to be exemplary and not restrictive in all respects. The scope of the present disclosure is set forth by the claims rather than the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims.

1 hybrid vehicle, 10 engine, 20 1st motor generator (1st MG), 30 2nd motor generator (2nd MG), 40 power splitting device, 50 PCU, 60 battery, 61 monitoring unit, 62 inlet, 63 charger, 80 Drive wheel, 100 HV-ECU, 100a CPU, 100b memory, 110 BAT-ECU, 120 sensor group, 122 accelerator pedal sensor, 124 vehicle speed sensor, 126 brake pedal sensor, 130 navigation device, 132 navigation ECU, 132a CPU, 132b memory , 134 Map information database, 136 GPS receiver, 138 traffic information receiver, 140 HMI device.

Claims (1)

It ’s a hybrid vehicle,
With an internal combustion engine
With a running battery
It is equipped with an electric motor that generates driving driving force by using the electric power stored in the traveling battery.
The hybrid vehicle has a CD (Charge Depleting) mode and a CS (Charge Sustaining) as a control mode for the amount of electricity stored in the traveling battery, and further.
A control device that executes running support of the hybrid vehicle so as to run according to a running plan in which the CD mode or the CS mode is assigned to each running section included in the planned running route from the departure point to the destination.
It is equipped with a notification device that notifies the effect of the driving support.
Upon arriving at the destination, the control device
The notification device is controlled so as to display the effect, and the notification device is controlled.
Reset the cumulative distance traveled according to the travel plan and
The control device is
A hybrid vehicle that maintains the cumulative distance even when it arrives at the destination when the traveling support is terminated due to the satisfaction of the termination condition.

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