JP2022159761A - hybrid vehicle - Google Patents

Abstract

To select an appropriate control mode during unmanned driving.SOLUTION: An ECU executes processing including: a step (S102) selecting an HV travel mode when a vehicle is called over (YES at S100); a step (S104) performing automatic driving; a step (S108) turning on an air conditioner when it is near a destination (YES at S106); a step (S112) selecting an EV travel mode when a user is on board (YES at S110); a step (S118) selecting the EV travel mode when the user gets off the vehicle (YES at S114) and an external charge time that can be secured until the next use schedule in a manned state is a first time or longer (YES at S116); a step (S120) selecting the HV travel mode when the external charge time is less than the first time (NO at S116); and a step (S122) performing automatic driving.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to control of a hybrid vehicle capable of external charging and automatic operation.

In recent years, the development of vehicles capable of automatic driving without requesting user's operation is progressing. When such automatic driving is performed in a hybrid vehicle, there is a known technique for selecting a control mode using a driving motor and an engine depending on whether the vehicle is in a manned state or an unmanned state.

For example, in Japanese Unexamined Patent Application Publication No. 2018-030471 (Patent Document 1), an EV mode in which the engine is stopped during manned operation and is driven by the motor is selected, and the engine is operated during unmanned operation. A technique for selecting the HV mode for running is disclosed.

JP 2018-030471 A

However, in order to reduce carbon dioxide emissions in a hybrid vehicle, it is desirable to select the EV mode as much as possible even during automatic driving in an unmanned state. In particular, plug-in hybrid vehicles capable of external charging have more opportunities to select the EV mode, so it is required to select an appropriate control mode during unmanned operation in consideration of the timing of external charging.

The present disclosure has been made to solve the problems described above, and an object thereof is to provide a hybrid vehicle that selects an appropriate control mode during unmanned operation.

A hybrid vehicle according to an aspect of the present disclosure is a hybrid vehicle capable of automatic operation and external charging. This hybrid vehicle includes an electric motor that generates driving force, an engine that generates power, an electric storage device that supplies electric power to the electric motor and stores the electric power generated by the engine or electric power supplied by external charging, and a hybrid vehicle. A detection device for detecting whether the interior of the vehicle is manned or unmanned, a first mode for running the hybrid vehicle using only the electric motor, and running the hybrid vehicle using the electric motor and the engine. a control device for controlling the hybrid vehicle according to any one of a plurality of control modes including a second mode. The control device selects the first mode when the hybrid vehicle travels in a manned state. When the hybrid vehicle is operated in an unmanned state and when the hybrid vehicle is operated in an unmanned state, the external charging time that can be secured until the next use of the hybrid vehicle in a manned state is equal to or longer than the first hour. Mode 1 is selected, and mode 2 is selected when the external charging time is less than the first time.

With this configuration, when the hybrid vehicle travels in a manned state, the first mode is selected, so that noise generated by the engine can be suppressed in the interior of the manned vehicle. On the other hand, in an unmanned state and when performing automatic operation, when the external charging time is secured, the first mode is selected, so the increase in carbon dioxide emissions during unmanned driving can be suppressed. can be suppressed. Furthermore, in the unmanned state and in the case of automatic operation, when the external charging time cannot be secured, the second mode is selected, so that the power consumption of the power storage device can be suppressed. Therefore, the first mode can be selected for use in the next manned state.

According to the present disclosure, it is possible to provide a hybrid vehicle that selects an appropriate control mode during unmanned operation.

1 is a diagram schematically showing an example of a configuration of a hybrid vehicle according to an embodiment; FIG. 4 is a flowchart showing an example of processing executed by an ECU; It is a figure for demonstrating an example of operation|movement of ECU.

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 denoted by the same reference numerals, and the description thereof will not be repeated.

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

Referring to FIG. 1, 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). 1MG) 61, a second motor generator (hereinafter referred to as a second MG) 62, an engine 63, a power split device 64, a power transmission gear 65, drive wheels 66, an ECU (Electronic Control Unit ) 100.

Power storage device 20 is a rechargeable DC power supply, and includes, for example, a secondary battery such as a nickel-metal hydride battery or a lithium ion battery having a liquid or solid electrolyte. A capacitor such as an electric double layer capacitor can also be employed as the power storage device 20 . Power storage device 20 supplies electric power for generating driving force for running vehicle 1 to PCU 22 . In addition, power storage device 20 is charged with electric power generated by the power generation operation using first MG 61 and engine 63, charged with electric power generated by regenerative braking of second MG 62, or driven by first MG 61 or second MG 62. It is discharged by operation and charged by electric power supplied from the outside of the vehicle.

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

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

Each of first MG 61 and second MG 62 is a three-phase alternating current rotating electric machine, for example, a permanent magnet type synchronous motor having a rotor in which permanent magnets are embedded. Both the first MG 61 and the second MG 62 have 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 .

For example, when engine 63 is started, first MG 61 is driven by an inverter included in PCU 22 to rotate the output shaft of engine 63 . In addition, the first MG 61 receives power from the engine 63 to generate power during power generation. 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, for example, when vehicle 1 is running. The power of second MG 62 is transmitted to drive wheels 66 via power transmission gear 65 . Further, second MG 62 is driven by driving wheels 66, for example, during braking of vehicle 1, and second MG 62 operates as a generator to perform regenerative braking. Electric power generated by second MG 62 is stored in power storage device 20 via PCU 22 .

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

Vehicle 1 further includes a charging relay 26, a charging device 27, and an inlet 28 as components for external charging. A connector 32 is connected to the inlet 28 . Connector 32 is connected to charging stand 53 via cable 31 . Although FIG. 1 shows the connector 32 attached to the inlet 28, 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 is performed, and the vehicle is charged. Connector 32 is removed from inlet 28 when 1 is operated.

When power storage device 20 is externally charged, power is supplied from charging stand 53 through cable 31, connector 32, and inlet 28, and power that can charge power storage device 20 in charging device 27 (hereinafter referred to as charging power). ), and the converted charging power is supplied to the power storage device 20 .

Charging relay 26 is electrically connected between power storage device 20 and charging device 27 . When charging relay 26 is closed and SMR 21 is closed, power can be transmitted between inlet 28 and power storage device 20 .

Charging device 27 is electrically connected between charging relay 26 and inlet 28 . Charging device 27 converts the power supplied from charging stand 53 into charging power according to a command from ECU 100 .

A seat sensor 104 is connected to the ECU 100 . A seat sensor 104 detects whether or not an occupant is seated on a seat in the room. Seat sensor 104 transmits a signal indicating the detection result to ECU 100 .

The ECU 100 includes a CPU (Central Processing Unit) 101, memory (ROM (Read Only Memory), RAM (Random Access Memory), etc.) 102, input/output ports (not shown) for inputting and outputting various signals, and the like. is composed of ECU 100 controls each device (SMR 21, PCU 22, charging relay 26, charging device 27, engine 63, etc.) in vehicle 1 so that vehicle 1 is in a desired state using detection results from sensors (for example, seating sensor 104). ). Various controls executed by the ECU 100 are executed by software processing, that is, by reading a program stored in the memory 102 by the CPU 101 . Various controls by the ECU 100 are not limited to software processing, and may be processed by dedicated hardware (electronic circuits).

ECU 100 is in a state in which, for example, vehicle 1 is running or vehicle 1 is parked, connector 32 is connected to inlet 28 , and electric power can be transferred between power source 8 and power storage device 20 . Sometimes, the SOC (State Of Charge) of the power storage device 20 is calculated.

As a method for calculating the SOC, various known methods such as a method based on current value integration (coulomb counting) or a method based on estimation of an open circuit voltage (OCV: Open Circuit Voltage) can be employed.

During operation of the vehicle 1, the ECU 100 controls a first mode (hereinafter also referred to as an EV (Electric Vehicle) driving mode) in which the vehicle 1 is driven using only the second MG 62, and a driving mode of the vehicle using the second MG 62 and the engine 63. 1 is selected (hereinafter also referred to as HV driving mode), and vehicle 1 (more specifically, engine 63 and PCU 22) is controlled according to the selected mode.

The vehicle 1 further includes a navigation device 40 , a wireless communication device 50 and an automatic driving system 54 . The navigation device 40 is configured to acquire position information of the vehicle 1 (current position of the vehicle 1, travel history, etc.). Navigation device 40 includes, for example, a GPS (Global Positioning System) receiver 41 that identifies the current position of vehicle 1 based on radio waves from artificial satellites. The navigation device 40 executes various navigation processes for the vehicle 1 specified by the GPS receiver 41 .

Navigation device 40 further includes, for example, display 42 with a touch panel. The touch-panel display 42 displays the current position of the vehicle 1 and the travel route superimposed on the road map, and displays information from the ECU 100 and an automatic driving system 54, which will be described later. Further, the touch panel-equipped display 42 receives various operations by the user.

The wireless communication device 50 is configured to communicate various information with the outside of the vehicle. Wireless communication device 50 includes a long-range communication module 51 and a near-field communication module 52 . The long-distance communication module 51 includes, for example, an LTE (Long Term Evolution) communication module. Telecommunications module 51 is configured to enable two-way data communication with user's mobile terminal 700 via a base station (not shown) in the communications network. The short-range communication module 52 is configured to enable two-way data communication with the user's portable terminal 700 and the charging station 53 located at a short distance (for example, several meters to several tens of meters) from the vehicle 1 . .

The automatic driving system 54 enables automatic driving of the vehicle 1 based on inputs from various sensors (not shown). The automatic driving system 54 automatically drives the vehicle 1 by automatically performing a steering operation, an accelerator operation, a brake operation, and a gear shift operation instead of the driver based on the external conditions of the vehicle 1 and travel route information. . Note that the automatic driving system 54 enables automatic driving to be performed in a manned state with a user onboard and in a state in which no user is on board. Note that a known configuration may be used for the specific configuration required for automatic operation, and detailed description thereof will not be given.

Air conditioner 56 includes an air conditioner compressor and a heater (both not shown), and operates the air conditioner compressor or heater according to a control signal from ECU 100 to adjust the temperature of the interior of vehicle 1 . For example, when the air conditioner 56 is activated, the ECU 100 controls the air conditioner 56 so that the temperature inside the vehicle 1 reaches the target temperature. The target temperature may be a preset temperature, or may be a temperature set by the user most recently.

Portable terminal 700 is a terminal that can be carried by a user, and includes, for example, a display device, an input device, a communication device, and a position detection device. The communication device of mobile terminal 700 is configured to be able to communicate with wireless communication device 50 and charging station 53 directly or via a communication network (not shown). The position detection device detects the position of mobile terminal 700 using, for example, a GPS receiver or the like.

The vehicle 1 having the configuration as described above is configured to be capable of performing automatic driving whether the vehicle 1 is manned or unmanned.

For example, when the vehicle 1 is in a manned state, when execution of automatic driving is requested by a user's operation on the touch panel display 42, the ECU 100 navigates the travel route to the destination input by the user thereafter. The device 40 is used for setting.

Specifically, the ECU 100 transmits information about the destination to the navigation device 40 . The information about the destination includes, for example, information about the coordinates of the destination on the map and information about the longitude and latitude of the destination. When the navigation device 40 receives the information about the destination from the ECU 100, the navigation device 40 moves from the current position of the vehicle 1 based on the GPS information of the vehicle 1 and the road map data stored in the storage device (not shown) of the navigation device 40. A travel route to a destination is set, and information on the set travel route is transmitted to the ECU 100. - 特許庁

On the other hand, even when the vehicle 1 is in an unmanned state, it is possible to request execution of automatic driving by the user's operation on the mobile terminal 700 . In this case, when the ECU 100 receives a request to implement automatic driving, the ECU 100 uses the navigation device 40 to set the travel route to the destination using the information on the destination that is received afterward or together with the request for implementation. Since the travel route setting method is as described above, detailed description thereof will not be repeated.

The ECU 100 performs automatic operation using the automatic operation system 54 so that the vehicle 1 travels along the set travel route.

Further, the vehicle 1 is used by a plurality of users, and each user's planned usage period is stored in the memory 102 of the ECU 100 . Information on the usage period of each user is shared by the memory 102 of the ECU 100 and the memory (not shown) of the mobile terminal 700 owned by each user, and one of the users inputs the expected usage period into the mobile terminal 700 ( By making a reservation), the information about the expected usage period stored in the memory 102 of the ECU 100 and the memory of the portable terminal 700 of the other user is synchronized. The information about the scheduled use period may include, for example, the scheduled use period in the manned state and the scheduled use period in the unmanned state.

The vehicle 1 uses a parking space that can be connected to the charging station 53 as a base, and the vehicle 1 runs automatically or manually in a manned state by being boarded by a user who has made a reservation for use. In response to the call of the user, the unmanned vehicle automatically travels to the location called by the user as a destination. The base may be a home parking lot, or a shared car parking lot where one or more vehicles are shared by a plurality of users.

As described above, when the vehicle 1, which is a hybrid vehicle, is to be automatically driven, one of the above-described EV driving mode and HV driving mode is appropriately selected depending on whether the vehicle is in a manned state or an unmanned state. You are required to select For example, in the manned state, the generation of noise by the engine 63 in the interior of the vehicle 1 can be suppressed by selecting the EV traveling mode. On the other hand, when the EV running mode is continued for a long time, a large amount of electric power is consumed and the remaining amount of power storage device 20 decreases.

However, in order to reduce the amount of carbon dioxide emitted from the vehicle 1, it is desirable to select the EV driving mode as much as possible even during automatic driving in an unmanned state. In particular, plug-in hybrid vehicles capable of external charging have more opportunities to select the EV driving mode, so it is required to select an appropriate control mode during unmanned operation in consideration of the timing of external charging. .

Therefore, in the present embodiment, ECU 100 selects the EV running mode when vehicle 1 runs in a manned state. Further, when the ECU 100 is in an unmanned state and when automatic operation is to be performed, the external charging time that can be secured until the next use of the vehicle 1 in a manned state is equal to or greater than the first hour. It is assumed that the EV driving mode is selected and the HV driving mode is selected when the external charging time is less than the first time.

In this way, in the case where automatic driving is performed in an unmanned state, the EV driving mode is selected when the external charging time is secured, so the amount of carbon dioxide emissions during driving in unmanned driving increase can be suppressed. Furthermore, in the unmanned state and when the automatic operation is performed, the HV running mode is selected when the external charging time cannot be secured, so that the power consumption of the power storage device can be suppressed. Therefore, the EV driving mode can be selected in the next use in the manned state.

An example of the processing executed by the ECU 100 will be described below with reference to FIG. FIG. 2 is a flowchart showing an example of processing executed by the ECU 100. As shown in FIG. The processing shown in this flowchart is repeatedly executed at a predetermined processing cycle by the ECU 100 shown in FIG.

At step (hereinafter, step is referred to as S) 100, ECU 100 determines whether or not vehicle 1 is called. For example, the ECU 100 determines that the vehicle 1 is called when receiving information about the destination and information requesting movement to the destination by automatic driving (movement request information) from the user's portable terminal 700 . . For example, when the user performs an operation to call vehicle 1, mobile terminal 700 transmits to vehicle 1 the location information detected using the location detection device of mobile terminal 700 together with the movement request information as information on the destination. If it is determined that vehicle 1 has been called (YES at S100), the process proceeds to S102.

In S102, ECU 100 selects the HV running mode. In S<b>104 , the ECU 100 uses the automatic driving system 54 to carry out automatic driving.

In S106, ECU 100 determines whether or not the current position of vehicle 1 is near the destination. For example, when the distance between the current position of vehicle 1 and the destination is smaller than a threshold value, ECU 100 determines that the current position of vehicle 1 is near the destination. ECU 100 acquires the current position of vehicle 1 using navigation device 40, for example. The threshold value may be, for example, a distance corresponding to the time during which the interior of the vehicle 1 can be adjusted to the target temperature when the air conditioner 56 is operated, or may be a predetermined value.

If it is determined that the current position of vehicle 1 is near the destination (YES in S106), the process proceeds to S108. If it is determined that the current position of vehicle 1 is not near the destination (NO in S106), the process returns to S106.

In S108, ECU 100 operates air conditioner 56. As shown in FIG. ECU 100, for example, controls air conditioner 56 so that the temperature in the room of vehicle 1 reaches a target temperature.

At S<b>110 , ECU 100 determines whether or not the user is in vehicle 1 . For example, the ECU 100 determines that the user is in the vehicle 1 when the seat sensor 104 detects that the passenger is seated in the vehicle 1 .

In addition to or instead of the detection result of the seat sensor 104, the ECU 100 determines that the user is in the vehicle 1 when the position of the portable terminal 700 is within a predetermined range centering on the current position of the vehicle 1. You may In this case, for example, ECU 100 acquires the position information of mobile terminal 700 from mobile terminal 700 and compares it with the position information of vehicle 1 acquired using navigation device 40 to determine whether the user is in vehicle 1 or not. determine whether or not If it is determined that the user is in vehicle 1 (YES at S110), the process proceeds to S112. If it is determined that the user is not in vehicle 1 (NO in S110), the process returns to S110.

In S112, ECU 100 selects the EV driving mode. At this time, when the user requests manual operation, the ECU 100 causes the vehicle 1 to travel to the destination by manual operation. On the other hand, when the user requests automatic driving and information about the destination is input, the ECU 100 causes the vehicle 1 to travel to the destination by automatic driving.

In S114, ECU 100 determines whether the user has exited vehicle 1 or not. For example, ECU 100 determines that the user has exited vehicle 1 when seat sensor 104 detects that no occupant is seated inside vehicle 1 . In addition to or instead of the detection result of the seating sensor 104, the ECU 100 determines that the user has exited the vehicle 1 when the position of the portable terminal 700 is outside a predetermined range centered on the current position of the vehicle 1. You may If it is determined that the user has exited vehicle 1 (YES at S114), the process proceeds to S116. If it is determined that the user has not exited vehicle 1 (NO in S114), the process returns to S114.

In S116, ECU 100 determines whether or not the external charging time that can be secured until vehicle 1 is used in the next manned state is equal to or longer than the first time. The ECU 100 acquires from the memory 102 information about the scheduled use of the vehicle 1 in the next manned state, and calculates the external charging time that can be secured by the scheduled use start time. For example, the ECU 100 calculates the external charging time by subtracting the time required for the vehicle 1 to return to the base and other time required to start external charging from the time from the current time to the scheduled use start time. Calculate The ECU 100 may calculate the time required for the vehicle 1 to return to the base using the distance between the current position of the vehicle 1 and the base, the average vehicle speed, or the like, or obtain the time using the navigation device 40 . may For example, the ECU 100 acquires the time from returning to the base until the manager of the base starts external charging of the vehicle 1 as the time required to start external charging. Note that the time may be a predetermined time. Further, ECU 100 calculates the time required for increasing the current SOC of power storage device 20 from the current SOC to a predetermined SOC by external charging as the first time. ECU 100 calculates the first time using, for example, the amount of power corresponding to the difference between the current SOC and the predetermined SOC and the charging power supplied from charging station 53 . Since the method of calculating the SOC is as described above, detailed description thereof will not be repeated. Further, when the vehicle 1 is used by a plurality of users, the usage schedule in the next manned state includes usage schedules of users other than the current user. If it is determined that the external charging time is equal to or longer than the first hour (YES in S116), the process proceeds to S118.

In S118, ECU 100 selects the EV driving mode. If it is determined that the external charging time is less than the first time (NO in S116), the process proceeds to S120.

In S120, ECU 100 selects the HV running mode. At S122, the ECU 100 performs automatic driving in an unmanned state with the base as the destination. During automatic driving, the ECU 100 controls the vehicle 1 according to the selected control mode.

The operation of the ECU 100 based on the above structure and flowchart will be described with reference to FIG. FIG. 3 is a diagram for explaining an example of the operation of the ECU 100. FIG.

For example, it is assumed that the vehicle 1 is parked at the base shown in FIG. 3A and is ready to move. It is also assumed that the user operates the mobile terminal 700 at the destination shown in FIG. At this time, the vehicle 1 receives the information about the destination and the movement request information and determines that there has been a call (YES in S100). is performed (S104). At this time, in the vehicle 1, the travel route to the destination is set using the navigation device 40 from the information about the destination acquired from the portable terminal 700, and the vehicle 1 travels along the set travel route. Automatic operation using the automatic operation system 54 is carried out.

When vehicle 1 approaches the vicinity of the destination (YES in S106), air conditioner 56 is activated (S108). The temperature inside the vehicle 1 approaches the target temperature by the air conditioner 56 .

When the vehicle 1 arrives at the destination and the user gets into the vehicle 1, the seat sensor 104 detects that the user is seated on the seat of the vehicle 1, so it is determined that the user has boarded the vehicle 1 (in S110). YES), the EV driving mode is selected as the control mode (S112).

A user who gets into the vehicle 1 drives the vehicle 1 to the destination shown in FIG. 3C by automatic driving or manual driving. Therefore, the vehicle 1 is manned and travels in the EV travel mode. When the vehicle 1 arrives at the destination and the user stands up from the seat of the vehicle 1 and goes out of the vehicle, the seating sensor 104 detects that the user is not seated on the seat of the vehicle 1, so that the user is not seated in the vehicle. 1 (YES at 114), and it is determined whether or not the external charging time that can be secured until the next use of the manned vehicle 1 is equal to or longer than the first time. (S116).

When it is determined that the external charging time is equal to or longer than the first hour (YES in S116), the EV driving mode is selected (S118) and automatic driving is performed in an unmanned state (S122). At this time, in the vehicle 1, the travel route to the base is set using the navigation device 40, and the automatic driving system 54 is used so that the vehicle 1 travels according to the set travel route until it returns to the base. Autonomous driving is implemented. When the vehicle 1 returns to the base, the charging stand 53 and the vehicle 1 are connected by an administrator at the base and external charging is performed. The external charging may be started by automatically connecting the connector 32 to the inlet 28 when the vehicle 1 is parked in the parking space of the base.

When it is determined that the external charging time is less than the first time (NO in S116), the HV driving mode is selected (S120), and unmanned automatic driving is performed until the vehicle returns to the base. (S122).

As described above, according to the hybrid vehicle according to the present embodiment, when the vehicle 1 travels in a manned state, the EV travel mode is selected. can be suppressed. On the other hand, in an unmanned state and when performing automatic driving, when the external charging time is secured, the EV driving mode is selected, so an increase in carbon dioxide emissions during driving in unmanned driving is suppressed. can be suppressed. Further, since the SOC of power storage device 20 can be recovered to a predetermined SOC by external charging after that, even when traveling in the next manned state, by selecting the EV traveling mode, the engine is kept in the interior of vehicle 1. 63 can be suppressed. Furthermore, in the unmanned state and when automatic operation is performed, the HV running mode is selected when the external charging time cannot be secured, so power consumption of power storage device 20 can be suppressed. Therefore, the EV driving mode can be selected when the vehicle is traveling in the next manned state. Therefore, it is possible to provide a hybrid vehicle that selects an appropriate control mode during unmanned operation.

Modifications will be described below.
In the above-described embodiment, a configuration in which power is supplied from charging stand 53 to power storage device 20 by attaching connector 32 to inlet 28 has been described as an example. It may be configured to supply electric power by contact.

Furthermore, in the above-described embodiment, the vehicle 1 is described as being a plug-in 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, plug-in hybrid vehicles of different schemes, such as series schemes.

Furthermore, in the above-described embodiment, the EV traveling mode is selected as the control mode in the case of manned traveling and in the case of unmanned traveling and in the case that the external charging time is secured, and the EV traveling mode is selected in the unmanned traveling and the external charging time. is not ensured, the HV driving mode is selected as the control mode. ) mode may be selected. The CD mode is a control mode in which the SOC of power storage device 20 is consumed. In the CD mode, EV running (running using only second MG 62) is preferentially performed over HV running (running using second MG 62 and engine 63). The CS mode is a control mode that maintains the SOC of power storage device 20 within a predetermined range. In the CS mode, HV running is performed with priority over EV running. For example, the power threshold at which engine 63 is started during the CD mode is set higher than the power threshold at which engine 63 is started during the CS mode.

Furthermore, in the above-described embodiment, the detection result of the seat sensor 104 is used to determine whether or not the user is in the vehicle 1 and whether or not the user has exited the vehicle 1. However, for example, In addition to the detection result of the seating sensor 104 , it may be determined whether or not the user is in the vehicle 1 or whether the user has exited the vehicle 1 using a door open/close sensor or the like. For example, the ECU 100 may determine that the user has boarded the vehicle 1 when it is detected that the door has been opened and closed and that the user is seated on any seat. Furthermore, for example, the ECU 100 may determine that the user has exited the vehicle 1 when it is detected that the user is not seated on any seat and that the door has been opened and closed. .

It should be noted that all or part of the modified examples described above may be combined as appropriate.
It should be considered that the embodiments disclosed this time are illustrative in all respects and not restrictive. The scope of the present invention is indicated by the scope of the claims rather than the above description, and is intended to include all modifications within the meaning and range of equivalents of the scope of the claims.

1 vehicle, 8 power supply, 20 power storage device, 21 SMR, 22 PCU, 26 charging relay, 27 charging device, 28 inlet, 31 cable, 32 connector, 40 navigation device, 41 GPS receiver, 42 display with touch panel, 50 wireless communication Device, 51 long-distance communication module, 52 short-distance communication module, 53 charging station, 54 automatic operation system, 56 air conditioner, 61 1st MG, 62 2nd MG, 63 engine, 64 power split device, 65 power transmission gear, 66 drive wheel, 100 ECU, 101 CPU, 102 memory, 104 seat sensor, 700 portable terminal.

Claims (1)

A hybrid vehicle capable of automatic operation and external charging,
an electric motor that generates a driving force;
an engine used for power generation;
a power storage device that supplies power to the electric motor and stores power generated by the engine or power supplied by the external charging;
a detection device for detecting whether the interior of the hybrid vehicle is manned or unmanned;
The hybrid vehicle according to one of a plurality of control modes including a first mode in which the hybrid vehicle runs using only the electric motor and a second mode in which the hybrid vehicle runs using the electric motor and the engine. A control device for controlling the vehicle,
The control device is
selecting the first mode when the hybrid vehicle travels in the manned state;
when the external charging time that can be secured until the next use of the hybrid vehicle in the manned state is equal to or longer than the first hour when the automatic operation is performed in the unmanned state; A hybrid vehicle that selects a first mode and selects the second mode when the external charging time is less than the first time.

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