JP5499538B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle having a motor, an engine, and a continuously variable transmission in a drive system.

  2. Description of the Related Art Conventionally, a hybrid vehicle capable of traveling with driving force of a motor and an engine is known. In such a hybrid vehicle control device, the vehicle speed and braking / driving force command value on the guidance route to the destination are estimated based on the road environment information detected by the navigation device, and the battery is charged when the destination is reached. Set a target value for the state (SOC), determine the target value and improve fuel utilization efficiency, determine the operating point of the engine and motor, and correct the operating point appropriately using the actual value (For example, refer to Patent Document 1). With this hybrid vehicle control device, it is possible to drive and control the engine and the motor so that the SOC when reaching the destination is set to the target value while suppressing the fuel consumption on the travel route to the destination. .

JP 2001-298805 A

  However, the conventional hybrid vehicle control device may repeatedly start / stop the engine regardless of the actual traveling state of the vehicle. For example, this may cause the driver to feel uncomfortable when the vehicle is stopped or when the driver does not request a large driving force even when the vehicle is running.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can suppress the frequency of engine start / stop while improving fuel utilization efficiency.

  In order to achieve the above object, in the hybrid vehicle control apparatus of the present invention, the drive system has an engine and a motor as drive sources and drive wheels, a battery charged by the drive source, and a required drive force. Drive control means for controlling the drive system according to the change of the vehicle, and information acquisition means for acquiring own vehicle information and road environment information.

  The drive control means is based on own vehicle information and road environment information acquired from the information acquisition means in a scene in which travel control is performed in a travel power generation mode in which the engine is driven to generate power by driving the engine. When the driving force required for the driving source reaches a starting point of a high load section exceeding a predetermined magnitude, the battery power is used from the traveling power generation mode so that the charging state of the battery becomes a lower limit value. Switch to the travel control in the normal travel mode.

  Therefore, in the control device for a hybrid vehicle of the present invention, the information is acquired from the information acquisition means in a scene in which travel control is performed in the travel power generation mode in which the engine is driven to generate power by driving the engine. Based on own vehicle information and road environment information, when the driving force required for the driving source reaches a starting point of a high load section where the driving force exceeds a predetermined magnitude, the running power generation is performed so that the state of charge of the battery becomes a lower limit value. The mode is switched to the travel control in the normal travel mode in which the vehicle travels using the battery power.

  For this reason, after switching to the traveling control in the normal traveling mode, the start point of the high load section can be reached without performing charging in the traveling power generation mode. In addition, when the starting point of the high load section is reached in the traveling power generation mode, the state of charge of the battery becomes the lower limit value, so the amount of power generated by the traveling control in the traveling power generation mode before switching is made the minimum necessary amount. can do.

  As a result, the frequency of starting / stopping the engine can be suppressed while improving the fuel utilization efficiency, and the uncomfortable feeling given to the driver can be reduced.

1 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a hybrid vehicle) to which a control device according to a first embodiment is applied. 4 is a flowchart showing the contents of mode switching control processing executed by an integrated controller 14. 4 is a flowchart showing the calculation processing contents of each set value for mode switching control executed by an integrated controller 14. It is explanatory drawing which shows notionally the calculation method of target SOC. It is a time chart which shows each characteristic of the charge condition (SOC) of a battery 9, an electric power state, a vehicle speed, a road environment, and the drive state of an engine Eng, Comprising: From the start point A to the end point A '(charge / discharge circulation range) R) is an example in which a low load section SL exists. It is a time chart which shows each characteristic of the charge condition (SOC) of a battery 9, an electric power state, a vehicle speed, a road environment, and the drive state of an engine Eng, Comprising: From the start point A to the end point A '(charge / discharge circulation range) R) is an example in which there is no low load section SL.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

  First, the configuration will be described.

  FIG. 1 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated.

  As shown in FIG. 1, the drive system of the parallel hybrid vehicle of the first embodiment includes an engine Eng, a first clutch CL1, a motor / generator MG, a second clutch CL2, a continuously variable transmission CVT, and a final gear. FG, left drive wheel LT, and right drive wheel RT are provided. In this drive system, the engine Eng and the motor / generator MG are drive sources.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control start mode (hereinafter referred to as “ It has a driving mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is opened and the vehicle travels only with the power of the motor / generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The “WSC mode” controls the rotational speed of the motor / generator MG when P, N → D selection starts from the “HEV mode”, or when the D range starts from the “EV mode” or “HEV mode”. Thus, the slip engagement state of the second clutch CL2 is maintained, and the clutch torque capacity is controlled so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and the driver's operation. It is a mode to start while. “WSC” is an abbreviation for “Wet Start clutch”.

  The engine Eng is capable of lean combustion, and the engine torque is controlled to match the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

  The first clutch CL1 is interposed at a position between the engine Eng and the motor / generator MG. As the first clutch CL1, for example, a dry clutch that is normally engaged (normally closed) with an urging force by diaphragm spooling is used, and engagement / semi-engagement (slip engagement) / release between the engine Eng and the motor / generator MG is used. To do. If the first clutch CL1 is in the fully engaged state, motor torque + engine torque is transmitted to the second clutch CL2, and if it is in the released state, only motor torque is transmitted to the second clutch CL2. The half-engagement / release control is performed by stroke control with respect to the hydraulic actuator.

  The motor / generator MG has an AC synchronous motor structure, and performs drive torque control and rotation speed control when starting and running, and recovers vehicle kinetic energy to the battery 9 by regenerative brake control during braking and deceleration. Is.

  The second clutch CL2 is a normally open wet multi-plate clutch or a wet multi-plate brake, and generates a transmission torque (clutch torque capacity) according to clutch hydraulic pressure (pressing force). The second clutch CL2 transmits the torque output from the engine Eng and the motor / generator MG (when the first clutch CL1 is engaged) via the continuously variable transmission CVT and the final gear FG to the left and right drive wheels LT, RT. Communicate to.

  As shown in FIG. 1, as the second clutch CL2, in addition to setting an independent clutch between the motor / generator MG and the continuously variable transmission CVT, the continuously variable transmission CVT and the left and right drive wheels LT , It may be set at a position between RT.

  The continuously variable transmission CVT is a machine that can continuously change the gear ratio while setting the gear ratio continuously. In the first embodiment, the primary pulley PrP connected to the transmission input shaft input and the transmission output This is a belt-type continuously variable transmission having a secondary pulley SeP connected to a shaft output and a pulley belt BE bridged between the primary pulley PrP and the secondary pulley SeP.

  The primary pulley PrP includes a fixed sheave fixed to the transmission input shaft input, a movable sheave supported slidably on the transmission input shaft input, and a first actuator (not shown) that moves the movable sheave. ,have. The secondary pulley SeP includes a fixed sheave fixed to the transmission output shaft output, a movable sheave supported slidably on the transmission output shaft output, and a second actuator (not shown) that moves the movable sheave. ,have.

  The pulley belt BE is a metal belt wound between the primary pulley PrP and the secondary pulley SeP, and is sandwiched between the respective fixed sheaves and movable sheaves. In the first embodiment, a large number of elements having inclined surfaces in contact with both the fixed sheave and the movable sheave are stacked on both sides, two thin plates are stacked in layers, and two sets of rings formed in an annular shape are sandwiched between both sides of the element. So-called VDT type belt is used.

  The continuously variable transmission CVT changes the pulley width of the primary pulley PrP (interval between both sheaves) to change the contact circle of the pulley belt BE with respect to each pulley (sheave), and in conjunction with this, the pulley of the secondary pulley SeP By changing the width and changing the contact circle of the pulley belt BE with respect to each pulley (sheave), the speed is continuously changed. Here, as the pulley width of the primary pulley PrP increases and the pulley width of the secondary pulley SeP decreases, the gear ratio changes to the low side. Further, as the pulley width of the primary pulley PrP becomes narrower and the pulley width of the secondary pulley SeP becomes wider, the gear ratio changes to the high side. Although the illustration of the continuously variable transmission CVT is omitted, the duty ratio of the voltage applied by the transmission controller 15 to be described later is controlled by the duty solenoid of the first actuator and the duty solenoid of the second actuator, respectively. The pulley width (transmission ratio) of the pulley PrP and the secondary pulley SeP and the changing speed thereof are controlled while being adjusted, and the power of the transmission input shaft input is continuously variable-shifted and output to the transmission output shaft output. That is, the transmission controller 15 can freely adjust the speed ratio of the continuously variable transmission CVT and the changing speed thereof. The continuously variable transmission may be a toroidal CVT other than the above-described continuously variable transmission CVT, and is not limited to the first embodiment. Further, instead of the continuously variable transmission, an automatic transmission AT that is a machine that includes a plurality of planetary gears and obtains a stepped gear stage may be used.

  As shown in FIG. 1, the control system of the parallel hybrid vehicle of the first embodiment includes a second clutch input rotational speed sensor 6 (= motor rotational speed sensor) and a second clutch output rotational speed sensor 7 (= continuously variable transmission). Input side rotation speed sensor), inverter 8, battery 9, accelerator sensor (acceleration position sensor) 10, engine rotation speed sensor 11, oil temperature sensor (CVT oil temperature sensor) 12, stroke sensor (stroke position) Sensor) 13, integrated controller 14, transmission controller 15, clutch controller 16, engine controller 17, motor controller 18, battery controller 19, brake sensor 20, vehicle speed sensor 21, and continuously variable transmission. An output side rotational speed sensor 22 and a navigation system 23 are provided. Each sensor (6, 7, 10, 11, 12, 13, 20, 21, 22) functions as an information acquisition unit.

  The inverter 8 is a high voltage inverter that performs DC / AC conversion and generates a drive current for the motor / generator MG. The battery 9 is a high-voltage battery that stores regenerative energy from the motor / generator MG via the inverter 8.

  The integrated controller 14 calculates a target drive torque for travel control from the accelerator opening and the vehicle speed (a value synchronized with the transmission output speed). Based on the result, command values for the actuators (motor / generator MG, engine Eng, first clutch CL1, second clutch CL2, continuously variable transmission CVT) are calculated, and the controllers 15, 16, 17, 18, 19 to send. Here, in the case of the “HEV mode”, the integrated controller 14 appropriately distributes the calculated target drive torque to the engine Eng and the motor / generator MG (drive distribution means), and outputs the command value calculated accordingly to each actuator. Send to. Further, the integrated controller 14 has a storage unit 14a, and appropriately stores the calculated target drive torque, command value, acquired information, and the like in the storage unit 14a, and appropriately retrieves them from the storage unit 14a.

  The transmission controller 15 performs shift control so as to achieve a shift command from the integrated controller 14. The transmission controller 15 includes a rotational speed Ni from the second clutch output rotational speed sensor 7 attached to the transmission input shaft input, and a continuously variable transmission output side rotational speed sensor attached to the transmission output shaft output. The number of revolutions No. 22 is input. The transmission controller 15 is driven to the first actuator and the second actuator (not shown) to control the transmission ratio of the continuously variable transmission CVT based on a transmission command (control signal) from the integrated controller 14. A signal is output (shift control means). Further, the transmission controller 15 outputs data related to the operation state of the continuously variable transmission CVT to the integrated controller 14 as necessary. For this reason, the transmission controller 15 functions as information acquisition means.

  The clutch controller 16 inputs sensor information from the second clutch input rotational speed sensor 6, the second clutch output rotational speed sensor 7, and the oil temperature sensor 12, and the first clutch hydraulic pressure command value from the integrated controller 14 and the first clutch hydraulic pressure command value. The solenoid valve current is controlled so as to realize the clutch hydraulic pressure (current) command value with respect to the two-clutch hydraulic pressure command value (clutch control means).

  The engine controller 17 inputs sensor information from the engine speed sensor 11 and performs engine torque control so as to achieve an engine torque command value from the integrated controller 14.

  The motor controller 18 controls the motor / generator MG so as to achieve the motor torque command value and the motor rotation speed command value from the integrated controller 14.

  The battery controller 19 manages the state of charge (SOC) of the battery 9 and transmits the information to the integrated controller 14. For this reason, the battery controller 19 functions as information acquisition means.

  The navigation system 23 is a satellite navigation device that detects the current location and travel route with a GPS receiver, a self-contained navigation device that detects the current location and travel route with a gyrocompass, and a road-to-vehicle communication device that receives traffic information and road information such as VICS. The vehicle includes a road map database and the like, searches for an optimum route to the destination, and guides the occupant along the searched route (hereinafter referred to as a guidance route). The navigation system 23 has a road environment detection function. This road environment detection function detects the road curvature radius of the guidance route, road gradient, presence / absence of intersections / tunnels / crossings, regulation information such as speed limit, area information such as urban / mountainous roads, traffic information, etc. To do. The navigation system 23 transmits the detected road environment information, current location information, and the like to the integrated controller 14. For this reason, the navigation system 23 functions as information acquisition means.

  FIG. 2 is a flowchart showing the contents of the mode switching control process executed by the integrated controller 14. FIG. 3 is a flowchart showing the calculation processing contents of each set value for mode switching control. FIG. 4 is an explanatory diagram conceptually showing a target SOC calculation method. Hereinafter, each step of the flowchart of FIG. 3 will be described with reference to FIG.

  The flowchart of the calculation process of each set value is executed when the navigation system 23 sets the guide route, and calculates each new set value in the flowchart (see FIG. 2) of the mode switching control process, as will be described later. When the process is performed (see step S9), it is executed to set each new set value.

  In step S21, current location information is acquired, and the process proceeds to step S22. In this step S21, based on the information transmitted from the navigation system 23, the position (point) where the vehicle is currently traveling (including stopping) is grasped and stored in the storage unit 14a.

  In step S22, following the acquisition of the current location information in step S21, road environment information is acquired, and the process proceeds to step S23. In this step S22, based on the information transmitted from the navigation system 23, searched guidance route information, road curvature radius of the guidance route, road gradient, presence / absence of intersection / tunnel / crossing, regulation information such as speed limit, The local information such as city roads and mountain roads, traffic information, and the like are grasped and stored in the storage unit 14a.

  In step S23, following the acquisition of road environment information in step S22, a charge / discharge circulation range in the guidance route is set, and the process proceeds to step S24. In step S23, the charge / discharge circulation range in the guidance route is set from the current location information acquired in step S21 and the road environment information acquired in step S22. Specifically, in step S23, based on the road environment information, the driving force required for the driving source (engine Eng and motor / generator MG) is set to a predetermined magnitude when the guidance route is viewed from the current location. The first point that is estimated to exceed (hereinafter referred to as start point A, and the section that exceeds the predetermined size is referred to as high load section SH (see FIGS. 5 and 6)) and the high load section After the end of SH, a next point (hereinafter referred to as end point A ′) where the driving force required for the driving source is estimated to exceed a predetermined magnitude is determined, and this start point A Is set as the charge / discharge circulation range, and the charge / discharge circulation range (start point A and end point A ′) is stored in the storage unit 14a (charge / discharge circulation range setting means). As will be described later, the start point A and the end point A ′ are equal to each other because the meanings in the mode switching control process are the same except for the position from the current location (the order of appearance when proceeding from the current location). Detect using criteria. The start point A and the end point A ′ (high load section SH) are based on road environment information, for example, a point that becomes a road gradient exceeding a predetermined value, a point where the speed limit becomes higher than a predetermined value, This can be determined by detecting a point where the traffic jam is resolved. It should be noted that the predetermined magnitude as a criterion for determining the driving force required for the driving source for determining the starting point A and the ending point A ′ is the determination of the transition from the “EV mode” to the “HEV mode” ( What is the driving force when the target driving torque can be secured with the torque that can be output by the motor / generator MG (that is, whether it is necessary to set the motor assist traveling mode in the “HEV mode”)? They may or may not match (in Example 1, they are separate and independent). For this reason, in the first embodiment, there may be a scene where the vehicle can travel in the “EV mode” even in the high load section SH.

  In step S24, following the setting of the charge / discharge circulation range in step S23, the charge / discharge circulation range is divided into k sections, and the process proceeds to step S25. In this step S24, the charging / discharging circulation range is divided into arbitrary natural number k (0 is not included) sections, and the divided information is stored in the storage unit 14a for each section (referred to as the nth section) ( Charge / discharge circulation range dividing means). As a method of dividing the charge / discharge circulation range, a characteristic point seen from the road environment in the guidance route, such as a slope change point, an intersection, a road type change point, a traffic jam start point, a traffic jam end point, an expressway toll gate, etc. For example, it is possible to classify as a dividing point or to divide the distance of the charge / discharge circulation range (from the start point A to the end point A ′) into k equal parts. In step S24, the variable n for selecting each of the sections divided into k is set to 1.

  In step S25, 1 is added to the variable n (its current value) for dividing the charge / discharge circulation range into k sections in step S24 or selecting each section in step S37. Subsequent to the variable n, the estimated vehicle speed of the nth section (if the variable n is passed, the new variable n is used) is calculated, and the process proceeds to step S26. In this step S25, the estimated vehicle speed of the nth section is calculated based on the road environment information of the nth section stored in the storage unit 14a, for example, the speed limit, the average gradient, the intersection position, the radius of curvature, and the altitude. And the said estimated vehicle speed is linked | related with the information of nth area, and is stored in the memory | storage part 14a. As a method of calculating the estimated vehicle speed, for example, the speed limit of the road is assumed to be an estimated value, and at an intersection that makes a right or left turn, the vehicle speed is 0 at a predetermined deceleration and stopped for a predetermined time. The estimated value is corrected to return to the speed, and the estimated value is corrected in consideration of the acceleration / deceleration and the passing speed according to the curvature of the road in the curved road section. Further, when traffic jam information is obtained from a road-vehicle communication device such as VICS, the estimated value may be corrected so as to reduce the average vehicle speed according to the traffic jam.

  In step S26, following the calculation of the estimated vehicle speed in the nth section in step S25, the required traveling torque in the nth section is calculated, and the process proceeds to step S27. In this step S26, in the nth section, the driving force corresponding to the estimated vehicle speed (air resistance + rolling resistance) and the acceleration / deceleration corresponding to the speed difference between the (n-1) th section. The required driving torque is obtained by adding the braking / driving force and the braking / driving force for acceleration / deceleration for absorbing the potential energy change of the vehicle according to the road gradient. The information is stored in the storage unit 14a in association with the information.

  In step S27, following the calculation of the required running torque in the nth section in step S26, the required driving torque in the nth section is calculated, and the process proceeds to step S28. In step S27, in order to realize the required running torque calculated in step S26 in the nth section, the drive source (engine Eng and motor / generator MG) is required in consideration of the gear ratio of the continuously variable transmission CVT. The necessary driving torque, which is the driving force to be calculated, is calculated, and the necessary driving torque is stored in the storage unit 14a in association with the information of the nth section. Here, the torque output from the drive source (engine Eng and motor / generator MG) is transmitted from the transmission input shaft input to the transmission output shaft output via the continuously variable transmission CVT. The calculation of the required drive torque in this step S27 can be said to calculate the clutch torque capacity (transmission capacity) of the second clutch CL2 required for the nth section.

  In step S28, following the calculation of the required driving torque in the nth section in step S27, the engine output torque from the engine Eng for setting the nth section in the travel power generation mode is calculated, and the process proceeds to step S29. In this step S28, on the assumption that the engine Eng is driven at an operating point with high power generation efficiency (determined on the optimum fuel consumption line that minimizes fuel consumption with respect to the output torque), in the nth section, the traveling power generation mode Therefore, in addition to the required drive torque, an engine output torque that can secure a charging torque for generating power by the motor / generator MG is calculated and stored in the storage unit 14a in association with the information of the nth section.

  In step S29, following the calculation of the engine output torque for the driving power generation mode in the nth section in step S28, the estimated charge amount in the driving power generation mode in the nth section is calculated, and the process proceeds to step S30. In this step S29, by rotating the motor / generator MG with the torque value obtained by subtracting the target drive torque calculated in step S27 from the engine output torque calculated in step S28, an inverter is generated with the generated energy from the motor / generator MG. 8 is calculated and stored in the storage unit 14a as the estimated charge amount in the traveling power generation mode in the nth section.

  In step S30, following the calculation of the estimated charge amount in the n-th section in step S29, it is determined whether or not the n-th section can be driven in the “EV mode”. If yes, the process proceeds to step S31. If No, the process proceeds to step S33. In this step S30, it is determined whether or not the nth section can be traveled in the “EV mode” by determining whether or not the required driving torque calculated in step S27 is smaller than the EV possible driving torque. (Evaluation of EV propriety based on the required drive torque) The EV possible driving torque indicates a situation in which the vehicle can run only with the torque output from the motor / generator MG in view of the relationship of the required driving torque with respect to the vehicle speed. It shows the required drive torque that can continue the “EV mode” at the vehicle speed.

  In step S31, following the determination that the travel in the “EV mode” is possible in the nth section in step S30, the motor output torque from the motor / generator MG is set, and the process proceeds to step S32. In this step S31, the distribution ratio of the engine Eng when distributing the required drive torque calculated in step S27 between the engine Eng and the motor / generator MG is set to 0, that is, all the required drive torque is borne by the motor / generator MG. In order to achieve this (the distribution ratio of the engine Eng is set to 0), the required drive torque is set as the motor output torque, and a command value corresponding to that is calculated.

  In step S32, following the setting of the motor output torque in step S31, the estimated power consumption in the nth section is calculated, and the process proceeds to step S35. In this step S32, based on the motor output torque (its command value) set in step S31, the electric energy required to output the motor output torque from the motor / generator MG is calculated, and the “EV mode” An estimated value of the amount of electric power estimated to be consumed by traveling in the n section is calculated.

  In step S33, following determination that the n-th section in step S30 is not allowed to travel in the “EV mode”, the engine output torque and the motor output torque are set, and the process proceeds to step S34. In this step S33, a distribution ratio is set so as to appropriately distribute the required drive torque calculated in step S27 to the engine Eng and the motor / generator MG, and the engine output from the engine Eng is determined from the distribution ratio and the required drive torque. The torque and the motor output torque from the motor / generator MG are set, and a command value corresponding to them is calculated.

  In step S34, following the setting of the engine output torque and the motor output torque in step S33, the estimated power consumption in the n-th section is calculated, and the process proceeds to step S35. In this step S34, based on the motor output torque (its command value) set in step S33, the electric energy required to output the motor output torque from the motor / generator MG is calculated, and the “HEV mode” An estimated value of the amount of electric power estimated to be consumed by traveling in the n section is calculated.

  In step S35, following the calculation of the estimated power consumption in the nth section in step S32 or the calculation of the estimated power consumption in the nth section in step S34, the estimated power consumption is calculated in the nth section. Is stored in the storage unit 14a, and the process proceeds to step S36. In this step S35, as the power consumption in the n-th section, either the estimated power consumption in “EV mode” (step S32) or the estimated power consumption in “HEV mode” (step S34) is calculated. Then, the estimated power consumption in the n-th section is stored in the storage unit 14a. This is because, in step S30, the n-th section is set to one of “EV mode” and “HEV mode”. Since the (n + 1) -th section is calculated (see step S37), the estimated power consumption amounts of both “EV mode” and “HEV mode” are stored in the storage unit 14a for the same section. It is because there is nothing.

  In step S36, it is determined whether or not n = k (see step S24) following the storing of the estimated power consumption in the n-th section in step S35 in the storage unit 14a. Proceed to S38. If No, proceed to Step S37. In this step S36, is the calculation of the estimated charge amount (step S29) and the estimated power consumption (step S35) over all the sections generated by being divided in step S24, that is, the entire range of the charge / discharge circulation range completed? Judging whether or not.

  In step S37, following the determination that n = k is not satisfied in step S36, 1 is added to the variable n (its current value) for selection of each section to obtain a new variable n, and the process proceeds to step S25. Return. In this step S37, since the calculation of the estimated charge amount (step S29) and the estimated power consumption (step S35) in the n-th interval is completed, the next interval (substantially (n + 1) -th interval) is estimated. The process returns to step S25 to calculate the charge amount (step S29) and the estimated power consumption (step S35).

  In step S38, following the determination that n = k in step S36, the target SOC is calculated, and this flowchart (calculation processing of each set value) is ended. As will be described later, the target SOC is the travel control in the travel power generation mode of the “HEV mode” in order to set the state of charge (SOC) of the battery 9 at the end point A ′ of the charge / discharge circulation range as the lower limit value. To other travel control (travel control in the motor-assisted travel mode of “EV mode” or “HEV mode”) (see step S11 → step S13 in the flowchart of FIG. 2 described later) . Here, the lower limit value is the lowest state of charge (SOC) set from the viewpoint of protecting the battery 9. In the first embodiment, the lowest state of charge (SOC) is determined based on the temperature information of the battery 9. The corrected value is used as the lower limit for calculating the target SOC. In step S38, the target SOC is calculated based on the estimated charge amount calculated in step S29 and the estimated power consumption amount calculated in step S32. The concept of this method will be described with reference to FIG. First, an estimated charge amount characteristic line PS1 from the start point A to the end point A ′ is calculated from the estimated charge amount in the nth section calculated in step S29. This estimated charge amount characteristic line PS1 corresponds to the transition of the estimated charge amount in the nth section (n = 1 to k) calculated by repeating step S29 k times to the position from the start point A to the end point A ′. Is the characteristic line. Next, an estimated charge amount characteristic line PS2 obtained by adding the SOC at the start point A to the estimated charge amount characteristic line PS1 is calculated. Next, the estimated power consumption characteristic line PD from the start point A to the end point A ′ is calculated from the estimated power consumption in the n-th section calculated in step S32 or step S34. This estimated power consumption characteristic line PD shows the transition of the estimated power consumption in the n-th section (n = 1 to k) calculated by repeating k times of step S32 or step S34 (the number obtained by adding both). It is a characteristic line corresponding to the position from the start point A to the end point A ′ so as to be the lower limit value at the end point A ′. Next, the target SOC is calculated from the intersection of the calculated estimated charge amount characteristic line PS2 and the estimated power consumption amount characteristic line PD, and stored in the storage unit 14a in association with the start point A (corresponding charge / discharge circulation range). . At this time, in Example 1, the target SOC as the calculation result is set to a value that does not exceed the upper limit value corrected based on the temperature information of the battery 9. From this, the target SOC is a value that reaches the state of charge of the battery 9 at the virtual point B when the driving power generation mode of the “HEV mode” is started from the start point A, and the “EV mode” (“ When the “HEV mode” motor-assisted travel mode) is started, when the vehicle reaches the end point A ′, the state of charge of the battery 9 becomes a lower limit value. In FIG. 4, for easy understanding, the estimated charge amount characteristic line PS (1, 2) and the estimated power consumption characteristic line PD are shown by straight lines. The estimated charge amount characteristic line PS and the estimated power consumption characteristic line PD that are actually calculated are indicated by characteristic lines with different slopes for each divided section because they differ for each divided section depending on road conditions in the divided section. It is.

  Next, each step of the flowchart (see FIG. 2) showing the contents of the mode switching control process executed by the integrated controller 14 will be described. In this flowchart, the mode switching control process is performed using each set value calculated in the above-described calculation process flowchart (see FIG. 3). 3 is being executed, the integrated controller 14 determines the target drive torque for travel control from the accelerator opening and the vehicle speed (a value synchronized with the transmission output speed). Based on the result, command values for the actuators (motor / generator MG, engine Eng, first clutch CL1, second clutch CL2, continuously variable transmission CVT) are calculated, and the controllers 15, 16, 17, 18 and 19, and traveling control in “EV mode” or “HEV mode” is executed. In the flow chart of the mode switching control process of FIG. 2, the mode switching control process between the “HEV mode” traveling power generation mode and the other traveling modes (“EV mode” or “HEV mode” motor-assisted traveling mode). I do. The flowchart of the mode switching control process in FIG. 2 is repeated until the destination for the guidance route set by the navigation system 23 is reached.

  In step S1, each set value calculated in the calculation processing flowchart (see FIG. 3) is read, and the process proceeds to step S2. In step S1, the start point A and the end point A ′ (that is, the charge / discharge circulation range) are read from the set values calculated in the calculation processing flowchart (see FIG. 3) and stored in the storage unit 14a.

  In step S2, reading of each set value in step S1, execution of travel control according to the target drive torque in step S5, or “HEV mode” travel power generation according to the target drive torque in step S6 Following execution of the travel control in the mode, the current position of the vehicle and the current state of charge of the battery 9 (current SOC) are acquired, and the process proceeds to step S3. In step S2, the position (point) where the vehicle is currently traveling (including stopping) is grasped based on the information transmitted from the navigation system 23, and the current battery 9 is identified based on the information from the battery controller 19. The state of charge (SOC) is grasped and stored in the storage unit 14a.

  In step S3, following the acquisition of the current position of the vehicle and the current SOC in step S2, it is determined whether or not the vehicle has reached the starting point A. If Yes, the process proceeds to step S7. If No, the process proceeds to step S7. Proceed to S4. In this step S3, whether or not the vehicle has reached the starting point A based on the information on the starting point A read in step S1 and the current position information of the vehicle acquired in step S2 in order to determine the mode switching. That is, it is determined whether or not the charging / discharging circulation range has been entered.

  In step S4, following the determination in step S3 that the vehicle has not reached the starting point A, it is determined whether charging is necessary. If yes, the process proceeds to step S6. If no, the process proceeds to step S6. Proceed to S5. In this step S4, it is determined whether or not charging is necessary by determining whether or not the current SOC is equal to or lower than a lower limit value (precisely, a safety value set to prevent the lower limit value from being exceeded). Judging.

  In step S5, following the determination that charging is not necessary in step S4, travel control according to the target drive torque is executed, and the process returns to step S2. In step S5, since there is no need for charging, travel control according to the target drive torque (travel control in the normal travel mode in which the vehicle 9 travels using the amount of power charged in the battery 9, , Running control in the motor-assisted running mode of “EV mode” or “HEV mode” is executed.

  In step S6, following the determination that charging is necessary in step S4, travel control in the travel power generation mode of “HEV mode” corresponding to the target drive torque is executed, and the process returns to step S2. In this step S6, since charging is required, the engine Eng is started and travel control is performed in the “HEV mode” travel power generation mode, and the engine Eng is operated at the operating point with high power generation efficiency (fuel consumption relative to the output torque). In order to enter the driving power generation mode on the premise that the vehicle is driven at the optimal fuel efficiency line that minimizes the amount), in addition to the target driving torque, a charging torque for generating power by the motor / generator MG is secured. A possible engine output torque is calculated, a command value for the engine Eng based on the calculated engine output torque is calculated and transmitted to the engine controller 17 to execute the travel control in the “HEV mode” travel power generation mode. Note that step S6 is basically after the target SOC in step S8 to step S12 described later and before entering the next charge / discharge circulation range determined as No in step S3 (next start Considering the target SOC setting method (see step S38 in the calculation processing flowchart (see FIG. 3)), the current SOC is below the lower limit value (charging at step S4). Is rarely executed, and is rarely executed.

  In step S7, following the determination that the vehicle has reached start point A in step S3, the target SOC calculated in the calculation processing flowchart (see FIG. 3) is read, and the process proceeds to step S8. In step S7, in order to use the target SOC that reflects the change in the current SOC according to the actual road environment, immediately after the determination in step S3 that the vehicle has reached the starting point A, Immediately before the execution of travel control in the travel power generation mode of mode (see step S8), the target SOC calculated in the calculation processing flowchart (see FIG. 3) is read, and this target SOC is stored in the storage unit 14a.

  In step S8, following the reading of the target SOC in step S7, the mode is switched to the traveling power generation mode of “HEV mode”, and the process proceeds to step S9. In step S8, since the vehicle has reached the start point A (enters the charge / discharge circulation range), the travel control in the travel power generation mode of the “HEV mode” is started so that the state of charge of the battery 9 becomes the target SOC. .

  In step S9, following execution of the mode switching from the “HEV mode” to the traveling power generation mode in step S8, a process for calculating each new set value is performed, and the process proceeds to step S10. The process for calculating each new set value is to store information on the end point A ′ of the currently running charge / discharge circulation range as a new start point A in the storage unit 14a, and to create a new corresponding value. This means starting the calculation processing of each set value according to the flowchart of FIG. 3 in order to set the end point A ′, the charge / discharge circulation range based on the end point A ′, and the new target SOC corresponding thereto. By executing the process for calculating each new set value in step S9, while continuing the flowchart showing the contents of the mode switching control process of FIG. Each set value of the charge / discharge circulation range is set.

  In step S10, following the execution of the process for calculating each new set value in step S9 or the continuation of the travel control in the travel power generation mode of the “HEV mode” in step S12, the current battery 9 The state of charge (current SOC) is read, and the process proceeds to step S11. In this step S10, in order to determine whether or not the state of charge of the battery 9 has reached the target SOC by the travel control in the travel power generation mode of the “HEV mode” started when the vehicle entered the charge / discharge circulation range. The state of charge (current SOC) of the battery 9 is acquired.

  In step S11, following the acquisition of the current state of charge (current SOC) of the battery 9 in step S10, it is determined whether or not the current SOC is equal to or higher than the target SOC. If Yes, the process proceeds to step S13. If so, go to Step S12. In this step S11, by comparing the target SOC acquired in step S7 with the current SOC acquired in step S10, the vehicle travels in the driving power generation mode of the “HEV mode” that is started by entering the charge / discharge circulation range. By control, it is determined whether or not the state of charge of the battery 9 has reached the target SOC.

  In step S12, following the determination that the current SOC is not greater than or equal to the target SOC in step S11, the travel control in the travel power generation mode of the “HEV mode” is continued, and the process returns to step S10. In step S12, since the state of charge of the battery 9 has not reached the target SOC, the travel control in the travel power generation mode of the “HEV mode” is continued.

  In step S13, following the determination that the current SOC is greater than or equal to the target SOC in step S11, the travel control is switched to the target drive torque, and this flowchart is terminated. In this step S13, since the state of charge of the battery 9 has reached the target SOC, in the charge / discharge circulation range where the vehicle is currently traveling, the amount of power charged in the battery 9 without further charging is required. It is now possible to reach the end point A ′ of the charge / discharge circulation range, so that from the travel control in the travel power generation mode of “HEV mode”, other travel modes (“EV mode” or “HEV mode” ”In the motor assist travel mode). As described above, the flowchart of the mode switching control process in FIG. 2 is repeated until the destination for the guidance route set by the navigation system 23 is reached. When the flowchart is ended in step S13, the flowchart in FIG. The mode switching control process according to the flowchart of FIG. 2 is newly performed for the next charge / discharge circulation range (its set values) newly set according to the flowchart of FIG.

  Next, the operation will be described.

  FIGS. 5 and 6 are time charts showing characteristics of the state of charge (SOC) of the battery 9, the power state, the vehicle speed, the road environment, and the driving state of the engine Eng in order to explain the mode switching control of the present invention. is there. Here, the power state indicates which state is charging in the driving power generation mode of “HEV mode”, regeneration by braking operation, or discharging by driving control of “EV mode” or the like. In FIGS. 5 and 6, the driving force required for the driving source (engine Eng and motor / generator MG) has a low running resistance and almost no change (for example, a constant low speed limit). The road that is determined to exceed a predetermined size (see step S23 in FIG. 3) is defined as a high-load section SH and is determined to change without exceeding the predetermined size. These sections are designated as a low load section SL, and the charge / discharge circulation range R is defined between them. Therefore, in FIG. 5 and FIG. 6, the high load section SH starts from the point determined as the start point A (end point A ′) (see step S23 in FIG. 3), and the low load section SL or other sections The next high load section SH begins with the intervention of (low running resistance and almost no change). The high load section SH (that is, the start point A and the end point A ′) and the low load section SL are defined as a road environment. Here, FIG. 5 is an example in which a low load section SL exists between the start point A and the end point A ′ (charge / discharge circulation range R), and FIG. 6 shows the start point A to the end point A ′. This is an example in which the low load section SL does not exist during the period (charge / discharge circulation range R). Hereinafter, the operation of the hybrid vehicle control apparatus according to the first embodiment will be described with reference to FIGS. 5 and 6.

  In the mode switching control of the present invention, the charging / discharging circulation range R is set to the next high load section SH (end point A ′) starting from the high load section SH (start point A) and interposing other sections. In order to use up the amount of power charged in the battery 9 in the charge / discharge circulation range R (the SOC reaches the lower limit at the end point A ′), the shortage is started to be charged in the high load section SH. When the point A is reached, the driving power generation mode of the “HEV mode” is set, and the mode switching control process to the other driving modes (the “EV mode” or the “HEV mode” motor-assisted driving mode) is performed.

  That is, in order to set the next charge / discharge circulation range (R2) of the currently running charge / discharge circulation range R1, in the flowchart of FIG. 3, the process proceeds from step S21 to step S22 to step S23, and starts at step S23. The point A and the end point A ′ and the charge / discharge circulation range R2 between them are set, and the charge / discharge circulation range R2 is divided into k sections in step S24, and step S25 → step S26 → step S27 → step S28. → Proceed to step S29 → step S30, and after dividing the case of “EV mode” and “HEV mode” in step S30, proceed to step S31 → step S32 → step S35, or step S33 → step S34 → By proceeding to step S35, repeating step S36 → returning from step S37 to step S20 k times, and then proceeding to step S38, k sections from start point A to end point A ′, ie It calculates the target SOC in consideration of the road environment information in electrodeposition circulation range R2. Thus, the target SOC is set on the guidance route set by the navigation system 23 based on the road environment information that travels ahead. This target SOC is a value that reaches the charging state of the battery 9 at the virtual point B when the driving power generation mode of the “HEV mode” is started from the starting point A, and when the “EV mode” is started from the virtual point B, 9 is a value at which the state of charge of 9 becomes a lower limit value and the vehicle reaches the end point A ′. Using this target SOC, start point A, and end point A ′ (that is, charge / discharge circulation range R2), a mode switching control process is performed.

  That is, in the flowchart of FIG. 2, the process proceeds from step S1 to step S2 to step S3, and if it is determined that the start point A is reached (enters the charge / discharge circulation range R2) in step S3, the process proceeds to step S7 and the latest The target SOC as a result of the calculation is read, the process proceeds to step S8 to start the travel control in the travel power generation mode of the “HEV mode”, proceeds to step S9 → step S10 → step S11, and the battery in step S11 9 until the current SOC is determined to have reached the target SOC, the flow of returning from step S12 to step S10 is repeated, and when the target SOC is reached, other driving modes ("EV mode" or "HEV mode" The mode is switched to the travel control in the motor assist travel mode. Thereafter, the mode switching control process according to the flowchart of FIG. 2 is performed for each new set value (each set value of the charge / discharge circulation range R2) calculated by the process in step S9.

  For this reason, in the example shown in FIG. 5, the next high load section SH1 is detected and detected while the travel control in the “EV mode” in the current charge / discharge circulation range R1 is being executed (t0 to t1). The start point is set to the start point A, the next high load section SH2 is detected, the start point is set to the end point A ′, and the next charge / discharge circulation range R2 is set. Here, between the charge / discharge circulation range R2, that is, from the start point A to the end point A ′, there is a low load section SL2, but it is determined that the predetermined size is not exceeded (see FIG. Therefore, the start point A and the end point A ′ are not set.

  Here, when the vehicle reaches the starting point A at time t1, in the flowchart of FIG. 2, the process proceeds from step S3 to step S7 to step S8, the engine Eng is started, and the driving power generation mode of the “HEV mode” is set. Switching is performed. While traveling in the high load section SH1 (t1 to t2), the SOC of the battery 9 is increased by power generation in the travel power generation mode of the “HEV mode”.

  After that, at time t2, the high load section SH1 is ended, but the current SOC does not reach the target SOC, so the travel control in the “HEV mode” travel power generation mode is continued (step S10 → step S11 → step in FIG. 2). Since the current SOC has reached the target SOC at time t3, the driving control is switched to “EV mode” (see step S12 → step S13 in FIG. 2). Here, from time t2 to time t3, the SOC of the battery 9 increases due to power generation in the travel power generation mode of the “HEV mode” and regeneration due to deceleration due to the end of the high load section SH1.

  After that, basically, in the flowchart of FIG. 2, the flow from step S1 → step S2 → step S3 → step S4 → step S5 → step S1 is repeated to continue the travel control in the “EV mode” at time t8. , When the end point A ′ (which is treated as a new start point A in the flowchart of FIG. 2) is reached, the process proceeds from step S3 to step S7 in the flowchart of FIG. 2 to perform mode switching control for the next charge / discharge circulation range R3. Will be.

  Here, at the time t3 when the driving control is switched to the “EV mode”, the battery 9 has reached the target SOC (it is considered that the battery 9 has reached the virtual point B in the charge / discharge circulation range R2). The remaining section of the discharge circulation range R2 can be run in the “EV mode” without generating power in the “HEV mode” driving power generation mode, and when reaching the end point A ′, the SOC of the battery 9 is the lower limit value ( (Neighborhood).

  In the example of FIG. 5, the travel control in the “EV mode” is switched at time t3. However, between time t3 and time t4, the battery 9 is regenerated due to regeneration due to deceleration accompanying the end of the high load section SH1. SOC is rising. Between the time t4 and the time t5, the road environment is in a state of low running resistance and almost no change, so the SOC of the battery 9 decreases due to discharge caused by running in the “EV mode”. Between the time t5 and the time t6, since it is the low load section SL2, the SOC of the battery 9 is further reduced due to the discharge caused by running in the “EV mode”. Here, since the target SOC is set in consideration of the amount of discharge due to traveling in the “EV mode” in the low load section SL2, it does not affect the charge / discharge cycle in the charge / discharge circulation range R2. Absent. Between the time t6 and the time t7, the SOC of the battery 9 rises due to regeneration due to deceleration accompanying the end of the low load section SL2. Between the time t7 and the time t8, the road environment is in a state of low running resistance and almost no change, so the SOC of the battery 9 decreases due to discharge caused by running in the “EV mode”. In this way, the remaining section of the charge / discharge circulation range R2 runs in the “EV mode” without generating power in the “HEV mode” driving power generation mode (without the SOC of the battery 9 becoming the lower limit on the way). When the end point A ′ is reached, the SOC of the battery 9 becomes a substantially lower limit value, the mode switching control for the next charge / discharge circulation range R3 is performed, and the travel control in the travel power generation mode of the “HEV mode” Become.

  Depending on the road environment, the travel control in the “HEV mode” motor-assisted travel mode may be performed after the travel control in the “HEV mode” travel power generation mode. This is because, in the first embodiment, the predetermined magnitude as a criterion for determining the driving force required for the driving source for determining the starting point A and the ending point A ′ is changed from “EV mode” to “HEV mode”. (When it is possible to secure the target drive torque with the torque that can be output by the motor / generator MG (that is, whether it is necessary to set the motor assist travel mode in the “HEV mode”)) This is because it is independent from the driving force. Even in this case, the target SOC is set in consideration of the case of the “HEV mode” as shown in the flow from step S33 to step S34 to step S35 in the flowchart of FIG. After reaching the target SOC once in the single charge / discharge circulation range, basically, the power generation in the driving power generation mode of the “HEV mode” is not performed (the SOC of the battery 9 does not reach the lower limit value in the middle). You can run in "EV mode". Here, in order to prevent the SOC of the battery 9 from reaching the lower limit value (below the lower limit value) after reaching the target SOC once in the single charge / discharge circulation range and before reaching the end point A ′. Even when the set safety value is reached, in step S3 → step S4 → step S6 in the flowchart of FIG. 2, power generation is performed in the driving power generation mode of “HEV mode”. Below the lower limit is prevented.

  In the example shown in FIG. 6, the next high load section SH11 is detected and the starting point during the running control in the “EV mode” in the current charge / discharge circulation range R11 (t0 to t11). Is set to the start point A, the next high load section SH12 is detected, the start point is set to the end point A ′, and the next charge / discharge circulation range R12 is set.

  Here, when the vehicle reaches the starting point A at time t11, in the flowchart of FIG. 2, the process proceeds from step S3 to step S7 to step S8, the engine Eng is started, and the mode is changed to the “HEV mode” driving power generation mode. Switching is performed.

  Thereafter, since the current SOC has reached the target SOC at time t12, the driving control is switched to “EV mode” (see step S12 → step S13 in FIG. 2). Here, since the high load section SH11 continues from time t2 to time t3, the SOC of the battery 9 decreases due to the discharge caused by the travel in the “EV mode” in the remaining high load section SH11. Here, since the target SOC is set in consideration of the discharge amount due to traveling in the “EV mode” in the high load section SH11, the charge / discharge cycle in the charge / discharge circulation range R12 is not affected. Absent. Since the high load section SH11 continues from time t2 to time t3, when the driving force required for the driving source cannot be secured with the torque that can be output by the motor / generator MG. This is the travel control in the motor-assisted travel mode of “HEV mode”.

  After that, basically, in the flowchart of FIG. 2, the flow from step S1, step S2, step S3, step S4, step S5, and step S1 is repeated, and the travel control in the “EV mode” is continued, and time t15 , When the end point A ′ (which is treated as a new start point A in the flowchart of FIG. 2) is reached, the process proceeds from step S3 to step S7 in the flowchart of FIG. 2 to perform mode switching control for the next charge / discharge circulation range R13. Will be.

  Here, at the time t13 when the driving control is switched to the “EV mode”, since the battery 9 becomes the target SOC, the remaining charge / discharge circulation range R12 is generated by the driving power generation mode of the “HEV mode”. It is possible to run in the “EV mode” without performing the steps, and when reaching the end point A ′, the SOC of the battery 9 becomes the lower limit value (the vicinity thereof).

  In the example of FIG. 5, the travel control in the “EV mode” is switched at time t13. However, between time t13 and time t14, the battery 9 is regenerated due to regeneration due to deceleration accompanying the end of the high load section SH11. SOC is rising. Between the time t14 and the time t15, the road environment is in a state of low running resistance and almost no change, so the SOC of the battery 9 decreases due to discharge caused by running or the like in the “EV mode”. In this way, the remaining charge / discharge circulation range R12 can be run in the “EV mode” without generating power in the “HEV mode” running power generation mode (without the SOC of the battery 9 becoming the lower limit value in the middle). When the end point A ′ is reached, the SOC of the battery 9 becomes a substantially lower limit value, the mode switching control for the next charge / discharge circulation range R13 is performed, and the travel control in the travel power generation mode of the “HEV mode” is performed.

  As described above, for each set charging / discharging circulation range, charging is performed up to the target SOC in the first high load section, and thereafter, the amount of charge of the battery 9 is used up without charging. Power generation can be performed at a highly efficient operating point, and power generation can be performed in the “HEV mode” traveling power generation mode by a necessary amount. For this reason, fuel utilization efficiency can be improved.

  Each charging / discharging circulation range is set by an end point A ′ where the driving force required for the driving source exceeds a predetermined magnitude from the starting point A ′ that exceeds the next predetermined magnitude. After the travel power generation mode of the “HEV mode” is set, the “EV mode” is basically set, and therefore it is possible to prevent the engine Eng from starting and stopping repeatedly.

  Furthermore, since the start point A is set as the start point of each high load section SH, since it is a high load section SH for a while from the start point A, the engine Eng is driven at an operating point with high fuel utilization efficiency. It is possible to generate electricity while traveling at a high speed. At this time, since it is the high load section SH, even if the engine Eng is started and driven at an operating point with high fuel utilization efficiency, the passenger does not feel discomfort.

  Next, the target SOC in each charge / discharge circulation range is set in consideration of the amount of power generated by regeneration according to the actual road environment. Therefore, the amount of power generated (charge amount) in the driving power generation mode of the “HEV mode” Can be more appropriately brought close to the amount of electric power required to travel in each charge / discharge circulation range. For this reason, the power generation amount (charge amount) in the traveling power generation mode of the “HEV mode” can be made the minimum necessary, and the fuel utilization efficiency can be further improved.

  Since the target SOC in each charge / discharge circulation range is set in consideration of the upper and lower limit values (SOC) of the battery 9 according to the temperature, the battery 9 can be appropriately protected. That is, it is possible to prevent the SOC from increasing more than necessary.

  Therefore, the frequency of engine start / stop can be suppressed while improving fuel utilization efficiency.

  Next, the effect will be described.

  In the vehicle control apparatus of the first embodiment, the effects listed below can be obtained.

  (1) A battery (9) having an engine Eng and a motor (motor / generator MG) as drive sources and drive wheels (left and right rear wheels LT, RT) as a drive source and charged by the drive source; In the control apparatus for a hybrid vehicle, comprising: drive control means 14 for controlling the drive system in response to a change in required drive force; and information acquisition means (23 etc.) for acquiring own vehicle information and road environment information. The drive control means is based on the own vehicle information and road environment information acquired from the information acquisition means in a scene in which travel control is performed in the travel power generation mode in which the engine is driven to generate power by driving the engine. When the driving force required for the driving source reaches a start point (A) of a high load section (SH) exceeding a predetermined magnitude, the battery is charged so that the state of charge of the battery becomes a lower limit value. Switching from the row power generation mode to the traveling control in the normal traveling mode that travels using the power of the battery (step S11 → step S13 in the flowchart of FIG. 2). For this reason, the frequency of engine start / stop can be suppressed while improving the fuel utilization efficiency.

  (2) The drive control means reaches the start point of the high load section where the drive force required for the drive source exceeds a predetermined magnitude based on the own vehicle information and road environment information acquired from the information acquisition means. Then, the traveling control in the traveling power generation mode is started (step S3 → step S7 in the flowchart of FIG. 2). For this reason, power generation can be performed at an operating point with high fuel utilization efficiency, and the fuel utilization efficiency can be further improved.

  (3) The drive control means determines that the amount of charge (current SOC) of the battery is the start point of the next high load section in the normal travel mode based on the own vehicle information and road environment information acquired from the information acquisition means. When reaching the minimum amount of electric power (target SOC) required to reach, the driving power generation mode is switched to the normal driving mode. For this reason, since it is possible to determine whether to switch from the traveling power generation mode to the normal traveling mode based on the SOC information that has been managed conventionally, it is not necessary to provide a new mechanism, and the configuration should be simple. Can do.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to these Examples about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, the target SOC is calculated as described above (see step S38 and FIG. 4). However, when the driving power generation mode of “HEV mode” is started from the start point A, the battery 9 is charged at the virtual point B. When the “EV mode” (motor-assisted travel mode of “HEV mode”) is started from the virtual point B, the state of charge of the battery 9 becomes the lower limit value and the vehicle reaches the end point A ′. What is necessary is just to calculate the target SOC as the amount of power to be performed, and is not limited to the first embodiment.

  In Example 1, although the example applied to FR hybrid vehicle was shown, the control apparatus of this invention is applicable also to FF hybrid vehicle etc., for example. In short, any control device for a hybrid vehicle having a continuously variable transmission in the drive system can be applied.

Eng engine
MG Motor / Generator (as motor)
LT Left rear wheel (as drive wheel)
RT Right rear wheel (as drive wheel)
SH High load section
A Starting point (as starting point of high load section) 9 Battery 14 Integrated controller 23 Navigation system (as information acquisition means)

Claims (1)

The drive system includes an engine and a motor as drive sources, and drive wheels, a battery charged by the drive source, drive control means for controlling the drive system according to a change in required drive force, In a hybrid vehicle control device comprising: information acquisition means for acquiring vehicle information and road environment information;
The drive control means, based on the own vehicle information and road environment information acquired from the information acquisition means, in a scene in which the travel control in the normal travel mode is performed using the power of the battery. The starting point of the first high load section in which the driving force required for the drive source exceeds a predetermined magnitude when viewed in the direction of travel from the start point, and after the end of the high load section, the drive as the end point of the start point of the required driving force exceeds the predetermined magnitude following the high-load period to the source, the charge and discharge cyclic range setting to be set as a charging and discharging cyclic range between leading to the end point from the start point And
Output torque above when the running power generation mode in which the vehicle travels while the generator with the motor by driving the engine at the operating point fuel consumption is determined on the optimal fuel consumption line that minimizes started from the start point with respect to As a battery charge amount , a target charge amount calculation unit that calculates a minimum target charge amount to reach the end point while setting the battery charge amount as a lower limit in the travel control in the normal travel mode ;
In the charging and discharging cyclic range, it starts the driving power generation mode and reaches the starting point, the amount of charge of the battery by the start and continued to the running power generation mode in the start point reaches the target charge amount before A control device for a hybrid vehicle , comprising: a mode switching control unit that switches from running power generation mode to running control in the normal running mode.

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