JP6020249B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle.

  Conventionally, there is a technique for creating a travel plan for a hybrid vehicle. For example, in Patent Document 1, a predicted travel pattern is created in consideration of a scheduled travel route set in the navigation device and congestion information on the route obtained from the traffic center by the traffic information input means, and a comprehensive fuel A hybrid vehicle technology for creating a battery charge / discharge schedule that minimizes consumption is disclosed.

JP 2001-314004 A

  It is desirable to be able to improve the appropriateness of the travel plan. For example, when a section for EV travel on the route is planned in advance and the travel mode selection is supported based on the plan, if the remaining battery power is exhausted before reaching the section planned for EV travel The EV traveling as planned in the section cannot be executed.

  The objective of this invention is providing the control apparatus for hybrid vehicles which can improve the appropriateness of a travel plan.

  The control apparatus for a hybrid vehicle of the present invention detects a rotating machine that outputs power by electric power supplied from a battery, an EV traveling mode that travels using the rotating machine as a power source, and a traveling route from a starting point to a destination. An EV mode that represents a degree suitable for the EV travel mode, and an energy consumption that represents an amount of electric power consumed during travel, for each section on the travel route, , Executing a travel plan control for planning an EV section for performing the EV travel mode on the travel route based on the consumed energy and the remaining battery level detected, and in the travel plan control, Among the plurality of sections, the EV sections are set in order from the EV moderately high section, and for the sections having the same EV moderate level, the energy consumption And setting the old section to the EV segment in order.

  In the travel plan control, the hybrid vehicle control device preferably sets the EV section until the sum of the consumed energy in the section set as the EV section exceeds the remaining amount of the battery.

  In the travel plan control, the hybrid vehicle control device according to the present invention sets EV sections in order from a section having a high EV among a plurality of sections on the travel route. The EV section is set in order from the section with the lowest energy consumption. According to the hybrid vehicle control device of the present invention, it is possible to improve the appropriateness of the travel plan.

FIG. 1 is a flowchart according to the control of the embodiment. FIG. 2 is a block diagram of the vehicle according to the embodiment. FIG. 3 is a diagram illustrating an example of travel load and section energy in each section. FIG. 4 is a diagram illustrating an example of a travel plan that is set without considering the section energy. FIG. 5 is a diagram illustrating a travel plan according to the embodiment. FIG. 6 is an explanatory diagram of section rearrangement according to the embodiment. FIG. 7 is a flowchart according to the control of the first modification of the embodiment. FIG. 8 is a flowchart according to the control of the second modified example of the embodiment.

  Hereinafter, a control apparatus for a hybrid vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

[Embodiment]
The embodiment will be described with reference to FIGS. 1 to 6. The present embodiment relates to a hybrid vehicle control device. FIG. 1 is a flowchart according to the control of the embodiment of the present invention, and FIG. 2 is a block diagram of the vehicle according to the embodiment.

  The hybrid vehicle control device 1-1 according to the present embodiment has a system that pre-reads the traffic situation ahead and switches between EV travel / HV travel. When determining the sections suitable for EV traveling in order, the hybrid vehicle control device 1-1 determines the EV sections in consideration of the energy consumption of each section. As a result, it is possible to optimize the travel plan by setting the EV section more appropriately.

  As shown in FIG. 2, vehicle 100 is a hybrid (HV) vehicle having engine 1 and rotating machine 2 as power sources. Vehicle 100 may be a plug-in hybrid (PHV) vehicle that can be charged by an external power source. In addition to the power source described above, the vehicle 100 includes a GPS 10, an in-vehicle camera 11, a millimeter wave radar 12, an acceleration sensor 13, a vehicle speed sensor 14, a display device 15, a hybrid ECU 16, a battery actuator 17, an ECU 20, a storage unit 21, and car navigation. The device 22 includes a brake actuator 23, an accelerator actuator 24, and a communication device 25. In addition, the hybrid vehicle control device 1-1 according to the present embodiment includes the rotating machine 2, the ECU 20, and the car navigation device 22. The vehicle 100 may be mounted with another engine instead of the engine 1.

  The rotating machine 2 has a function as a motor (electric motor) and a function as a generator. The rotating machine 2 is connected to a battery via an inverter. The rotating machine 2 can convert electric power supplied from the battery into mechanical power and output it, and can be driven by the input power to convert mechanical power into electric power. The electric power generated by the rotating machine 2 can be stored in the battery. As the rotating machine 2, for example, an AC synchronous motor generator can be used.

  Vehicle 100 has an HV travel mode in which engine 1 is used as a power source and an EV travel mode in which motor 2 is used as a power source. In the HV traveling mode, it is possible to travel using the rotating machine 2 in addition to the engine 1 as a power source. In the EV travel mode, the engine 1 can be stopped to travel.

  The GPS 10 detects the position of the vehicle 100 based on signals transmitted from a plurality of GPS satellites. The in-vehicle camera 11 is a camera that images the surroundings of the vehicle 100, and generates image data by imaging the front and rear of the vehicle 100, for example. The millimeter wave radar 12 is a device that detects an object around the vehicle 100. The millimeter wave radar 12 can detect, for example, the inter-vehicle distance between the vehicle 100 and the vehicle ahead and the inter-vehicle distance between the vehicle 100 and the vehicle behind.

  The acceleration sensor 13 detects the acceleration of the vehicle 100. The acceleration sensor 13 detects, for example, the longitudinal acceleration or the lateral acceleration of the vehicle 100. The vehicle speed sensor 14 detects the traveling speed of the vehicle 100. The display device 15 displays information transmitted to the driver, and can function as a notification unit that notifies the driver of the travel plan. The display device 15 can be, for example, a display or a meter. The battery actuator 17 controls the battery. The battery actuator 17 can control the current supplied from the battery to the rotating machine 2 and the current charged from the rotating machine 2 to the battery by controlling charging and discharging of the battery. Moreover, the battery actuator 17 acquires the charge state SOC (remaining battery charge Eev) of the battery.

  The GPS 10, the in-vehicle camera 11, the millimeter wave radar 12, the acceleration sensor 13, and the vehicle speed sensor 14 are electrically connected to the ECU 20, and output a signal indicating the detected data to the ECU 20. The display device 15 and the battery actuator 17 are electrically connected to the ECU 20 and controlled by the ECU 20.

  The storage unit 21 is a storage device such as a memory, and stores conditions and data necessary for various processes in the ECU 20 and various programs executed by the ECU 20. The storage unit 21 has a map information database 21a. The map information database 21a stores information (map, straight road, curve, uphill / downhill, highway, sag, tunnel, etc.) necessary for the vehicle 100 to travel. The map information database 21a includes a map data file, an intersection data file, a node data file, and a road data file. The ECU 20 reads out necessary information with reference to the map information database 21a.

  The car navigation device 22 is a device that guides the vehicle 100 to a predetermined destination. The car navigation device 22 is capable of bidirectional communication with the ECU 20. The car navigation device 22 has a function as a detection device that detects a travel route from a departure place to a destination. The car navigation device 22 includes a display unit, and displays surrounding map information on the display unit based on information stored in the map information database 21a and information on the current location (current position) acquired by the GPS 10. . In addition, the car navigation device 22 obtains information from the information stored in the map information database 21a, the current location information acquired by the GPS 10, and the destination (target location) information input by the driver or the like to the destination. A route is detected, and the detected route information is displayed on the display unit. The display unit of the car navigation device 22 can function as a notification unit that notifies the driver of the travel plan. The ECU 20 can acquire information related to the guidance route from the car navigation device 22. The car navigation device 22 is provided with a map information database and a GPS communication unit in its own device separately from the map information database 21a and the GPS 10, and performs route guidance and notification of current location information using each unit of the own device. May be.

  The brake actuator 23 controls driving of a brake device mounted on the vehicle 100. The brake actuator 23 controls, for example, the hydraulic pressure of a wheel cylinder provided in the brake device. The brake actuator 23 is electrically connected to the ECU 20 and its operation is controlled by the ECU 20. The ECU 20 operates the brake actuator 23 according to the brake control signal to adjust the brake hydraulic pressure of the wheel cylinder. In other words, the brake actuator 23 is a device for automatically controlling the braking force by the brake, and drives a solenoid or a motor of a mechanism that receives a brake control signal output from the ECU 20 and supplies hydraulic oil to the wheel cylinder. As a result, the brake hydraulic pressure is controlled to generate a desired braking force. In this way, the brake actuator 23 adjusts the deceleration by controlling the braking force acting on the vehicle 100.

  The accelerator actuator 24 controls the output of the power source of the vehicle 100 such as the engine 1 and the rotating machine 2. The accelerator actuator 24 can control, for example, the intake amount, intake timing, and ignition timing to the engine 1. Further, the accelerator actuator 24 can control a current value supplied to the rotating machine 2 and the like. The accelerator actuator 24 is electrically connected to the ECU 20 and its operation is controlled by the ECU 20.

  The hybrid ECU 16 and the ECU 20 are electronic control units having a computer. The hybrid ECU 16 has a function of selecting a travel mode of the vehicle 100 and a function of determining output torques of the engine 1 and the rotating machine 2. Hybrid ECU 16 selects HV travel mode or EV travel mode as the travel mode of vehicle 100. For example, the hybrid ECU 16 can determine the travel mode based on the required driving force, required power, required torque, and the like for the vehicle 100. Further, the hybrid ECU 16 can select a travel mode based on a travel plan to be described later.

  When the hybrid ECU 16 travels in the HV travel mode, the hybrid ECU 16 determines a torque (engine torque) to be output to the engine 1 and a torque (MG torque) to be output to the rotating machine 2, and sends a command value of the engine torque and an MG torque to the ECU 20. The command value is output. The ECU 20 controls the engine 1 by the accelerator actuator 24 so as to realize the command value of the engine torque. Further, the ECU 20 controls the rotating machine 2 by the accelerator actuator 24 so as to realize the command value of MG torque.

  When the hybrid ECU 16 travels in the EV travel mode, the hybrid ECU 16 determines a torque to be output to the rotating machine 2 and outputs an MG torque command value to the ECU 20. When the vehicle 100 is equipped with a plurality of rotating machines 2, the hybrid ECU 16 determines an output torque command value for each rotating machine 2.

  The ECU 20 operates the accelerator actuator 24 according to the command value of the engine torque, and controls the intake amount, intake timing and ignition timing to the engine 1. Further, the ECU 20 operates the accelerator actuator 24 according to the command value of MG torque, and adjusts the current value supplied to the rotating machine 2 and the like. In other words, the accelerator actuator 24 is a device for automatically controlling the driving force by the power source, and receives the control signal output from the ECU 20 and drives each part to control the driving condition and to make a desired driving force. Is generated. Thus, the accelerator actuator 24 adjusts the acceleration by controlling the driving force acting on the vehicle 100.

  The communication device 25 communicates wirelessly with a traffic information communication base station (not shown). The communication device 25 acquires the road traffic information transmitted from the traffic information communication base station, and transmits the acquired road traffic information to the ECU 20. Road traffic information transmitted from the traffic information communication base station includes, for example, information on current and future traffic jams, information on current average vehicle speed and predicted value of future average vehicle speed in a section on the travel route, information on traffic regulation, Information on weather, information on road surface conditions, and the like are included. The communication device 25 may always communicate with a communicable traffic information communication base station to obtain road traffic information, or communicate with the traffic information communication base station at regular time intervals to obtain road traffic information. May be. The communication device 25 performs communication using, for example, DSRC (Dedicated Short Range Communications).

  The ECU 20 of the present embodiment performs plan control for creating a travel plan that divides the set travel route into an EV section that travels in the EV travel mode or an HV section that travels in the HV travel mode. The set travel route is, for example, a guide route set by the car navigation device 22 and is a route from the current location to the destination input by the driver. The set travel route may be, for example, an estimated travel route instead of the input guide route to the destination. For example, in the case of vehicles traveling around the same route, it is possible to create a travel plan using the traveling route as an estimated route. In the case of a vehicle used for commuting or attending school, the commuting route or the commuting route can be set as a travel route for which a travel plan is to be created. According to the plan control of the present embodiment, it is possible to pre-read the traveling load on the route ahead and provide support for optimally switching between the EV traveling mode and the HV traveling mode. In the present specification, control for selecting a travel mode based on a travel plan is also referred to as mode selection support control.

  The ECU 20 divides the travel route into EV sections or HV sections. Accordingly, the travel route is divided into at least one section. The map information database 21a stores node data including position information and IDs of node points set on the road. In addition, the map information database 21a stores link data including IDs of links that connect node points. The link data includes, for example, road type, gradient, average curvature, and the like. The ECU 20 can calculate predicted travel power and predicted energy consumption when traveling in the section related to the link from the link data, and determines whether the section is an EV section based on the predicted travel power and predicted consumption energy. It can be determined whether to be a section.

  When the hybrid ECU 16 travels the set travel route, if the travel plan created by the ECU 20 is valid, the hybrid ECU 16 selects a travel mode based on the travel plan. That is, if the section including the current location of the vehicle 100 is an HV section, the HV traveling mode is selected, and if the section including the current location of the vehicle 100 is an EV section, the EV traveling mode is selected. However, in selecting the driving mode, it is preferable to give priority to the driver's request. For example, when the travel mode capable of realizing the driver's required driving force is limited to the HV travel mode, the HV travel mode is preferably selected even in the section set as the EV section in the travel plan.

  The created travel plan and the current state are displayed on the screen of the display device 15 or the car navigation device 22, for example. As an example, in the guidance route displayed on the screen of the car navigation device 22, the travel mode assigned to each section may be displayed. Further, the currently selected travel mode may be displayed on the display device 15 or the car navigation device 22. By displaying the travel plan, the driver can understand the contents of the mode selection support control ahead and drive.

  Here, it is desirable to be able to create a travel plan more appropriately. For example, in the setting of the EV section, when the section energy En, which is the energy consumption in the section, is not taken into account, as described below with reference to FIGS. 3 and 4, the battery is set before reaching the planned EV section. There is a possibility that the remaining amount runs out and EV traveling cannot be executed.

  FIG. 3 is a diagram illustrating an example of the travel load and the segment energy En in each section, and FIG. 4 is a diagram illustrating an example of the travel plan set without considering the section energy En. FIG. 3 shows ranks according to travel load, section energy En, and load for each section from section A to section K on the travel route from the departure point to the destination. The section energy En represents the amount of power consumed when traveling in the section, and is, for example, the amount of battery discharge while traveling in the EV traveling mode in the section. The section energy En is shown in a predetermined energy unit common to the battery remaining amount. For example, when EV traveling in the section A, 2 units of battery energy are consumed. The ranking by load is given in ascending order of travel load in the section. That is, the traveling load of the section E is the smallest, and the traveling load increases in the order of the section H, the section K, and the section A.

  The sum of the section energy En of the EV section is referred to as EV section total consumption energy E. In the present embodiment, the EV section is selected according to the order of the load until the EV section total energy consumption E exceeds the battery remaining amount Eev. If the EV section is set up to section E, section H, section K, and section A according to the order of load, the EV section total energy consumption E is 8, which is equal to the battery remaining amount Eev. When the rank according to the load is set to the EV section until the section D subsequent to the section A, the EV section total energy consumption E becomes 11, which is larger than the battery remaining amount Eev. In this case, the EV section is set up to the section D, and the remaining section is set as the HV section. Therefore, as shown in FIG. 4, the travel plan created when EV sections are set in order from the section with the smallest travel load is one in which sections A, D, E, H, and K are set as EV sections. It becomes.

  However, if the vehicle travels according to the travel plan shown in FIG. 4, the remaining battery level Eev disappears before reaching the section K, and EV traveling cannot be executed in the section K. In the section D, the section energy En is large even though the rank according to the load is low. Since a lot of energy is consumed in the section D, the remaining battery level Eev disappears while traveling in the section H, and EV traveling in the section K becomes impossible. Although there is a section K in the front where the EV moderate Mn is relatively high (traveling load is low), it is not preferable that the battery remaining amount Eev is decreased in the section D where the EV moderate Mn is low.

  The hybrid vehicle control device 1-1 according to the present embodiment calculates, for each section on the travel route, a moderate EV that indicates the degree of suitability for the EV travel mode, and energy consumption that represents the amount of power consumed during travel. Then, the travel plan control for planning the EV section in which the EV travel mode is performed on the travel route is executed based on the moderate EV, the consumed energy, and the remaining battery level detected by the battery actuator 17. In the travel plan control, the hybrid vehicle control device 1-1 sets EV sections in order from a section with a high EV among a plurality of sections on the travel route. The EV section is set in order from the section with the smallest energy.

  Further, the hybrid vehicle control device 1-1 sets the EV section in the travel plan control until the sum of energy consumption in the section set as the EV section exceeds the remaining amount of the battery. This makes it possible to set the EV travel distance and EV travel time to the maximum by effectively using the remaining battery charge Eev.

  FIG. 5 is a diagram illustrating a travel plan according to the present embodiment, and FIG. 6 is an explanatory diagram of rearrangement of sections according to the embodiment. The upper column of FIG. 6 shows the ranks of the sections according to the magnitude of the traveling load. The travel load increases in the order of section E, section H, and section K. The hybrid vehicle control device 1-1 according to the present embodiment classifies EV moderate Mn levels in the section based on the travel load. For example, the level is divided into five stages from level 5 having the highest EV moderate Mn to level 1 having the lowest EV. The sections belonging to the same level are sections having the same EV moderate Mn. In the travel route shown in FIG. 3, sections A, E, H, and K are classified into the most appropriate high level (EV moderate 5). The sections D and G are classified into the next moderately high level (EV moderate 4).

  In the same EV mode, rearrangement is performed in ascending order of the interval energy En. In EV moderate 5, the section energy En of all the sections (sections A, E, H, K) is 2 and the same. In this case, for example, the rearrangement is performed according to other indices (in order of proximity to the departure place, in order of shorter section length, etc.). In the EV moderate 4, the section energy En of the section D is 3, and the section energy En of the section G is 1. Therefore, rearrangement is performed in the order of the section G and the section D in the EV moderate 4.

  Therefore, in the present embodiment, as shown in FIG. 5, instead of the section D, the section G is set as the fifth EV section. Thereby, the EV section becomes five sections A, E, G, H, and K, and the EV section total consumption energy E is 9. When the mode selection support control is executed, the battery remaining amount Eev is 1 at the end of traveling in the section H, and the EV traveling can be performed in the section K. Therefore, according to the hybrid vehicle control device 1-1 according to the present embodiment, it is possible to prevent the vehicle from traveling according to the travel plan. The hybrid vehicle control device 1-1 according to the present embodiment can make the travel plan more appropriate. Moreover, the hybrid vehicle control device 1-1 according to the present embodiment can optimize the energy management of the mode selection support control.

  The control according to the present embodiment will be described with reference to FIG. The control flow shown in FIG. 1 is repeatedly executed at predetermined intervals, for example, when the ignition is turned on or when the hybrid system is operating. Note that the control flow shown in FIG. 1 may be executed only when a destination is input.

  First, in step S10, the ECU 20 calculates energy consumption (section energy) En for each section to the destination. The travel route to the destination is divided into a plurality of sections based on, for example, the travel load and the road type. For example, based on information (gradient, road type, average travel speed, etc.) acquired from the map information database 21a or the communication device 25, each of the continuous ranges in which the travel load fluctuation range on the travel route is equal to or less than a predetermined interval Set as In the example shown in FIG. 3, a continuous portion starting from the starting point and having a relatively low traveling load is defined as section A, and a subsequent continuous portion having a medium traveling load is defined as section B. A high continuous portion is defined as section C, and each section up to section K is set in the same manner. ECU20 calculates the energy consumption of the battery for EV driving | running | working at the time of drive | working each area by EV driving mode as area energy En based on driving | running | working load etc. When step S10 is executed, the process proceeds to step S20.

  In step S20, the ECU 20 calculates the total energy consumption Esum. ECU20 calculates the sum total of the section energy En of each section calculated by step S10 as total consumption energy Esum. In the present embodiment, the total consumed energy Esum is calculated in a predetermined energy unit.

  Next, in step S30, the ECU 20 determines whether or not the total consumed energy Esum is larger than the battery remaining amount Eev. The ECU 20 acquires the current remaining battery level Eev of the EV traveling battery from the battery actuator 17. Here, the battery remaining amount Eev is energy, and is expressed in a predetermined energy unit in the present embodiment. As a result of the determination in step S30, when it is determined that the total consumed energy Esum is larger than the battery remaining amount Eev (step S30-Y), the process proceeds to step S40, and otherwise (step S30-N). Proceed to step S130.

  In step S40, the ECU 20 calculates the EV moderate Mn and the section energy En for each section. The ECU 20 calculates the EV moderate Mn for each section on the travel route. EV moderate Mn of this embodiment is a running load, and is an average running load of a section as an example. Further, the section energy En can be the same as the value calculated in step S10.

  Next, in step S50, the ECU 20 rearranges the sections. Based on the EV moderate Mn calculated in step S40, the ECU 20 rearranges the sections based on the EV moderate Mn as described with reference to FIG. 6, and further, in the same EV moderate Mn, the section energy En. Sort the sections in ascending order. When setting the EV section, the EV section is selected according to the same order as the order shown in the lower column of FIG. 6, that is, the order considering the section energy En. When rearrangement of all sections is completed, the process proceeds to step S60.

  In step S60, the ECU 20 substitutes the section energy En of the first section (section number i = 0) into the EV section total consumption energy E. In the example of FIG. 6, 2 which is the value of the section energy En of the section E is substituted into the EV section total consumed energy E. When step S60 is executed, the process proceeds to step S70.

  In step S70, the section of the current section number i is set as the EV section by the ECU 20. For example, when step S70 is first executed, according to the order of arrangement in the lower column of FIG. 6, the section E with the section number i = 0 is set as the EV section. When step S70 is executed, the process proceeds to step S80.

  In step S80, the ECU 20 determines whether the EV section total consumed energy E is equal to or less than the battery remaining amount Eev. As a result of the determination in step S80, when it is determined that the EV section total consumed energy E is equal to or less than the battery remaining amount Eev (step S80-Y), the process proceeds to step S90, and otherwise (step S80-N). Proceed to step S110. According to the arrangement order in the lower column of FIG. 6, since EV section total energy consumption E is 8 and battery remaining amount Eev is 8 at the stage where section A is set to EV section (i = 3), an affirmative determination is made in step S80. Then, the process proceeds to step S90. On the other hand, after the section G is set as the EV section (i = 4), the EV section total consumed energy E is 9, so a negative determination is made in step S80 and the process proceeds to step S110.

  In step S90, the ECU 20 updates the section number i and the EV section total energy consumption E. The ECU 20 adds 1 to the section number i. Further, the ECU 20 adds the section energy En of the section with the section number i to the EV section total consumption energy E. For example, when step S90 is first executed, the value 2 of the section energy En of the section H with the section number i = 1 is added to the EV section total consumed energy E according to the arrangement order in the lower column of FIG. When there is no section corresponding to section number i, 0 is added to EV section total consumption energy E. When step S90 is executed, the process proceeds to step S100.

  In step S100, the ECU 20 determines whether the section number i is greater than the total number of sections. For example, in the case of the travel route shown in FIG. 3, the total number of sections is 11, and the section number of the last section is i = 10. Accordingly, if the section number i = 10 or less, a negative determination is made in step S100, and if the section number i = 11, an affirmative determination is made. As a result of the determination in step S100, if it is determined that the section number i is larger than the total number of sections (step S100-Y), the process proceeds to step S110, and if not (step S100-N). Control goes to step S70.

  In step S110, the ECU 20 assigns HV traveling to a section other than the EV section. The ECU 20 sets a section other than the section already set as the EV section as the HV section. As shown in FIG. 5, sections B, C, D, F, I, and J that are not set in the EV section are set in the HV section. When step S110 is executed, the process proceeds to step S120.

  In step S120, the ECU 20 performs support. The ECU 20 executes mode selection support control, and determines the travel mode in each section according to the created travel plan. When step S120 is executed, the process proceeds to step S130.

  In step S130, the ECU 20 determines whether or not a support end condition is satisfied. The support end condition is, for example, that the vehicle has reached the destination, that the remaining battery level of the EV traveling battery is exhausted, or that an operation indicating the driver's intention to end support is detected. As a result of the determination in step S130, if it is determined that the support end condition is satisfied (step S130-Y), the control flow ends. If not (step S130-N), the process proceeds to step S10.

  As described above, according to the hybrid vehicle control device 1-1 according to the present embodiment, EV sections are set to EV sections in order from the section with the smallest section energy En for sections with the same EV moderate Mn. . Therefore, the hybrid vehicle control device 1-1 according to the present embodiment has an effect of improving the suitability of the travel plan. For example, although there is a section with a higher EV moderate Mn in front, the occurrence of a problem that the remaining battery level Eev disappears before reaching the section is suppressed.

[First Modification of Embodiment]
A first modification of the embodiment will be described. In the above embodiment, in the rearrangement of the sections, the rearrangement is performed in ascending order of the section energy En in the same EV mode. In the first modification of the embodiment, rearrangement is performed based on the section length instead of the section energy En.

  FIG. 7 is a flowchart according to the control of the first modification of the embodiment. In the first modification, step S50A is executed instead of step S50 in the embodiment (FIG. 1). In step S50A, the ECU 20 rearranges the sections. The ECU 20 rearranges the sections in descending order of EV moderate Mn calculated in step S40. However, in the same EV mode, rearrangement is performed in ascending order of section length. The section energy En tends to be small in a section having a short section length, and the section energy En is likely to be large in a section having a long section length. Therefore, according to the control of the first modification, it is possible to prevent the EV traveling from being executed in the EV section due to the shortage of the battery remaining amount Eev, and the suitability of the travel plan can be improved.

  Note that rearrangement based on section time may be performed instead of section length. The section time is the time required to travel in each section. Within the same EV mode, the sections are rearranged in order from the shortest section time. In addition, the sections may be rearranged based on the parameters related to the section energy En.

[Second Modification of Embodiment]
A second modification of the embodiment will be described. In the second modification of the embodiment, in selecting an EV section, the priority of a section having a long section length is lowered. FIG. 8 is a flowchart according to the control of the second modified example of the embodiment. In the second modified example, steps S50B and S50C are executed instead of step S50 in the embodiment (FIG. 1).

  In step S50B, the ECU 20 sets the EV moderate Mn for the section having a certain section length or more to the minimum. ECU20 sets EV moderate Mn to the minimum with respect to the area where area length is more than predetermined regardless of the magnitude | size of driving | running | working load. As a result, a section having a section length greater than or equal to a predetermined value has a lower priority in EV section allocation. When step S50B is executed, the process proceeds to step S50C.

  In step S50C, the ECU 20 sorts the sections in descending order of EV moderate Mn. When step S50C is executed, the process proceeds to step S60, and allocation of EV sections is started.

  According to this modification, a section having a relatively short section length is preferentially set as the EV section. Thereby, it is possible to suppress the creation of a travel plan in which the remaining battery level Eev is lost before reaching all EV sections.

  In step S50B, instead of lowering EV moderate Mn in a section having a certain section length or more, EV moderate Mn in a section having section energy En or more may be lowered.

  In step S50C, the sections may be rearranged in the same EV moderate Mn. For example, the sections may be rearranged in order from the smallest section energy En or from the smallest section length.

  Further, a section having a section length longer than a predetermined length or a section having a section energy En greater than a predetermined number may be excluded from the EV section setting targets. For example, a section in which the ratio of the section energy En to the battery remaining amount Eev is equal to or greater than a predetermined value may be excluded from the EV section setting targets.

[Third Modification of Embodiment]
In the above embodiment, the sections are classified according to the travel load, and the EV moderate Mn is rearranged based on the section energy En for the same level, but the rearrangement method is not limited to this. Absent. For example, instead of dividing EV moderate Mn into levels in advance, as described below, when rearranging, sections having the same traveling load are extracted, and the extracted sections are in order of increasing section energy En. You may make it rearrange.

  For example, when the EV section is set for the travel route shown in FIG. 3, a section having the same travel load is first extracted from the side having the smallest travel load. For example, a section in which the difference in travel load is within a predetermined range with respect to the travel load in section E with the smallest travel load is extracted. Thus, for example, if section E, section H, and section K are extracted, these three sections are rearranged in ascending order of section energy En, and EV section total energy consumption E is sequentially increased until the battery remaining amount Eev becomes larger. Set to the interval.

  Even if the three sections E, H, and K are set as EV sections, if the EV section total energy consumption E is less than or equal to the remaining battery level Eev, the remaining sections have the same traveling load from the side with the smallest traveling load. This section is extracted. Thus, for example, if section A, section D, and section G are extracted, these three sections are rearranged in order of decreasing section energy En, and in order until EV section total energy consumption E becomes larger than battery remaining amount Eev. Set to EV section. Thereafter, the same process is repeated, and the EV section is set until the EV section total energy consumption E becomes larger than the battery remaining amount Eev. Even in this case, a section having the same EV moderate Mn can be set as the EV section in ascending order of the section energy En.

[Fourth Modification of Embodiment]
A fourth modification of the embodiment will be described. In the said embodiment and each modification, EV moderate Mn was driving | running | working load, However, It is not limited to this. For example, even if the EV appropriateness is calculated based on a parameter such as an EV / HV efficiency ratio, an engine efficiency, or the like, which is a ratio between the efficiency of EV traveling and the efficiency of HV traveling when traveling in a section, or a combination of a plurality of parameters. Good.

  The contents disclosed in the above embodiment and each modification can be executed in appropriate combination.

1-1 Hybrid Vehicle Control Device 1 Engine 2 Rotating Machine 16 Hybrid ECU
20 ECU
100 Vehicle E EV section total energy consumption Eev Battery level Mn EV moderate

Claims (2)

A rotating machine that outputs power by electric power supplied from a battery;
EV traveling mode in which the rotating machine travels as a power source;
A detection device for detecting a travel route from the departure point to the destination;
With
For each section on the travel route, calculate an EV moderate degree representing the degree of suitability for the EV travel mode, and energy consumption representing the amount of power consumed during travel,
The EV moderate is calculated based on a parameter including at least a traveling load, an EV / HV efficiency ratio, and an engine efficiency and a combination of the parameters,
Executing travel plan control for planning an EV section for performing the EV travel mode on the travel route on the basis of the moderate EV, the consumed energy, and the remaining battery level detected;
In the travel plan control, the EV section is set in order from the section with a high EV among the plurality of sections on the travel route, and the section with the low energy consumption is set for the section with the same EV moderate. The hybrid vehicle control device is characterized in that the EV section is set in order from. 2. The hybrid vehicle control device according to claim 1, wherein in the travel plan control, the EV section is set until a total sum of the consumed energy of the section set as the EV section exceeds a remaining amount of the battery.

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