JP6459822B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a technical field of a vehicle control device capable of automatically driving a vehicle based on a travel plan, for example.

  2. Description of the Related Art There is known a vehicle control device that generates a target speed pattern that indicates a target speed of a vehicle in a process until the vehicle reaches a desired point, and that automatically controls traveling of the vehicle based on the target speed pattern. For example, Patent Document 1 discloses a vehicle control device that controls a vehicle including a regenerative motor and a battery, generates a target speed pattern, and when the SOC of the battery is equal to or less than a predetermined value, There is described a vehicle control device that regenerates a target speed pattern that performs acceleration larger than the acceleration defined by the target speed pattern and performs deceleration by regeneration in the deceleration zone. For example, Patent Document 2 is a vehicle control device that controls a vehicle including an engine and a motor, generates a target speed pattern, and in the acceleration section, the engine thermal efficiency and the motor are determined according to the speed at the time of acceleration. A vehicle control device is described that generates an acceleration pattern that prioritizes either minimizing losses in energy conversion.

JP 2009-286185 A JP 2009-292424 A

  After the travel plan is generated, an object (for example, an obstacle or another vehicle) may appear in front of the vehicle. Patent Documents 1 and 2 described above do not describe any operation to be performed when an object appears in front of a vehicle after a travel plan is generated. For this reason, depending on the behavior of the object, the vehicle may not be able to continue traveling based on the travel plan. In particular, when the speed of the object ahead is relatively slow, the speed of the vehicle is also slowed to avoid excessive access to the object. As a result, if the vehicle travels at a relatively slow speed, the thermal efficiency of the engine deteriorates as compared to the case where the vehicle travels at a relatively high speed. For this reason, there exists a possibility that the fuel consumption of a vehicle may deteriorate.

  Examples of problems to be solved by the present invention include the above. An object of the present invention is to provide a vehicle control device that can drive a vehicle while suppressing deterioration of fuel consumption even when an object is present in front of the vehicle.

<1>
A first vehicle control device that is an aspect of the vehicle control device of the present invention includes an internal combustion engine and a rotating electrical machine, and uses an output of at least one of the internal combustion engine and the rotating electrical machine as a driving force. A vehicle control device for controlling a vehicle, wherein a generation means for generating a travel plan including a target speed of the vehicle until the vehicle reaches a desired point, and the vehicle is automatically based on the travel plan. Due to the first control means for controlling the vehicle so that the vehicle travels at the same time, and the object that appears in front of the vehicle after the travel plan is generated, the actual speed of the vehicle is first higher than the target speed. A determination means for determining whether or not the vehicle is slowed by a predetermined amount or more; and it is determined that the actual speed is slowed by the first predetermined amount or more in a situation where the vehicle is traveling in the second mode in which the internal combustion engine is not stopped. If A first mode in which the output of the rotating electrical machine is used as the driving force of the vehicle after the internal combustion engine is stopped as compared with a case where it is determined that the actual speed is not slower than the first predetermined amount. And a second control means for increasing a period during which the vehicle travels.

  According to the first vehicle control device, when it is determined that the actual speed is slower than the target speed by a first predetermined amount or more under the condition that the vehicle is traveling in the second mode in which the internal combustion engine is not stopped, Compared with a case where it is determined that the actual speed is not slower than the target speed by the first predetermined amount or more, the period during which the vehicle travels in the first mode increases. For this reason, the period during which the internal combustion engine continues to drive in a situation where thermal efficiency is deteriorated due to excessively low vehicle speed is reduced. Accordingly, the deterioration of the fuel consumption of the vehicle is suppressed by the amount that the period during which the internal combustion engine stops or the amount by which the internal combustion engine stops. For this reason, the first vehicle control device reduces the fuel consumption even when the vehicle is traveling at a speed that is excessively slower than the target speed due to the presence of an object in front of the vehicle. The vehicle can be run while being suppressed.

<2>
In another aspect of the first vehicle control device described above, the determination means includes (i) whether or not the vehicle is traveling in the second mode, and (ii) due to the object, The second control means further determines whether or not the actual efficiency related to the traveling of the vehicle is deteriorated by a second predetermined amount or more compared with an efficiency assumed when the vehicle is traveling at the target speed. When it is determined that the actual speed is slower than the first predetermined amount, the vehicle is traveling in the second mode, and the actual efficiency is deteriorated by the second predetermined amount or more, Compared to a case where it is determined that the actual speed is not slower than the first predetermined amount, the period during which the vehicle travels in the first mode is increased, and the second control means Slow more than the first predetermined amount, before in the second mode Vehicle is traveling, and, when said actual efficiency is determined not to deteriorate the second predetermined amount or more, continue to run the vehicle in the second mode.

  According to this aspect, therefore, the determination means determines whether or not the actual efficiency related to traveling of the vehicle has deteriorated by a second predetermined amount or more compared to the efficiency assumed when the vehicle is traveling at the target speed. By determining whether or not the vehicle is traveling in the second mode, it is possible to estimate with high accuracy whether or not the fuel efficiency of the vehicle is actually deteriorated. In addition, if the actual efficiency has not deteriorated by more than the second predetermined amount, the second control means causes the vehicle to continue traveling in the second mode in order to give priority to traveling based on the travel plan as much as possible. Can be controlled.

<3>
In another aspect of the first vehicle control apparatus described above, the rotating electrical machine can generate electric power using the output of the internal combustion engine, the vehicle can store electric power supplied to the rotating electrical machine, and The battery further includes a power storage device capable of storing electric power generated by the rotating electrical machine, wherein the determination means includes (i) whether or not the vehicle is traveling in the first mode, and (ii) the power storage device. The accumulated total amount of actual power is reduced by a third predetermined amount or more compared to the total amount of power assumed to be accumulated in the power storage device when the vehicle is traveling at the target speed. The second control means further determines whether the actual speed is slower than the first predetermined amount, the vehicle is traveling in the first mode, and the actual electric energy is It is determined that the third predetermined amount has decreased In this case, the vehicle is caused to travel in the second mode, and the rotating electrical machine is caused to generate electric power using the output of the internal combustion engine. When it is determined that the vehicle is traveling in the first mode and the actual electric energy has not decreased by the third predetermined amount or more, the vehicle is traveling in the first mode. Continue to let.

  According to this aspect, when it is determined that the actual total amount of power has decreased by the third predetermined amount or more, the power storage device is charged with the power generated by the rotating electrical machine. Therefore, the technical inconvenience that the electric power stored in the power storage device is excessively reduced is preferably avoided.

FIG. 1 is a block diagram showing an example of the structure of the hybrid vehicle of this embodiment. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle of the present embodiment. FIG. 3 is a flowchart showing the flow of the driving assistance operation performed by the hybrid vehicle of the present embodiment. FIG. 4 shows the target speed, the actual speed of the hybrid vehicle, the engine output, the motor generator when it is determined that the actual speed of the hybrid vehicle deviates greatly from the target speed and the hybrid vehicle is traveling in the HV mode. Is a timing chart showing the output of the vehicle, the efficiency of the hybrid vehicle and the EV start condition. FIG. 5 shows the target speed, the actual speed of the hybrid vehicle, the engine output, the motor generator when it is determined that the actual speed of the hybrid vehicle deviates greatly from the target speed and the hybrid vehicle is traveling in the EV mode. Is a timing chart showing the output of the motor, the SOC and the amount of power generated by the motor generator

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In the following description, an embodiment of the vehicle control device of the present invention will be described using the hybrid vehicle 1 to which an example of the vehicle control device of the present invention is applied.

(1) Structure of hybrid vehicle 1 An example of the structure of the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the structure of the hybrid vehicle 1 of the present embodiment.

  As shown in FIG. 1, the vehicle 1 includes a sensor 11, a GPS (Global Positioning System) receiving unit 12, a map DB (DataBase) 13, a navigation system 14, an actuator 15, and an HMI (Human Machine Interface) 16. And a hybrid system 17 and an ECU (Electronic Control Unit) 18 which is a specific example of the “vehicle control device”.

  The sensor 11 is a detection device that detects information necessary or useful for traveling of the hybrid vehicle 1. The detection result of the sensor 11 is appropriately output to the navigation system 14 and the ECU 18. The sensor 11 includes, for example, an external sensor 111 and an internal sensor 112.

  The external sensor 111 is a detection device that detects an external situation of the hybrid vehicle 1. The external situation may include, for example, an environment around the hybrid vehicle 1 (so-called traveling environment).

  The external sensor 111 includes at least one of a radar 1111 and a rider (LIDER: Laser Imaging Detection and Ranging) 1112.

  The radar 1111 detects an object (for example, an obstacle, another vehicle, a pedestrian, an animal, etc.) around the hybrid vehicle 1 using radio waves (for example, millimeter waves). The radar 1111 detects an object by emitting a radio wave toward the periphery of the hybrid vehicle 1 and detecting the radio wave reflected by the object. The radar 1111 outputs first object information indicating an object detection result to the ECU 18. When the ECU 18 performs sensor fusion, the radar 1111 may output the radio wave information indicating the radio wave detection result to the ECU 18 in addition to or instead of the first object information indicating the object detection result. Good.

  The rider 1112 detects light around the hybrid vehicle 1 using light. The rider 1112 detects the object by emitting light toward the periphery of the hybrid vehicle 1 and detecting the light reflected by the object. The rider 1112 outputs second object information indicating the detection result of the object to the ECU 18. When the ECU 18 performs sensor fusion, the rider 1112 may output light information indicating the light detection result to the ECU 18 in addition to or instead of the second object information indicating the object detection result. Good.

  The external sensor 111 may further include a camera. The camera is an imaging device that captures an external situation of the hybrid vehicle 1. The camera is installed, for example, on the back side (inside) of the windshield of the hybrid vehicle 1. The camera outputs imaging information indicating an imaging result (detection result) to the ECU 18. The camera may be a monocular camera. The camera may be a compound eye camera (in other words, a stereo camera) including two imaging units arranged to reproduce binocular parallax. The imaging information output from the stereo camera includes information on the depth direction.

  The internal sensor 112 is a detection device that detects the internal state of the hybrid vehicle 1. The internal situation may include, for example, the traveling state of the hybrid vehicle 1. The internal situation may include, for example, operating states of various devices included in the hybrid vehicle 1.

  The internal sensor 112 includes a vehicle speed sensor 1121 and an SOC (State Of Charge) sensor 1122.

  The vehicle speed sensor 1121 is a detection device that detects the speed of the hybrid vehicle 1. One example of the vehicle speed sensor 1121 is a wheel speed sensor that is installed on the wheel 175 of the hybrid vehicle 1 or the axle 174 that rotates integrally with the wheel 175 and that can detect the rotation speed of the wheel 175. The vehicle speed sensor 1121 outputs speed information indicating the speed detection result to the ECU 18.

  The SOC sensor 1122 is a detection device that detects the SOC of a battery 173 to be described later. The SOC is a parameter capable of evaluating the total amount of power stored in the battery 173. The SOC is, for example, the ratio of the total amount of power stored in the battery 173 (that is, the total amount of power that can be output from the battery 173) to the upper limit value (that is, the total capacity) of the total amount of power that can be stored in the battery 173. Indicates. The SOC sensor 1122 includes, for example, a current sensor that can detect a battery current flowing through the battery 173. The SOC sensor 1122 can measure the SOC by integrating the detected battery current. The SOC sensor 1122 outputs SOC information indicating the detection result of the SOC to the ECU 18. However, the SOC sensor 1122 may output current information indicating the detection result of the battery current to the EUC 18. In this case, the ECU 18 may calculate the SOC based on the battery current.

  The internal sensor 112 may further include at least one of an acceleration sensor and a yaw rate sensor.

  The acceleration sensor is a detection device that detects the acceleration of the hybrid vehicle 1. The acceleration sensor may include, for example, a first acceleration sensor that detects the longitudinal acceleration of the hybrid vehicle 1 and a second acceleration sensor that detects the lateral acceleration of the hybrid vehicle 1. The acceleration sensor outputs acceleration information indicating the detection result of acceleration to the ECU 18.

  The yaw rate sensor is a detection device that detects a rotational angular velocity (that is, a yaw rate) around the vertical axis of the center of gravity of the hybrid vehicle 1. An example of the yaw rate sensor is a gyro sensor. The yaw rate sensor outputs yaw rate information, which is a yaw rate detection result, to the ECU 18.

  The GPS receiver 12 measures the position of the hybrid vehicle 1 (for example, the latitude and longitude of the hybrid vehicle 1 and hereinafter referred to as “vehicle position” as appropriate) by receiving GPS signals from three or more GPS satellites. To do. The GPS receiving unit 12 outputs vehicle position information indicating the measured vehicle position to the navigation system 14 and the ECU 18. The hybrid vehicle 1 may include a measuring device that can measure the vehicle position in addition to or instead of the GPS receiving unit 12. Furthermore, in order to collate the detection result of the sensor 11 with map information to be described later, the hybrid vehicle 1 preferably includes a measuring device that measures the orientation of the hybrid vehicle 1.

  The map DB 13 is a database that stores map information indicating a map. The map DB 13 is constructed in a recording medium (for example, HDD (Hard Disk Drive)) mounted on the hybrid vehicle 1. The map information includes, for example, road position information indicating the positions of roads, intersections, branch points and signals included in the map, and road shape information indicating the shapes of roads included in the map (for example, curves and straight lines). Information indicating the type, information indicating the curvature of the curve, and the like). The map information may further include building position information indicating the position of a shielding structure such as a building or a wall. The map information may further include a detection result of the external sensor 111 in order to cause the ECU 18 to execute SLAM (Simultaneous Localization And Mapping) technology. The map DB 13 may be built in an external server that can communicate with the hybrid vehicle 1. In this case, the ECU 18 preferably downloads at least a part of the map DB 13 from an external server as necessary.

  The navigation system 14 provides guidance to the passenger so as to reach the destination set by the passenger of the hybrid vehicle 1. The navigation system 14 uses the current position of the hybrid vehicle 1 (or a predetermined departure position set by the passenger) based on the vehicle position information that is the measurement result of the GPS receiver 12 and the map information stored in the map DB 13. A target route indicating a route on which the hybrid vehicle 1 should travel before reaching the ground is calculated. The navigation system 14 may calculate a target route that can identify a lane in which the hybrid vehicle 1 preferably travels in a travel section in which multiple lanes exist. The navigation system 14 notifies the passenger of the target route using a display on a display (not shown) and a sound output from a speaker (not shown). Further, the navigation system 14 outputs target route information indicating the target route to the ECU 18. The navigation system 14 may be mounted on an external server in addition to or instead of being mounted on the hybrid vehicle 1. In this case, the ECU 18 preferably transmits the vehicle position information to an external server and receives target route information transmitted from the external server as necessary.

  The actuator 15 controls the traveling of the hybrid vehicle 1. The actuator 15 may include at least one of a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the amount of air supplied to the engine ENG described later under the control of the ECU 18. As a result, the throttle actuator can control the output of the engine ENG. That is, the throttle actuator can control the driving force of the hybrid vehicle 1. The brake actuator controls the hydraulic brake force applied to the wheel 175 by a hydraulic brake system (not shown) included in the hybrid vehicle 1 under the control of the ECU 18. That is, the brake actuator can control the deceleration of the hybrid vehicle 1. The steering actuator controls the operation of an assist motor that controls steering torque in an electric power steering system (not shown) provided in the hybrid vehicle 1 under the control of the ECU 18. As a result, the steering actuator can control the steering force and the steering direction of the hybrid vehicle 1.

  The HMI 16 is an interface for inputting and outputting information between the passenger of the hybrid vehicle 1 and the hybrid vehicle 1. The HMI 16 may include a display capable of displaying an image to be presented to the passenger, for example. The HMI 16 may include, for example, a speaker that can output sound to be presented to the passenger. The HMI 16 may include, for example, an operation device (for example, an operation button or a touch panel) that can be operated by a passenger. The HMI 16 may input and output information between the passenger and the hybrid vehicle 1 using a portable information terminal connected to the hybrid vehicle 1 wirelessly.

  The hybrid system 17 is a power train of the hybrid vehicle 1 that generates the driving force of the hybrid vehicle 1 under the control of the ECU 18. The hybrid system 17 includes an engine ENG which is a specific example of “internal combustion engine”, a motor generator MG1 which is a specific example of “rotating electric machine”, a motor generator MG2 which is a specific example of “rotating electric machine”, Dividing mechanism 171, inverter 172, and battery 173, which is a specific example of “power storage device”, are provided.

  The engine ENG operates by burning fuel such as gasoline or light oil. The engine ENG functions as a main driving source that supplies the driving force of the hybrid vehicle 1. In addition, engine ENG functions as a drive source for rotating (in other words, driving) the rotation shaft of motor generator MG1.

  Motor generator MG1 functions as a generator for charging battery 173. When motor generator MG1 functions as a generator, the rotation shaft of motor generator MG1 is rotated by the power of engine ENG. However, motor generator MG1 may function as an electric motor that supplies the driving force of hybrid vehicle 1 by operating using electric power stored in battery 173.

  Motor generator MG2 functions as an electric motor that supplies the driving force of hybrid vehicle 1 by operating using the electric power stored in battery 173.

  Motor generator MG2 further functions as a generator for charging battery 173. In this case, the rotation shaft of motor generator MG2 is rotated by the power transmitted to motor generator MG2 from axle 174 connected to wheels 175 (that is, the kinetic energy of hybrid vehicle 1). Therefore, motor generator MG2 performs a regenerative operation for converting kinetic energy of hybrid vehicle 1 into electric power energy. As a result, motor generator MG2 can generate electric power through a regenerative operation. In addition, when the motor generator MG2 is performing a regenerative operation, the axle 174 is provided with a brake torque resulting from the regenerative operation (hereinafter referred to as “regenerative torque” as appropriate). As a result, a regenerative braking force that acts to decelerate the hybrid vehicle 1 is applied to the hybrid vehicle 1.

  The power split mechanism 171 is a planetary gear mechanism including a sun gear, a planetary carrier, a pinion gear, and a ring gear (not shown). The rotation shaft of the sun gear is connected to the rotation shaft of motor generator MG1. The rotation shaft of the ring gear is connected to the rotation shaft of motor generator MG2. The rotating shaft of the planetary carrier located between the sun gear and the ring gear is connected to the rotating shaft (that is, the crankshaft) of the engine ENG via the clutch C. The rotation of the engine ENG is transmitted to the sun gear and the ring gear by the planetary carrier and the pinion gear. That is, the power of the engine ENG is divided into two systems. The rotating shaft of the ring gear is connected to the axle 174. The driving force generated by the hybrid system 17 is transmitted to the wheel 175 via the axle 174.

  Inverter 172 converts the DC power extracted from battery 173 into AC power and supplies it to motor generators MG1 and MG2. Further, inverter 172 converts the AC power generated by motor generators MG1 and MG2 into DC power and supplies it to battery 173.

  The battery 173 is a power supply source that supplies power for operating the motor generators MG1 and MG2 to the motor generators MG1 and MG2. Battery 173 is a storage battery that can be charged using electric power generated by motor generators MG1 and MG2. However, any capacitor may be used in addition to or instead of the battery 173.

  The axle 174 is a transmission shaft for transmitting the power output from the engine ENG and the motor generator MG2 to the wheels 175. The wheels 175 are means for transmitting the power transmitted through the axle 174 to the road surface as the driving force of the hybrid vehicle 1.

  The ECU 18 is an electronic control unit configured to be able to control the entire operation of the hybrid vehicle 1. Particularly in the present embodiment, the ECU 18 performs an automatic traveling operation for automatically traveling the hybrid vehicle 1.

  In order to mainly execute an automatic traveling operation, the ECU 18 includes a vehicle position recognition unit 181, an external situation recognition unit 182, and an internal situation recognition unit as logical processing blocks or physical processing circuits realized therein. 183, a travel plan generation unit 184 that is a specific example of “generation means”, and a travel control unit 185 that is a specific example of “first control means”.

  The vehicle position recognition unit 181 recognizes the vehicle position (particularly, the vehicle position on the map) based on the vehicle position information that is the measurement result of the GPS reception unit 12 and the map information stored in the map DB 13. The vehicle position recognition unit 181 may recognize the vehicle position by acquiring the vehicle position used by the navigation system 14 from the navigation system 14. When the position of the hybrid vehicle 1 is measured by a sensor installed on a road or the like, the vehicle position recognition unit 181 may recognize the vehicle position by communicating with the sensor. The vehicle position recognizing unit 181 corrects the vehicle position information that is the measurement result of the GPS receiving unit 12 so as to supplement the measurement accuracy of the vehicle position by collating the detection result of the external sensor 111 with the map information. Also good.

  The external situation recognition unit 182 recognizes the external situation of the hybrid vehicle 1 based on the detection result of the external sensor 111. The external situation includes, for example, the situation of objects around the hybrid vehicle 1. The situation of the objects around the hybrid vehicle 1 includes the presence / absence of the movement of the object, the relative position of the object with respect to the hybrid vehicle 1, the relative distance (relative distance) between the hybrid vehicle 1 and the object, At least one of the relative moving direction of the object and the relative speed (relative speed) of the object with respect to the hybrid vehicle 1 may be included. The external situation may include at least one of the position of the white line of the traveling lane with respect to the hybrid vehicle 1 and the position of the center of the traveling lane with respect to the hybrid vehicle 1, for example. The external situation is referred to, for example, to estimate the road width and road shape (for example, the curvature of the driving lane and how far the external sensor 111 can detect the external situation at a position away from the hybrid vehicle 1). At least one of a traveling lane gradient and swell, etc.).

  The internal situation recognition unit 183 recognizes the internal situation of the hybrid vehicle 1 based on the detection result of the internal sensor 112. The internal situation includes, for example, the speed of the hybrid vehicle 1 and the SOC of the battery 173. The internal situation may include at least one of acceleration of the hybrid vehicle 1 and yaw rate of the hybrid vehicle 1, for example.

  The travel plan generation unit 184 is based on the target route calculated by the navigation system 14, the vehicle position recognized by the vehicle position recognition unit 181, the external situation recognized by the external situation recognition unit 182, and the internal situation recognized by the internal situation recognition unit 183. Thus, the target course of the hybrid vehicle 1 is generated. The target course indicates a locus on which the hybrid vehicle 1 should travel on the target route. The travel plan generation unit 184 generates a target route so that the hybrid vehicle 1 travels appropriately on the target route while taking into account criteria such as safety, legal compliance, and travel efficiency. The travel plan generation unit 184 generates a target route so as to avoid contact with an object based on the situation of the object around the hybrid vehicle 1.

  The target route referred to here is a road running in the driving support device described in Japanese Patent No. 5382218 (Pamphlet of International Publication No. 2011/158347) or the automatic driving device described in Japanese Patent Application Laid-Open No. 2011-162132. Route is included. The road driving route is a driving route indicating a route that is automatically generated based on an external situation, map information, or the like when a destination is not explicitly specified by a passenger.

  The travel plan generation unit 184 generates a travel plan according to the generated target course. Specifically, the travel plan generation unit 184 generates a travel plan for causing the hybrid vehicle 1 to travel along the target route based on the external situation of the hybrid vehicle 1 and the map information. The travel plan generation unit 184 includes, for example, the coordinate coordinates (p) including the target position p of the hybrid vehicle 1 in the coordinate system fixed with respect to the hybrid vehicle 1 and the target speed v of the hybrid vehicle 1 at each target position p. , V) is generated. Here, the target position p is the position of the x coordinate and the y coordinate in the coordinate system fixed with respect to the hybrid vehicle 1 or information equivalent to the position.

  The travel plan may include any information as long as the behavior of the hybrid vehicle 1 (in other words, the travel mode) can be specified. For example, the travel plan may include a target time t at which the hybrid vehicle 1 should reach each target position p in addition to or instead of the target speed v. The travel plan may include a target time t and a target direction (or traveling direction) of the hybrid vehicle 1 at the time of the target time t in addition to or instead of the target speed v. It can be said that the target time t indirectly indicates the target speed v in that it can be converted into the target speed v using the target position p.

  Normally, it is sufficient for the travel plan to specify the behavior of the hybrid vehicle 1 during the period from the current time to the future several seconds ahead. That is, if the travel plan specifies the behavior of the hybrid vehicle 1 during a period from the current vehicle position to a predetermined point where the hybrid vehicle 1 is estimated to be located at a future time point several seconds ahead. It is enough. However, when the hybrid vehicle 1 travels in a specific travel pattern (for example, when the hybrid vehicle 1 turns right or crosses the intersection), the travel plan is for the future several tens of seconds ahead from the current time. It is preferable to specify the behavior of the hybrid vehicle 1 during the period. Therefore, the number of coordination coordinates (p, v) included in the travel plan and the interval between the two coordination coordinates (p, v) (or the interval between the two target positions p) may be variable. preferable.

  The travel plan includes a speed pattern that specifies the transition of the target speed v of the hybrid vehicle 1 during the period in which the hybrid vehicle 1 travels on the target route along the target route. The speed pattern includes, for example, a target position p set at a predetermined interval (for example, 1 meter interval) on the target route, a target speed v when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 A plurality of coordinate coordinates (p, v, t) including the target time t at which the target position p should be reached may be included.

  The travel plan may include an acceleration pattern that identifies the transition of the target acceleration a of the hybrid vehicle 1 during the period in which the hybrid vehicle 1 travels on the target route along the target route. The acceleration pattern includes, for example, a target position p set at a predetermined interval on the target path, a target acceleration a when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 should reach the target position p. A plurality of coordination coordinates (p, a, t) including the target time t may be included.

  The travel plan includes a steering pattern that specifies the transition of the target value (target steering torque Ttg) of the steering torque to be applied by the electric power steering system during the period in which the hybrid vehicle 1 travels on the target route along the target route. You may go out. The steering pattern includes, for example, a target position p set at a predetermined interval on the target path, a target steering torque Ttg when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 reaches the target position p. A plurality of coordination coordinates (p, Ttg, t) including the target time t should be included.

  The travel plan generation unit 184 may approximate a curve connecting a plurality of coordination coordinates using a spline function or the like, and may generate a travel plan including parameters that can identify the curve. The travel plan generation unit 184 may generate the travel plan so that the travel time (specifically, the time required for the hybrid vehicle 1 to reach the destination) is minimized. As a specific generation method of the travel plan, a known generation method can be adopted as long as a travel plan that can identify the behavior of the hybrid vehicle 1 can be generated.

  The travel control unit 185 controls the hybrid vehicle 1 based on the travel plan generated by the travel plan generation unit 184 so that the hybrid vehicle 1 travels automatically.

  For example, the travel control unit 185 controls the actuator 15 so that the hybrid vehicle 1 automatically travels based on the travel plan. For example, the travel control unit 185 controls the hybrid system 17 so that the hybrid vehicle 1 automatically travels based on the travel plan. Specifically, for example, the traveling control unit 185 controls the engine ENG and the motor generators MG1 and MG2 to control the hybrid vehicle 1 when the hybrid vehicle 1 accelerates based on the traveling plan or travels normally. You may make it run automatically. For example, when the hybrid vehicle 1 decelerates based on the travel plan, the traveling control unit 185 may decelerate the hybrid vehicle 1 by controlling the motor generator MG2 so as to apply the regenerative braking force. For example, when the hybrid vehicle 1 decelerates based on the travel plan, the traveling control unit 185 decelerates the hybrid vehicle 1 by controlling a hydraulic brake system (not shown) so as to apply the hydraulic braking force. You may let them. As a result, the hybrid vehicle 1 automatically travels so as to travel on the target route on the target route based on the travel plan. Specifically, for example, when the travel plan includes the coordinate coordinates (p, v, t), the hybrid vehicle 1 automatically travels so as to pass the target position p at the target speed v at the target time t. To do.

  The ECU 18 executes a travel assist operation corresponding to an operation assisting the automatic travel operation in parallel with the above-described automatic travel operation (that is, an operation for generating the travel plan and controlling the hybrid vehicle 1 based on the travel plan). To do. The travel assist operation is an operation that suppresses deterioration of fuel consumption caused by the object when the external sensor 111 newly detects an object existing ahead of the hybrid vehicle 1 after generating the travel plan. An example of such an object is a vehicle that has entered the front of the hybrid vehicle 1. In the following description of the driving assistance operation, unless otherwise specified, the “object” is an object existing in front of the hybrid vehicle 1 newly detected by the external sensor 111 after generating the driving plan. Shall mean. However, the travel plan generation unit 184 repeatedly generates a travel plan every time a predetermined period (for example, a second predetermined period described later) elapses. Therefore, “an object newly detected after generating a travel plan” here means “an object newly detected after the travel plan is generated until the next travel plan is generated”. .

  The ECU 18 mainly includes a state determination unit 186 that is a specific example of “determination unit” and a travel auxiliary unit 187 that is a specific example of “second control unit” in order to mainly perform a driving assistance operation.

  The state determination unit 186 determines whether or not the actual speed of the hybrid vehicle 1 greatly deviates from the target speed v based on the internal situation recognized by the internal situation recognition unit 183 and the travel plan generated by the travel plan generation unit 184. Determine. Furthermore, the state determination unit 186 determines the actual efficiency of the hybrid vehicle 1 (specifically, efficiency related to travel) based on the internal situation recognized by the internal situation recognition unit 183 and the travel plan generated by the travel plan generation unit 184. It is determined whether or not the vehicle is greatly deviated from the efficiency assumed when the hybrid vehicle 1 continues traveling based on the travel plan. Further, the state determination unit 186 determines that the hybrid vehicle 1 performs the traveling based on the actual SOC of the battery 173 based on the travel plan based on the internal status recognized by the internal status recognition unit 183 and the travel plan generated by the travel plan generation unit 184. It is determined whether or not there is a large deviation from the assumed SOC when the operation is continued.

  The travel assist unit 187 controls the travel mode of the hybrid vehicle 1 based on the determination result of the state determination unit 186 so as to suppress the deterioration of fuel consumption. The specific operation of the travel assist unit 187 will be described later in detail with reference to FIG.

(2) Operation of Hybrid Vehicle 1 Next , operations performed by the hybrid vehicle 1 of the present embodiment (particularly, an automatic travel operation and a travel assist operation) will be described with reference to FIGS. Below, for convenience of explanation, after explaining the automatic running operation, the running assistance operation will be explained.

(2-1) with reference to the flow diagram 2 of the automatic traveling operation, the hybrid vehicle 1 of this embodiment is the flow of the automatic traveling operation will be described to perform. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle 1 of the present embodiment.

  As shown in FIG. 2, the ECU 18 determines whether or not the occupant requests execution of an automatic traveling operation (step S111). The passenger can use the HMI 16 to request execution of an automatic traveling operation. Therefore, the ECU 18 may determine whether or not the occupant requests execution of the automatic traveling operation by monitoring the operation content of the occupant via the HMI 16.

  As a result of the determination in step S111, when it is determined that the passenger does not request execution of the automatic traveling operation (step S111: No), the ECU 18 ends the automatic traveling operation shown in FIG. Thereafter, the ECU 18 may start the automatic traveling operation shown in FIG. 2 again after the first predetermined period has elapsed.

  On the other hand, as a result of the determination in step S111, when it is determined that the occupant requests execution of the automatic traveling operation (step S111: Yes), the vehicle position recognition unit 181 performs measurement by the GPS reception unit 12. The vehicle position is recognized based on the vehicle position information as a result and the map information stored in the map DB 13 (step S112). Furthermore, the external situation recognition unit 182 recognizes the external situation of the hybrid vehicle 1 based on the detection result of the external sensor 111 (step S112). Furthermore, the internal situation recognition unit 183 recognizes the internal situation of the hybrid vehicle 1 based on the detection result of the internal sensor 112 (step S112).

  Thereafter, the travel plan unit 184 sets the target route calculated by the navigation system 14, the vehicle position recognized by the vehicle position recognition unit 181, the external situation recognized by the external situation recognition unit 182, and the internal situation recognized by the internal situation recognition unit 183. Based on this, a travel plan is generated (step S113).

  Thereafter, the travel control unit 185 controls the hybrid vehicle 1 so that the hybrid vehicle 1 automatically travels based on the travel plan generated by the travel plan generation unit 184 (step S114). As a result, the hybrid vehicle 1 automatically travels on the target route on the target route based on the travel plan. That is, the hybrid vehicle 1 travels on the target route on the target route on the basis of the travel plan without any passenger operation.

  Thereafter, the ECU 18 determines whether or not the occupant requests to stop the automatic traveling operation (step S115). The passenger can use the HMI 16 to request a stop of the automatic driving operation. Therefore, the ECU 18 may determine whether or not the occupant requests to stop the automatic traveling operation by monitoring the operation content of the occupant via the HMI 16.

  As a result of the determination in step S115, when it is determined that the occupant has not requested to stop the automatic travel operation (step S115: No), the ECU 18 starts from step S112 every time the second predetermined period elapses. The process of step S114 is repeated. Therefore, the hybrid vehicle 1 continues to automatically travel so as to travel on the target route on the target route based on the periodically generated travel plan.

  On the other hand, as a result of the determination in step S115, when it is determined that the occupant requests to stop the automatic traveling operation (step S115: Yes), the ECU 18 ends the automatic traveling operation shown in FIG. . Thereafter, the ECU 18 may start the automatic traveling operation shown in FIG. 2 again after the first predetermined period has elapsed.

  Even when the passenger does not request to stop the automatic traveling operation, the ECU 18 may end the automatic traveling operation shown in FIG. 2 when the hybrid vehicle 1 reaches the destination. In this case, the HMI 16 may notify the passenger that the hybrid vehicle 1 has reached the destination and that the automatic traveling operation is to end.

(2-2) Flow of Travel Aid Operation Next, the flow of the travel assist operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing the flow of the driving assistance operation performed by the hybrid vehicle 1 of the present embodiment.

  As shown in FIG. 3, the ECU 18 determines whether or not the hybrid vehicle 1 is executing an automatic traveling operation (step S121).

  As a result of the determination in step S121, when it is determined that the hybrid vehicle 1 is not executing the automatic travel operation (step S121: No), the ECU 18 ends the travel assist operation shown in FIG. Thereafter, the ECU 18 may start the driving assistance operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the determination in step S121, when it is determined that the hybrid vehicle 1 is executing the automatic travel operation (step S121: Yes), the state determination unit 186 and the travel auxiliary unit 187 generate the travel plan. The travel plan generated by the unit 184 is acquired (step S122).

  Thereafter, the external situation recognition unit 182 detects the front of the hybrid vehicle 1 (particularly, the traveling direction) based on the detection result of the external sensor 111 (particularly, the detection result of objects around the hybrid vehicle 1 by the radar 1111 or the rider 1112). It is determined whether or not a new object has been detected in front of (step S123). More specifically, the external situation recognition unit 182 generates the travel plan after the travel plan is generated by the automatic driving operation (in other words, after the generation of the travel plan by the automatic driving operation is completed). Then, it is determined whether or not a new object that has not been detected has been detected.

  As a result of the determination in step S123, when it is determined that no new object is detected in front of the hybrid vehicle 1 (step S123: No), the ECU 18 ends the driving assistance operation shown in FIG. Thereafter, the ECU 18 may start the driving assistance operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the determination in step S123, if it is determined that a new object is detected in front of the hybrid vehicle 1 (step S123: Yes), the hybrid vehicle 1 may be affected by the object. Specifically, the speed of the hybrid vehicle 1 may deviate from the target speed v. In particular, when the speed of the object is relatively low, the speed of the hybrid vehicle 1 may be slower than the target speed v in order to avoid excessive approach of the hybrid vehicle 1 to the object. In a situation where the speed of the hybrid vehicle 1 is excessively slower than the target speed v, there is a relative possibility that the thermal efficiency of the engine ENG has deteriorated compared to a situation where the speed of the hybrid vehicle 1 matches the target speed v. It ’s big. For this reason, there exists a possibility that the fuel consumption of the hybrid vehicle 1 may deteriorate.

  Therefore, in the present embodiment, when the speed of the hybrid vehicle 1 is excessively slower than the target speed v due to an object, the travel assist unit 187 performs the following operation to improve the fuel consumption. Suppresses deterioration.

  Specifically, first, the state determination unit 186 determines whether or not the actual speed of the hybrid vehicle 1 is greatly deviated from the target speed v (step S124). The state determination unit 186 can easily recognize the actual speed based on the internal situation recognized by the internal situation recognition unit 183 (in particular, the detection result of the speed sensor 1121). The state determination unit 186 can easily recognize the target speed v based on the travel plan generated by the travel plan generation unit 184. Therefore, the state determination unit 186 can preferably determine whether or not the actual speed greatly deviates from the target speed v based on the internal situation and the travel plan.

  The state determination unit 186 determines whether or not the actual speed is slower than the target speed v by a first predetermined amount or more (that is, whether or not it is smaller). When the actual speed is slower than the target speed v by a first predetermined amount or more, the state determination unit 186 determines that the actual speed is greatly deviated from the target speed v. On the other hand, when the actual speed is not slower than the target speed v by a first predetermined amount or more, the state determination unit 186 determines that the actual speed is not significantly different from the target speed v.

  Considering that the fuel efficiency may deteriorate in a situation where the actual speed is excessively slower than the target speed v, it is determined whether or not the actual speed is slower than the target speed v by a first predetermined amount or more. It can be said that the operation is an operation for determining whether or not the fuel consumption of the hybrid vehicle 1 may be excessively deteriorated. Therefore, as the first predetermined amount used in this determination operation, the fuel consumption is excessively deteriorated based on the relationship between the degree of deviation (or difference) from the target speed v of the speed of the hybrid vehicle 1 and the fuel consumption deterioration amount. It is preferable to use an appropriate value that can discriminate between a state in which there is a high possibility that the fuel economy is excessively low and a state in which the possibility that the fuel consumption is excessively deteriorated is small.

  Or, considering that the thermal efficiency of the engine ENG may deteriorate in a situation where the actual speed is excessively slower than the target speed v, is the actual speed slower than the target speed v by a first predetermined amount or more? It can also be said that the operation for determining whether or not there is a possibility that the thermal efficiency of the engine ENG is excessively deteriorated. Therefore, as the first predetermined amount used for the determination operation, the relationship between the degree of deviation (or difference) of the speed of the hybrid vehicle 1 from the target speed v and the deterioration amount of the thermal efficiency of the engine ENG is used. It is preferable to use an appropriate value that can distinguish between a state where the possibility that the thermal efficiency is excessively deteriorated and a state where the possibility that the thermal efficiency of the engine ENG is excessively low is small.

  As a result of the determination in step S124, when it is determined that the actual speed of the hybrid vehicle 1 is not greatly deviated from the target speed v (step S124: No), the hybrid vehicle 1 is affected by an object. Alternatively, it is estimated that traveling based on the travel plan is continued without being affected by the object, or the vehicle is traveling without greatly deviating from the travel plan. That is, it is estimated that the possibility that the fuel consumption of the hybrid vehicle 1 is excessively deteriorated is small. Therefore, in this case, the travel assist unit 187 does not have to perform an operation for suppressing the deterioration of fuel consumption described below. That is, the travel assist unit 187 gives priority to the travel of the hybrid vehicle 1 based on the travel plan. For this reason, ECU18 complete | finishes the driving assistance operation | movement shown in FIG. As a result, the hybrid vehicle 1 continues traveling based on the travel plan under the control of the travel control unit 185. Thereafter, the ECU 18 may start the driving assistance operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the determination in step S124, when it is determined that the actual speed of the hybrid vehicle 1 is greatly deviated from the target speed v (step S124: Yes), the state determination unit 186 determines that the hybrid vehicle 1 It is determined whether or not the vehicle is traveling in the HV (Hybrid Vehicle) mode (step S125). The HV mode is a travel mode in which the engine ENG is not stopped (that is, the output of the engine ENG is used as the driving force of the hybrid vehicle 1).

  As a result of the determination in step S125, when it is determined that the hybrid vehicle 1 is traveling in the HV mode (step S125: Yes), the state determination unit 186 determines the actual efficiency (specifically, the hybrid vehicle 1). It is determined whether or not the energy efficiency related to travel greatly deviates from the efficiency assumed when the hybrid vehicle 1 continues traveling based on the travel plan (hereinafter referred to as “assumed efficiency” as appropriate) (step S131). ).

  Here, the efficiency of the hybrid vehicle 1 is a parameter having a correlation with fuel consumption. Specifically, fuel efficiency improves as efficiency increases (improves). In other words, when the efficiency decreases (deteriorates), the fuel efficiency deteriorates. Any parameter having such a relationship (that is, having a correlation with fuel consumption) can be used as efficiency.

  An example of such efficiency is the efficiency of the hybrid vehicle 1 as a whole. The efficiency of the hybrid vehicle 1 as a whole indicates a ratio of energy actually used for traveling of the hybrid vehicle 1 to energy input to the hybrid vehicle 1 (for example, energy converted into driving force of the hybrid vehicle 1). May be.

  One example of such efficiency is the efficiency of the hybrid system 17. The efficiency of the hybrid system 17 may indicate a ratio of energy output by the hybrid system 17 to energy input to the hybrid system 17 (for example, energy used as a driving force of the hybrid vehicle 1).

  An example of such efficiency is the efficiency of the drive source composed of the engine ENG and the motor generators MG1 and MG2. The efficiency of the drive source may indicate a ratio of energy output from the drive source to energy input to the drive source (for example, energy used as the driving force of the hybrid vehicle 1).

  An example of such efficiency is the efficiency of the powertrain including engine ENG and motor generators MG1 and MG2. The powertrain efficiency may indicate a ratio of energy output by the powertrain to energy input to the powertrain (for example, energy used as the driving force of the hybrid vehicle 1).

  The efficiency largely depends on the thermal efficiency of engine ENG and the operating efficiency of motor generators MG1 and MG2. The thermal efficiency of engine ENG depends on the operating point of engine ENG (that is, the operating point determined based on the rotational speed and torque). The operational efficiencies of motor generators MG1 and MG2 depend on the operating points of motor generators MG1 and MG2, respectively. The actual operating point of engine ENG and the operating points of motor generators MG1 and MG2 are controlled by ECU 18. Therefore, the state determination unit 186 can easily calculate the actual efficiency of the hybrid vehicle 1. On the other hand, based on the travel plan generated by travel plan generation unit 184, state determination unit 186 operates engine ENG and motor generators MG1 and MG2 that are assumed when hybrid vehicle 1 continues traveling based on the travel plan. The point can be predicted. Therefore, the state determination unit 186 can easily calculate the assumed efficiency based on the travel plan. For this reason, the state determination unit 186 can preferably determine whether or not the actual efficiency of the hybrid vehicle 1 greatly deviates from the assumed efficiency based on the travel plan.

  The state determination unit 186 determines whether or not the actual efficiency of the hybrid vehicle 1 is worse than the assumed efficiency by a second predetermined amount or more (that is, whether or not it is smaller). When the actual efficiency is worse than the assumed efficiency by a second predetermined amount or more, the state determination unit 186 determines that the actual efficiency is greatly deviated from the assumed efficiency. On the other hand, when the actual efficiency has not deteriorated by the second predetermined amount or more than the assumed efficiency, the state determination unit 186 determines that the actual efficiency is not significantly different from the assumed efficiency.

  The operation of determining whether or not the actual efficiency of the hybrid vehicle 1 is slower than the assumed efficiency by a second predetermined amount or more determines whether or not the fuel efficiency of the hybrid vehicle 1 may be excessively deteriorated. It can be said that this is an action to perform. Therefore, as the second predetermined amount used in this determination operation, the fuel consumption is excessively deteriorated based on the relationship between the degree of deviation (or difference) from the assumed efficiency of the efficiency of the hybrid vehicle 1 and the deterioration amount of the fuel consumption. It is preferable to use an appropriate value that can distinguish between a state in which there is a high possibility that the fuel efficiency is excessive and a state in which the possibility that fuel consumption is excessively low is small.

  As a result of the determination in step S131, when it is determined that the actual efficiency of the hybrid vehicle 1 is greatly deviated from the assumed efficiency (step S131: Yes), the speed of the hybrid vehicle 1 is greatly deviated from the target speed v. It is assumed that there is a relatively high possibility that the fuel efficiency is excessively deteriorated. Therefore, in this case, the travel assist unit 187 performs an operation that suppresses deterioration of fuel consumption.

  Specifically, the travel assist unit 187 increases the period during which the hybrid vehicle 1 travels in the EV (Electric Vehicle) mode while cooperating with the travel control unit 185 as necessary in order to suppress deterioration in fuel consumption. (Step S132). More specifically, the driving assist unit 187 compares the actual speed of the hybrid vehicle 1 with the target speed v (or the actual speed of the hybrid vehicle 1 is the target). Compared with the time before it is determined that there is a large deviation from the speed v), the period during which the hybrid vehicle 1 travels in the EV mode is increased after the actual speed determination operation in step S124 is performed. The EV mode is a travel mode in which the engine ENG is stopped while the output of the motor generator MG2 is used as the driving force of the hybrid vehicle 1.

  As described above, it is presumed that the deterioration of the fuel consumption caused by the actual speed of the hybrid vehicle 1 greatly deviating from the target speed v is one of the main causes of the deterioration of the thermal efficiency of the engine ENG. Therefore, when the period during which the hybrid vehicle 1 travels in the EV mode increases, the period during which the engine ENG stops also increases. In other words, the period during which the engine ENG continues to operate at an operating point where the thermal efficiency is not good is reduced. For this reason, the deterioration of the fuel consumption of the vehicle is suppressed by the amount that the period during which the engine ENG stops increases or the amount by which the engine ENG stops.

  The traveling assistance unit 187 may increase the period during which the hybrid vehicle 1 travels in the EV mode by changing the EV start condition that must be satisfied in order for the hybrid vehicle 1 to begin traveling in the EV mode. However, in addition to or instead of changing the EV start condition, the travel assist unit 187 changes the EV end condition that the hybrid vehicle 1 should satisfy in order to end the travel in the EV mode. The period during which the vehicle travels in the EV mode may be increased.

  As an example of the EV start condition, there is a condition that a driving force required by the hybrid vehicle 1 (hereinafter referred to as “necessary driving force” as appropriate) should be satisfied. For example, a condition that “the required driving force is below the first start threshold value” may be used as the EV start condition. In this case, as the first start threshold value becomes larger, the required driving force becomes easier to fall below the first start threshold value. For this reason, the driving assistance unit 187 changes the EV start condition so that the first start threshold value is larger than when it is determined that the actual speed of the hybrid vehicle 1 is not significantly different from the target speed v. May be.

  As an example of the EV end condition, there is a condition that the required driving force should satisfy (for example, a condition that “the required driving force exceeds the first end threshold”). In this case, the required driving force is less likely to exceed the first end threshold as the first end threshold increases. For this reason, the travel assist unit 187 changes the EV end condition so that the first end threshold value is larger than when it is determined that the actual speed of the hybrid vehicle 1 is not significantly different from the target speed v. May be.

  An example of the EV start condition is a condition that the actual speed of the hybrid vehicle 1 should satisfy. For example, a condition that “the actual speed of the hybrid vehicle 1 is below the second start threshold value” may be used as the EV start condition. In this case, the greater the second start threshold value, the easier the actual speed of the hybrid vehicle 1 falls below the second start threshold value. For this reason, the driving assistance unit 187 changes the EV start condition so that the second start threshold value is larger than when it is determined that the actual speed of the hybrid vehicle 1 is not significantly different from the target speed v. May be.

  An example of the EV end condition is a condition that the actual speed of the hybrid vehicle 1 should satisfy. For example, a condition that “the actual speed of the hybrid vehicle 1 exceeds the second end threshold value” may be used as the EV end condition. In this case, the larger the second end threshold value, the more difficult the actual speed of the hybrid vehicle 1 exceeds the second end threshold value. For this reason, the driving assistance unit 187 changes the EV end condition so that the second end threshold value is increased as compared with the case where it is determined that the actual speed of the hybrid vehicle 1 is not significantly different from the target speed v. May be.

  An example of the EV start condition is a condition that the SOC should satisfy. For example, the condition that “SOC exceeds the third start threshold” may be used as the EV start condition. In this case, the smaller the third start threshold value, the easier it is for the SOC to exceed the third start threshold value. For this reason, the travel assist unit 187 changes the EV start condition so that the third start threshold value is smaller than when it is determined that the actual speed of the hybrid vehicle 1 is not significantly different from the target speed v. May be.

  An example of the EV end condition is a condition that the SOC should satisfy. For example, a condition that “SOC is lower than the third end threshold” may be used as the EV end condition. In this case, the smaller the third end threshold value, the easier it is for the SOC to fall below the third end threshold value. For this reason, the driving assistance unit 187 changes the EV end condition so that the third end threshold value is smaller than when it is determined that the actual speed of the hybrid vehicle 1 is not significantly different from the target speed v. May be.

  Alternatively, the driving assistance unit 187 may forcibly drive the hybrid vehicle 1 in the EV mode instead of changing at least one of the EV start condition and the EV end condition. That is, the traveling assistance unit 187 may control the hybrid vehicle 1 so that the hybrid vehicle 1 travels in the EV mode regardless of whether the EV start condition is satisfied. Even in this case, the period during which the hybrid vehicle 1 travels in the EV mode remains unchanged.

  On the other hand, as a result of the determination in step S131, when it is determined that the actual efficiency of the hybrid vehicle 1 is not significantly different from the assumed efficiency (step S131: No), the speed of the hybrid vehicle 1 is changed from the target speed v. Although there is a large divergence, it is assumed that fuel economy has not deteriorated excessively. Therefore, in this case, the travel assist unit 187 does not need to actively perform an operation for suppressing deterioration of fuel consumption. That is, the travel assisting unit 187 may not increase the period during which the hybrid vehicle 1 travels in the EV mode. Therefore, the driving assistance unit 187 continues to drive the hybrid vehicle 1 in the HV mode (step S133). As a result, the hybrid vehicle 1 can travel without further deviating from the travel plan.

  However, from the viewpoint of suppressing deterioration in fuel consumption, even if it is determined that the actual efficiency of the hybrid vehicle 1 is not significantly different from the assumed efficiency, the driving assistance unit 187 determines that the hybrid vehicle 1 is EV. The period of traveling in the mode may be increased.

  Here, with reference to FIG. 4, the operation performed when the actual speed of the hybrid vehicle 1 deviates greatly from the target speed v and it is determined that the hybrid vehicle 1 is traveling in the HV mode will be further described. . FIG. 4 shows the target speed v, the actual speed of the hybrid vehicle 1 and the engine when it is determined that the actual speed of the hybrid vehicle 1 greatly deviates from the target speed v and the hybrid vehicle 1 is traveling in the HV mode. 4 is a timing chart showing an output of ENG, an output of motor generator MG2, efficiency of hybrid vehicle 1 and EV start conditions.

  As shown in FIG. 4, it is assumed that it is determined that an object is detected at time t41. Furthermore, as shown in the second graph of FIG. 4, it is assumed that the actual speed of the hybrid vehicle 1 decreases due to the object after time t41. As a result, at time t42, it is determined that the actual speed of the hybrid vehicle 1 is greatly deviated from the target speed v.

  In this case, the hybrid vehicle 1 is traveling in the HV mode. For this reason, after time t42, it is determined whether or not the actual efficiency of the hybrid vehicle 1 greatly deviates from the assumed efficiency. As the speed of hybrid vehicle 1 decreases after time t41, the output of engine ENG and the output of motor generator MG2 also decrease, as shown in the third and fourth graphs of FIG. As a result, the efficiency of the hybrid vehicle 1 is also deteriorated (ie, decreased), particularly due to a decrease in the output of the engine ENG.

  As shown in the fifth graph of FIG. 4, during the period from time t42 to time t43, it is determined that the actual efficiency is not significantly different from the assumed efficiency. In this case, the hybrid vehicle 1 continues to travel in the HV mode from time t42 to time t43. That is, the engine ENG does not stop.

  After that, at time t43, it is determined that the actual efficiency is greatly deviated from the assumed efficiency. As a result, after time t43, the period during which the hybrid vehicle 1 travels in the EV mode increases compared to before time t43. FIG. 4 shows an example in which the hybrid vehicle 1 starts traveling in the EV mode from time t43 as a result of changing the EV start condition at time t43. As a result, after time t43, the engine ENG whose thermal efficiency has deteriorated stops. For this reason, after time t43, the deterioration of the efficiency of the hybrid vehicle 1 (that is, the deterioration of fuel consumption) is suppressed.

  In addition, after time t43, the hybrid vehicle 1 is traveling in the EV mode. For this reason, after time t43, operations from step S141 to step S143 in FIG. 3 described below are performed. In short, until it is determined that the actual SOC of the battery 173 greatly deviates from the SOC assumed when the hybrid vehicle 1 continues traveling based on the travel plan, the hybrid vehicle 1 is in EV mode. Keep driving on. FIG. 4 shows an example in which the hybrid vehicle 1 continues to travel in the EV mode after time t43.

  In FIG. 3 again, on the other hand, when it is determined that the hybrid vehicle 1 is not traveling in the HV mode as a result of the determination in step S125 (step S125: No), the hybrid vehicle 1 travels in the EV mode. It is estimated that For this reason, although the actual speed of the hybrid vehicle 1 is greatly deviated from the target speed v, it is estimated that the engine ENG that tends to deteriorate the thermal efficiency is stopped. Therefore, although the actual speed of the hybrid vehicle 1 is greatly deviated from the target speed v, it is assumed that there is a relatively high possibility that the fuel consumption is not excessively deteriorated. Therefore, in this case, the travel assist unit 187 does not have to actively increase the period during which the hybrid vehicle 1 travels in the EV mode.

  On the other hand, when the hybrid vehicle 1 continues to travel in the EV mode, the SOC decreases. If the actual SOC is not significantly different from the SOC assumed when the hybrid vehicle 1 continues traveling based on the travel plan (hereinafter referred to as “assumed SOC” as appropriate), the SOC is based on the travel plan. Or is estimated to have decreased without significantly deviating from the travel plan. On the other hand, when the actual SOC is greatly deviated from the assumed SOC, it is assumed that the SOC is excessively lowered. Alternatively, when the SOC greatly deviates from the assumed SOC, if the hybrid vehicle 1 continues to travel in the EV mode as it is, it is assumed that there is a relatively high possibility that the SOC will decrease excessively. Therefore, in the present embodiment, when the SOC deviates from the assumed SOC, the travel assist unit 187 charges the battery 173 by performing the following operation (that is, recovers the SOC). As a result, an excessive decrease in SOC is suppressed.

  Specifically, state determination unit 186 greatly deviates from the SOC that is assumed when hybrid vehicle 1 continues traveling based on the travel plan for the actual SOC of battery 173 (hereinafter referred to as “assumed SOC” as appropriate). It is determined whether or not (step S141). The state determination unit 186 can easily recognize the actual SOC based on the internal situation recognized by the internal situation recognition unit 183 (in particular, the detection result of the SOC sensor 1122). On the other hand, the SOC fluctuates according to the power newly input to the battery 173 and the power newly output from the battery 173. The power newly input to the battery 173 and the power newly output from the battery 173 vary according to the battery current flowing through the battery 173. Specifically, the electric power newly input to the battery 173 and the electric power newly output from the battery 173 are obtained by multiplying the square value of the battery current by the internal resistance of the battery 173. The battery current varies according to the power consumption trend and the power generation trend by motor generators MG1 and MG2. The power consumption trend and the power generation trend of motor generators MG1 and MG2 vary according to the outputs of motor generators MG1 and MG2. The outputs of motor generators MG1 and MG2 are controlled based on the travel plan. Therefore, the state determination unit 186 can calculate the assumed SOC based on the travel plan. For this reason, the state determination unit 186 can preferably determine whether or not the actual SOC greatly deviates from the assumed SOC based on the internal situation and the travel plan.

  The state determination unit 186 determines whether or not the actual SOC is lower than the assumed SOC by a third predetermined amount or more (that is, whether or not it is smaller). When the actual SOC is lower than the assumed SOC by a third predetermined amount or more, the state determination unit 186 determines that the actual SOC is greatly deviated from the assumed SOC. On the other hand, if the actual SOC has not decreased by a third predetermined amount or more than the assumed SOC, state determination unit 186 determines that the actual SOC is not significantly different from the assumed SOC.

  It can be said that the operation for determining whether or not the actual SOC is lower than the assumed SOC by a third predetermined amount or more is an operation for determining whether or not it is preferable to charge the battery 173. Accordingly, as the third predetermined amount used in this determination operation, the battery 173 is charged based on the relationship between the deviation (or difference) of the actual SOC from the assumed SOC and the necessity of charging the battery 173. It is preferable to use an appropriate value that can distinguish between a preferable state and a state in which the battery 173 may not be charged.

  As a result of the determination in step S141, when it is determined that the actual SOC of the battery 173 deviates greatly from the assumed SOC (step S141: Yes), as described above, the SOC is excessively decreased or It is assumed that the possibility that the SOC is excessively lowered is relatively high. For this reason, in this case, the traveling assistance unit 187 charges the battery 173 while cooperating with the traveling control unit 185 as necessary. Specifically, the travel assist unit 187 switches the travel mode of the hybrid vehicle 1 from the EV mode to the HV mode (step S142). As a result, the hybrid vehicle 1 travels in the HV mode. When the hybrid vehicle 1 travels in the HV mode, the engine ENG operates. The travel assist unit 187 causes the motor generator MG1 to generate power using the output of the engine ENG (step S142). As a result, battery 173 is charged with the electric power generated by motor generator MG1.

  On the other hand, as a result of the determination in step S141, when it is determined that the actual SOC of the battery 173 is not greatly deviated from the assumed SOC (step S141: No), it is assumed that the SOC has not decreased excessively. The Therefore, in this case, the driving assistance unit 187 continues to drive the hybrid vehicle 1 in the EV mode in order to give priority to suppressing the deterioration of fuel consumption due to the operation of the engine ENG (step S143). As a result, the hybrid vehicle 1 can travel without further deviating from the travel plan.

  Here, with reference to FIG. 5, the operation performed when the actual speed of the hybrid vehicle 1 deviates greatly from the target speed v and it is determined that the hybrid vehicle 1 is traveling in the EV mode will be further described. . FIG. 5 shows the target speed v, the actual speed of the hybrid vehicle 1 and the engine when it is determined that the actual speed of the hybrid vehicle 1 greatly deviates from the target speed v and the hybrid vehicle 1 is traveling in the EV mode. 4 is a timing chart showing the output of ENG, the output of motor generator MG2, the SOC, and the power generation amount of motor generator MG1.

  As shown in FIG. 5, it is assumed that it is determined that an object is detected at time t51. Furthermore, as shown in the second graph of FIG. 5, it is assumed that the actual speed of the hybrid vehicle 1 decreases due to the object after time t51. As a result, it is assumed that it is determined that the actual speed of the hybrid vehicle 1 is greatly deviated from the target speed v at time t52.

  In this case, the hybrid vehicle 1 is traveling in the EV mode. Therefore, after time t52, it is determined whether or not the actual SOC of battery 173 deviates greatly from the assumed SOC. Since the hybrid vehicle 1 is traveling in the EV mode, the SOC gradually decreases as shown in the fifth graph of FIG.

  As shown in the fifth graph of FIG. 5, during the period from time t52 to time t53, it is determined that the actual SOC is not significantly different from the assumed SOC. In this case, the hybrid vehicle 1 continues to travel in the EV mode from time t52 to time t53. That is, the engine ENG continues to stop.

  Thereafter, at time t53, it is determined that the actual SOC is greatly deviated from the assumed SOC. As a result, after time t53, the hybrid vehicle 1 travels in the HV mode. Therefore, as shown in the third graph in FIG. 5, the engine ENG operates after time t53. Further, as shown in the sixth graph in FIG. 5, motor generator MG1 generates power after time t53. As a result, as shown in the fifth graph of FIG. 5, the SOC recovers after time t53.

  Note that after time t53, the hybrid vehicle 1 is traveling in the HV mode. For this reason, after time t53, the operations from step S131 to step S133 in FIG. 3 described above are performed. In short, the hybrid vehicle 1 continues to travel in the HV mode until it is determined that the actual efficiency of the hybrid vehicle 1 deviates greatly from the assumed efficiency. FIG. 5 shows an example in which the hybrid vehicle 1 continues to travel in the HV mode after time t53.

  However, if the engine ENG is operated due to the SOC greatly deviating from the assumed SOC, the efficiency of the hybrid vehicle 1 may be deteriorated as compared to before the engine ENG is operated. As a result, there is a possibility that it is determined that the actual efficiency greatly deviates from the assumed efficiency at the same time when the engine ENG operates. In this case, the traveling mode of the hybrid vehicle 1 may be switched from the HV mode to the EV mode immediately after switching from the EV mode to the HV mode. As a result, the battery 173 may not be sufficiently charged. Therefore, in order to charge the battery 173 suitably, when the hybrid vehicle 1 starts to travel in the HV mode in order to charge the battery 173, the actual efficiency greatly deviates from the assumed efficiency. Even so, the hybrid vehicle 1 may continue to travel in the HV mode for a predetermined period after the charging of the battery 173 is started (that is, the battery 173 may be continuously charged).

  In addition, as described above, the condition that “SOC exceeds the third start threshold value” may be used as the EV start condition to be satisfied for the hybrid vehicle 1 to start traveling in the EV mode. In this case, when the condition “SOC exceeds the third start threshold” is satisfied, the travel mode of the hybrid vehicle 1 is switched to the EV mode. On the other hand, when the condition that the SOC greatly deviates from the assumed SOC (that is, the SOC falls below “assumed SOC—the third predetermined amount”) (hereinafter, referred to as “HV start condition” as appropriate) is satisfied, hybrid vehicle 1 Is switched to the HV mode. For this reason, when the “third start threshold value” and the “assumed SOC—third predetermined amount” are the same, the traveling mode of the hybrid vehicle 1 is frequently switched between the HV mode and the EV mode. there is a possibility. Specifically, when the EV start condition “SOC exceeds the third start threshold” is satisfied and the hybrid vehicle 1 travels in the EV mode, the SOC decreases. As a result, the HV start condition “SOC is lower than the assumed SOC—the third predetermined amount” is satisfied. That is, the traveling mode of the hybrid vehicle 1 that has just started traveling in the EV mode is switched to the HV mode. For this reason, it is preferable that the “third start threshold value” and “assumed SOC—third predetermined amount” are different from each other in order to avoid frequent switching of the travel mode between the HV mode and the EV mode. That is, the “third start threshold value” is preferably a value obtained by adding or subtracting a predetermined margin ΔSOC to “assumed SOC−third predetermined amount”.

  As described above, in the hybrid vehicle 1 according to the present embodiment, the hybrid vehicle 1 travels at a speed that is excessively slower than the target speed v due to the presence of some object in front of the hybrid vehicle 1. Even when the vehicle is on, the vehicle can travel while suppressing deterioration of fuel consumption.

  Specifically, when the hybrid vehicle 1 is traveling in the HV mode and the actual efficiency of the hybrid vehicle 1 is greatly deviated from the assumed efficiency, the period during which the hybrid vehicle 1 travels in the EV mode increases. . As a result, since the period during which the engine ENG continues to operate at an operating point where the thermal efficiency is not good is reduced, the deterioration of the fuel consumption of the hybrid vehicle 1 is suppressed.

  Further, when the hybrid vehicle 1 is traveling in the EV mode and greatly deviates from the actual SOC assumed SOC of the battery 173, the traveling mode of the hybrid vehicle 1 is switched from the EV mode to the HV mode, and the engine ENG Motor generator MG1 generates electric power using the output of. That is, the hybrid vehicle 1 can charge the battery 173 while traveling in the HV mode. In other words, the hybrid vehicle 1 can charge the battery 173 before stopping. Furthermore, in other words, the hybrid vehicle 1 does not have to charge the battery 173 by operating the engine ENG while stopped. For this reason, the possibility that the engine ENG operates only for the purpose of charging the battery 173 in a situation where the engine ENG can be stopped because the hybrid vehicle 1 is stopped is reduced. Therefore, the possibility that the engine ENG stops while the hybrid vehicle 1 is stopped increases. Also from this point, deterioration of fuel consumption is suppressed.

  The hybrid vehicle 1 described above includes two motor generators MG1 and MG2. However, the hybrid vehicle 1 may include a single motor generator or three or more motor generators.

  One constituent element described in the above embodiment can be appropriately combined with another constituent element described in the above embodiment. Some of the configuration requirements described in the above-described embodiment may not be used.

  It should be noted that the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a vehicle control device that includes such a change is also included in the technical concept of the present invention. included.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 1111 Radar 1112 Rider 17 Hybrid system 173 Battery 18 ECU
184 Travel plan generation unit 185 Travel control unit 186 SOC determination unit 187 State determination unit 188 Travel assist unit ENG Engine MG1, MG2 Motor generator

Claims (3)

A vehicle control device that controls a vehicle that includes an internal combustion engine and a rotating electrical machine, and that uses an output of at least one of the internal combustion engine and the rotating electrical machine as a driving force,
Generating means for repeatedly generating a travel plan including a target speed of the vehicle until the vehicle reaches a desired point;
First control means for controlling the vehicle so that the vehicle automatically travels based on the travel plan;
Whether the actual speed of the vehicle is slower than the target speed by a first predetermined amount or more due to an object appearing in front of the vehicle after the travel plan is generated and before the next travel plan is generated Determining means for determining whether or not;
When it is determined that the vehicle is traveling in the second mode in which the internal combustion engine is not stopped and the actual speed is determined to be slower than the first predetermined amount, the actual speed is the first place. Compared with a case where it is determined that the vehicle is not delayed more than a fixed amount, the period during which the vehicle travels is increased in the first mode in which the output of the rotating electrical machine is used as the driving force of the vehicle after the internal combustion engine is stopped. A vehicle control device comprising: a second control means. The determination means includes (i) whether or not the vehicle is traveling in the second mode, and (ii) due to the object, the actual efficiency related to traveling of the vehicle is the target speed at the target speed. Further determine whether or not the deterioration is greater than the second predetermined amount compared to the efficiency assumed when the vehicle is traveling,
The second control means determines that the actual speed is slower than the first predetermined amount, the vehicle is traveling in the second mode, and the actual efficiency is deteriorated more than the second predetermined amount. In the case where the actual speed is determined not to be slower than the first predetermined amount, the period during which the vehicle travels in the first mode is increased,
The second control means is configured so that the actual speed becomes slower than the first predetermined amount, the vehicle is traveling in the second mode, and the actual efficiency does not deteriorate more than the second predetermined amount. The vehicle control device according to claim 1, wherein when the determination is made, the vehicle continues to travel in the second mode. The rotating electrical machine can generate electric power using the output of the internal combustion engine,
The vehicle further includes a power storage device capable of accumulating electric power supplied to the rotating electric machine and capable of accumulating electric power generated by the rotating electric machine,
The determination means includes (i) whether or not the vehicle is traveling in the first mode, and (ii) the vehicle is traveling at the target speed with the total amount of actual power stored in the power storage device. And further determining whether or not it has decreased by a third predetermined amount or more in comparison with the total amount of power assumed to be stored in the power storage device,
The second control means is configured such that the actual speed becomes slower than the first predetermined amount, the vehicle is traveling in the first mode, and the actual power amount decreases by the third predetermined amount or more. If it is determined that the vehicle is running in the second mode, the rotating electrical machine is caused to generate electric power using the output of the internal combustion engine,
The second control means is configured such that the actual speed becomes slower than the first predetermined amount, the vehicle is traveling in the first mode, and the actual power amount decreases by the third predetermined amount or more. 3. The vehicle control device according to claim 1, wherein when it is determined that the vehicle is not running, the vehicle is continuously driven in the first mode.

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