JP6702101B2 - Hybrid vehicle - Google Patents

Description

  The present disclosure relates to a hybrid vehicle including an internal combustion engine, a generator, an electric motor, and a power storage device.

  A hybrid vehicle includes an internal combustion engine, a generator capable of generating power using the power of the internal combustion engine, an electric motor connected to drive wheels, and a power storage device electrically connected to the generator and the electric motor. Exists. The power storage device is charged with at least one of regenerative electric power generated by the electric motor when the vehicle is braked or the like, and electric power generated by the electric generator using the power of the internal combustion engine.

  In such a hybrid vehicle, when there is a traffic jam section on the planned travel route, in order to prevent the internal combustion engine from being used as much as possible in the traffic jam section, the SOC (State indicating the amount of electricity stored in the power storage device before entering the traffic jam section is indicated. There is one that executes traffic jam charge control for increasing a target value (target SOC) of Of Charge (for example, refer to Patent Document 1).

JP, 2000-134719, A JP, 2014-15125, A

  Although the congestion charge control disclosed in Patent Document 1 increases the target SOC of the power storage device before entering the congestion section, whether or not to continue such congestion charge control even after entering the congestion section Is a problem.

  If the traffic jam charge control is simply continued even in a traffic jam section, there is a concern that the user may feel uncomfortable. That is, since the internal combustion engine is easily started due to the increase in the target SOC, it is feared that the internal combustion engine will be started even if the user slightly operates the accelerator pedal in the traffic jam section, and the user may feel uncomfortable. It

  On the other hand, if the traffic jam charge control is not continued in the traffic jam section, the internal combustion engine will be more difficult to start than if the traffic jam charge control is continued, so there is a concern that the generator will not generate power and the power storage device will be exhausted. To be done. When the power storage device is exhausted in the traffic jam section, the power storage device is forcibly charged using the power of the internal combustion engine even when the vehicle is stopped due to traffic congestion, but the operating efficiency of the engine is lower when the vehicle is stopped than when the vehicle is running. However, there is a concern that fuel efficiency will deteriorate.

  The present disclosure has been made to solve the above-described problems, and an object thereof is to give a user when a hybrid vehicle that performs congestion charge control before entering a congestion section travels in the congestion section. It is to suppress the exhaustion of the power storage device while reducing the discomfort.

  A hybrid vehicle according to the present disclosure includes an internal combustion engine, a first rotating electric machine capable of generating power using the power of the internal combustion engine, a second rotating electric machine connected to driving wheels, and a first rotating electric machine and a second rotating electric machine. And a control device that executes traffic jam charging control for increasing the target value of the amount of power stored in the power storage device before entering the traffic jam section on the planned travel route. The control device executes the first process or the second process when the hybrid vehicle travels in a traffic jam section. The first process is a process of continuing the congestion charge control while the internal combustion engine is operating and temporarily stopping the congestion charge control while the internal combustion engine is stopped. The second process is a process of reducing the amount of increase in the target value of the amount of electricity stored in the electricity storage device while continuing the congestion charge control.

  According to the above configuration, the traffic jam charging control is executed before entering the traffic jam section. Further, the first process or the second process is executed in the traffic jam section.

  In the first process, the traffic jam charge control is continued in the traffic jam section only while the internal combustion engine is operating. Specifically, when the internal combustion engine is stopped, the traffic jam charge control is temporarily stopped. As a result, it is possible to prevent the internal combustion engine from being started by a slight accelerator pedal operation, so that a feeling of strangeness given to the user is reduced. Further, in the first process, during the traffic jam section, for example, when the internal combustion engine is operating due to a normal accelerator operation by the user, the traffic jam charge control is continued. As a result, the increase in the amount of electricity stored in the power storage device is promoted, and the depletion of the power storage device is suppressed. As a result, when the hybrid vehicle travels in a congested section, it is possible to suppress the exhaustion of the power storage device while reducing the discomfort given to the user.

  In the second process, the traffic jam charging control is continued in the traffic jam section, but the increase amount of the target value of the power storage amount of the power storage device is reduced. As a result, it is possible to make it more difficult to start the internal combustion engine than when continuing the congestion charge control without reducing the increase amount of the target value of the amount of stored electricity. Furthermore, it is possible to promote the increase in the amount of electricity stored in the electricity storage device during the operation of the internal combustion engine, as compared with the case where the traffic jam charge control is stopped. As a result, it is possible to suppress the depletion of the power storage device while reducing the discomfort given to the user when the hybrid vehicle travels in the congested section.

FIG. 1 is an overall configuration diagram of a vehicle. It is a block diagram showing detailed composition of HV-ECU, various sensors, and a navigation device. It is a flowchart (the 1) which shows the processing procedure of HV-ECU. It is the figure which showed an example of the calculation method of charging/discharging required power Pb. FIG. 3 is a diagram showing an example of a target SOC of a power storage device and a change in SOC. It is a flowchart (the 2) which shows the processing procedure of HV-ECU. It is a flowchart (the 3) which shows the processing procedure of HV-ECU.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts will be denoted by the same reference symbols and description thereof will not be repeated.

  FIG. 1 is an overall configuration diagram of a vehicle 1 according to the present embodiment. The vehicle 1 includes an engine 10, a first motor generator (hereinafter also referred to as “first MG”) 20, a second motor generator (hereinafter also referred to as “second MG”) 30, a power split device 40, and a PCU (Power Control). Unit) 50, a power storage device 60, and drive wheels 80.

  This vehicle 1 is a hybrid vehicle that travels with at least one of the power of engine 10 and the power of second MG 30.

  The engine 10 is an internal combustion engine that outputs power by converting combustion energy generated when a mixture of air and fuel is burned into kinetic energy of a moving element such as a piston or a rotor. Power split device 40 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 40 splits the power output from engine 10 into power for driving first MG 20 and power for driving drive wheels 80.

  The first MG 20 and the second MG 30 are AC rotary electric machines, and are, for example, three-phase AC synchronous motors in which permanent magnets are embedded in the rotor. First MG 20 is mainly used as a generator driven by engine 10 via power split device 40. The electric power generated by first MG 20 is supplied to second MG 30 or power storage device 60 via PCU 50.

  The second MG 30 mainly operates as an electric motor and drives the drive wheels 80. Second MG 30 is driven by receiving at least one of the electric power from power storage device 60 and the electric power generated by first MG 20, and the driving force of second MG 30 is transmitted to driving wheel 80. On the other hand, when the vehicle 1 is being braked or the acceleration is downhill, the second MG 30 operates as a generator to perform regenerative power generation. The electric power generated by second MG 30 is collected in power storage device 60 via PCU 50.

  PCU 50 converts DC power received from power storage device 60 into AC power for driving first MG 20 and second MG 30. Further, PCU 50 converts the AC power generated by first MG 20 and second MG 30 into DC power for charging power storage device 60. PCU 50 is configured to include, for example, two inverters provided corresponding to first MG 20 and second MG 30, and a converter that boosts the DC voltage supplied to each inverter to the voltage of power storage device 60 or higher.

  Power storage device 60 is a rechargeable DC power supply, and is configured to include a secondary battery such as a lithium ion battery or a nickel hydrogen battery. Power storage device 60 is charged by receiving the electric power generated by at least one of first MG 20 and second MG 30. Then, power storage device 60 supplies the stored electric power to PCU 50. An electric double layer capacitor or the like can be adopted as the power storage device 60.

  Further, the power storage device 60 is provided with a voltage sensor, a current sensor, and a temperature sensor that detect the voltage, the input/output current, and the temperature of the power storage device 60, and the detection value of each sensor is output to the BAT-ECU 110. ..

  Vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, and an HMI (Human Machine Interface) device 140.

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

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

  The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and an input/output port for inputting/outputting various signals. Predetermined arithmetic processing is executed based on the information stored in the memories (ROM and RAM) including those (not shown) and the information from the various sensors 120. Then, the HV-ECU 100 controls each device such as the engine 10, the PCU 50, the HMI device 140, and the like based on the result of the arithmetic processing.

  Further, the HV-ECU 100 executes traffic jam SOC control (traffic charge control) as control for supporting the energy saving operation of the vehicle 1. The traffic jam SOC control uses the map information and traffic jam information of the navigation device 130 to determine whether or not there is a target traffic jam section that satisfies a predetermined condition on the planned travel route of the vehicle 1. If there is a target traffic jam section, The control is to accelerate the charging of the power storage device 60 by increasing the target SOC of the power storage device 60 before entering the section. Details of the traffic jam SOC control will be described later.

  The BAT-ECU 110 also includes a CPU, a ROM, a RAM, an input/output port, and the like (all not shown), and calculates the SOC of the power storage device 60 based on the detected value of the input/output current and/or voltage of the power storage device 60. .. The SOC is represented, for example, by the percentage of the current storage amount with respect to the full charge capacity of the storage device 60. Then, BAT-ECU 110 outputs the calculated SOC to HV-ECU 100. The HV-ECU 100 may calculate the SOC.

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

  The map information DB 134 is composed of a hard disk drive (HDD) or the like and stores map information. The map information includes data on “nodes” such as intersections and dead ends, “links” that connect the nodes, and “facility” (buildings, parking lots, etc.) along the links. Further, the map information includes position information of each node, distance information of each link, road type information included in each link (tunnel, bridge, elevated road, seaside, roads such as mountains), gradient information of each link, etc. including.

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

  The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic congestion information, and may also include other road regulation information, parking lot information, and the like. This road traffic information is updated, for example, every 5 minutes.

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

  When the user inputs the destination of the vehicle 1 in the HMI device 140, the navigation ECU 132 searches the route from the current position of the vehicle 1 to the destination (scheduled route) based on the map information DB 134. The planned travel route is composed of a set of nodes and links from the current position of the vehicle 1 to the destination. Then, the navigation ECU 132 outputs the search result (set of nodes and links) from the current position of the vehicle 1 to the destination to the HMI device 140.

  Further, the navigation ECU 132, in response to a request from the HV-ECU 100, map information and road traffic information (hereinafter also referred to as “prefetch information”) from a current position to a point within a predetermined distance (for example, about 10 km) on the planned travel route. .) to the HV-ECU 100. The prefetch information is used for the traffic SOC control in the HV-ECU 100 (described later).

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

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

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

  As described above, the navigation ECU 132 outputs the above-mentioned prefetch information (map information and road traffic information) to the HV-ECU 100 in response to a request from the HV-ECU 100. When the HV-ECU 100 receives the prefetch information from the navigation ECU 132, the HV-ECU 100 searches for the target congestion section on the planned traveling route based on the received prefetch information, and when the target congestion section exists on the planned traveling route, the congestion SOC described above is obtained. Execute control.

<Travel control>
Prior to a detailed description of the traffic jam SOC control, first, the travel control of the vehicle 1 executed by the HV-ECU 100 will be described.

  FIG. 3 is a flowchart showing a processing procedure of travel control executed by the HV-ECU 100. The series of processes shown in this flowchart is repeatedly executed at predetermined time intervals, for example, when the system switch of the vehicle 1 is turned on.

  The HV-ECU 100 acquires the detected values of the accelerator opening degree ACC and the vehicle speed VS from the accelerator pedal sensor 122 and the vehicle speed sensor 124, respectively, and also acquires the SOC of the power storage device 60 from the BAT-ECU 110 (step S10).

  Next, the HV-ECU 100 calculates the required torque Tr for the vehicle 1 based on the acquired detected values of the accelerator opening degree ACC and the vehicle speed VS (step S15). For example, a map showing the relationship between the accelerator opening ACC, the vehicle speed VS, and the required torque Tr is prepared in advance and stored in the ROM of the HV-ECU 100 as a map, and the map is used to accelerate the accelerator opening ACC. Also, the required torque Tr can be calculated based on the detected value of the vehicle speed VS. Then, the HV-ECU 100 calculates the traveling power Pd (request value) for the vehicle 1 by multiplying the calculated request torque Tr by the vehicle speed VS (step S20).

  Then, HV-ECU 100 calculates charge/discharge required power Pb for power storage device 60 (step S25). This charge/discharge required power Pb is calculated based on the difference ΔSOC between the SOC (actual value) of power storage device 60 and its target. When charge/discharge required power Pb is a positive value, Charging is required, and when the charge/discharge required power Pb has a negative value, it indicates that the power storage device 60 is required to be discharged.

  FIG. 4 is a diagram showing an example of a method of calculating charge/discharge required power Pb for power storage device 60. When the difference ΔSOC between the SOC (actual value) of power storage device 60 and the target SOC indicating the SOC control target is a positive value (SOC>target SOC), charge/discharge required power Pb becomes a negative value (discharge request). ), the larger the absolute value of ΔSOC, the larger the absolute value of the charge/discharge required power Pb. On the other hand, when ΔSOC is a negative value (SOC<target SOC), the charge/discharge required power Pb has a positive value (charge request), and the larger the absolute value of ΔSOC, the larger the absolute value of the charge/discharge required power Pb. . In this example, when the absolute value of ΔSOC is small, a dead zone for setting the charge/discharge required power Pb to 0 is provided.

  Returning to FIG. 3, the HV-ECU 100 calculates the traveling power Pd calculated in step S20, the charge/discharge required power Pb calculated in step S25, and the system loss Ploss, as shown in the following equation (1). The engine required power Pe required for the engine 10 is calculated from the total value of the above (step S30).

Pe=Pd+Pb+Ploss (1)
Next, the HV-ECU 100 determines whether the calculated engine required power Pe is larger than a predetermined engine starting threshold Peth (step S35). The threshold value Peth is set to a value at which the engine 10 can be operated with a higher operating efficiency than a predetermined operating efficiency.

  When it is determined in step S35 that engine required power Pe is larger than threshold value Peth (YES in step S35), HV-ECU 100 controls engine 10 to start engine 10 (step S40). If the engine 10 is already in operation, this step is skipped. Then, the HV-ECU 100 controls the engine 10 and the PCU 50 so that the vehicle 1 travels using the outputs from both the engine 10 and the second MG 30. That is, vehicle 1 performs hybrid travel (HV travel) using the outputs of engine 10 and second MG 30 (step S45). During the HV traveling, the first MG 20 uses a part of the power of the engine 10 to generate electric power.

  On the other hand, if it is determined in step S35 that engine required power Pe is equal to or smaller than threshold value Peth (NO in step S35), HV-ECU 100 controls engine 10 to stop engine 10 (step S50). . If the engine 10 is already stopped, this step is skipped. Then, HV-ECU 100 controls PCU 50 so that vehicle 1 travels using only the output of second MG 30. That is, vehicle 1 performs electric motor traveling (EV traveling) using only the output of second MG 30 (step S55).

  Note that, in the above, when the actual SOC is higher than the target SOC (ΔSOC>0), the charge/discharge required power Pb becomes a negative value, so compared to the case where the SOC is controlled to the target SOC, It is understood that the engine 10 is in a state in which it is difficult to start the engine when the required power Pe becomes small. As a result, discharge of power storage device 60 is promoted, and SOC tends to decrease.

  On the other hand, when the actual SOC is lower than the target SOC (ΔSOC<0), the charge/discharge required power Pb becomes a positive value, so that the engine required power Pe is greater than that when the SOC is controlled to the target SOC. It is understood that the engine 10 becomes in a state in which the engine 10 is easily started by increasing. As a result, charging of power storage device 60 is promoted and SOC tends to increase.

<Traffic SOC control>
Next, details of the traffic jam SOC control executed by the HV-ECU 100 will be described.

  FIG. 5 is a diagram showing an example of changes in the target SOC and SOC of power storage device 60 when congestion SOC control is executed. In FIG. 5, the horizontal axis represents each point on the planned travel route of the vehicle 1, and the vertical axis represents the SOC of the power storage device 60. Solid line L11 represents the target SOC of power storage device 60. Further, the solid line L12 shows the transition of the SOC when the traffic congestion SOC control is executed, and the dotted line L13 shows the transition of the SOC when the traffic congestion SOC control is not executed as a comparative example. In the illustrated example, sections 1 to 8 (link 1 to link 8) of the planned traveling route are shown. In this example, section 1 to section 8 are flat roads.

  The HV-ECU 100 acquires the current position of the vehicle 1, planned travel route information, and road traffic information (congestion information) from the navigation device 130, and based on these information, a target congestion section that is a control target of the congestion SOC control. (Hereinafter also referred to as "congestion section B") is searched. For example, when there is a traffic jam of a predetermined length or more within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route, the HV-ECU 100 identifies the section as the traffic jam section B. FIG. 5 shows a case where the traffic jam section B is searched at the point P10 and the sections 4 to 6 are identified as the traffic jam section B.

  HV-ECU 100 sets the target SOC of power storage device 60 to Sn during normal operation (when congestion SOC control is not executed, for example, refer to section 1 and sections 7 and 8). If the vehicle 1 enters the traffic jam section B (section 4 to section 6) while the SOC of the power storage device 60 is controlled to Sn, EV running becomes dominant because the running power is small in the traffic jam section B. SOC decreases from Sn (dotted line L13). Then, when SOC decreases to lower limit value SL at point P15a during traveling in traffic jam section B, engine 10 is forcibly started and power storage device 60 is forcibly charged by first MG 20. Since such forced charging is executed even when the vehicle is stopped in the traffic jam section B (the engine 10 cannot be operated at the optimum operating point and the operating efficiency of the engine 10 is low), the fuel efficiency deteriorates. ..

  Therefore, the HV-ECU 100 identifies the section from the point P11a, which is a predetermined distance before the start point P13 of the traffic jam section B, to the start point P13 of the traffic jam section B, as the "pre-congestion section A". When the vehicle 1 reaches the start point 11a of the pre-traffic zone A, the HV-ECU 100 changes the target SOC from Sn to Sh higher than Sn (solid line L11). Then, the SOC becomes lower than the target SOC (ΔSOC<0), the charging of power storage device 60 is promoted, and the SOC rises (see solid line L12 in sections 2 and 3) as described above.

  Note that FIG. 5 shows an example in which the engine 10 is stopped in the congestion section B, the congestion SOC control is temporarily stopped, and the target SOC of the power storage device 60 is returned from Sh to Sn. The temporary stop of the traffic jam SOC control in the traffic jam section B will be described later in detail.

  When the vehicle 1 reaches the end point P16 of the congestion section B, the HV-ECU 100 ends the congestion SOC control.

<Continuation and temporary suspension of traffic congestion SOC control in traffic congestion section B>
As described above, the traffic jam SOC control is to increase the target SOC from Sn to Sh from the traffic jam section A (before entering the traffic jam section B). Whether or not such traffic congestion SOC control is continued even after entering the traffic congestion section B becomes a problem.

  When the traffic congestion SOC control is continued even in the traffic jam section B, there is a concern that the user may feel uncomfortable. That is, since the engine required power Pe increases as the target SOC increases, the engine 10 starts even if the user performs a slight accelerator operation in the traffic jam section B so that the engine 10 does not normally start. There is a concern that it will give a sense of incongruity. In particular, since it is assumed that the vehicle 1 is repeatedly stopped and started in the traffic jam section B, a scene in which the engine 10 is started frequently even when the user performs a slight accelerator operation when the vehicle 1 starts, It is easy for the user to feel discomfort.

  On the other hand, in the traffic jam section B, when the traffic jam SOC control is not continued, the engine 10 is more difficult to start than when the traffic jam SOC control is continued, so that the electric power of the power storage device 60 is consumed more than expected in the traffic jam section B. However, there is a concern that the power storage device 60 will be exhausted (SOC will drop to the lower limit SL). When the power storage device 60 is exhausted in the traffic jam section B, the power storage device 60 is forcibly charged using the power of the engine 10 even when the vehicle is stopped due to traffic jam. There is a concern that the driving efficiency of the vehicle will be low and the fuel efficiency will deteriorate.

  In view of the above points, when the vehicle 1 travels in the traffic jam section B, the HV-ECU 100 according to the present embodiment continues the traffic jam SOC control only when the engine 10 is in operation. Specifically, when the engine 10 is stopped in the traffic jam section B, the HV-ECU 100 temporarily stops the traffic jam SOC control. As a result, the engine 10 is prevented from being started by a slight accelerator pedal operation, so that a feeling of strangeness given to the user is reduced. Further, in the traffic jam section B, the HV-ECU 100 continues the traffic jam SOC control when the engine 10 is operating, for example, by a normal accelerator operation by the user. As a result, the charging of the power storage device 60 is promoted, and the depletion of the power storage device 60 is suppressed. As a result, when the vehicle 1 travels in the traffic jam section B, it is possible to suppress the depletion of the power storage device 60 while reducing the discomfort given to the user.

<Control flow of traffic congestion SOC control>
FIG. 6 is a flowchart showing a processing procedure of the traffic jam SOC control executed by the HV-ECU 100. It should be noted that the series of processes shown in this flowchart are repeatedly executed at predetermined time intervals, for example, when the system switch of the vehicle 1 is turned on.

  The HV-ECU 100 determines whether it is the update timing of the prefetch information (step S110). As described above, the prefetch information is map information and road traffic information from the current position to a point within a predetermined distance (for example, about 10 km) on the planned travel route. The update timing of the prefetch information is, for example, a predetermined time (for example, 1 when the traveling route of the vehicle 1 is changed (when the vehicle 1 leaves the planned traveling route), when the road traffic information (congestion information) is updated. Minutes), a predetermined distance, a control target (congestion section B), and the like.

  When it is determined in step S110 that it is the update timing of the prefetch information (YES in step S110), the HV-ECU 100 determines, based on the planned traveling route information and the road traffic information (congestion information) acquired from the navigation device 130. The control target (congestion section B) is searched (step S115). If it is determined in step S110 that it is not the update timing of the prefetch information (NO in step S110), HV-ECU 100 moves the process to step S120 without executing the process of step S115.

  Next, the HV-ECU 100 determines whether or not there is a control target (congestion section B) on the planned travel route (step S120). When it is determined in step S120 that there is no control target (congestion section B) in the planned travel route (NO in step S120), HV-ECU 100 shifts the process to return without executing the subsequent series of processes. ..

  When it is determined in step S120 that there is a control target (congestion section B) on the planned travel route (YES in step S120), HV-ECU 100 causes vehicle 1 to be in a pre-congestion section A (a predetermined distance from the start point of congestion section B). It is determined whether or not it is before entering the section from the front point to the start point of the traffic jam section B (step S125).

  If it is determined in step S125 that the vehicle 1 has not entered the pre-congestion section A (YES in step S125), the HV-ECU 100 shifts the process to the return without executing the subsequent series of processes. ..

  When it is determined in step S125 that the vehicle 1 has entered the pre-congestion section A (NO in step S125), the HV-ECU 100 determines whether the vehicle 1 is traveling in the pre-congestion section A. (Step S130).

  If it is determined in step S130 that vehicle 1 is traveling in pre-congestion section A (YES in step S130), HV-ECU 100 executes congestion SOC control (step S135). That is, the HV-ECU 100 increases the target SOC from Sn to Sh.

  When it is determined in step S130 that vehicle 1 is not traveling in pre-congestion section A (NO in step S130), HV-ECU 100 determines whether vehicle 1 is traveling in congestion section B (step S130). S140).

  When it is determined in step S140 that vehicle 1 is traveling in congestion section B (YES in step S140), HV-ECU 100 determines whether engine 10 is in operation (step S145). For example, HV-ECU 100 operates engine 10 when engine 10 is actually operating because engine required power Pe exceeds threshold value Peth (determined as YES in step S35 of FIG. 3). Determined to be in. The condition for determining YES in step S145 is not limited to the above condition. For example, when engine 10 is actually operating due to a factor other than engine required power Pe (for example, air conditioner operation request or power storage device 60 temperature increase request), YES may be determined in step S145. Further, for example, when the engine 10 is being rotated by being dragged by the rotation of the first MG 20 and the drive wheels 80, it may be determined that the engine 10 is in operation, and YES may be determined in step S145. .. Further, when the user is racing (accelerating the accelerator in the neutral state), the determination may be YES in step S145.

  When it is determined in step S145 that engine 10 is not in operation (NO in step S145), HV-ECU 100 temporarily stops the congestion SOC control (step S150). Specifically, the HV-ECU 100 temporarily sets the target SOC to the normal Sn.

  If it is determined in step S145 that engine 10 is in operation (YES in step S145), HV-ECU 100 moves the process to step S135 to continue the congestion SOC control. Specifically, the HV-ECU 100 keeps the target SOC at Sh by continuing the congestion SOC control when the congestion SOC control is being executed, and when the congestion SOC control is temporarily stopped, The execution of the traffic jam SOC control is restarted to increase the target SOC from Sn to Sh.

  When it is determined in step S140 that vehicle 1 is not traveling in congestion section B (NO in step S140), HV-ECU 100 determines that vehicle 1 has passed congestion section B and ends the congestion SOC control. (Step S160). Specifically, the HV-ECU 100 sets the target SOC to Sn during normal times.

  As described above, the HV-ECU 100 according to the present embodiment starts the congestion SOC control for increasing the target SOC from Sn to Sh when the vehicle 1 enters the pre-congestion section A before the congestion section B. Further, the HV-ECU 100 temporarily stops the traffic jam SOC control when the vehicle 10 travels in the traffic jam section B when the engine 10 is stopped, and when the vehicle 10 is driving, the traffic jam SOC. Continue control. Accordingly, while the engine 10 is stopped, it is difficult to start the engine 10 to reduce a feeling of strangeness given to the user, and while the engine 10 is operating, the charging of the power storage device 60 is promoted and the exhaustion of the power storage device 60 is suppressed. To do. As a result, it is possible to suppress the depletion of the power storage device 60 while reducing the uncomfortable feeling given to the user while traveling in the traffic jam section.

<Modification>
In the congestion section B, the HV-ECU 100 according to the above-described embodiment temporarily stops the congestion SOC control when the engine 10 is stopped, and performs the congestion SOC control when the engine 10 is in operation. A continuous process (first process) was performed.

  On the other hand, the HV-ECU 100 according to the present modified example, instead of the above-described processing (first processing), continues the congestion SOC control in the congestion section B, and increases the target SOC in comparison with the pre-congestion section A. A reduction process (second process) is performed. Other structures, functions, and processes are the same as those in the above-described embodiment, and therefore detailed description will not be repeated here.

  FIG. 7 is a flowchart showing a processing procedure of the traffic jam SOC control executed by the HV-ECU 100 according to the present modification. The flowchart shown in FIG. 7 is obtained by adding the process of step S150 in place of the process of steps S145 and S150 of FIG. 6 described above. Since the other steps (the steps having the same numbers as the steps shown in FIG. 6 described above) have already been described, detailed description will not be repeated here.

  When it is determined in step S140 that vehicle 1 is traveling in congestion section B (YES in step S140), HV-ECU 100 sets the target SOC to predetermined value Sm while continuing the congestion SOC control (step S140). S155). Here, the predetermined value Sm is set to a value smaller than the target SOC “Sh” in the pre-congestion section A and larger than the normal target SOC “Sn”. That is, the HV-ECU 100 determines the increase amount (=Sm-Sn) of the target SOC in the traffic jam section B in the traffic jam section B while continuing the traffic jam SOC control to increase the target SOC in the traffic jam section B as compared with the normal time. It is smaller than the increase amount (=Sh-Sn) of the target SOC in A.

  As a result, in the traffic jam section B, it is possible to make it more difficult to start the engine 10 than when the traffic jam SOC control is continued without reducing the increase amount of the target SOC. Further, in the congestion section B, charging of the power storage device 60 can be promoted during the operation of the engine 10 as compared with the case where the congestion SOC control is stopped. As a result, when the vehicle 1 travels in the traffic jam section B, it is possible to suppress the depletion of the power storage device 60 while reducing the discomfort given to the user.

  The embodiments disclosed this time are to be considered as illustrative in all points and not restrictive. The scope of the present disclosure is shown not by the above description but by the scope of the claims, and is intended to include meanings equivalent to the scope of the claims and all modifications within the scope.

  1 vehicle, 10 engine, 20 1st MG, 30 2nd MG, 40 power split device, 50 PCU, 60 power storage device, 80 drive wheels, 100 HV-ECU, 110 BAT-ECU, 120 various sensors, 122 accelerator pedal sensor, 124 Vehicle speed sensor, 126 brake pedal sensor, 130 navigation device, 136 GPS receiver, 138 traffic information receiver, 140 HMI device.

Claims (1)

A hybrid vehicle,
An internal combustion engine,
A first rotating electric machine capable of generating power using the power of the internal combustion engine;
A second rotating electric machine connected to the drive wheels,
A power storage device electrically connected to the first rotating electric machine and the second rotating electric machine;
A control device that executes traffic congestion charge control for increasing the target value of the amount of electricity stored in the power storage device before entering the traffic jam section in the planned travel route,
The control device executes a first process or a second process when the hybrid vehicle travels in the congestion section,
The first process is a process of continuing the congestion charge control during operation of the internal combustion engine, and temporarily stopping the congestion charge control while the internal combustion engine is stopped,
The second vehicle is a hybrid vehicle in which the congestion charge control is continued and the increase in the target value of the power storage amount of the power storage device is reduced.

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