JP6969419B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a motor, and a power storage device.

Conventionally, as this type of hybrid vehicle, in a hybrid vehicle equipped with an engine and a motor and a battery that exchanges power with the motor, a CD (Charge) is used for each travel section of the planned travel route to the destination based on the travel load. It has been proposed to assign a Depleting mode or a CS (Charge Sustaining) mode to make a plan, and to control an engine and a motor so as to run according to the plan (see, for example, Patent Document 1). In this hybrid vehicle, when there is a traveling section in which the traveling load cannot be calculated when making this plan, the CD mode is assigned to the traveling section. This makes it possible to make a plan even if there is a traveling section where the traveling load cannot be calculated.

Japanese Unexamined Patent Publication No. 2016-159848

In such a hybrid vehicle, the required output for traveling is changed for the same accelerator operation amount in the CD mode and the CS mode. When traveling in the CD mode or the CS mode according to the plan, the CD mode and the CS mode are switched at the boundary of the traveling section. Therefore, if the driver does not recognize the change and the output for traveling for the same accelerator operation amount changes significantly, the driver may feel uncomfortable.

The main object of the hybrid vehicle of the present invention is to suppress the driver from feeling uncomfortable when traveling in the CD mode or the CS mode according to the traveling plan.

The hybrid vehicle of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
With the engine and motor
A power storage device that exchanges electric power with the motor,
When the predetermined conditions including the condition for which the destination is set are not satisfied, the vehicle travels according to the required output for driving according to the accelerator operation amount while switching between the CD (Charge Depleting) mode and the CS (Charge Sustaining) mode. As described above, the first control for controlling the engine and the motor is executed, and when the predetermined condition is satisfied, the CD mode or the CS mode is assigned to each traveling section of the planned traveling route to the destination. A control device that executes a second control that controls the engine and the motor so that the vehicle travels according to the required output according to the travel plan.
It is a hybrid car equipped with
When the control device executes the second control, the difference in the required output with respect to the same accelerator operation amount in the CD mode and the CS mode as compared with the case of executing the first control. Set the required output so that
The gist is that.

In the hybrid vehicle of the present invention, when a predetermined condition including a condition in which a destination is set is not satisfied, the hybrid vehicle travels according to a required output for traveling according to an accelerator operation amount while switching between a CD mode and a CS mode. The first control for controlling the engine and the motor is executed so as to be performed, and when the predetermined conditions are satisfied, the request output is performed according to the driving plan in which the CD mode or the CS mode is assigned to each traveling section of the planned traveling route to the destination. A second control that controls the engine and motor to run is performed. Then, when the second control is executed, the request output is set so that the difference between the request output for the same accelerator operation amount in the CD mode and the CS mode is smaller than that when the first control is executed. do. As a result, when the vehicle is traveling according to the travel plan (when the second control is being executed), when the CD mode and the CS mode are switched (the driver recognizes the switching between the CD mode and the CS mode). When not), it is possible to suppress giving the driver a sense of discomfort.

In such a hybrid vehicle of the present invention, when the second control is executed, the control device sets the same required output for the same accelerator operation amount in the CD mode and the CS mode. It may be a thing.

Further, in the hybrid vehicle of the present invention, when the current location is a highway when the second control is executed, the control device outputs the required output for the same accelerator operation amount in the CD mode and the CS mode. The request output may be set so that the difference between the two is the same as when the first control is executed.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as an Example of this invention. It is a flowchart which shows an example of the processing routine executed by HVECU 70. It is explanatory drawing which shows an example of the map for CD and the map for CS. It is a flowchart which shows an example of the processing routine of a modification. It is a block diagram which shows the outline of the structure of the hybrid vehicle 120 of a modification. It is a block diagram which shows the outline of the structure of the hybrid vehicle 220 of a modification.

Next, an embodiment for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as a power storage device, a charger 60, and a navigation device 90. , A hybrid electronic control unit (hereinafter referred to as “HVECU”) 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, and is connected to the carrier of the planetary gear 30 via a damper 28. The engine 22 is operated and controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. In the engine ECU 24, signals from various sensors necessary for operating and controlling the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 and the like are transmitted via an input port. Has been entered. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. A rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. A drive shaft 36 connected to the drive wheels 39a and 39b via a differential gear 38 is connected to the ring gear of the planetary gear 30. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via the damper 28.

The motor MG1 is configured as, for example, a synchronous motor generator, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous motor generator, and a rotor is connected to a drive shaft 36. The inverters 41 and 42 are used for driving the motors MG1 and MG2 and are connected to the battery 50 via the power line 54. A smoothing capacitor 57 is attached to the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by an electronic control unit for a motor (hereinafter referred to as "motor ECU") 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port are included. Be prepared. The motor ECU 40 has signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotation positions θm1 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. , Θm2 and the phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45u, 45v, 46u, 46v for detecting the current flowing in each phase of the motors MG1 and MG2 are input via the input port. From the motor ECU 40, switching control signals and the like to the plurality of switching elements of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 has an electric angle θe1, θe2 and an angular velocity ωm1, ωm2, a rotation number Nm1, Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44. Is being calculated.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. The signals input to the battery ECU 52 include, for example, the voltage Vb of the battery 50 from the voltage sensor 51a attached between the terminals of the battery 50 and the battery 50 from the current sensor 51b attached to the output terminal of the battery 50. Examples include the current Ib and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC of the battery 50, the consumable energy Eb, and the input / output restriction Win and Wout. The storage ratio SOC of the battery 50 is the ratio of the amount of electric power that can be discharged from the battery 50 to the total capacity of the battery 50, and is calculated based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The consumable energy Eb of the battery 50 is obtained by converting the difference (SOC-Smin) between the storage ratio SOC of the battery 50 and the threshold value Smin into energy, and is calculated as the product of the difference (SOC-Smin) and the total capacity. NS. As the threshold value Smin, for example, 20%, 25%, 30%, or the like is used. The input / output restriction Win and Wout of the battery 50 are allowable charge / discharge powers that may charge / discharge the battery 50, and are calculated based on the storage ratio SOC of the battery 50 and the temperature Tb of the battery 50 from the temperature sensor 51c. NS.

The charger 60 is connected to the power line 54, and when the power plug 61 is connected to an external power source such as a household power source or an industrial power source at a charging point such as a home or a charging station, the charger 60 is connected from an external power source. It is configured so that the battery 50 can be charged using electric power.

The navigation device 90 includes a main body 92 having a storage medium such as a hard disk for storing map information, an input / output port, and a control unit having a communication port, a GPS antenna 94a for receiving information about the current location of the vehicle, and a GPS antenna 94a. The VICS (registered trademark) antenna 94b, which receives traffic congestion information, regulatory information, disaster information, etc. from the information center, displays various information such as information about the current location of the vehicle and the planned travel route to the destination, and the user gives various instructions. It is provided with a touch panel type display 96 capable of inputting information. Here, in the map information, service information (for example, tourist information, parking lot, etc.) and road information of each traveling section (for example, between traffic lights and intersections) are stored as a database. Road information includes distance information, width information, number of lanes, area information (urban areas and suburbs), type information (general roads and expressways), slope information, legal speed, number of traffic lights, and the like. The navigation device 90 is connected to the HVECU 70 via a communication port.

When the destination is set by the operation of the display 96 by the user, the main body 92 of the navigation device 90 self based on the map information stored in the main body 92 and the current location and the destination of the own vehicle from the GPS antenna 94a. A planned travel route from the current location of the vehicle to the destination is set, and the set planned travel route is displayed on the display 96 to provide route guidance. Further, when the navigation device 90 sets the planned travel route to the destination, the navigation device 90 estimates the travel load of each travel section of the planned travel route. The traveling load of each traveling section is estimated based on road information (for example, distance information, type information, gradient information, legal speed, etc.).

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors are input to the HVECU 70 via the input port. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88. The vehicle speed V can also be mentioned. From the HVECU 70, a control signal or the like to the charger 60 is output via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation device 90 via the communication port.

In the hybrid vehicle 20 of the embodiment configured in this way, when the power plug 61 is connected to an external power source while the system is turned off (system stopped) at a charging point such as a home or a charging station and the vehicle is stopped, an external power source is used. The charger 60 is controlled so that the battery 50 is charged using the electric power from the battery 50.

Further, in the hybrid vehicle 20 of the embodiment, hybrid traveling (HV traveling) or electric traveling (EV traveling) is performed in the CD (Charge Depleting) mode or the CS (Charge Sustaining) mode. Here, in the HV running, the vehicle travels with the operation of the engine 22, and in the EV traveling, the vehicle travels without the operation of the engine 22. Further, the CD mode is a mode for lowering the storage ratio SOC of the battery 50, and the CS mode is a mode for maintaining the storage ratio SOC of the battery 50 within the control range including the control center SOC *. In the CD mode, EV traveling is more likely to be performed among HV traveling and EV traveling as compared with the CS mode.

In HV traveling, the HVECU 70 sets the required torque Td * required for the drive shaft 36 based on the accelerator opening degree Acc and the vehicle speed V, and the rotation speed Nd (motor MG2) of the drive shaft 36 is set to the set required torque Td *. The required power Pd * required for the drive shaft 36 is calculated by multiplying the rotation speed Nm2) of. Subsequently, the charge / discharge request power Pb * of the battery 50 (correct when discharging from the battery 50) so that the value (SOC-SOC *) obtained by subtracting the target ratio SOC * from the storage ratio SOC of the battery 50 is close to the value 0. Value) is set, and the required power Pe * required for the engine 22 is set by subtracting the required charge / discharge power Pb * of the battery 50 from the required power Pd *. Then, the target rotation speed Ne * of the engine 22 is output so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36 within the range of the input / output limit Win and Wout of the battery 50. And the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. Then, the target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotation speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the operation of the engine 22 (intake air) so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. Volume control, fuel injection control, ignition control, etc.) are performed. When the motor ECU 40 receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the motor ECU 40 drives the motors MG1 and MG2 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 * (specifically, the motor ECU 40). , Switching control of a plurality of switching elements of the inverters 41 and 42).

In this HV running, when the storage ratio SOC of the battery 50 is higher than the threshold value Sch, the engine 22 is stopped when the required torque Td * is equal to or less than the stop threshold value Tsp and the required power Pe * is equal to or less than the stop threshold value Psp. Assuming that the condition is satisfied, the operation of the engine 22 is stopped and the EV running is started. Here, the threshold value Sch is defined as a value lower than the above-mentioned threshold value Smin, and for example, a value lower than the threshold value Smin such as 5%, 7%, or 10% is used. Here, as the stop threshold Tsp, the CD mode stop threshold Tspcd is used in the CD mode, and the CS mode stop threshold Tspcs smaller than the CD mode stop threshold Tspcd is used in the CS mode. As the stop threshold Psp, the CD mode stop threshold Pspcd is used in the CD mode, and the CS mode stop threshold Pspcs smaller than the CD mode stop threshold Pspcd is used in the CS mode.

In EV driving, the HVECU 70 sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V, sets the value 0 in the torque command Tm1 * of the motor MG1, and limits the input / output of the battery 50 Win and Wout. The torque command Tm2 * of the motor MG2 is set so that the required torque Td * is output to the drive shaft 36 within the range, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The drive control of the motors MG1 and MG2 by the motor ECU 40 has been described above.

In this EV driving, when the storage ratio SOC of the battery 50 reaches the above-mentioned threshold Sch or less, or when the required torque Td * reaches the starting threshold Tst or more, the required power Pe * calculated in the same manner as in the HV driving starts. When the threshold value Pst or higher is reached, it is assumed that the starting condition of the engine 22 is satisfied, and the engine 22 is started to shift to HV running. Here, as the start threshold value Tst, a CD mode start threshold value Tstcd that is larger than the CD mode stop threshold value Tspcd is used in the CD mode, and is larger than the CS mode stop threshold value Tspcs and larger than the CD mode start threshold value Tstcd in the CS mode. A small CS mode start threshold Tstcs is used. As the start threshold Pst, a CD mode start threshold Pstcd larger than the CD mode stop threshold Pspcd is used in the CD mode, and a CS larger than the CS mode stop threshold Pspcs and smaller than the CD mode start threshold Pstcd in the CS mode. The mode start threshold Pstcs is used.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured will be described. FIG. 2 is a flowchart showing an example of a processing routine executed by the HVECU 70. This routine is executed repeatedly.

When the processing routine of FIG. 2 is executed, the HVECU 70 first determines whether or not the traveling support control can be executed (step S100). Here, the traveling support control is a control for performing HV traveling or EV traveling in the CD mode or the CS mode according to a traveling plan in which the CD mode or the CS mode is assigned to each traveling section of the planned traveling route to the destination. In the embodiment, when the navigation device 90 is guiding the route of the planned travel route and the storage ratio SOC of the battery 50 is higher than the above-mentioned threshold value Smin, it is determined that the travel support control can be executed, and the navigation device 90 is used for traveling. It is determined that the running support control cannot be executed when the route guidance of the planned route is not performed or when the storage ratio SOC of the battery 50 is equal to or less than the threshold value Smin. The route guidance of the planned travel route by the navigation device 90 is started when the planned travel route to the destination is set, and then when the own vehicle arrives at the destination or the destination is canceled by the user. When the ignition switch 80 is turned off, the ignition switch 80 is terminated.

When it is determined in step S100 that the running support control cannot be executed, the required torque Td * is set using the CD map and the CS map in the CD mode and the CS mode, respectively (step S110), and the required torque Td is set. The basic control is executed using * (step S120), and this routine is terminated.

Here, the map for CD and the map for CS are maps that define the relationship between the accelerator opening degree Acc and the vehicle speed V and the required torque Td *, respectively. FIG. 3 is an explanatory diagram showing an example of a map for CD and a map for CS. In the process of step S100, the required torque Td * is set based on the CD map, the accelerator opening Acc, and the vehicle speed V in the CD mode, and the CS map, the accelerator opening Acc, and the vehicle speed V are set in the CS mode. The required torque Td * is set based on the above.

Further, the basic control is a control for performing HV running or EV running in the CD mode or the CS mode based on the storage ratio SOC of the battery 50. When the driving support control cannot be executed because the route guidance of the planned driving route is not performed, the basic control is executed in the CD mode after the system is started and before the storage ratio SOC of the battery 50 reaches the threshold value Smin or less. After the storage ratio SOC of the battery 50 reaches the threshold value Smin or less, the vehicle runs in the CS mode. Further, when the travel support control cannot be executed because the storage ratio SOC of the battery 50 is equal to or less than the threshold value Smin even though the route guidance of the planned travel route is performed, the vehicle travels in the CS mode as the execution of the basic control.

When it is determined in step S100 that the travel support control can be executed, a CD mode or a CS mode is assigned to each travel section of the planned travel route to the destination, and a travel plan is created (updated) (steps S130 to S220). The creation of a travel plan to the destination will be described below. Hereinafter, the traveling interval to which the CD mode is assigned is referred to as a "CD mode section", and the traveling interval to which the CS mode is assigned is referred to as a "CS mode section".

When creating a travel plan to the destination, first, the energy consumption E [1] to E [n] of each travel section of the planned travel route to the destination is predicted (step S130), and each predicted travel section is predicted. The total energy consumption Esum to the destination is predicted as the sum of the energy consumption E [1] to E [n] (step S140). Here, the values 1 to n are numbers indicating each traveling section of the planned traveling route from the current location of the own vehicle to the destination. In the process of step S130, the traveling load R [1] to R [n] of each traveling section of the planned traveling route to the destination is input by communication with the navigation device 90, and the input traveling load R [ The energy consumption E [1] to E [n] of each traveling section is predicted based on 1] to R [n]. Specifically, the energy consumption E [1] to E [n] of each traveling section is predicted so that the traveling load R [1] to R [n] of each traveling section increases.

Subsequently, the consumable energy Eb of the battery 50 is input by communication with the battery ECU 52 (step S150), and the total energy consumption Esum to the destination is compared with the consumable energy Eb of the battery 50 (step S160). The process of step S160 is a process of determining whether or not the vehicle can travel to the destination only by EV traveling.

When the total energy consumption Esum to the destination is equal to or less than the usable energy Eb of the battery 50 in step S160, it is determined that the vehicle can travel to the destination only by EV travel, and the CD mode is applied to all the travel sections of the planned travel route to the destination. Is assigned to create (update) a travel plan (step S170).

When the total energy consumption Esum to the destination is larger than the usable energy Eb of the battery 50 in step S160, it is determined that the vehicle cannot travel to the destination only by EV driving, and the target is from each traveling section of the planned travel route to the destination. The traveling section is set (step S180). In this process, the one in which the CD mode is not yet assigned and the traveling load is the lowest among the traveling sections is set as the target section.

Subsequently, the CD mode is assigned to the set target traveling section (step S190), and the total energy consumption Ecdsum of all the CD mode sections is predicted (step S200). In the process of step S200, the sum of the energy consumption of all the CD mode sections among the energy consumption E [1] to E [n] of each travel section of the planned travel route to the destination is calculated as the total energy consumption Ecdsum.

When the total energy consumption Ecdsum is predicted in this way, the predicted total energy consumption Ecdsum is compared with the consumable energy Eb of the battery 50 (step S210). This process is a process for determining whether or not the entire CD mode section can be traveled only by EV travel. When the total energy consumption Ecdsum is equal to or less than the usable energy Eb of the battery 50 in step S210, it is determined that the entire CD mode section can be traveled only by EV traveling, and the process returns to step S180. In this way, each travel section of the planned travel route to the destination is assigned to the CD mode in ascending order of travel load.

When the total energy consumption Ecdsum is larger than the usable energy Eb of the battery 50 in step S210, it is determined that the entire CD mode section cannot be run only by EV running, and the CS mode is assigned to the current target section and the remaining running section ( Step S220). Since it is considered in step S160 that the total energy consumption Esum to the destination is larger than the energy consumption Eb of the battery 50, the CS mode is assigned to at least one traveling section.

When the travel plan to the destination is created (updated) by the processing of steps S130 to S220 in this way, the required torque Td * is set using the same map regardless of the CD mode or the CS mode (step S230). The travel support control (control to control the engine 22 and the motors MG1 and MG2 so as to travel according to the travel plan) is executed using the required torque Td * (step S240). Here, as the same map, one of the map for CD and the map for CS in FIG. 3 may be used, or a map different from the map for CD and the map for CS in FIG. 3 may be used. It may be used. In the former case, which of the CD map and the CS map is used as the same map is determined based on the vehicle specifications and the like.

In the driving support control, the CD mode and the CS mode are switched at the boundary of the traveling section. Therefore, if the driver does not recognize the change and the output (torque, power) for traveling with respect to the same accelerator opening degree Acc changes significantly, the driver may feel uncomfortable. On the other hand, in the embodiment, since the same map is used regardless of whether the CD mode or the CS mode is executed when the driving support control is executed, the required torque Td when the CD mode and the CS mode are switched is used. It is possible to suppress changes in * and prevent the driver from feeling uncomfortable.

Next, it is determined whether or not the look-ahead information has been updated by communication with the navigation device 90 (step S250). Here, as the look-ahead information, for example, road information or traffic jam information from the current location of the own vehicle on the planned travel route to a point on the destination side by a predetermined distance (for example, about several km to a dozen km) is used. Can be mentioned. This look-ahead information is used when the planned travel route is changed after the previous look-ahead information is updated, or when a predetermined time (for example, several tens of seconds to several minutes) has passed since the previous look-ahead information was updated. The information is updated when the vehicle has traveled a predetermined distance (for example, about several hundred meters to several kilometers). When it is determined that the look-ahead information has not been updated, the process returns to step S230, and when it is determined that the look-ahead information has been updated, this routine is terminated.

In the hybrid vehicle 20 of the embodiment described above, when the driving support control is executed, the same map that defines the relationship between the accelerator opening Acc and the required torque Td * is used regardless of whether the mode is the CD mode or the CS mode. The required torque Td * is set by using the required torque Td *, and the traveling support control is executed using the required torque Td *. As a result, when the driving support control is executed, it is possible to suppress the change in the required torque Td * when switching between the CD mode and the CS mode, and it is possible to suppress giving a sense of discomfort to the driver.

In the hybrid vehicle 20 of the embodiment, when the driving support control is executed, the same required torque Td * is set for the same accelerator opening degree Acc in the CD mode and the CS mode. It is not limited, and the required torque Td * is set so that the difference between the required torque Td * for the same accelerator opening Acc in the CD mode and the CS mode is smaller than when the basic control is executed. It should be.

In the hybrid vehicle 20 of the embodiment, the HVECU 70 is supposed to execute the processing routine of FIG. 2, but instead of this, the processing routine of FIG. 3 may be executed. The processing routine of FIG. 3 is the same as the processing routine of FIG. 2 except that the processing of steps S300 and S310 is added. Therefore, among the processing routines of FIG. 4, the same processing as that of the processing routine of FIG. 2 is assigned the same step number, and detailed description thereof will be omitted.

In the processing routine of FIG. 4, when a travel plan to the destination is created (updated) by the processing of steps S130 to S220, whether the current location of the own vehicle is a general road or an expressway is determined by communication with the navigation device 90. Determination (step S300). Then, when it is determined that the current location of the own vehicle is a general road, the required torque Td * is set using the same map regardless of whether it is in the CD mode or the CS mode (step S230), and the required torque Td * is set. Is used to execute driving support control (step S240). On the other hand, when it is determined that the current location of the own vehicle is an expressway, the required torque Td * is set using the CD map and the CS map in the CD mode and the CS mode, respectively (step S310), and this request is made. The driving support control is executed using the torque Td * (step S240).

When driving on a highway, the driver changes the required torque Td * due to the change between the CD mode and the CS mode due to the fact that the road noise is larger than when driving on a general road. Is thought to be difficult to feel. Therefore, when the current location of the own vehicle is an expressway, the required torque Td * may be set using the CD map and the CS map in the CD mode and the CS mode, respectively.

In the hybrid vehicle 20 of the embodiment, the main body 92 of the navigation device 90 sets a planned travel route to the destination based on the map information stored in the main body 92 and the current location and the destination of the own vehicle. However, when the hybrid vehicle 20 can communicate with the vehicle exterior system (for example, a cloud server), the vehicle exterior system travels to the destination based on the map information possessed by the vehicle exterior system and the current location and destination from the hybrid vehicle 20. A planned route may be set and transmitted to the hybrid vehicle 20.

In the hybrid vehicle 20 of the embodiment, the HVECU 70 creates (updates) a travel plan based on the planned travel route to the destination. However, when the hybrid vehicle 20 can communicate with the vehicle exterior system, the vehicle exterior system may create (update) a travel plan based on the planned travel route to the destination and transmit it to the hybrid vehicle 20.

In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used instead of the battery 50.

Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36 to connect the motors MG1 and MG2. The battery 50 is connected via a power line. However, as shown in the hybrid vehicle 120 of the modified example of FIG. 5, the motor MG is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 130, and the engine is connected to the motor MG via the clutch 129. A so-called one-motor hybrid vehicle may be configured in which the 22 is connected and the battery 50 is connected to the motor MG via a power line. Further, as shown in the hybrid vehicle 220 of the modified example of FIG. 6, the motor MG1 for power generation is connected to the engine 22, and the motor MG2 for traveling is connected to the drive shaft 36 connected to the drive wheels 39a and 39b. It may be configured as a so-called series hybrid vehicle in which the battery 50 is connected to the motors MG1 and MG2 via a power line.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motors MG1 and MG2 correspond to the "motor", the battery 50 corresponds to the "storage device", and the HVECU 70, the engine ECU 24, the motor ECU 40, and the navigation device 90 correspond to each other. Corresponds to "control device".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problems of the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these examples, and the present invention is not limited to these embodiments, and various embodiments are used without departing from the gist of the present invention. Of course it can be done.

The present invention can be used in the manufacturing industry of hybrid vehicles and the like.

20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crank shaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel , 40 Electronic control unit for motor (motor ECU), 41,42 inverter, 43,44 rotation position detection sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 power line, 57 capacitor, 60 charger, 61 power plug, 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 Accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 navigation device, 92 main unit, 94a GPS antenna, 94b VICS (registered trademark) antenna, 96 display, 129 clutch, 130 speed change Machine, MG, MG1, MG2 motor.

Claims (1)

With the engine and motor
A power storage device that exchanges electric power with the motor,
When a predetermined condition including a condition that the destination has been set is not satisfied, the CD (ChargeDepleting) mode before the charge ratio of the electric storage device after the system startup reaches below a threshold, the charge ratio is less than the threshold value After that, in the CS (Charge Sustaining) mode , the first control for controlling the engine and the motor so as to travel according to the required output for traveling according to the accelerator operation amount is executed, and the predetermined condition is satisfied. At that time, a second control for controlling the engine and the motor so as to travel according to the required output according to the travel plan in which the CD mode or the CS mode is assigned to each travel section of the planned travel route to the destination is performed. The control device to execute and
It is a hybrid car equipped with
When the control device executes the second control, the difference in the required output with respect to the same accelerator operation amount in the CD mode and the CS mode as compared with the case of executing the first control. Set the required output so that
Hybrid car.

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