JP6981262B2 - Hybrid vehicle - Google Patents

Description

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

Conventionally, as a hybrid vehicle of this type, a vehicle including an engine (internal combustion engine), a motor (second motor generator), and a power storage device (battery) has been proposed (see, for example, Patent Document 1). The engine outputs power to the drive shaft for connecting the drive wheels. The motor outputs power to the drive wheels. The power storage device exchanges electric power with the motor. In this vehicle, the first method of consuming the electric power of the power storage device is set to the traveling mode of each section of the planned traveling route (traveling route) including a plurality of sections so that the energy efficiency is improved based on the section information of each section. Set to the mode or the second mode for maintaining the storage amount of the power storage device. Then, the engine and the motor are controlled so that each section runs in the set running mode.

Japanese Unexamined Patent Publication No. 2016-159848

In the above-mentioned vehicles, generally, in order to warm up the catalyst of the purification device that purifies the exhaust gas attached to the engine, a catalyst warm-up control that controls the engine so that the operation of the engine is continued for a predetermined time is performed. .. Therefore, when the catalyst warm-up control is executed in the section where the traveling mode is the second mode, the engine operation is continued until the catalyst warm-up control is completed. Therefore, the section time of the section of the second mode is used as the section information. It may take longer than the time set based on it, resulting in reduced energy efficiency. As a method of suppressing such a decrease in energy efficiency, a method of uniformly changing the traveling mode to the first mode when the section time of the section of the second mode is shorter than a predetermined time can be considered. However, in this method, since the power consumption of the power storage device increases due to the running in the first mode, the storage amount of the power storage device may decrease and the running in the first mode may not be maintained.

In the hybrid vehicle of the present invention, based on the section information of each section, the traveling mode of each section of the planned traveling route (traveling route) including a plurality of sections is set to the first mode for consuming the electric power of the electricity storage device or the electricity storage device. In the case of setting the second mode for maintaining the amount of electricity stored, the main purpose is to suppress the traveling time in the second mode from becoming long and to suppress the traveling in the first mode from becoming unsustainable.

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
An engine that outputs power to a drive shaft connected to an axle,
A motor that inputs and outputs power to the drive shaft,
A power storage device that exchanges electric power with the motor,
Based on the section information about each traveling section in the planned traveling route including a plurality of traveling sections, the traveling mode in each traveling section is held as the first mode for consuming the electric power of the electricity storage device or the electricity storage amount of the electricity storage device. A control device that is set to the second mode and controls the engine and the motor so that the vehicle travels in the set travel mode.
It is a hybrid vehicle equipped with
In the control device, the section time of the first section in which the set travel mode is the second mode is less than a predetermined time, and the travel mode set after the first section to the first section is When the power consumption of the power storage device up to the second section, which is the second mode, is not more than a predetermined amount, the traveling mode of the first section is changed to the first mode.
The gist is that.

In the hybrid vehicle of the present invention, based on the section information about each traveling section in the planned traveling route including a plurality of traveling sections, the traveling mode in each traveling section is set to the first mode for consuming the electric power of the electricity storage device or the electricity storage device. It is set to the second mode for retaining the amount of electricity stored, and the engine and the motor are controlled so as to run in the set running mode. Then, the section time of the first section in which the set driving mode is the second mode is less than a predetermined time, and the traveling mode set next to the first section to the first section is the second mode in the second section. When the power consumption of the power storage device up to is not more than a predetermined amount, the traveling mode of the first section is changed to the first mode.
Here, the "predetermined time" is a predetermined time as a time for continuing the catalyst warm-up control of the engine. The "predetermined amount" determines whether or not the running mode of the first section is changed from the second mode to the first mode, so that the storage amount of the power storage device is reduced and the running in the first mode cannot be maintained. It is a threshold value for doing. As a result, the operation of the engine is suppressed in the section where the section time is less than the predetermined time, so that the execution of the catalyst warm-up control of the engine is suppressed. Therefore, by executing the catalyst warm-up control of the engine, it is suppressed that the section time of the section in which the running mode is set to the second mode based on the section information becomes longer than the set value, and the running time in the second mode is suppressed. The lengthening is suppressed. Further, when the power consumption of the power storage device from the first section to the second section is equal to or less than a predetermined amount, the traveling mode of the first section is changed to the first mode, that is, the first section to the second section. When the power consumption of the power storage device up to the above exceeds a predetermined amount, the traveling mode of the first section is not changed from the second mode to the first mode. It is possible to prevent the vehicle from becoming unsustainable. As a result, based on the section information of each section, the traveling mode of each section of the planned traveling route including the plurality of sections is set to the first mode in which the power of the power storage device is consumed or the second mode in which the power storage amount of the power storage device is maintained. In the setting of, it is possible to suppress the long running time in the second mode and the inability to maintain the running in the first mode. The "section information" includes, for example, road information such as altitude information and gradient information.

In such a hybrid vehicle of the present invention, in the case where the control device is operating the engine, when a predetermined condition is satisfied, the engine is operated for the predetermined time to warm up the catalyst of the engine. The catalyst warm-up control for controlling the engine may be executed as described above.

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 running mode setting routine executed by the CPU of HVECU 70. It is explanatory drawing which shows an example of the relationship between the section time of each traveling section and the type of a CS section and a CD section. It is a flowchart which shows an example of the running mode setting routine of a modification. It is explanatory drawing which shows an example of the relationship between the average vehicle speed, a running load, and an efficiency improvement index α.

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, a charger 60, and an electronic control unit for a hybrid (hereinafter referred to as an electronic control unit for a hybrid). It is provided with (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. The engine 22 sucks the air cleaned by the air cleaner through the throttle valve and injects fuel from the fuel injection valve to mix the air and gasoline. Then, this air-fuel mixture is sucked into the combustion chamber via the intake valve. Then, the engine 22 explodes and burns the sucked air-fuel mixture by electric sparks from the spark plug, and converts the reciprocating motion of the piston pushed down by the energy into the rotational motion of the crankshaft 26. Exhaust gas from the combustion chamber is sent to the outside air via a purification device 27 having a purification catalyst (three-way catalyst) 27a that purifies harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged. The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter referred to as "engine ECU") 24.

Although not shown, the engine ECU 24 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 necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from the input port. The signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22, and the throttle opening TH from the throttle valve position sensor that detects the position of the throttle valve. Can be mentioned.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. The control signals output from the engine ECU 24 include a control signal for the throttle motor that adjusts the position of the throttle valve, a control signal for the fuel injection valve, a control signal for the ignition coil integrated with the igniter, and the like. Various things can be mentioned.

The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data on the operating state of the engine 22 to the HVECU 70 as needed. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, 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 38a and 38b via a differential gear 37 is connected to the ring gear of the planetary gear 30. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

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 connected to the battery 50 via 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 motors (hereinafter referred to as "motor ECU") 40.

Although not shown, the motor ECU 40 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 necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input port. Examples of the signal input to the motor ECU 40 include rotation positions θm1 and θm2 from the rotation position detection sensors 43 and 44 that detect the rotation position of the rotors of the motors MG1 and MG2. Further, the phase current from the current sensor that detects the current flowing through each phase of the motors MG1 and MG2 can also be mentioned.

From the motor ECU 40, switching control signals and the like to a plurality of switching elements (not shown) 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, drives and controls the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data regarding the drive state of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotation speeds Nm1 and 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.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. As described above, the battery 50 is connected to the inverters 41 and 42 via the 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 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 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 the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51b attached to the output terminal of the battery 50, and the battery 50. Examples include the battery temperature Tb from the temperature sensor 51c.

The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data regarding the state of the battery 50 to the HVECU 70 as needed. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is the ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates the input / output restriction Win and Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input limit Win is the maximum allowable power (negative value) at which the battery 50 may be charged, and the output limit Wout is the maximum allowable power (positive value) at which the battery 50 may be discharged.

The charger 60 is connected to the power line 54 so that when the power plug 61 is connected to an external power source such as a household power source, the battery 50 can be charged using the power from the external power source. It is configured in. The charger 60 includes an AC / DC converter and a DC / DC converter. The AC / DC converter converts AC power from an external power supply supplied via the power plug 61 into DC power. The DC / DC converter converts the voltage of the DC power from the AC / DC converter and supplies it to the battery 50 side. The charger 60 supplies power from the external power source to the battery 50 by controlling the AC / DC converter and the DC / DC converter by the HVECU 70 when the power plug 61 is connected to the external power source. do.

The navigation device 90 includes a main body 92 having a built-in control unit having a storage medium such as a hard disk for storing map information, an input / output port, and a communication port, a GPS antenna 94 for receiving information about the current location of the own vehicle, and a GPS antenna 94. It is equipped with a touch panel type display 96 that can display information about the current location of the own vehicle, a planned travel route to the destination, and input instructions by the operator. Here, in the map information, service information (for example, tourist information, parking lot, etc.) and road information of each predetermined driving section (for example, between traffic lights and intersections) are stored in a database. Road information includes distance information, width information, lane number information, area information (urban area, suburbs), type information (general roads, highways), slope information, legal speed, number of traffic lights, etc. .. The navigation device 90 is connected to the HVECU 70 via a communication port.

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, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and a vehicle speed V from the vehicle speed sensor 88. Further, the accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 and the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85 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, and the battery ECU 52 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels by hybrid traveling (HV traveling) or by electric traveling (EV traveling). In HV driving, the vehicle travels with the operation of the engine 22. In EV driving, the engine 22 is stopped and the vehicle travels.

When traveling in HV, the traveling control is basically performed as follows. First, the HVECU 70 sets the required torque Td * required for traveling (which should be output to the drive shaft 36) based on the accelerator opening degree Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. .. Subsequently, the set required torque Td * is multiplied by the rotation speed Nd of the drive shaft 36 to calculate the driving required power Pd * required by the driver for driving. Here, as the rotation speed Nd of the drive shaft 36, the rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by the conversion coefficient can be used. Then, from the calculated running request power Pd *, the battery 50
The charge / discharge required power Pb * (a positive value when discharging from the battery 50) is subtracted to set the engine required power Pe * required for the vehicle. Here, the charge / discharge request power Pb * is set so that the absolute value of the difference ΔSOC becomes smaller based on the difference ΔSOC between the storage ratio SOC of the battery 50 and the target storage ratio SOC * as the control center. Next, the target rotation speed Ne * of the engine 22, the target torque Te *, and the motors MG1 and MG2 so that the engine required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36. Set the torque commands Tm1 * and Tm2 *. The target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. The motor ECU 40 controls switching of each transistor of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

When traveling in EV driving, the traveling control is basically performed as follows. First, the HVECU 70 sets the required torque Td * based on the accelerator opening degree Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Td * is output to the drive shaft 36. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. As described above, the motor ECU 40 controls the inverters 41 and 42.

In the hybrid vehicle 20 of the embodiment, when the system is off at home or at a preset charging point, the HVECU 70 receives a connection detection signal from the connection detection sensor (when the power plug 61 is connected to an external power source). Using the electric power from the external power source, the charger 60 is controlled so that the battery 50 is in a fully charged state or a predetermined charging state slightly lower than that. Then, when the system is started after charging the battery 50, it may run in a CD mode (Charge Depleting mode) that consumes the power of the battery 50, or may run in a CS mode (Charge Sustaining mode) that retains the stored amount of the battery 50. do.

In the CD mode, the battery 50 runs on EV until the storage ratio SOC of the battery 50 reaches the threshold Shv (for example, 25%, 30%, 35%, etc.) or less, and when the storage ratio SOC of the battery 50 reaches the threshold Shv or less, the HV Run by running. When the accelerator pedal 83 is greatly depressed by the driver, or when the engine 22 is warmed up, the engine 22 is driven to run in HV even in the CD mode. The CS mode travels in HV so as to maintain the storage ratio SOC of the battery 50 within a predetermined range centered on the target value C1 larger than the threshold value Shv. When the storage ratio of the battery 50 exceeds the target value C1, the vehicle travels in EV, and when the storage ratio of the battery 50 exceeds the target value C1, the vehicle travels in HV.

In the hybrid vehicle 20 of the embodiment, when the temperature of the purification catalyst 27a of the engine 22 is equal to or lower than a predetermined temperature (for example, 350 ° C., 400 ° C., 450 ° C., etc.) while the engine 22 is being operated, the engine 22 Stopping the operation is prohibited for a predetermined time tref (for example, 55 sec, 60 sec, 65 sec, etc.), and the ignition timing of the engine 22 is delayed from the ignition timing when the temperature of the purification catalyst 27a is equal to or higher than the predetermined temperature, and the engine 22 rotates at a predetermined speed. The purification catalyst 27a is warmed up by executing the catalyst warm-up control that controls the engine 22 so as to operate the tref engine 22 for a predetermined time with a number and a predetermined output.

In the hybrid vehicle 20 of the embodiment, when the destination is set by the driver, the navigation device 90 sets a recommended route from the current location of the own vehicle to the destination based on the map information and the current location and the destination of the own vehicle. The search is performed, and the searched recommended route is output to the display 96 as a planned travel route to provide route guidance. In addition, if the vehicle deviates from the planned travel route while traveling on the planned travel route, the recommended route from the current location of the vehicle to the destination is searched again, and the planned travel route is searched again from the recommended route before the search again. Change to the recommended route and provide route guidance.

Next, the operation of the hybrid vehicle 20 configured in this way, particularly the operation when setting the traveling mode of each traveling section in which the planned traveling route set by the navigation device 90 is divided into a plurality of traveling routes will be described. FIG. 2 is a flowchart showing an example of a running mode setting routine executed by the CPU of the HVECU 70. This routine is executed when the planned travel route set by the navigation device 90 is input to the HVECU 70.

When this routine is executed, the CPU of the HVECU 70 divides the input planned travel route into n travel sections and executes a process of calculating the total estimated power consumption Esum that is predicted to be consumed in each travel section. (Step S100). In the embodiment, the traveling section divides the road of the planned traveling route at equal intervals. The traveling section may be a section divided by a change point of the slope of the road or a change point of the radius of curvature. The predicted power consumption in each traveling section is calculated as a value obtained by multiplying the traveling load of the traveling section by the section length L (in the embodiment, all the traveling sections have the same length), which is the length of the traveling section. To. The traveling load is the amount of power consumption of the battery 50 per unit distance when traveling in EV traveling, and is set by using section information (for example, altitude information, gradient information, etc.) of each traveling section.

Subsequently, it is determined whether or not the calculated total Esum exceeds the maximum electric energy Emax that can be discharged from the battery 50 (step S110). The maximum electric energy Emax is the electric energy obtained by multiplying the storage ratio SOC by the total capacity of the battery 50. Therefore, step S110 is a process for determining whether or not all the traveling sections of the planned traveling route can be traveled by EV traveling.

When the total Esum is equal to or less than the maximum discharge power amount Emax in step S110, all the traveling sections are set to the CD sections in which the traveling mode is the CD mode (step S120), and this routine is terminated. By setting all the traveling sections as the CD sections in this way, the battery 50 has surplus power when it arrives at the destination, as compared with the case where the traveling section is set to the CS section where the traveling mode is the CS mode. It suppresses the storage of electricity.

When the total Esum exceeds the maximum power Emax in step S110, it is determined that all the traveling sections cannot be traveled by EV traveling, and each traveling section is set as a CD section or a CS section based on the section information. (Step S130). Here, the section power consumption when running in EV running is calculated for each running section, and the running section with the smallest running load is set as the CD section in order within the range where the total of the section power consumption is equal to or less than the maximum discharge power amount Emax. , The remaining traveling section is defined as the CS section. In the embodiment, m out of n traveling sections are set as CS sections, and CS sections [1], CS sections [2] ... CS sections [m] are set in order from the CS section closest to the current location. ..

Subsequently, for each CS section, the section time tcs [i] (i = 1 to m), which is the required time for traveling in each CS section, is calculated (step S140). The section time tcs [i] is a value obtained by dividing the section length L [i] of each CS section (in the embodiment, the same length in all CS sections) by the section vehicle speed V [i]. The section vehicle speed V [i] is obtained as the average value of the vehicle speeds in each CS section by experiments or analysis in advance according to the section information.

Subsequently, whether or not the section time tcs [1] is less than the predetermined time tref (step S150), and when traveling from the CS section [1] to the next CS section CS section [2] in the CD mode, the battery is used. It is determined whether or not the discharge power of 50 exceeds a predetermined ratio R [1] (Emax · R) of the maximum discharge power Emax (step S160). Here, the predetermined ratio R [1] is the storage ratio SOC (storage ratio SOC) of the battery 50 when traveling in the CD mode between the CS section [1] and the next CS section [2] in the maximum discharge power amount Emax. Amount) is the ratio of the electric power of the battery 50 that can be discharged within a range not lower than the threshold Shv.

When the section time tcs [1] is equal to or longer than the predetermined time treff in step S150, the catalyst warm-up of the engine 22 is within the section time tcs [1] of the CS section [1] even if the catalyst warm-up control of the engine 22 is executed. It is determined that the control is completed, and the process proceeds to step S180.

In step S150, the section time tcs [1] is less than the predetermined time treff, and in step S160, the discharge power of the battery 50 up to the next CS section [2] is a predetermined ratio R [1] (Emax) of the maximum discharge power Emax. When it is R [1]) or less, when the catalyst warm-up control of the engine 22 is executed, the section time because the catalyst warm-up control of the engine 22 is not completed within the section time tcs [1] of the CS section [1]. It is necessary to extend the tcs [1], and it is determined that the storage ratio SOC (storage amount) of the battery 50 does not fall below the threshold Shv even if the CS section [1] is run in the CD mode, and the CS section [1] Is changed to the CD section (step S170), and the process proceeds to step S180. By changing the CS section [1] to the CD section, the operation of the engine 22 is suppressed as compared with the case of traveling in the CS mode, so that the execution of the catalyst warm-up control of the engine 22 is suppressed. Therefore, it is suppressed that the section time tcs [1] is lengthened in order to execute the catalyst of the engine 22, and it is suppressed that the traveling time in the CS mode is lengthened. Further, even if the CS section [1] is changed to the CD section, the discharge power of the battery 50 up to the next CS section [2] is a predetermined ratio R [1] (Emax · R [1]) of the maximum discharge power Emax. Therefore, it is possible to prevent the battery 50 from being unable to maintain running in the CD mode due to a decrease in the amount of electricity stored in the battery 50.

In step S150, the section time tcs [1] is less than the predetermined time tref described above, but in step S160, the discharge power of the battery 50 up to the CS section [2], which is the next CS section, is a predetermined ratio R of the maximum discharge power Emax. When it exceeds [1], if the catalyst warm-up control of the engine 22 is executed, the section time of the CS section [1] may be extended, but if the CS section [1] is changed to the CD section, Before reaching the CS section [2], it is determined that the storage ratio SOC (storage amount) of the battery 50 falls below the threshold Shv and the running in the CD mode cannot be maintained, and the process proceeds to step S180. By such a process, it is possible to prevent the running in the CD mode from becoming unsustainable.

Subsequently, for the CS section [2], steps S180 to S200, which are the same processes as steps S150 to S170, are executed. That is, as in steps S150 and S160, whether or not the section time tcs [2] is less than the predetermined time tref (step S180), and the discharge power of the battery 50 up to the CS section [3] which is the next CS section. It is determined whether or not the predetermined ratio R [2] (Emax · R [2]) of the maximum discharge power Emax is exceeded (step S190).

When the section time tcs [2] is equal to or longer than the predetermined time tref in step S180, the process proceeds to step S210 or later. In step S180, the section time tcs [2] is less than the predetermined time treff, and in step S190, the discharge power of the battery 50 up to the next CS section [3] is equal to or less than the predetermined ratio R [2] of the maximum discharge power Emax. At a certain time, the CS section [2] is changed to the CD section (step S200), and the process proceeds to step S210. Then, in step S180, the section time tcs [1] is less than the predetermined time treff, but in step S190, the discharge power of the battery 50 up to the CS section [2], which is the next CS section, is a predetermined ratio R of the maximum discharge power Emax. If it exceeds [2], the process proceeds to step S210. In the subsequent CS sections [3] to [m], the same processing as in steps S150 to S170 is executed in order to end this routine.

FIG. 3 is an explanatory diagram showing an example of the relationship between the section time of each traveling section and the types of the CS section and the CD section. As shown in the figure, when the section time is less than the predetermined time treff in the CS section and the power consumption of the battery 50 up to the next CS section is less than or equal to the predetermined amount (Emax · R [i]). , Change the CS section to the CD section. As described above, the section time tcs [i] of the CS section [i] (i = 1 to m) is less than the predetermined time tref, and the CS section [i] to the CS section [i + 1] (where i is). When the power consumption of the battery 50 up to (not exceeding m) is less than or equal to a predetermined amount (Emax · R [i]), the traveling mode of the CS section [i] is changed to the CD mode in the CS mode. It is possible to suppress the increase in the traveling time of the vehicle and the inability to maintain the traveling in the CD mode.

According to the hybrid vehicle 20 of the embodiment described above, the section time tcs [i] of the CS section [i] (i = 1 to m) is less than the predetermined time treff, and the CS section [i] to the CS section. When the power consumption of the battery 50 up to [i + 1] (where i does not exceed m) is less than or equal to a predetermined amount (Emax · R [1]), the traveling mode of the CS section [i] is set to the CD mode. By changing to, it is possible to suppress the long running time in the CS mode and the inability to maintain the running time in the CD mode.

In the hybrid vehicle 20 of the embodiment, the processes after step S150 are executed, and the section time tcs [i] of the CS section [i] (i = 1 to m) is less than the predetermined time treff, and the CS section [i] When the power consumption of the battery 50 from i] to the CS section [i + 1] (where i does not exceed m) is less than or equal to a predetermined amount (Emax · R [1]), the CS section [i] The driving mode is changed to the CD mode. However, as illustrated in the travel mode setting routine of the modified example of FIG. 4, the determination process of step S300 is executed between steps S160 and S170, and the same as that of step S300 between steps S190 and S200. The determination process of step S310 may be executed.

In step S300, it is determined whether or not the efficiency improvement index α when the CS section [1] is changed to the CD section is larger than the efficiency improvement index α when the other CS section is changed to the CD section. The efficiency improvement index α is set by using the average vehicle speed in the section and the running load in the section.

FIG. 5 is an explanatory diagram showing an example of the relationship between the average vehicle speed, the traveling load, and the efficiency improvement index α. When the average vehicle speed is high, the efficiency improvement index α becomes larger than when it is small, and when the traveling load is large, it becomes larger than when it is small. It is set to be large.

When the efficiency improvement index α when the CS section [1] is changed to the CD section in step S300 is larger than the efficiency improvement index α when the other CS section is changed to the CD section, the CS section [1] is changed to the CD section. Change to. When the efficiency improvement index α when the CS section [1] is changed to the CD section in step S300 is equal to or less than the efficiency improvement index α when the other CS section is changed to the CD section, the process proceeds to step S180. In step S310, the same processing as in step S300 is applied to the CS section [2]. In this way, by applying the same processing as in step S300 to each CS section, the CS section whose energy efficiency is improved when changed to the CD section can be changed to the CD section. This makes it possible to further improve energy efficiency.

In the hybrid vehicle 20 of the embodiment, the same processing as in steps S150 to S170 is applied to all CS traveling sections, but the same processing as in steps S150 to S170 may be applied to at least one CS traveling section. , The same process as in steps S150 to S170 may be applied only to a part of the CS traveling section.

In the hybrid vehicle 20 of the embodiment, the battery 50 configured as a lithium ion secondary battery or a nickel hydrogen secondary battery is used as the power storage device, but a power storage device such as a capacitor may be used.

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 38a and 38b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a motor capable of generating electric power may be connected to the drive shaft 36 connected to the drive wheels 38a and 38b via a transmission, and the engine 22 may be connected to the rotation shaft of the motor via a clutch.

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 motor MG2 corresponds to the "motor", the battery 50 corresponds to the "storage device", the navigation device 90, the engine ECU 24, the motor ECU 50, the battery ECU 52, and the HVECU 70. 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 hybrid vehicle, 22 engine, 23 crank position sensor, 24 electronic control unit for engine (engine ECU), 26 crank shaft, 27 purification device, 27a purification catalyst, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive Wheel, 40 Motor electronic control unit (motor ECU), 41,42 inverter, 43,44 rotation position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU 52) ), 54 power line, 60 charger, 61 power plug, 70 hybrid electronic control unit (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 body, 94 GPS antenna, 96 display, MG1, MG2 motor.

Claims (1)

An engine that outputs power to a drive shaft connected to an axle,
A motor that inputs and outputs power to the drive shaft,
A power storage device that exchanges electric power with the motor,
Based on the section information about each traveling section in the planned traveling route including a plurality of traveling sections, the traveling mode in each traveling section is held as the first mode for consuming the electric power of the electricity storage device or the electricity storage amount of the electricity storage device. A control device that is set to the second mode and controls the engine and the motor so that the vehicle travels in the set travel mode.
It is a hybrid vehicle equipped with
In the control device, the section time of the first section in which the set travel mode is the second mode is less than a predetermined time, and the travel mode set after the first section to the first section is When the power consumption of the power storage device up to the second section, which is the second mode, is not more than a predetermined amount, the traveling mode of the first section is changed to the first mode.
Hybrid vehicle.

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