WO2013154094A1

WO2013154094A1 - Control device for hybrid vehicle, management system for hybrid vehicle, and management method for hybrid vehicle

Info

Publication number: WO2013154094A1
Application number: PCT/JP2013/060699
Authority: WO
Inventors: 隆三野口
Original assignee: 日産自動車株式会社
Priority date: 2012-04-09
Filing date: 2013-04-09
Publication date: 2013-10-17

Abstract

Provided is a control device for a hybrid vehicle (1) that has an engine (10) and a motor (20) as a power source. The control device comprises: a battery (30) that supplies power to the motor (20); a control means that selects either an EV priority mode in which the supply of power to the motor (20) from the battery (30) is given priority and the vehicle runs using driving force from the motor (20), or an HEV priority mode in which operation of the engine (10) is given priority and the vehicle runs using driving force from the motor (20) and the engine (10); and a reception means that receives fuel supply delay information from the outside, said information indicating that the supply of fuel is delayed at a facility that supplies fuel for the engine (10). The control means selects the EV mode on the basis of the fuel supply delay information.

Description

Hybrid vehicle control device, hybrid vehicle management system, and hybrid vehicle management method

The present invention relates to a hybrid vehicle control device, a hybrid vehicle management system, and a hybrid vehicle management method.

This application claims priority based on Japanese Patent Application No. 2012-088280 filed on Apr. 9, 2012. For designated countries that are allowed to be incorporated by reference, The contents described in the application are incorporated into the present application by reference and made a part of the description of the present application.

An internal combustion engine (motor), an electric motor as a power source for running the vehicle, a fuel remaining amount detection unit for detecting the remaining fuel amount of the internal combustion engine, an EV mode in which the engine is stopped and at least the engine is operated. A control unit that controls switching of any travel mode of the traveling HV mode, and the control unit determines whether or not the detected remaining fuel amount has decreased to a predetermined threshold value, There is known a hybrid vehicle that controls switching of a driving mode so that the EV mode is prioritized when it is determined that the remaining amount has decreased to a threshold value (Patent Document 1).

JP 2009-12593 A

However, if the circulation of fuel is delayed due to a natural disaster or the like, as in the above prior art, switching to the EV mode at the time when the remaining amount of fuel has decreased to the threshold value increases the amount of fuel consumed, so refueling There was a problem that could not be.

The problem to be solved by the present invention is to provide a hybrid vehicle control device, a hybrid vehicle control method, and a hybrid vehicle management method capable of suppressing fuel consumption when fuel flow is stagnant. It is.

The present invention relates to an EV priority mode in which power is supplied from the battery to the motor and travels with the driving force of the motor, or an HEV priority mode in which the operation of the engine is prioritized and travels with the driving force of the motor and the engine. The above problem is solved by selecting the EV priority mode based on the supply stagnation information.

According to the present invention, when fuel supply is stagnant in a specific area, the vehicle is preferentially driven by the power of the battery, so that the battery consumption can be suppressed.

1 is a block diagram of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram of the integrated control unit of FIG. 3 is a graph showing characteristics of target driving force with respect to vehicle speed in the target driving force calculation unit of FIG. 2. 3 is a graph showing a map of a driving mode with respect to a vehicle speed and an accelerator opening degree in the mode selection unit of FIG. 2. It is a block diagram of the hybrid vehicle of FIG. 1, a center, and an electric power company. It is a figure for demonstrating the relationship of the driving mode with respect to SOC in the target charging / discharging calculating part of FIG. It is a flowchart which shows the control procedure of the integrated control unit of FIG. It is a flowchart which shows the control procedure of the integrated control unit of the hybrid vehicle which concerns on other embodiment of this invention. It is a graph which shows the characteristic of the target drive force with respect to the vehicle speed in the target drive force calculating part of the hybrid vehicle which concerns on other embodiment of this invention. It is a figure for demonstrating the drive state of the engine with respect to the engine water temperature in the hybrid vehicle which concerns on other embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<< First Embodiment >>
The hybrid vehicle 1 according to the present embodiment is a parallel electric vehicle that uses a plurality of power sources for driving the vehicle. The hybrid vehicle of this example is a plug-in hybrid vehicle that can charge the battery 30 provided in the vehicle with the electric power from the external charging device 200. As shown in FIG. 1, the hybrid vehicle 1 includes an internal combustion engine (hereinafter referred to as “engine”) 10, a first clutch 15, a motor generator (electric motor / generator) 20, a second clutch 25, a battery 30, and an inverter 35. , An automatic transmission 40, a propeller shaft 51, a differential gear unit 52, a drive shaft 53, left and right drive wheels 54, and a display 90. Hereinafter, the case where the present invention is applied to a parallel type hybrid vehicle will be described, but the present invention can also be applied to other types of hybrid vehicles. Further, a continuously variable transmission (CVT) may be used instead of the automatic transmission 40.

Engine 10 is an internal combustion engine that is driven by gasoline or light oil as fuel, and based on a control signal from engine control module 70, the valve opening of the throttle valve, fuel injection amount, ignition timing, and the like are controlled. The engine 10 is provided with an engine speed sensor 11 for detecting the engine speed Ne and a water temperature sensor 12 for detecting the temperature of the cooling water of the engine 10.

The first clutch 15 is interposed between the output shaft of the engine 10 and the rotation shaft of the motor generator 20, and connects and disconnects power transmission between the engine 10 and the motor generator 20. As a specific example of the first clutch 15, for example, a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid can be exemplified. The first clutch 15 controls the hydraulic pressure of the hydraulic unit 16 based on a control signal from the integrated control unit 60, thereby engaging / disengaging the clutch plate (including a slip state).

The motor generator 20 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 20 is provided with a motor rotation speed sensor 21 for detecting the rotor rotation speed Nm. The motor generator 20 functions not only as an electric motor but also as a generator. When three-phase AC power is supplied from the inverter 35, the motor generator 20 is driven to rotate (powering). On the other hand, when the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration). The AC power generated by the motor generator 20 is converted into a DC current by the inverter 35 and then charged to the battery 30.

Specific examples of the battery 30 include a lithium ion secondary battery and a nickel hydride secondary battery. A current / voltage sensor 31 is attached to the battery 30, and these detection results can be output to the motor control unit 80. The battery 30 is a battery that can be charged by an external charging device 200 provided outside the vehicle, and is connected to a charging port 34 via a charger 32 and a switch 33. The battery 30 also acts as a battery for operating home electrical equipment, for example, and can be used as an emergency power source in the event of a power failure.

Sensor 31 is a voltage or current sensor for detecting the state of the battery. The sensor 31 is electrically connected to the battery 30. The charger 32 has a charging circuit that converts AC power supplied from the external charging device 200 into DC power and supplies power to the battery 30. The charger 32 is controlled by the battery control unit 100. The switch 33 is connected between the charger 32 and the charging port 34, and is a switch for switching between electrical connection and disconnection between the external charging device 200 and the battery 30.

The charging port 34 has a connector that can be connected to the tip of the charging cable of the external charging device 200, and is provided on the surface portion of the vehicle 1. When the leading end of the charging cable is connected to the charging port 34, a signal indicating the connection is transmitted to the battery control unit (100).

When the battery 30 is used as a household power source, a power control device (not shown) for supplying power to the home is connected to the charging port 34, and the battery 30 and the house are connected via the power control device. Electrically connect to the distribution board. And in the state which switched on, the electric power of the battery 30 is supplied to a house through the said electric power control apparatus. The power control device may be mounted on the vehicle 1.

The external charging device 200 is provided outside the vehicle 1 and is installed in a parking lot at home, a commercial facility such as a shopping center, a public facility such as a city hall, or a facility such as a factory. When the external charging device 200 is provided in a parking lot at home, the external charging device 200 is connected to a home AC power source, converts power from the AC power source into power suitable for supply to the vehicle 1, and a charging cable (not shown). To the charging port 34.

The automatic transmission 40 is a transmission that automatically switches stepped gear ratios such as forward 7 speed, reverse 1 speed, etc. according to the vehicle speed, accelerator opening, and the like. The automatic transmission 40 changes the gear ratio based on a control signal from the integrated control unit 60. The output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53. In FIG. 1, reference numeral 55 denotes left and right steering front wheels.

The telematics control unit 50 includes a communication device for performing transmission / reception with the outside of the center 300 and the like, and transmits / receives information to / from the center 300 that manages a vehicle to be described later. The telematics control unit 50 is connected to the integrated control unit 60 by CAN communication.

The display 90 is a display device for displaying information or the like managed by the navigation system included in the integrated control unit 60 and notifying the passenger of the information.

The hybrid vehicle 1 in the present embodiment can be switched to three travel modes according to the engaged / released state of the first and

second clutches

15 and 25.

The first travel mode is referred to as a motor use travel mode (hereinafter referred to as “EV travel mode”) in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a power source. ).

The second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which both the first clutch 15 and the second clutch 25 are engaged to travel while including the engine 10 as a power source in addition to the motor generator 20. .)

The third travel mode is a slip travel mode in which the second clutch 25 is in a slip state and travels while including at least one of the engine 10 or the motor generator 20 as a power source (hereinafter referred to as “WSC travel mode”).

When shifting from the EV travel mode to the HEV travel mode, the released first clutch 15 is engaged, and the engine 10 is started using the torque of the motor generator 20.

Furthermore, the “HEV travel mode” includes three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

In the “engine running mode”, the drive wheels 54 are moved using only the engine 10 as a power source. In the “motor assist travel mode”, the drive wheels 54 are moved using two of the engine 10 and the motor generator 20 as power sources. In the “running power generation mode”, the motor generator 20 is caused to function as a generator at the same time as the drive wheels 54 are moved using the engine 10 as a power source.

In addition to the modes described above, there is a power generation mode for charging the battery 30 and supplying power to the electrical components by causing the motor generator 20 to function as a generator using the power of the engine 10 when the vehicle is stopped. May be.

The control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control module 70, a motor control unit 80, and a battery control unit 100, as shown in FIG. These

control units

60, 70, 80, and 100 are connected to each other through, for example, CAN communication.

The engine control unit 70 inputs information from the engine speed sensor 11 and controls the engine operating point (engine speed Ne, engine torque Te) in response to a command such as the target engine torque tTe from the integrated control unit 60. The command is output to a throttle valve actuator, an injector, a spark plug, etc. provided in the engine 10. The engine control unit 70 controls the injector based on the temperature detected by the water temperature sensor 12 and adjusts the fuel injection amount. Information on the engine speed Ne and the engine torque Te is supplied to the integrated control unit 60 via CAN communication.

The motor control unit 80 inputs information from the motor rotation speed sensor 21 provided in the motor generator 20, and receives a command such as a target motor generator torque tTm (may be a target motor generator rotation speed tNm) from the integrated control unit 60. In response, a command for controlling the operating point (motor rotation speed Nm, motor torque Tm) of motor generator 20 is output to inverter 35.

Further, the motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31. The battery SOC information is used as control information for the motor generator 20 and is sent to the integrated control unit 60 via CAN communication.

The battery control unit 100 is a control unit for managing the state of the battery, calculates the state of charge (SOC) of the battery from the detection value of the sensor 31, and transmits it to the integrated control unit 60. When the battery control unit 100 detects from the signal from the charging port 34 that the external charging device 200 is connected, the battery control unit 100 turns on the switch 33.

Further, the battery control unit 100 controls the charger 32, manages the SOC of the battery 30 during charging of the battery 30 by the external charging device 200, and turns off the switch 33 when the battery 30 reaches the target SOC.

The integrated control unit 60 efficiently controls the hybrid vehicle 1 by integrally controlling the operating point of the power train composed of the engine 10, the motor generator 20, the automatic transmission 40, the first clutch 15, and the second clutch 25. It bears the function to make it run.

The integrated control unit 60 calculates the operating point of the power train based on information from each sensor acquired through CAN communication, and controls the operation of the engine according to a control command to the engine control module 70, and the motor control unit 80. Operation control of the motor generator 20 by the control command to the automatic transmission 40, operation control of the automatic transmission 40 by the control command to the automatic transmission 40, engagement / release of the first clutch 15 by the control command to the hydraulic unit 16 of the first clutch 15 Control and engagement / release control of the second clutch 25 by a control command to the hydraulic unit 26 of the second clutch 25 are executed.

Next, drive control of the engine 10 and the motor generator 20 among the controls executed by the integrated control unit 60 will be described. FIG. 2 is a control block diagram of the integrated control unit 60.

2, the integrated control unit 60 includes a target driving force calculation unit 61, a mode selection unit 62, a target charge / discharge calculation unit 63, an operating point command unit 64, and a shift control unit 65.

The target driving force calculation unit 61 uses a predetermined target driving force map to determine the accelerator opening APO detected by the accelerator opening sensor 69 and the transmission detected by the output rotation sensor 42 of the automatic transmission 40. Based on the output speed No (= vehicle speed VSP), the target driving force tFo0 is calculated. FIG. 3 shows an example of the target driving force map.

The mode selection unit 62 refers to the mode map and selects the target mode. FIG. 4 shows an example of the mode map. In the mode map (shift map) of FIG. 4, regions of the EV travel mode, the WSC travel mode, and the HEV travel mode are set according to the vehicle speed VSP and the accelerator opening APO.

In this mode map, the EV traveling mode is assigned to the inside of the engine starting line Lo, and the HEV traveling mode is assigned to the outside of the engine starting line Lo. Therefore, the mode selection unit 62 requests the operating point command unit 64 to start the engine 10 when the EV traveling mode is shifted to the HEV traveling mode beyond the starting line Lo.

The engine start line Lo corresponds to a threshold value for starting the engine 10, and the engine 10 is started when the accelerator opening APO or the vehicle speed VSP is larger than the threshold value.

As shown in FIG. 4, the above-mentioned WSC travel modes are assigned to low speed regions (for example, regions of 15 km / h or less) in both the EV travel mode and the HEV travel mode. The predetermined vehicle speed VSP1 that defines the WSC travel mode is a vehicle speed at which the engine 10 can rotate independently. Therefore, in a region lower than the predetermined vehicle speed VSP1, the engine 10 cannot rotate independently while the second clutch 25 remains engaged.

Even when the EV travel mode is selected, if the SOC of the battery 30 is equal to or lower than a predetermined value, the mode may be forcibly shifted to the HEV travel mode.

The target charge / discharge calculation unit 63 calculates the target charge / discharge power tP from the SOC of the battery 30 using a predetermined target charge / discharge amount map. The target charge / discharge calculation unit 63 calculates a target charging power for charging the battery 30 when the SOC of the battery 30 is low, and discharges the battery 30 when the SOC of the battery 30 is high. The target discharge power to be calculated is calculated and transmitted to the operating point command unit 64. Further, the target charge / discharge calculation unit 63 sets the target charge / discharge power based on the external information received by the telematics control unit 50. The detailed control contents of the target charge / discharge calculation unit 63 based on the external information will be described later.

The operating point command unit 64 uses the target opening torque APO, the target driving force tFo0, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target target for achieving the power train operating point tTe. , Target motor generator torque tTm (may be target motor generator torque tNm), target first clutch transmission torque capacity tTc1, target second clutch transmission torque capacity tTc2, and target gear stage of automatic transmission 40 are calculated.

The target engine torque tTe is sent from the integrated control unit 60 to the engine control unit 70, and the target motor generator torque tTm (may be the target motor generator rotational speed tNm) is sent from the integrated control unit 60 to the motor control unit 80.

The operating point command unit 64 calculates a target first clutch transmission torque capacity tTc1 and a target second clutch transmission torque capacity tTc2 in order to generate a target driving force under the target mode set by the mode selection unit 62. For the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2, the integrated control unit 60 generates solenoid currents corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2. Supply to the

hydraulic units

16 and 26, respectively.

Also, the operating point command unit 64 can start the engine 10 as a request on the system regardless of the selection mode by the mode selection unit 62, such as when the SOC is lowered. For example, when the mode selection unit 62 selects the EV mode, but the SOC of the battery 30 is reduced, and the target charge / discharge calculation unit 63 calculates the target charge power for charging the battery 30, The operating point command unit 64 calculates a target calculation torque and starts the engine 10 via the engine control module 70.

The shift control unit 65 drives and controls the solenoid valve in the automatic transmission 40 so as to achieve the target shift stage according to the shift schedule shown in the shift map. Note that the shift map used at this time is one in which a target shift speed is set in advance based on the vehicle speed VSP and the accelerator opening APO as shown in FIG.

Next, the configuration of the center 300 that performs communication with the hybrid vehicle 1 will be described with reference to FIG. FIG. 5 shows a block diagram of the hybrid vehicle 1, the center 300, the oil company 400, and the power company 500.

As shown in FIG. 5, the center 300 communicates with the hybrid vehicle 1. The center 300 has a database 301 and a controller 302. The database 301 records map data and the like. The controller 302 is a control unit that records information in the database 301 and transmits information to the vehicle 1. The center 300 is connected to the oil company 400 and the electric power company 500 in a state where the center 300 can communicate with the oil company 400 and the electric power company 500 by wire or wirelessly, and receives information transmitted from the oil company 400 and the electric power company 500, respectively. Then, it is recorded in the database 301 or transmitted to the hybrid vehicle 1.

Oil company 400 is a company that supplies fuel for engines such as gasoline and light oil to gas stations installed in various places. The oil company 400 manages the amount of fuel supplied to the gas station, the business hours of each gas station, the business days of the gas station, and the like. In the event of a disaster such as an earthquake and the stoppage of gasoline distribution, oil companies manage information on fuel supply and sales to the gas stations. Is recognizable. The oil company 400 also manages areas where fuel supply is stagnant (area where fuel is not distributed), the degree of stagnation, and the like. Then, when the fuel supply is stagnant at each gas station, the oil company 400 includes at least information indicating a region where the fuel supply is stagnant, and indicates that the fuel supply is stagnant. Supply stagnation information is transmitted to the center 300.

The power company 500 is a company for supplying power to power demand facilities such as homes and factories. The power company 500 manages the amount of power supply, power outage information, and the like as power supply information to power consumers. The power outage information includes information on a power outage area indicating an area where a power outage occurs and information on a time related to the power outage. In addition, power outage information includes information on the expected power outage caused by a shortage of power supply relative to the expected consumption per area, information on the time when power outage is expected, or the time expected to recover from power outage. Information may be included.

The power company 500 transmits power outage information including at least a power outage area to the center 300 when a power outage occurs in a specific range. Center 300 transmits the power failure information received from electric power company 500 to hybrid vehicle 1.

The integrated control unit 60 of the hybrid vehicle 1 includes a navigation system 66 and a priority mode selection unit 67 as shown in FIG. 5 in addition to the configuration shown in FIG. The navigation system 66 is a system that manages position information such as the current position of the vehicle, the destination, and the position registered by the user as a home on map data, and has a GPS function.

The priority mode selection unit 67 is a control unit for selecting which mode is to be given priority between the EV traveling mode and the HEV traveling mode set by the integrated control unit 60, and setting the priority mode. Select either the priority mode or the EV priority mode. The EV priority mode is a mode in which the driving of the engine is prioritized over the power supply from the battery 30 and the vehicle 1 is driven by the driving force of the motor generator 20 and the engine 10. The HEV priority mode is a mode in which the engine 10 is not driven and the vehicle 1 is driven by the driving force of the motor generator 20 by giving priority to the power supply from the battery 30 to the motor generator 20 over the driving of the engine 10.

Next, the control of the hybrid vehicle 1 of this example will be described with reference to FIGS. FIGS. 6A and 6B are diagrams for explaining the relationship of the travel mode with respect to the SOC of the battery 30. FIG. 6A shows the EV priority mode, and FIG. 6B shows the HEV priority mode.

When the integrated controller 60 receives the fuel supply stagnation information from the center 300 by the telematics control unit 50, the integrated controller 60 uses the navigation system 66 to identify the stagnation region where the fuel supply is stagnation from the fuel supply stagnation information, and the current location of the vehicle 1. Is determined to be within the stagnation area.

Further, when the integrated controller 60 receives the power outage information from the center 300 by the telematics control unit 50, the integrated controller 60 uses the navigation system 66 to identify the power outage area indicated by the power outage information and register the user's home or the user's destination. It is determined whether or not the point is within the range of the power outage area indicated by the power outage information.

If the current location of the vehicle is within the stagnation region of the fuel supply, even if the engine 10 is driven to run out of fuel, fuel cannot be supplied at a nearby gas station. Therefore, the priority mode selection unit 67 sets the EV priority mode when the position of the vehicle is within the stagnation region.

Furthermore, when the user's home or destination is outside the range of the power outage area, if the vehicle is driven in the EV driving mode and arrives at the home or destination, the external charging device 200 at the home or destination is used. The battery 30 can be charged. Therefore, the priority mode selection unit 67 selects the EV priority mode when the vehicle position is within the stagnation area and the user's home or destination is outside the power outage area.

In the target charge / discharge calculation unit 63, a mode switching threshold (SOC _ch ) and a target charging state (SOC _m ) for switching between the HEV traveling mode and the EV traveling mode are set in advance. The mode switching threshold (SOC _ch ) and the target charging state (SOC _m ) are defined by the SOC. When the SOC of the battery 30 is lower than the mode switching threshold (SOC _ch ), the integrated control unit 60 sets the charging power for charging the battery 10 as a system request by the target charge / discharge calculation unit 63, and the operating point command By setting the target engine torque so as to start the engine 10 at the value 64, the engine 10 is driven to generate electric power by the motor generator 20, and the battery 10 is charged.

The target charging / discharging calculation unit 63 outputs charging power so as to drive the engine until the SOC of the battery 10 reaches the target charging state (SOC _m ). When the SOC of the battery 10 reaches the target charge state (SOC _m ), the target charge / discharge calculation unit 63 sets the target charge / discharge power to zero.

In addition, when the SOC of the battery 10 is higher than the target charge state (SOC _m ), the target charge / discharge calculation unit 63 discharges the battery 10 so that the battery 10 is actively used, and the SOC of the battery 10 is Calculate the target discharge power to achieve the target charge state (SOC _m ). When the SOC of battery 10 is lower than the target charge state (SOC _m ) and higher than the mode switching threshold (SOC _ch ), target charge / discharge calculation unit 63 charges battery 10 during regeneration of motor generator 20. The target charging power is calculated.

The target charge / discharge calculation unit 63 sets the mode switching threshold (SOC _ch ) and the target charge state (SOC _m ) according to the priority mode selected by the priority mode selection unit 67. When the EV priority mode is selected by the priority mode selection unit 67, the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC _ch ) to 40% as shown in FIG. Set the state (SOC _m ) to 60 percent. On the other hand, when the HEV priority mode is set by the priority mode selection unit 67, as shown in FIG. 6B, the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC _ch ) to 50%. Set the target state of charge (SOC _m ) to 70 percent.

That is, the mode switching threshold (SOC _ch ) in the HEV priority mode is higher than the mode switching threshold (SOC _ch ) in the EV priority mode, and the mode target charging state (SOC _m ) in the EV priority mode is the EV priority mode. The target charge / discharge calculation unit 63 sets a mode switching threshold (SOC _ch ) and a target charge state (SOC _m ) according to the priority mode so as to be higher than the target charge state (SOC _m ) in the case of.

As shown in FIG. 6, when the mode switching threshold (SOC _ch ) is lowered, the engine 10 is controlled not to be driven even when the SOC of the battery 10 is low, and the region operated in the EV traveling mode increases. The driving is stopped, and the EV priority mode in which the power supply by the battery 30 is prioritized is set. Further, when the mode target charge state (SOC _m ) is lowered, when the engine 10 is driven and the battery 30 is charged, the drive time of the engine 10 is shortened. . Thereby, based on the fuel supply stagnation information received from the center 300, the integrated controller 60, when the position of the vehicle is within the stagnation region, the mode switching threshold (SOC _ch ) and the target charging state (SOC By lowering _m ), the EV priority mode is set.

Next, the control flow of the integrated controller 60 of this example will be described with reference to FIG. FIG. 7 is a flowchart showing a control procedure of the integrated control unit 60. In step S <b> 1, the telematics control unit 50 acquires fuel supply stagnation information and power failure information from the center 300. The control flow after step 2 is performed when at least the fuel supply stagnation information is acquired in step S1, and when the fuel supply stagnation information is not acquired, the control processing of this example is terminated.

In step S2, the integrated control unit 60 determines whether or not the current location of the vehicle 1 is within the range of the fuel supply stagnation region. If the current location of the vehicle 1 is within the stagnation area, it is determined at step S3 whether the home or destination is outside the power outage area. If the home or destination is outside the range of the power outage area, the process proceeds to step S4. If power failure information has not been acquired in step S1, the integrated control unit 60 determines in step S3 that the home or destination is outside the range of the power failure area.

In step S4, the integrated control unit 60 selects the HEV priority mode using the priority mode selection unit 67, and sets the mode switching threshold (SOC _ch ) and the target charge state (SOC _m ) using the target charge / discharge calculation unit 63. By setting the value lower than the value in the HEV priority mode, the EV priority mode is set.

Returning to step S2, if the vehicle position is outside the range of the fuel supply stagnation region, or returning to step S3, if the home or destination is within the range of the power outage region, integration is performed in step S5. The control unit 60 selects the HEV priority mode by the priority mode selection unit 67, and sets the mode switching threshold value (SOC _ch ) and the target charging state (SOC _m ) by the target charge / discharge calculation unit 63 as values in the EV priority mode. The HEV priority mode is set by setting a higher value than the above.

As described above, this example performs control for selecting the HEV priority mode or the EV priority mode, and selects the EV priority mode based on the fuel supply stagnation information received from the center 300. Thereby, when the distribution of fuel is stagnant, fuel consumption of the engine 10 can be suppressed.

Also, in this example, when the position of the vehicle is within the stagnation range of the fuel supply, the EV priority mode is selected. Thereby, when fuel cannot be refueled around the position of the vehicle, supply of power from the battery 30 is prioritized, so that fuel consumption can be suppressed.

Also, in this example, when the home is outside the range of the power outage area, the EV priority mode is selected. Thus, fuel consumption can be suppressed by driving the motor 20 with priority given to the supply of electric power from the battery 30 until returning to the home. Moreover, since the battery 30 can be charged by the external charging device 200 at home, the power supply of the battery 30 can be prioritized.

Also, in this example, when the destination is outside the range of the power failure area, the EV priority mode is selected. Thus, fuel consumption can be suppressed by driving the motor 20 with priority given to the supply of power from the battery 30 until the destination is reached. Moreover, since the battery 30 can be charged by the external charging device 200 at the destination, the power supply of the battery 30 can be prioritized.

In this example, the stagnation information of the fuel supply is acquired based on the information transmitted from the oil company 400, but the stagnation information is not necessarily information transmitted from the oil company 400. For example, disaster information such as earthquakes provided by administrative agencies such as the Japan Meteorological Agency and the Ministry of Land, Infrastructure, Transport and Tourism may be used as fuel supply stagnation information. That is, in the event of a major earthquake or tsunami, fuel supply may stagnate temporarily in areas other than the disaster area by preferentially circulating fuel in the disaster area. Therefore, when the center 300 receives disaster information such as earthquake information, the center 300 determines that there is a possibility that the fuel supply may stagnate according to the scale of the disaster, and transmits the fuel supply stagnation information to the hybrid vehicle 1. May be.

In addition, although this example acquired the power failure information based on the information transmitted from the power company, the power failure information does not necessarily need to be information transmitted from the power company. For example, when a major disaster such as an earthquake occurs, a power outage may occur. Therefore, when the center 300 receives disaster information from the Japan Meteorological Agency, etc., the possibility of power outage and the power outage area are identified from the disaster scale (earthquake intensity, etc.) and disaster occurrence area included in the disaster information, and the identified information is used as power outage information. May be transmitted to the hybrid vehicle 1.

In this example, when the EV priority mode is set, the mode switching threshold (SOC _ch ) and the target charging state (SOC _m ) are set to low values, but the mode switching threshold (SOC _ch ) or the target charging state (SOC) is set. Any one value of _m ) may be set to a low value.

In addition, when the center 300 manages the business information (business hours, business days, etc.) of the gas stations in each place, it is determined from this business information whether fuel supply is delayed or not. May be transmitted to the vehicle 1. For example, in a specific area, when many gas stations are not operating or when the gas station is open for a short period of time, there is a high possibility that fuel circulation is stagnant. Therefore, the center 300 can determine whether or not the fuel supply is stagnant by managing the business hours of the gas stations in each region.

In this example, the priority mode selection control is performed on the vehicle 1 side, but may be performed on the center 300 side. The integrated control unit 60 of the vehicle 1 transmits position information regarding the current location of the vehicle 1 to the center 300 via the telematics control unit 50. The controller 302 stores the received position information in the database 301 while corresponding to the received position information and the identification information of the vehicle that transmitted the position information. When the controller 302 receives the fuel supply stagnation information from the oil company 300, the controller 302 specifies the range of the stagnation area using the map data of the database 301.

Then, the controller 302 determines whether or not the position of the vehicle based on the position information transmitted from the hybrid vehicle 1 is within the stagnation area. The controller 302 selects the EV priority mode so that the hybrid vehicle 1 within the stagnation area is controlled in the EV priority mode. Then, the controller 302 transmits a control signal indicating the EV priority mode, which is the selected mode, to the hybrid vehicle 1 (the hybrid vehicle 1 in which the position of the vehicle is within the stagnation region). Then, the hybrid vehicle 1 that has received the control signal, similarly to the above, sets the mode switching threshold _{(SOC ch)} and the target state of charge (SOC _m) to a low value. Thereby, this example can also perform selection control of EV priority mode based on the fuel supply stagnation information on the center 300 side.

The above integrated control unit 60 corresponds to the “control means” of the present invention, the telematics control unit 50 corresponds to the “reception means” of the present invention, and the navigation system 66 corresponds to the “management means” of the present invention.

<< Second Embodiment >>
FIG. 8 is a flowchart showing a control procedure of the hybrid vehicle 1 according to another embodiment of the invention. This example differs from the first embodiment described above in that the EV priority mode is selected when the position of the charging facility is within a predetermined range from the position of the vehicle. Other configurations are the same as those in the first embodiment described above, and the description thereof is incorporated.

The integrated controller 60 manages the location of the charging facility by the navigation system 66. The charging facility is a facility in which a charging device such as the external charging device 200 is set. The integrated controller 60 determines whether or not there is a charging facility within a predetermined range from the current location of the vehicle. The predetermined range may be a predetermined range, for example, a predetermined radius range centered on the current location of the vehicle, or may be a range set according to the SOC of the battery 30.

Then, the priority mode selection unit 67 selects the EV priority mode when the position of the vehicle is within the range of the fuel supply stagnation region and the charging facility is within a predetermined range from the position of the vehicle. When the position of the vehicle is within the range of the stagnation region of the fuel supply and there is a charging facility around the position of the vehicle, the vehicle travels in the EV traveling mode and is charged at the charging facility when the SOC of the battery 30 decreases. can do. Therefore, it is possible to run the vehicle 1 with priority on the power supply of the battery 30 while suppressing fuel consumption.

Next, the control flow of the integrated controller 60 of this example will be described with reference to FIG. FIG. 8 is a flowchart showing a control procedure of the integrated control unit 60. The control processes in steps S11, S12, S14, and S15 are the same as the control processes in steps S1, S2, S4, and S5 in FIG.

If it is determined in step S12 that the position of the vehicle is within the range of the fuel supply stagnation region, in step S13, the integrated control unit 60 determines whether the charging facility is within a predetermined range from the current position of the vehicle. Determine whether. If there is a charging facility within the predetermined range, the process proceeds to step S14, and if there is no charging facility within the predetermined range, the process proceeds to step S15.

As described above, in this example, when the position of the charging facility is within a predetermined range from the position of the vehicle, the EV priority mode is selected. As a result, by giving priority to the EV traveling mode, even when the SOC of the battery is lowered, charging can be performed at the nearest charging facility, so that fuel consumption can be suppressed.

<< Third Embodiment >>
FIG. 9 shows a mode map stored in the mode selection unit 62 of the hybrid vehicle 1 according to another embodiment of the invention. This example differs from the first embodiment described above in that the engine start line is set according to the priority mode. Other configurations are the same as those of the first or second embodiment described above, and the description thereof is incorporated.

As shown in FIG. 9, there are two engine start lines in this example, a flow line Lo and a start line Lp. The mode selection unit 62 sets the engine start line to one of the start line Lo and the start line Lp according to the priority mode selected by the priority mode selection unit 67. Specifically, when the HEV priority mode is selected by the priority mode selection unit 67, the mode selection unit 62 sets the start line Lp, and when the EV priority mode is selected, the mode selection unit 62 Set to start line Lo.

When the start line Lp is set, the operation region in the HEV travel mode is wider than the operation region in the HEV travel mode when the start line Lo is set. Also, the driving of the engine 10 is prioritized. On the other hand, when the starting line Lo is set, the driving region of the EV traveling mode is wider than the operating region of the EV traveling mode when the starting line Lp is set. The power supply of the battery 30 is prioritized. Thereby, the integrated controller 60 sets the engine start line to the start line Lo when the position of the vehicle is within the range of the stagnation area based on the stagnation information of the fuel supply received from the center 300. The engine start threshold value is set higher than the start threshold value in the HEV priority mode, and the EV priority mode is set.

As described above, this example performs control for selecting the HEV priority mode or the EV priority mode, selects the EV priority mode based on the fuel supply stagnation information received from the center 300, and sets the engine start line to the start line. By setting Lo, the EV priority mode is set. Thereby, when the distribution of fuel is stagnant, the consumption of fuel can be suppressed.

<< 4th Embodiment >>
FIG. 10 is a diagram for explaining the driving state of the engine 10 with respect to the water temperature of the engine 10 controlled by the engine 10 control unit 70 of the hybrid vehicle 1 according to another embodiment of the invention. In this example, the point which controls the engine drive point with respect to the water temperature of the engine 10 differs with respect to 1st Embodiment mentioned above according to priority mode. Other configurations are the same as those of the first embodiment described above, and the descriptions of the first to third embodiments are incorporated as appropriate. Regarding the vertical axis in FIG. 10, ON indicates that the engine 10 is being driven, and OFF indicates that the engine 10 is stopped. The solid line indicates the characteristic in the EV priority mode, and the dotted line indicates the characteristic in the HEV priority mode.

The integrated control unit 60 may control the engine 10 in the HEV running mode by driving the engine 10 even when the battery SOC is high when the water temperature of the engine 10 is lowered as a system request. As shown in FIG. 10, the starting point of the engine 10 has a hysteresis relationship with respect to the water temperature of the engine 10. Referring to the solid line graph in FIG. 10, when the engine 10 is driven and the water temperature tends to rise, the engine 10 is stopped when the water temperature of the engine 10 exceeds 50 ° C. On the other hand, when the engine 10 is stopped and the water temperature tends to decrease, the engine 10 is driven when the water temperature of the engine 10 becomes lower than 30 ° C.

The engine control unit 70 sets the threshold temperature of the water temperature at which the engine 10 is stopped according to the priority mode selected by the priority mode selection unit 67. Specifically, when the HEV priority mode is selected by the priority mode selection unit 67, the threshold temperature (Tp) of the water temperature at which the engine 10 is stopped is set to the threshold temperature (Tp), and the EV priority mode is selected. Is set to a threshold temperature (To). The threshold temperature (To) is a temperature lower than the threshold temperature (Tp).

When the threshold temperature (Tp) is set, the engine 10 is started before the water temperature of the engine 10 becomes so low that the engine 10 is easily driven, and the engine 10 is more driven than the battery 30 is supplied with power. The driving of 10 will be prioritized. On the other hand, when the threshold temperature (To) is set, the engine 10 is not started unless the water temperature of the engine 10 is lowered, so that the engine 10 is difficult to be driven, and the power supply of the battery 30 is supplied rather than the driving of the engine 10. Will be given priority. Thereby, the integrated controller 60 sets the threshold temperature of the water temperature to stop the engine 10 based on the fuel supply stagnation information received from the center 300 when the vehicle position is within the stagnation region. By setting to To), the threshold temperature of the water temperature is set lower than the threshold temperature in the HEV priority mode, and the EV priority mode is set.

As described above, in this example, the control is performed to select the HEV priority mode or the EV priority mode, the EV priority mode is selected based on the fuel supply stagnation information received from the center 300, and the water temperature at which the engine 10 is started. The EV priority mode is set by setting the threshold temperature to the threshold temperature (To). Thereby, when the distribution of fuel is stagnant, the consumption of fuel can be suppressed.

In this example, the threshold temperature of the water temperature for starting the engine 10 is set on the graph of FIG. 9 according to the priority mode, but the threshold temperature of the water temperature for stopping the engine 10 (corresponding to 50 ° C. in FIG. 10). ) May be set. That is, when the EV priority mode is selected, the threshold temperature of the water temperature at which the engine 10 is stopped is set to a temperature lower than the threshold temperature in the HEV priority mode.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 10 ... Engine 11 ... Engine speed sensor 12 ... Water temperature sensor 15 ... 1st clutch 20 ... Motor generator 21 ... Motor speed sensor 25 ... 2nd clutch 30 ... Battery 35 ... Inverter 40 ... Automatic transmission 41 ... Input rotation sensor 42 ... Output rotation sensor 50 ... Telematics control unit 60 ... Integrated control unit 61 ... Target driving force calculation unit 62 ... Mode selection unit 63 ... Target charge / discharge calculation unit 64 ... Operating point command unit 65 ... Shift control unit 66 ... Navigation system 67 ... Priority mode selection unit 69 ... Accelerator opening sensor 70 ... Engine control unit 80 ... Motor control unit 90 ... Display 100 ... Battery control unit 200 ... External charging device 300 ... Sen Over 301 ... database 302 ... controller 400 ... Oil Company 500 ... power company

Claims

In a hybrid vehicle control device including an engine and a motor as a power source,
A battery for supplying power to the motor;
Select EV priority mode in which power is supplied from the battery to the motor with priority and driving with the driving force of the motor, or HEV priority mode in which the operation of the engine is given priority and driving with the driving force of the motor and the engine Control means to
Receiving means for receiving fuel supply stagnation information indicating that fuel supply is stagnant at the facility for supplying fuel for the engine from outside,
The control device selects the EV priority mode based on the fuel supply stagnation information, and controls the hybrid vehicle.
A management means for managing the position of the vehicle;
The fuel supply stagnation information includes information on a fuel supply stagnation area indicating an area where fuel supply is stagnation on map data,
The control means includes
2. The hybrid vehicle control device according to claim 1, wherein the EV priority mode is selected when the position of the vehicle is within the range of the fuel supply stagnation region.
It further comprises a management means for managing the user's home information,
The receiving means receives from the outside power outage information indicating that power supply from the power company has stopped,
2. The control device for a hybrid vehicle according to claim 1, wherein the control unit selects the EV priority mode when the home is outside a range of a power failure area indicated by the power failure information.
It further includes a management means for managing destination information,
The receiving means receives from the outside power outage information indicating that power supply from the power company has stopped,
2. The control device for a hybrid vehicle according to claim 1, wherein the control unit selects the EV priority mode when the destination is outside a range of a power failure area indicated by the power failure information.
A management means for managing information on a position of a charging facility for charging the battery and a position of the vehicle;
The control means includes
2. The hybrid vehicle control device according to claim 1, wherein the EV priority mode is selected when the position of the charging facility is within a predetermined range from the position of the vehicle.
In a management system for managing a hybrid vehicle including an engine and a motor as a power source and a battery for supplying electric power to the motor,
An EV priority mode in which the vehicle is driven by the driving force of the motor with priority on power supply from the battery to the motor, or the vehicle is driven by the driving force of the motor and the engine with priority on the operation of the engine. Control means for selecting the HEV priority mode to be performed;
Receiving means for receiving fuel supply stagnation information indicating that fuel supply is stagnant at a facility for supplying fuel for the engine from outside,
The control means selects the EV priority mode based on the fuel supply stagnation information, and transmits a signal indicating the selected mode to the vehicle.
In a management method for managing a hybrid vehicle including an engine and a motor as a power source and a battery for supplying electric power to the motor,
An EV priority mode in which the vehicle is driven by the driving force of the motor with priority on power supply from the battery to the motor, or the vehicle is driven by the driving force of the motor and the engine with priority on the operation of the engine. A selection step of selecting the HEV priority mode to be performed;
Receiving fuel supply stagnation information indicating that fuel supply is stagnant at a facility for supplying engine fuel from the outside;
A transmission step of transmitting a signal to the vehicle,
The selection step selects the EV priority mode based on the fuel supply stagnation information,
The transmission step transmits a signal indicating the mode selected in the selection step to the vehicle.