Vehicle systems and hybrid vehicles

Abstract

A vehicle system and a hybrid vehicle capable of improving the convenience of a driver. The vehicle system is mounted on a hybrid vehicle having an internal combustion engine, a rotating electric machine connected to an axle, and a battery for supplying electric power to the rotating electric machine for driving, and comprises: a display unit; a determination unit that determines whether a switch from a first mode to a second mode can be made based on at least the charge rate and temperature of the battery, the first mode being a mode that shifts from electric driving to engine driving based on an increase in driving force, electric driving means driving the rotating electric machine by driving the vehicle only with electric power supplied by the battery without running the internal combustion engine, engine driving means driving the vehicle by running the internal combustion engine, and the second mode giving priority to electric driving over the first mode; a switching unit that switches between the first mode and the second mode based on an instruction of the driver and a determination result of the determination unit; and a display control unit that causes an image related to whether a switch to the second mode can be made to be displayed on the display unit.

Description

Technical Field

[0001] The invention relates to a vehicle system and a hybrid vehicle. Background Art

[0002] Conventionally, in a hybrid vehicle equipped with an engine and a motor, there is a first mode and a second mode that limits the opportunity for the engine to operate compared to the first mode (for example, Japanese Patent Publication No. 2013-119349, hereinafter referred to as Patent Document 1). The hybrid vehicle is provided with a display device that displays whether or not a switch to the second mode is possible in the first mode.

[0003] In the display device disclosed in Patent Document 1, when the remaining capacity of the battery is high, the mode can be switched to the second mode, and when the remaining capacity of the battery is low, the mode cannot be switched to the second mode. However, even when the remaining capacity of the battery is high, the battery may deteriorate due to other reasons, making it inappropriate to switch to the second mode. Therefore, the driver may not be informed whether the mode can be switched to the second mode properly, which deteriorates the convenience of the driver. Summary of the invention

[0004] The present invention has been made in consideration of such circumstances, and one object of the present invention is to provide a vehicle system and a hybrid vehicle that can improve the convenience of the driver.

[0005] Solutions to Solve Problems

[0006] The vehicle system of the present invention adopts the following structure.

[0007] (1): A vehicle system according to one embodiment of the present invention is mounted on a hybrid vehicle, the hybrid vehicle comprising an internal combustion engine, a rotating electric machine connected to an axle, and a battery for supplying electric power for driving to the rotating electric machine, wherein the vehicle system comprises: a display unit; a determination unit for determining whether a switch from a first mode to a second mode can be made based on at least a charge rate of the battery and at least one of a temperature of the battery and a cooling water temperature, the first mode being a mode in which the vehicle shifts from electric driving to engine driving in response to an increase in driving force, the electric driving being a mode in which the rotating electric machine is driven to drive the vehicle only with electric power supplied by the battery without operating the internal combustion engine, the engine driving being a mode in which the internal combustion engine is operated to drive the vehicle, and the second mode being a mode in which electric driving is prioritized over the first mode; a switching unit for switching between the first mode and the second mode based on an instruction of a driver and a determination result of the determination unit; and a display control unit for causing an image related to whether a switch to the second mode can be made to be displayed on the display unit.

[0008] (2): Based on the above-mentioned scheme (1), the determination unit determines whether the switch to the second mode can be made based on a predetermined threshold value relative to the charging rate, and the display control unit displays an image capable of identifying the charging rate of the battery and the threshold value as an image related to whether the switch to the second mode can be made on the display unit.

[0009] (3) In the above-mentioned aspect (2), the display control unit causes the display unit to display an image representing the threshold value by switching a display mode in a graph representing the charging rate.

[0010] (4) In the above-mentioned aspect (2) or (3), the determination unit adjusts the threshold value based on at least one of a temperature of the battery and a cooling water temperature.

[0011] (5) In any one of the above-mentioned schemes (1) to (4), the determination unit sequentially determines whether switching to the second mode is possible based on at least the charge rate of the battery and at least one of the temperature of the battery and the cooling water temperature.

[0012] (6) In any one of the above-mentioned aspects (1) to (5), the display control unit displays an image on the display unit regarding whether or not switching to the second mode is possible, regardless of whether or not there is an instruction to switch to the second mode.

[0013] (7) In any one of the above (1) to (6), when switching to the second mode is not possible, the display control unit causes the display unit to display an image indicating the reason why switching is not possible.

[0014] (8) In the aspect of (7), only when there is an instruction to switch to the second mode, an image indicating the reason why the switching to the second mode is not possible is displayed on the display unit.

[0015] (9): A hybrid vehicle according to one aspect of the present invention is equipped with the vehicle system according to any one of the above aspects (1) to (7), an internal combustion engine, a rotating electric machine connected to an axle, and a battery for supplying electric power for running to the rotating electric machine.

[0016] Effects of the Invention

[0017] According to (1) to (9), the convenience for the driver can be improved.

[0018] According to (2) and (3), the driver can easily know whether the mode can be switched to the electric power priority mode through a simple display.

[0019] According to (4), whether or not switching to the power priority mode is possible can be determined with high accuracy.

[0020] According to (5), the driver can be constantly informed of whether or not the mode can be switched to the electric power priority mode.

[0021] According to (6), whether or not the mode is switched to the electric power priority mode can be displayed regardless of whether or not there is an instruction from the driver.

[0022] According to (7), the driver can easily understand the reason why the mode cannot be switched to the electric power priority mode.

[0023] According to (8), the driver can easily understand the reason why the mode cannot be switched to the electric power priority mode through a simple display. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a configuration diagram showing an example of a hybrid vehicle according to the embodiment.

[0025] Figure 2 FIG. 1 is a diagram showing an example of the transmission of power and electric power in an HV vehicle set in each driving mode.

[0026] Figure 3 A diagram showing an example of an image displayed on the display unit.

[0027] Figure 4 This is a diagram showing an example of a display on a display unit in a partially enlarged manner.

[0028] Figure 5 This is a diagram showing another example of display on the display unit in a partially enlarged manner.

[0029] Figure 6 This is a flowchart showing an example of the flow of processing executed in the vehicle system.

[0030] Figure 7 This is a flowchart showing an example of the flow of processing executed in the vehicle system.

[0031] Figure 8 This is a diagram showing an example of the relationship between the SOC of a battery and the temperature.

[0032] Fig. 9 It is a diagram showing a modified example of the SOC image.

[0033] Fig.10 FIG. 1 is a diagram showing another modified example of the SOC image.

[0034] Fig.11 It is a diagram showing still another modified example of the SOC image. DETAILED DESCRIPTION

[0035] Hereinafter, embodiments of a vehicle system and a hybrid vehicle according to the present invention will be described with reference to the drawings. Figure 1 1 is a structural diagram showing an example of a hybrid vehicle (hereinafter referred to as an HV vehicle) 10 of an embodiment. The HV vehicle 10 includes a rotating electric machine and an internal combustion engine, and travels using the driving force of the rotating electric machine and / or the internal combustion engine according to the driving state of the vehicle. Generally, HV vehicles include a series-connected HV vehicle, a parallel-connected HV vehicle, and an HV vehicle that can switch between the series-connected and parallel-connected modes. A series-connected HV vehicle travels using the power of a rotating electric machine. On the other hand, a parallel-connected HV vehicle travels using the driving force of either or both of a rotating electric machine and an internal combustion engine. The HV vehicle 10 is an HV vehicle that can switch the transmission system of the driving force to either a series-connected mode or a parallel-connected mode. The HV vehicle 10 may also be an HV vehicle that is a vehicle of either a series-connected mode or a parallel-connected mode, and cannot switch between the series-connected mode and the parallel-connected mode.

[0036] The HV vehicle 10 includes an internal combustion engine 12, a first rotating electric machine 14, a second rotating electric machine 16, a lockup clutch (hereinafter referred to as a clutch) 18, a gear box (hereinafter referred to as a gear) 20, a battery 30, a VCU (Voltage Control Unit) 32, a first inverter 34, a second inverter 36, a vehicle sensor 40, a battery sensor 42, a rotation speed sensor 44, an acceleration sensor 46, an indoor temperature sensor 48, an outdoor temperature sensor 50, a vehicle system 100, and a switch 400. The vehicle system 100 is mounted on the HV vehicle 10 and includes an ECU (Electronic Control Unit) 200 and a display system 300. Figure 1 The thick solid line in the figure represents a mechanical connection, the double dashed line represents a power wiring, and the thin solid arrow represents a control signal or a detection signal.

[0037] The internal combustion engine 12 drives the second rotating electric machine 16 as a generator when the clutch 18 is disconnected. When the clutch 18 is engaged, the power output by the internal combustion engine 12 is transmitted to the drive wheels 80, 80 via the second rotating electric machine 16, the clutch 18, the gear 20, the first rotating electric machine 14, the differential gear 60 and the axle 62 as mechanical energy for the HV vehicle 10 to travel.

[0038] The rotor of the first rotating motor 14 operates as a motor using the power supply from at least one of the second rotating motor 16 and the battery 30, and generates power for the HV vehicle 10 to travel. The first rotating motor 14 is connected to the differential gear 60 and the axle 62. The torque generated by the first rotating motor 14 is transmitted to the drive wheels 80, 80 via the differential gear 60 and the axle 62. The first rotating motor 14 can operate as a generator when the vehicle is braked. The second rotating motor 16 is driven by the power of the internal combustion engine 12 and generates electricity.

[0039] The clutch 18 cuts off or engages the power transmission path from the internal combustion engine 12 to the drive wheels 80, 80 according to the instruction from the ECU 200. If the clutch 18 is in the cut-off state, the power output by the internal combustion engine 12 is not transmitted to the drive wheels 80, 80, and if the clutch 18 is in the connected state, the power output by the internal combustion engine 12 is transmitted to the drive wheels 80, 80. The gear 20 includes a shift gear or a fixed gear. The gear 20 changes the speed of the power from the internal combustion engine 12 at a predetermined speed ratio and transmits it to the drive wheels 80, 80. The speed ratio of the gear 20 is changed according to the instruction from the ECU 200.

[0040] The battery 30 has a plurality of storage elements connected in series and supplies a high voltage of, for example, 100 to 400 V. The storage element is, for example, a lithium ion battery or a nickel-metal hydride battery. The battery 30 is a storage battery (secondary battery) that supplies power for running to the first rotating electric machine 14 in order to run the HV vehicle 10 .

[0041] The VCU 32 steps up the output voltage of the battery 30 when the first rotating motor 14 operates as a motor. When charging the battery 30 with regenerative power generated by the first rotating motor 14 and converted into direct current when the HV vehicle 10 is braked, the VCU 32 steps down the output voltage of the first rotating motor 14. The VCU 32 steps down the power generated by the second rotating motor 16 and converted into direct current by the drive of the internal combustion engine 12. The power stepped down by the VCU 32 is charged into the battery 30.

[0042] The VCU 32 uses the voltage output by the battery 30 as an input voltage and switches the two switching elements on and off, thereby boosting the voltage on the output side to a voltage higher than the voltage output by the battery 30. The voltage on the output side when the two switching elements of the VCU 32 are not switched on and off is equal to the voltage output by the battery 30.

[0043] The first inverter 34 converts the DC voltage into an AC voltage and supplies a three-phase current to the first rotating electric machine 14. The first inverter 34 converts the AC voltage generated by the first rotating electric machine 14 into a DC voltage when the HV vehicle 10 is braked. The second inverter 36 converts the AC voltage generated by the second rotating electric machine 16 driven by the internal combustion engine 12 into a DC voltage.

[0044] The vehicle sensor 40 includes, for example, an accelerator opening sensor, a vehicle speed sensor, and a brake pedaling amount sensor. The accelerator opening sensor is mounted on an accelerator pedal that receives an acceleration instruction from the driver, and is used to detect the amount of operation of the accelerator pedal and output it to the ECU 200 as the accelerator opening. The vehicle speed sensor includes, for example, a wheel speed sensor mounted on each wheel and a speed computer, and is used to combine the wheel speeds detected by the wheel speed sensors to derive the vehicle speed (vehicle speed) and output it to the ECU 200. The brake pedaling amount sensor is mounted on the brake pedal, and is used to detect the amount of operation of the brake pedal and output it to the ECU 200 as the brake pedaling amount.

[0045] Battery sensor 42 includes, for example, a current sensor, a voltage sensor, and a temperature sensor. The current sensor detects the current value of battery 30. The voltage sensor detects the voltage value of battery 30. The temperature sensor detects the temperature of battery 30. Battery sensor 42 outputs the detected current value, voltage value, temperature, etc. to ECU 200.

[0046] The rotation speed sensor 44 detects the rotation speed of the internal combustion engine 12. The rotation speed sensor 44 outputs the detected rotation speed of the internal combustion engine 12 to the ECU 200. The acceleration sensor 46 detects the acceleration of the HV vehicle 10. The acceleration sensor 46 outputs the detected acceleration of the HV vehicle to the ECU 200.

[0047] The indoor temperature sensor 48 is provided, for example, in the interior of the HV vehicle 10. The indoor temperature sensor 48 detects the indoor temperature of the HV vehicle 10. The indoor temperature sensor 48 outputs the detected indoor temperature to the ECU 200. The outdoor temperature sensor 50 is provided, for example, in the exterior of the HV vehicle 10. The outdoor temperature sensor 50 detects the outdoor temperature of the HV vehicle 10. The outdoor temperature sensor 50 outputs the detected outdoor temperature to the ECU 200.

[0048] ECU200 includes a derivation unit 210, a calculation unit 220, a switching unit 230, a determination unit 240, and a control unit 250. The derivation unit 210, the calculation unit 220, the switching unit 230, the determination unit 240, and the control unit 250 are implemented by executing a program (software) by a hardware processor such as a CPU (Central Processing Unit). Some or all of these components can also be implemented by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), etc., or can be implemented by the cooperation of software and hardware. The program can be pre-stored in a storage device (non-temporary storage medium) such as an HDD (Hard Disk Drive) or a flash memory, or can be stored in a removable storage medium (non-temporary storage medium) such as a DVD or CD-ROM, and installed by assembling the storage medium in a drive device.

[0049] ECU200 controls VCU32, the first inverter 34, and the second inverter 36, as well as the engagement and disengagement of the clutch 18 and the operation of the internal combustion engine 12 according to the state of the HV vehicle 10. ECU200 inputs and obtains battery information such as the current value, voltage value, and temperature of the battery 30 output by the battery sensor 42. ECU200 inputs and obtains the accelerator opening, vehicle speed, and brake pedaling amount output by the vehicle sensor 40. ECU200 inputs and obtains the rotation speed of the internal combustion engine 12 output by the rotation speed sensor 44 and the front and rear acceleration of the HV vehicle 10 output by the acceleration sensor 46. ECU200 inputs and obtains the indoor temperature and outdoor temperature output by the indoor temperature sensor 48 and the outdoor temperature sensor 50.

[0050] The derivation unit 210 derives a value indicating the required driving force for the HV vehicle 10 based on the accelerator opening, vehicle speed, and brake pedaling amount outputted from the vehicle sensor 40. The derivation unit 210 outputs the derived required driving force to the switching unit 230 and the control unit 250.

[0051] The calculation unit 220 calculates the charge rate (State Of Charge, hereinafter referred to as SOC) of the battery 30, the charging power input to the battery 30, and the discharging power output from the battery 30 based on the battery information output from the battery sensor 42. The calculation unit 220 outputs the calculated SOC of the battery 30 to the determination unit 240 and the display control unit 310. The calculation unit 220 outputs the calculated value indicating the charging power input to the battery 30 and the calculated value indicating the discharging power output from the battery 30 to the control unit 250.

[0052] The switching unit 230 selects and switches the driving mode when the vehicle is traveling based on the required driving force output by the derivation unit 210, etc. Among the driving modes, there are typically an electric driving mode and an engine running driving mode. The electric driving mode is a mode in which the HV vehicle 10 does not operate the internal combustion engine, but only uses the power supplied from the battery to utilize the power of the first rotating motor 14 to travel. The engine running driving mode is a mode in which the HV vehicle 10 operates the power of the internal combustion engine 12 to travel. Among the engine running driving modes, there are a series driving mode and an engine direct driving mode. The series driving mode is a mode in which the second rotating motor 16 is rotated by the operation of the internal combustion engine 12, and the first rotating motor 14 is driven in combination with the power supplied from the battery 30. The engine direct driving mode is a mode in which the clutch 18 is engaged and the vehicle travels using the power output by the internal combustion engine 12. Below, refer to Figure 2 The connection relationship of the clutch CL and the transmission of power and electric power in each driving mode will be described.

[0053] like Figure 2 As shown, in the HV vehicle 10 set to the electric travel mode, the clutch 18 is disengaged and the internal combustion engine 12 is stopped. The HV vehicle 10 set to the electric travel mode travels using the power of the first rotating electric machine 14 driven by the power supply from the battery 30 .

[0054] In the HV vehicle 10 set to the series travel mode, the clutch 18 is disengaged and the internal combustion engine 12 is operated. The HV vehicle 10 set to the series travel mode runs using the power of the first rotating electric machine 14 supplied with the power generated by the second rotating electric machine 16 through the operation of the internal combustion engine 12 together with the power supplied from the battery 30.

[0055] In the HV vehicle 10 set to the engine direct driving mode, the clutch 18 is engaged and the internal combustion engine 12 is running. The HV vehicle 10 set to the engine direct driving mode uses the power output by the internal combustion engine 12 to travel. When traveling in the engine direct driving mode, the rotors of the first rotating electric machine 14 and the second rotating electric machine 16 rotate with the drive of the internal combustion engine 12. The ECU 200 performs zero torque control so that the first rotating electric machine 14 and the second rotating electric machine 16 are respectively in a no-load state.

[0056] The switching unit 230 switches the selection mode that becomes the condition for selecting the driving mode based on the driver's instruction. There are a normal mode as a first mode and a power priority mode as a second mode in the selection mode. The normal mode is a mode in which the driving mode is transferred from the electric driving mode to the engine running driving mode in response to an increase in the required driving force. In the normal mode, the driving mode of the HV vehicle 10 is switched from the electric driving mode to the engine running driving mode in response to an increase in the driving force, and the driving of the HV vehicle 10 is switched from the electric driving mode in which the vehicle is driven only by the electric power supplied from the battery 30 to the engine running driving in which the internal combustion engine 12 is operated. The power priority mode is a mode in which the driving mode is transferred from the electric driving mode to the engine running driving mode in response to an increase in the required driving force in the same manner as the normal mode, but the electric driving mode is prioritized over the normal mode. In the power priority mode, the driving of the HV vehicle 10 is prioritized over the normal mode.

[0057] For example, when the required driving force exceeds the prescribed first switching driving force, the switching unit 230 sets the driving mode to the engine running driving mode, and when it is less than the prescribed second driving switching driving force, the switching unit 230 sets the driving mode to the electric driving mode. The first switching driving force is a driving force greater than the second switching driving force. For example, when it exceeds the second switching driving force and is less than the first switching driving force, and the selected mode is the electric power priority mode, the switching unit 230 sets the driving mode to the electric power driving mode. For example, when it exceeds the second switching driving force and is less than the first switching driving force, and the selected mode is the normal mode, the switching unit 230 does not set the driving mode to the electric power driving mode but sets it to the engine running driving mode. The switching unit 230 outputs the selected driving mode to the control unit 250 and the display system 300, and outputs the set selected mode to the display system 300.

[0058] The determination unit 240 determines whether the selection mode can be set to the power priority mode based on at least the SOC output by the calculation unit 220 and the temperature of the battery 30 output by the battery sensor 42. The determination unit 240 sets a threshold value for the SOC of the battery 30 when determining whether the selection mode can be set to the power priority mode. The determination unit 240 sets the threshold value for the SOC of the battery 30 in units of 10%. The determination unit 240 may also set the threshold value for the SOC of the battery 30 in units other than the 10% unit. When the SOC of the battery 30 output by the calculation unit 220 exceeds the set threshold value, the determination unit 240 determines that the selection mode can be set to the power priority mode.

[0059] The determination unit 240 adjusts the threshold for determining whether the selection mode can be set to the power priority mode based on the temperature of the battery 30. The determination unit 240 lowers the threshold when the temperature of the battery 30 is high, and increases the threshold when the temperature of the battery 30 is low. The determination unit 240 outputs the set threshold to the display control unit 310. When adjusting the threshold for determining whether the selection mode can be set to the power priority mode, the determination unit 240 may use the indoor temperature of the HV vehicle 10 output by the indoor temperature sensor 48 and the outdoor temperature of the HV vehicle 10 output by the outdoor temperature sensor 50 instead of or in addition to the temperature of the battery 30. Alternatively, the degree of degradation of the battery 30 may be calculated in the calculation unit 220, and the calculated degree of degradation of the battery 30 may be used instead of or in addition to the temperature of the battery 30.

[0060] When determining that the power priority mode can be set, the determination unit 240 outputs the setting permission information to the switching unit 230. When the setting permission information is output by the determination unit 240, the switching unit 230 can set the selection mode to either the normal mode or the power priority mode. When the setting permission information is not output by the determination unit 240, the switching unit 230 can set the selection mode to the normal mode, but cannot set it to the power priority mode.

[0061] The control unit 250 controls the internal combustion engine 12 , the clutch 18 , the first inverter 34 , and the second inverter 36 based on the travel mode output by the switching unit 230 and the required driving force output by the deriving unit 210 .

[0062] The display control unit 310 in the display system 300 displays an image obtained based on various information outputted from the ECU 200 and the like on the display unit 320. For example, the display control unit 310 displays an SOC image obtained based on the SOC of the battery 30 calculated by the calculation unit 220 on the display unit 320. The display control unit 310 displays a mode information image related to the driving mode and the selected mode of the HV vehicle 10 outputted from the switching unit 230 on the display unit 320. The display control unit 310 displays a threshold value image related to the threshold value outputted from the determination unit 240 on the display unit 320.

[0063] The display unit 320 is disposed, for example, on a dashboard provided in front of a driver's seat of the vehicle and including measuring instruments such as a speedometer. Figure 3 3 is a diagram showing an example of an image displayed on the display unit 320. Figure 3 As shown, the SOC image P1 is displayed at the left end of the display unit 320. The driving mode image PL and the selection mode image PS are arranged and displayed in a vertical arrangement on the right side of the SOC image P1 of the display unit 320. In addition, the display unit 320 displays a message image PM, a digital vehicle speed image PP, a meter image PE, and a fuel gauge image PF.

[0064] The SOC image P1 is an image of a graph showing the SOC of the battery 30. The graph showing the SOC of the battery 30 is a bar graph-style graph. Figure 4 As shown, the SOC image P1 includes a plurality of images, here 10 images, namely, the first image P11 to the tenth image P20. The first image P11 to the tenth image P20 are displayed in a row. The first image P11 to the tenth image P20 are displayed brightly or darkly based on the SOC of the battery 30.

[0065] The display control unit 310 displays the first segment image P11 to the tenth segment image P20 in a bright or dark manner so as to represent the SOC of the battery 30 in units of 10%. For example, when the SOC of the battery 30 is 10%, the display control unit 310 displays the first segment image P11 in a bright manner and displays the second segment image P12 to the tenth segment image P20 in a dark manner. From this state onwards, the display control unit 310 sequentially adds one brightly displayed segment image from the bottom every time the SOC of the battery 30 increases by 10%, and when the SOC of the battery 30 is 100%, all of the first segment image P11 to the tenth segment image P20 are displayed in a bright manner. Figure 3 and Figure 4 In the example shown, the display unit 320 shows that the SOC of the battery 30 is 90%, the first to ninth images P11 to P19 are displayed in bright colors, and the tenth image P20 is displayed in dark colors.

[0066] The display control unit 310 displays an image indicating the threshold value outputted by the determination unit 240 in the portion where the display form of the SOC image P1 is switched on the display unit 320. The display control unit 310 displays different colors on the upper and lower segments PX of the portion where the display form of the SOC image P1 is switched, among the segment images PX (X=any one of 11 to 20) that are displayed brightly. For example, when the SOC of the battery 30 is 90% and the threshold value outputted to the display system 300 by the determination unit 240 is 40%, the display control unit 310 displays the first segment image P11 to the ninth segment image P19 brightly. The display control unit 310 displays the first segment image P11 to the fourth segment image P14 indicating the area below the threshold value in red, and displays the fifth segment image P15 to the ninth segment image P19 indicating the area above the threshold value in green. The SOC image P1 is an image capable of identifying the SOC of the battery 30 and a threshold value for determining whether the selected mode can be set to the power priority mode. The SOC image P1 is an image including a threshold value image. The display control unit 310 displays the SOC image P1 on the display unit 320 regardless of whether there is an instruction to switch to the normal mode or the power priority mode by operating the switching switch 400 by the driver.

[0067] When the SOC output by the calculation unit 220 is smaller than the threshold value output by the determination unit 240, the display control unit 310 displays all the brightly displayed segment images PX in the same color, for example, red. By displaying all the segment images PX in the same color of red, the driver is informed that the selected mode cannot be set to the power priority mode.

[0068] The driving mode image PL is an image for reporting the driving mode set in the HV vehicle 10, and is an image in which the characters "ENG" and "BAT" are separated by " / ". The display control unit 310 displays one of the characters "ENG" and "BAT" in the driving mode image PL in a bright manner and displays the other in a dark manner, or displays both in a bright manner.

[0069] The selection mode image PS is an image of the text "EV priority". When the selection mode set in the HV vehicle 10 is the electric power priority mode, the display control unit 310 causes the text "EV priority" to be displayed brightly on the display unit 320, and in the normal mode, the display control unit 310 causes the text "EV priority" to be displayed darkly. The display control unit 310 notifies the driver that the selection mode of the HV vehicle 10 is the electric power priority mode by causing the text "EV priority" to be displayed brightly on the display unit 320.

[0070] The message image PM is an image including a message for notifying the driver. The display control unit 310 displays the information notified to the driver on the display unit 320 as the message image PM. For example, when the driver selects the electric driving mode as the driving mode of the HV vehicle 10 and the determination unit 240 outputs the setting permission information, the display control unit 310 displays the message image PM including the text "Prioritize battery use" on the display unit 320.

[0071] When the threshold value outputted by the determination unit 240 is greater than the SOC outputted by the calculation unit 220, as shown in FIG. Figure 5 As shown, the display control unit 310 sometimes displays all the brightly displayed segment images PX in the same color, for example, red. In the case where the determination unit 240 determines that the power priority mode is not permitted, when the driver selects the power priority mode, the display control unit 310 displays a text image (hereinafter referred to as a reason image) indicating that the selected mode cannot be set to the power priority mode and the reason therefor on the display unit 320 as a message image PM. The display control unit 310 displays the reason image for a certain display time and eliminates it after the display time has passed. In addition, the display control unit 310 displays a text image indicating a solution that enables the power priority mode to be set in the message image PM on the display unit 320.

[0072] The digital vehicle speed image PP is an image that represents the vehicle speed of the HV vehicle 10 in digital data. The meter image PE is an image that represents the state related to the internal combustion engine 12, such as information related to the rotation speed of the internal combustion engine 12, information related to the temperature of the cooling water (not shown), etc. The fuel gauge image PF is an image that represents the remaining amount of fuel (gasoline) used for the operation of the internal combustion engine 12.

[0073] The switching switch 400 is a switch for switching the selection mode between the power priority mode and the normal mode. The switching switch 400 is, for example, arranged near the instrument panel provided on the instrument panel and at a position within reach of the driver. When the switching switch 400 is operated, a switching instruction is output from the switching switch 400 to the vehicle system 100. When the switching unit 230 in the ECU 200 of the vehicle system 100 inputs and obtains the switching instruction output by the switching switch 400, it obtains the driver's instruction to switch the selection mode between the power priority mode and the normal mode.

[0074] The HV vehicle 10 is provided with a charging port and a charging converter (not shown), and can be connected to a charger provided outside the HV vehicle 10 via a charging cable. The battery 30 provided in the HV vehicle 10 can be charged with electricity supplied by a charger external to the HV vehicle 10. The electricity supplied by the charger external to the HV vehicle 10 is regulated by the charging converter. The HV vehicle 10 is a so-called plug-in hybrid vehicle that can be charged by an external charger.

[0075] Next, the processing in the vehicle system 100 will be described. Figure 6 1 is a flowchart showing an example of the process flow executed in the vehicle system 100. The vehicle system 100 inputs and obtains the accelerator opening, vehicle speed, and brake pedaling amount of the HV vehicle 10 output by the vehicle sensor 40 in the derivation unit 210 of the ECU 200 (step S101). The derivation unit 210 derives the required driving force based on the obtained accelerator opening, vehicle speed, and brake pedaling amount (step S103).

[0076] Next, the switching unit 230 sets the selection mode (step S105). Figure 7 The following describes the setting process of the selection mode. Figure 7 As shown, the calculation unit 220 inputs and obtains battery information such as the current value, voltage value, and temperature of the battery 30 output by the battery sensor 42 (step S201).

[0077] Next, the calculation unit 220 calculates the SOC of the battery 30 based on the acquired battery information of the battery 30 (step S203). Thereafter, the determination unit 240 sets a threshold value of the SOC of the battery 30 for enabling the selection mode to be switched to the power priority mode (step S205). When setting the threshold value of the SOC of the battery 30, the determination unit 240 refers to the temperature of the battery 30 included in the battery information and adjusts the threshold value based on the temperature of the battery 30.

[0078] When the SOC of the battery 30 is less than a predetermined value, it is difficult to supply a large amount of power from the viewpoint of performance degradation, etc. Even if the SOC of the battery 30 is greater than a predetermined value, when the temperature thereof is low, it is still difficult to supply a large amount of power from the viewpoint of performance degradation, etc. Therefore, for example, the region in which the electric driving mode can be set is confirmed in the relationship between the SOC and the temperature of the battery 30.

[0079] Figure 8 This is a diagram showing an example of the relationship between the SOC of the battery 30 and the temperature. Figure 8 An example of a region in which the electric driving mode can be set is shown with respect to the relationship between the SOC and the temperature of the battery 30. Figure 8The switching line K1 shown is a boundary that defines the relationship between the SOC and the temperature of the battery 30 that can switch the selection mode to the power priority mode. The switching line K1 has the following shape: when the temperature of the battery 30 is low, the SOC of the battery 30 decreases as the temperature of the battery 30 rises. When the temperature of the battery 30 exceeds a certain first change temperature TC1, the SOC of the battery 30 also rises as the temperature of the battery 30 rises. When the temperature exceeds a second change temperature TC2, the SOC of the battery 30 rises sharply. The degradation of the battery 30 is relatively small in the first region R1 inside the switching line K1, and relatively large in the second region R2 outside the switching line K1. The first region R1 inside the switching line K1 refers to the following region: the temperature of the battery 30 relative to the SOC of the battery 30 is larger than the relationship shown by the switching line K1 in the region where the temperature of the battery 30 is below the first change temperature TC1, and is smaller than the relationship shown by the switching line K1 in the region where the temperature of the battery 30 exceeds the first change temperature TC1. Regarding the degradation of the battery 30, in the first area R1 inside the switching line K1, it can be seen that the degradation of the battery 30 tends to be smaller as it is farther away from the switching line K1, and in the second area R2 outside the switching line K1, it can be seen that the degradation of the battery 30 tends to be greater as it is farther away from the switching line K1.

[0080] Therefore, even if a large amount of power is supplied from the battery 30, the battery 30 does not deteriorate significantly, and the SOC of the battery 30 changes according to the temperature of the battery 30. Figure 8In the case shown in FIG. 1 , in the region below the first change temperature TC1, for example, the temperature of the battery 30 when the threshold value of the SOC of the battery 30 is 60% is set to the first temperature T1, and the temperature of the battery 30 when the threshold value of the SOC of the battery 30 is 10% is set to the second temperature T2. In this case, the threshold value of the SOC of the battery 30 at the second temperature T2 higher than the first temperature T1 is 10%, which is lower than the threshold value of the SOC of 60% when the temperature of the battery 30 is the first temperature T1. In this way, in the region below the first change temperature TC1, when the temperature of the battery 30 is high, the threshold value of the SOC of the battery 30 is low, but in the region above the first change temperature TC1 and below the second change temperature TC2, when the temperature of the battery 30 is low, the threshold value of the SOC of the battery 30 is low. Therefore, the threshold value of the SOC of the battery 30 for enabling the selection mode to be switched to the power priority mode can be set based on the temperature of the battery 30. In this case, in the area where the SOC of the battery 30 is low, for example, in the area where the SOC of the battery 30 is 10% or less, the first area R1 exists only in a limited temperature range, so the SOC threshold of the battery 30 is rarely below 10%. In the area exceeding the second change temperature TC2, which is roughly the second area R2 outside the switching line K1, the SOC threshold of the battery 30 is set to 100%, so that the selection mode cannot be switched to the power priority mode in essence. Figure 8 In the embodiment, the threshold value is set according to the relationship between the SOC and the temperature of the battery 30, but the threshold value may be set according to the relationship between the SOC and the cooling water temperature of the battery 30. Alternatively, the threshold value may be set according to the relationship between the SOC of the battery 30 and the temperature of the battery 30 and the cooling water temperature.

[0081] Next, the determination unit 240 determines whether the current selection mode set in the HV vehicle 10 is the normal mode (step S207). As the selection mode when starting the HV vehicle 10, the power priority mode or the normal mode is appropriately selected based on factors such as the charging rate and temperature of the battery 30 and the selection mode when the HV vehicle 10 is stopped. When it is determined that the selection mode is the normal mode, it is determined whether the switching unit 230 has obtained a switching instruction output by the switching switch 400 to switch the selection mode from the normal mode to the power priority mode (step S209).

[0082] When it is determined that a switching instruction to switch the selection mode from the normal mode to the power priority mode is obtained, the determination unit 240 determines whether the SOC of the battery 30 exceeds the threshold value (step S211). When it is determined that the SOC of the battery 30 exceeds the threshold value, the determination unit 240 outputs the setting permission information to the switching unit 230. The switching unit 230 switches the selection mode from the normal mode to the power priority mode based on the setting permission information output by the determination unit 240 (step S213), and then proceeds to step S221.

[0083] If it is determined in step S209 that the switching instruction to switch the selected mode from the normal mode to the power priority mode has not been obtained, the switching unit 230 directly proceeds to step S221. If the determination unit 240 determines in step S211 that the SOC of the battery 30 does not exceed the threshold, the switching to the power priority mode cannot be performed. In this case, the display control unit 310 displays the reason image on the display unit 320 (step S215), and then proceeds to step S221.

[0084] When the determination unit 240 determines in step S207 that the selected mode is not the normal mode but the power priority mode, it determines whether a switching instruction output by the switching switch 400 has been obtained (step S217). When it is determined that a switching instruction output by the switching switch 400 has been obtained, the determination unit 240 switches the selected mode from the power priority mode to the normal mode (step S219), and then proceeds to step S221. When it is determined that a switching instruction output by the switching switch 400 has not been obtained, the determination unit 240 directly proceeds to step S221.

[0085] Next, the display control unit 310 generates information for displaying the SOC image P1 based on the SOC output by the calculation unit 220 and the threshold value output by the determination unit 240, and displays the SOC image P1 on the display unit 320 (step S221). The display control unit 310 determines the brightly displayed segment image PX and the darkly displayed segment image PX in the SOC image P1 based on the output SOC. The display control unit 310 determines the color of the brightly displayed segment based on the output threshold value.

[0086] Next, the display control unit 310 determines whether the reason image displayed in step S215 is being displayed (step S223). If it is determined that the reason image is not being displayed, the vehicle system 100 ends. Figure 7If it is determined that the reason image is being displayed, the display control unit 310 determines whether a certain display time has passed since the image was displayed (step S225). If it is determined that the display time has not passed, the display control unit 310 repeats the process of step S225. If it is determined that the display time has passed, the display control unit 310 deletes the reason image (step S227), and the vehicle system 100 ends. Figure 7 Processing shown.

[0087] return Figure 6 In the process shown in FIG. 1 , the switching unit 230 sets the driving mode of the HV vehicle 10 based on the current driving mode of the HV vehicle 10, the required driving force calculated in step S103, and the selected mode set in step S105 (step S107). For example, when the required driving force exceeds the specified first switching driving force, the switching unit 230 sets the driving mode to the engine running driving mode (series driving mode or engine direct driving mode). When the required driving force exceeds the second switching driving force and is less than the first switching driving force, and the selected mode is the electric power priority mode, the switching unit 230 sets the driving mode to the electric power driving mode.

[0088] Next, the control unit 250 controls the internal combustion engine 12, the clutch 18, the first inverter 34, and the second inverter 36 of the HV vehicle 10 based on the required driving force calculated in step S105 and the driving mode set in step S107 (step S109). Figure 6 Processing shown.

[0089] The vehicle system 100 of the embodiment sets the driving mode of the HV vehicle 10 to an engine driving mode in which the internal combustion engine 12 is driven and the vehicle is driven by the first rotating electrical machine 14. In the vehicle system 100, the vehicle can switch between the normal mode and the electric power priority mode according to the driver's instruction, and the electric power priority mode is a mode in which the electric power driving in the electric power driving mode is prioritized over the normal mode. The vehicle system 100 sets a threshold value of the SOC of the battery 30 that enables switching to the electric power priority mode, and when the SOC of the battery 30 exceeds the threshold value, the vehicle can switch to the electric power priority mode according to the driver's instruction. Here, in the vehicle system 100, the display control unit 310 displays the threshold value of the SOC of the battery 30 that enables switching to the electric power priority mode on the display unit 320. The threshold value of the SOC of the battery 30 is adjusted based on the temperature of the battery 30, and whether or not the vehicle can switch to the electric power priority mode is determined based on the SOC and temperature of the battery 30. Therefore, the driver can be notified whether or not appropriate switching to the electric power priority mode can be performed, thereby improving the convenience of the driver.

[0090] Next, a modification of the SOC image P1 will be described. Figures 9 to 11 It is a diagram showing a modification example of the SOC image P1. Figures 9 to 11 The modification of the SOC image P1 shown is similar to the above-described embodiment in terms of display of the first to tenth images P11 to P20 , but is different in terms of display related to the threshold value.

[0091] exist Fig. 9 In the illustrated modification, the display control unit 310 causes the display unit 320 to display the threshold line THL obtained based on the threshold value output by the determination unit 240. The display control unit 310 causes the threshold line THL to be displayed at a position in the SOC image P1 that corresponds to the switching portion of the above-described embodiment, in other words, at a position indicating the SOC at which the switching to the power priority mode can be performed. Therefore, when the switching to the power priority mode can be performed, the brightly displayed segment image PX is located above the threshold line THL. When the switching to the power priority mode cannot be performed, all the segment images PX above the threshold line THL are darkly displayed, and the segment images PX below the threshold line THL may be brightly displayed or darkly displayed.

[0092] exist Fig.10 In the illustrated modification, display control unit 310 displays threshold arrow THM obtained based on the threshold output by determination unit 240 on display unit 320. Display control unit 310 displays threshold arrow THM occupying a position corresponding to the switching portion of the above embodiment in SOC image P1.

[0093] exist Fig.11 In the modified example shown, the display control unit 310 displays the upward arrow THU and the downward arrow THD obtained based on the threshold value output by the determination unit 240 on the display unit 320. The display control unit 310 uses the position corresponding to the switching portion in the SOC image P1 as a boundary, displays the upward arrow THU above the boundary, and displays the downward arrow THD below the boundary. Through these displays, the driver can also be notified whether the switch to the power priority mode can be made, thereby improving convenience.

[0094] In the above embodiment, the graph representing the SOC image P1 is in a bar graph style, but it may be in other styles, such as a pie chart style or a line chart style. In the above embodiment, in the SOC image P1, the colors displayed on the upper and lower side segment images PX of the switching portion are different, but it may be in other styles. For example, the segment image PX on the upper side of the switching portion may be highlighted and the segment image PX on the lower side may be displayed normally. In this way, the brightness and luminance of the segment image PX may be adjusted using the switching portion as a boundary. Alternatively, the shape and size of the segment image PX may be changed using the switching portion as a boundary.

[0095] In the above-mentioned embodiment, whether the switch to the power priority mode can be performed is determined based on the SOC and temperature of the battery 30, but other factors may be used as a reference in the above-mentioned determination. For example, the indoor temperature and outdoor temperature of the HV vehicle 10 shown in the embodiment may be used, or the load of the air conditioner or the like provided in the HV vehicle 10 may be used. The cooling water temperature of the battery 30 may also be used. The temperature of the battery 30 may be estimated based on the cooling water temperature of the battery.

[0096] In the above-mentioned embodiment, the threshold for determining whether the selected mode can be set to the power priority mode is adjusted based on the temperature of the battery 30, but other schemes may be used to determine whether the switch to the power priority mode can be made. For example, instead of setting a threshold, the relationship between the SOC and the temperature of the battery 30 and the determination result of whether the mode can be set to the power priority mode may be tabulated, and the table may be referred to to determine whether the switch to the power priority mode can be made. Alternatively, an arithmetic expression indicating the determination result of whether the mode can be set to the power priority mode based on the relationship between the SOC and the temperature of the battery 30 may be set, and the arithmetic expression may be used to determine whether the switch to the power priority mode can be made. The HV vehicle 10 of the above-mentioned embodiment is a plug-in hybrid vehicle, but the HV vehicle 10 may also be an electric vehicle that does not accept charging from the outside.

[0097] In the HV vehicle 10 of the above embodiment, the electric power priority mode is a mode in which the electric power driving mode is shifted to the engine running driving mode according to the increase of the required driving force in the same manner as the normal mode, but it may also be a mode in which the electric power driving mode is not shifted to the engine running driving mode. The HV vehicle 10 of the above embodiment has a series driving mode and an engine direct driving mode as the engine running driving mode, but it may also have only one of them. The HV vehicle 10 of the above embodiment switches the selection mode by switching the switch 400, but it may also have a voice recognition system that recognizes the driver's voice and switches the selection mode by the driver's voice.

[0098] Although specific embodiments of the present invention have been described above using the embodiments, the present invention is not limited to such embodiments at all, and various modifications and substitutions can be made without departing from the gist of the present invention.

Claims

1. A vehicle system mounted on a hybrid vehicle, the hybrid vehicle comprising an internal combustion engine, a rotating electric machine connected to an axle, and a battery for supplying electric power for running to the rotating electric machine, wherein: The vehicle system comprises: Display unit; a determination unit that determines whether switching from a first mode to a second mode is possible based on at least a charge rate of the battery and a threshold value relative to the charge rate that is adjusted to be lower as the temperature of the battery increases, wherein the first mode is a mode of transitioning from electric travel to engine travel in response to an increase in driving force, the electric travel being a mode of traveling by driving the rotating electric machine using only electric power supplied from the battery without operating the internal combustion engine, the engine travel being a mode of traveling by operating the internal combustion engine, and the second mode being a mode in which electric travel is prioritized over the first mode; a switching unit configured to switch between the first mode and the second mode based on an instruction from a driver and a determination result of the determination unit; as well as The display control unit causes the display unit to display an image that allows identification of the charging rate of the storage battery and the threshold value as an image related to whether switching to the second mode is possible.

2. The vehicle system according to claim 1, wherein: The display control unit causes the display unit to display an image indicating the threshold value by switching a display mode in a graph indicating the charging rate.

3. The vehicle system according to claim 1 or 2, wherein: The determination unit sequentially determines whether or not switching to the second mode is possible.

4. The vehicle system according to claim 1 or 2, wherein: The display control unit causes the display unit to display an image related to whether or not switching to the second mode is possible, regardless of whether or not an instruction to switch to the second mode is given.

5. The vehicle system according to claim 1 or 2, wherein: When switching to the second mode is not possible, the display control unit causes the display unit to display an image indicating the reason why switching is not possible.

6. The vehicle system according to claim 5, wherein: The display control unit causes the display unit to display an image indicating the reason why the switching to the second mode is not possible, when the switching to the second mode is not possible, only when there is an instruction to switch to the second mode.

7. A hybrid vehicle, wherein: The hybrid vehicle is equipped with the vehicle system according to claim 1 or 2, an internal combustion engine, a rotating electric machine connected to an axle, and a battery that supplies electric power for traveling to the rotating electric machine.

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