Hybrid vehicle

Abstract

To more properly perform motor traveling in a preset traveling section in which the motor traveling is to be performed.SOLUTION: A control device of a hybrid vehicle is configured to: acquire information for each traveling section in a planned or estimated traveling route based on map information and an own vehicle position; perform section integration with respect to continuous traveling sections, based on a predetermined condition; and create a traveling assist plan for traveling in a motor traveling mode or traveling in a normal traveling mode, based on information on the integrated traveling-sections. When a predetermined motor traveling section in which the motor traveling is to be performed exists in a traveling section in the traveling route, a traveling assist plan is created without performing section integration for the predetermined motor traveling section.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a hybrid vehicle.

Background Art

[0002] Conventionally, as this type of hybrid vehicle, there has been proposed one that switches between each mode of an electric motor mode of traveling solely by an electric motor, an engine mode of traveling solely by an engine, and a combined mode of using both, according to a mode switching vehicle speed (see, for example, Patent Document 1). In this hybrid vehicle, by switching the mode switching vehicle speed for each of various environments such as urban areas, suburbs, highways, tunnels, etc., it is possible to perform traveling suitable for the environment.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In such hybrid vehicles, section integration is also performed based on predetermined conditions such as the sections being similar for continuous traveling sections of a traveling route, and the traveling mode of each traveling section is set using the integrated traveling section. Also, there may be cases where areas where motor traveling should be performed, such as around the user's home or around a hospital, are set by the user or the like. When performing section integration in the same way for the traveling sections of such preset areas where motor traveling should be performed, there may be cases where motor traveling cannot be appropriately performed.

[0005] The main object of the hybrid vehicle of the present disclosure is to enable more appropriate motor traveling for a preset traveling section where motor traveling should be performed.

Means for Solving the Problems

[0006] To achieve the above main object, the hybrid vehicle of the present disclosure has adopted the following means.

[0007] An engine capable of outputting driving power, A motor capable of outputting driving power, A power storage device capable of exchanging power with the motor, When controlling the engine and the motor to travel by switching between a motor travel mode in which the vehicle travels by the power from the motor with the engine stopped and a normal travel mode in which the vehicle travels by the power from the engine and the power from the motor as needed, information for each travel section in a planned or estimated travel route based on map information and the vehicle position is acquired, and section integration is performed on continuous travel sections based on a predetermined condition. A control device that creates a travel support plan for whether to travel in the motor travel mode or the normal travel mode based on the information of the integrated travel section and executes travel support control to travel based on the travel support plan, A hybrid vehicle comprising: When there is a predetermined motor travel section that should be traveled by the motor in a travel section of the travel route, the control device creates the travel support plan without performing section integration for the predetermined motor travel section. It is characterized by this.

[0008] In the hybrid vehicle of the present disclosure, an engine capable of outputting driving power, a motor capable of outputting driving power, a power storage device capable of exchanging power with the motor, a motor driving mode in which the vehicle travels by the power from the motor with the engine stopped, and a normal driving mode in which the vehicle travels by the power from the engine and the power from the motor as needed are switched to control the engine and the motor. The control device acquires information for each driving section in a planned or estimated driving route based on map information and the vehicle position, performs section integration on continuous driving sections based on a predetermined condition, creates a driving support plan for whether to drive in the motor driving mode or the normal driving mode based on the information of the section-integrated driving section, and executes driving support control for driving based on the driving support plan. At this time, when there is a predetermined motor driving section where the vehicle should drive by the motor in advance in the driving section on the driving route, the driving support plan is created without performing section integration for the predetermined motor driving section. Thereby, it is possible to drive in the motor driving mode more appropriately for the predetermined motor driving section determined in advance.

[0009] As the predetermined motor driving section, for example, a section determined by a public welfare organization or a user corresponds. For example, a section belonging to an urban area, a section belonging to the area around a hospital, a section belonging to the area around the user's home, etc. can be given.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Mode for Carrying Out the Invention

[0011] Next, embodiments for implementing the present disclosure will be described. FIG. 1 is a block diagram showing an example of a hybrid vehicle 20 as an embodiment of the present disclosure as a block centered around a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has, as driving modes, a motor driving mode in which the vehicle travels by the power from the motor MG with the operation of the engine EG stopped, and a normal driving mode in which the engine EG is operated as necessary and the vehicle travels by the power from the engine EG and the power from the motor MG.

[0012] In addition to the power source, the hybrid vehicle 20 of the embodiment includes an ignition switch 21, a GPS (Global Positioning System) 22, an in-vehicle camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a mode changeover switch 36, a battery actuator 38, a battery 40, an air conditioner electronic control unit (hereinafter referred to as an air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a motor driving indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0013] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The in-vehicle camera 24 is a camera that images the surroundings of the vehicle, and examples include a front camera that images the front of the vehicle and a rear camera that images the rear of the vehicle. The millimeter-wave radar 26 detects the inter-vehicle distance and relative speed between the host vehicle and a vehicle ahead, or detects the inter-vehicle distance and relative speed between the host vehicle and a vehicle behind.

[0014] The acceleration sensor 28 is, for example, a sensor that detects the acceleration of the vehicle in the longitudinal direction or the acceleration of the vehicle in the lateral direction (sideways). The vehicle speed sensor 30 detects the vehicle speed of the vehicle based on, for example, the wheel speed. The accelerator sensor 32 detects the accelerator opening or the like according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position or the like as the amount of depression of the brake pedal by the driver. The mode changeover switch 36 is arranged near the steering wheel in the driver's seat and is a switch for switching between the motor driving mode and the normal driving mode. Basically, when the mode changeover switch 36 is operated in the motor driving mode, it switches to the normal driving mode, and when the mode changeover switch 36 is operated in the normal driving mode, it switches to the motor driving mode.

[0015] The battery actuator 38 detects the state of the battery 40, for example, the voltage between terminals, the charge and discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 may calculate the state of charge SOC as the ratio of the remaining charge capacity to the total charge capacity based on the charge and discharge current, or calculate the maximum allowable output power (output limit Wout) that may be output from the battery 40 or the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the state of charge SOC, the battery temperature, and the like. The battery 40 is configured as a rechargeable secondary battery, and for example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, or the like can be used.

[0016] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. in addition to the CPU. The air conditioner ECU 42 is incorporated in an air conditioning device that air-conditions the passenger compartment, and drives and controls the air conditioner compressor 44 in the air conditioning device so that the temperature of the passenger compartment becomes the set temperature.

[0017] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor-generator. Although not shown, the motor MG is connected to the battery 40 via an inverter, and can output a driving force using the electric power supplied from the battery 40, or charge the battery 40 with the generated electric power.

[0018] The hybrid ECU 50 is configured as a microcomputer centered around a CPU, although not shown, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. in addition to the CPU. The hybrid ECU 50 sets the driving mode, and sets the target operating point (target rotational speed and target torque) of the engine EG and the torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, the output limit and input limit from the battery actuator 38. Note that the hybrid ECU 50 does not start up when the accessory is on, and starts up when the radio is on.

[0019] When the vehicle is in motor drive, the hybrid ECU 50 sets the required driving force and required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets the torque command for the motor MG so as to output the required driving force and required power to the vehicle, and transmits the set torque command to the accelerator actuator 60. When the vehicle is in hybrid drive, the hybrid ECU 50 sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and required power to the vehicle, and transmits the target operating point and the torque command to the accelerator actuator 60. Further, when the brake pedal is depressed, the hybrid ECU 50 sets the required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets the torque command for regeneration to regeneratively control the motor MG based on the required braking force and the vehicle speed, sets the target braking force by the braking device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

[0020] The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 50. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc. so that the engine EG is operated at the target operating point (target rotational speed and target torque). Further, the accelerator actuator 60 performs switching control of the switching elements of the inverter for driving the motor MG so that the torque corresponding to the torque command is output from the motor MG.

[0021] The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 acts on the vehicle by the brake device 64. The brake device 64 is configured as, for example, a hydraulically driven friction brake.

[0022] The display device 66 is incorporated, for example, in the installation panel in front of the driver's seat, and displays various information and also functions as a touch panel. The motor driving indicator 67, although not shown, is incorporated in the installation panel in front of the driver's seat, lights up when the vehicle is being driven by the motor, and goes out when the vehicle is not being driven by the motor.

[0023] The DCM (Data Communication Module) 70 transmits information of the host vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Examples of the information of the host vehicle include the position of the host vehicle, vehicle speed, driving power, driving mode, and the like. Examples of the road traffic information include information regarding current and future traffic jams, information regarding the current average vehicle speed and predicted values of future average vehicle speeds in sections on the driving route, information regarding traffic regulations, information regarding weather, information regarding road surface conditions, information regarding maps, and the like. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every 1 minute, every 2 minutes, etc.).

[0024] The navigation system 80 is a system that guides the host vehicle to a set destination, and includes a display unit 82 and a map information database 84. The display unit 82 is a functional block having a function of displaying on the display device 66 the route to the destination, the position of the host vehicle, etc. based on the map information. The navigation system 80 communicates with the traffic information management center 100 via the DCM (Data Communication Module) 70. When the destination and waypoints are set, the navigation system 80 sets a route based on the information of the destination and waypoints, the information of the current location (the current position of the host vehicle) acquired by the GPS 22, and the information stored in the map information database 84. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined times (for example, every 3 minutes, every 5 minutes, etc.) to acquire road traffic information, and performs route guidance based on the road traffic information. The map information stored in the map information database 84 includes not only data as a map but also road gradients, road types, elevations, etc. for each driving section.

[0025] When the navigation system 80 provides route guidance, every time (or every predetermined time) it acquires road traffic information from the traffic information management center 100, based on information about each driving section within the driving route among the road traffic information acquired from the traffic information management center 100, information regarding driving load, the vehicle speed of the host vehicle, the driving power of the host vehicle, the driving mode of the host vehicle, etc., it generates load information necessary to drive each driving section as pre-read information and transmits it to the hybrid ECU 50. Note that the pre-read information also includes information about the host vehicle such as the position, vehicle speed, driving power, driving mode of the host vehicle, information regarding current and future traffic jams, information regarding the predicted values of the current average vehicle speed and future average vehicle speed in sections on the driving route, information regarding traffic regulations, information regarding weather, information regarding road surface conditions, information regarding maps, etc. The information regarding maps also includes areas where motor driving should be performed (motor driving areas) defined by municipalities, etc. The navigation system 80 can also set a motor driving area by designating an area such as an area near the user's home through user operation. The navigation system 80 transmits a signal indicating whether it is a motor driving area or not to the hybrid ECU 50 when the host vehicle is driving.

[0026] Next, the operation of the hybrid vehicle 20 configured in this way, particularly the operation when acquiring and integrating information about driving sections, will be described. FIG. 2 is a flowchart showing an example of the section information acquisition and integration process executed by the navigation system 80. This process is performed at every predetermined time or at the timing when a change occurs in the driving route.

[0027] When the section information acquisition integration process is executed, the navigation system 80 first acquires information on each driving section of a planned or estimated driving route within a predetermined range from the current location (step S100). As the predetermined range, 5 km, 10 km, 15 km, etc. can be used. The planned driving route is a driving route planned by the navigation system 80 as a route guidance from the current location to the destination when the destination is set, and the estimated driving route is a driving route on which driving is estimated from the current location. As the information to be acquired, in addition to the above-described preview information, the presence or absence of a motor driving area, and when the motor driving area exists, the start point and end point of the motor driving area, etc. are included. Each driving section of the driving route is set as driving section (1) to driving section (i) in order from the current position.

[0028] Next, an initial value of 1 is set for the first variable n (step S110), and n + 1 is set for the second variable k (step S120). Then, it is determined whether the driving section (k) is a motor driving section within the motor driving area (step S130). When it is determined that the driving section (k) is not a motor driving section, it is determined whether the integration condition is satisfied between the driving section (n) and the driving section (k) (step S140). Examples of the integration condition include a condition of the same road type, a condition of the same traffic congestion level, a condition of not being a motor driving section, a condition of a gradient within a certain range, and a condition that the distance from the start point of the driving section (n) to the end point of the driving section (k) is within a predetermined distance. When it is determined that the integration condition is satisfied between the driving section (n) and the driving section (k), the second variable k is incremented by a value of 1 (step S150), and the process returns to the process of determining whether the driving section (k) in step S130 is a motor driving section. Therefore, the processes of steps S130 to S150 are repeatedly performed until the integration condition is not satisfied within the range where the motor driving section is not included.

[0029] When it is determined in step S140 that the integration condition is not satisfied for the travel section (n) and the travel section (k), the travel sections from the travel section (n) to the travel section (k - 1) are integrated (step S160). When the first variable n matches k - 1, since there is only one travel section to be integrated, the travel section (n) becomes the integrated travel section as it is. Then, the second variable k is set to the first variable n (step S170), and it is determined whether the travel section (n) is the final travel section (step S180). When it is determined that the travel section (n) is not the final travel section, the process returns to the process of setting n + 1 to the second variable k in step S120. Therefore, the processes of steps S120 to S180 are repeated until it is determined that the travel section (n) is the final travel section.

[0030] When it is determined in step S130 that the travel section (k) is a motor travel section, the travel sections from the travel section (n) to the travel section (k - 1) are integrated (step S160), and the processes of steps S170 and S180 are executed. That is, when it is determined that the travel section (k) is a motor travel section, the travel sections up to the travel section (k - 1) before the travel section (k) are integrated, and the process returns to the process of setting n + 1 to the second variable k in step S120. When motor travel sections are continuous, it is continuously determined in step S130 that the travel section (k) is a motor travel section. Therefore, a single motor travel section becomes the integrated travel section, and the integration of motor travel sections is not performed. When a travel section that is not a motor travel section follows a motor travel section, since it is determined in step S140 that the integration condition is not satisfied because the condition for not being a motor travel section is not satisfied, a single motor travel section becomes the integrated travel section.

[0031] If it is determined in step S180 that the driving section (n) is the final driving section, information about each driving section of the driving route after the sections are combined is sent to the hybrid ECU 50 (step S190), and this process ends. After receiving the information about each driving section of the driving route after the sections are combined, the hybrid ECU 50 creates a driving assistance plan that assigns the motor driving mode or the normal driving mode to each driving section of the driving route, and executes driving assistance control to drive in the motor driving mode or the normal driving mode in accordance with the driving assistance plan.

[0032] In the hybrid vehicle 20 of the embodiment described above, when the navigation system 80 combines the travel sections after acquiring information about each travel section of a planned or estimated travel route within a predetermined range from the current location, it does not combine the motor travel sections set as the motor travel area, but transmits information about each travel section of the combined travel route to the hybrid ECU 50, which creates the travel assistance plan. As a result, the travel assistance plan is always created for the predetermined motor travel section as a separate travel section, and combining the motor travel section with other travel sections prevents the motor travel section from being driven in normal travel mode. As a result, the motor travel section can be driven more appropriately in motor travel mode.

[0033] In the hybrid vehicle 20 of the embodiment, the navigation system 80 executes the section information acquisition and integration process for integrating each travel section of a planned or estimated travel route within a predetermined range from the current location. However, the section information acquisition and integration process may be executed by the hybrid ECU 50.

[0034] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section will be described below. In the embodiment, the engine EG corresponds to the "engine," the motor MG corresponds to the "motor," the battery 40 corresponds to the "electricity storage device," and the hybrid electronic control unit 50 and the navigation system 80 correspond to the "control device."

[0035] Note that the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problems is an example for specifically explaining the mode for implementing the invention described in the column of means for solving the problems in the embodiments. Therefore, it does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description in that column, and the embodiments are merely specific examples of the invention described in the column of means for solving the problems.

[0036] As described above, the present disclosure has been described using embodiments. However, the present disclosure is not limited to such embodiments at all, and it goes without saying that it can be implemented in various forms without departing from the gist of the present disclosure.

Industrial Applicability

[0037] The present disclosure can be used in the manufacturing industry of hybrid vehicles and the like.

Explanation of Reference Numerals

[0038] 20 Hybrid vehicle, 21 Ignition switch, 22 GPS, 24 On-vehicle camera, 26 Millimeter-wave radar, 28 Acceleration sensor, 30 Vehicle speed sensor, 32 Accelerator sensor, 34 Brake sensor, 36 Mode changeover switch, 38 Battery actuator, 40 Battery, 42 Electronic control unit for air conditioner (Air conditioner ECU), 44 Compressor for air conditioner, 50 Electronic control unit for hybrid (Hybrid ECU), 60 Accelerator actuator, 62 Brake actuator, 64 Brake device, 66 Display device, 67 Motor running indicator, 68 Meter, 70 DCM, 80 Navigation system, 82 Display unit, 84 Map information database, 100 Traffic information management center, EG Engine, MG Motor.

Claims

1. An engine capable of outputting driving power for travel, A motor capable of outputting driving power for travel, A power storage device capable of exchanging power with the motor, A motor driving mode in which the vehicle travels by the power from the motor with the engine stopped, and a normal driving mode in which the vehicle travels by the power from the engine and the power from the motor as needed. When controlling the engine and the motor to travel by switching between them, information for each travel section in a planned or estimated travel route based on map information and the vehicle position is acquired, and section integration is performed for continuous travel sections based on a predetermined condition. A travel support plan for whether to travel in the motor driving mode or the normal driving mode is created based on the information of the section-integrated travel section, and a travel support control for traveling based on the travel support plan is executed. A control device, A hybrid vehicle comprising: When there is a predetermined motor travel section that should be traveled by the motor in advance in the travel section on the travel route, the control device creates the travel support plan without performing section integration for the predetermined motor travel section. A hybrid vehicle characterized by this.

2. The hybrid vehicle according to claim 1, The predetermined motor travel section is a section set by the user. Hybrid vehicle.

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