Hybrid vehicle

Abstract

To more appropriately cope with a case where a power storage percentage of a power storage device is low when automatic parking is instructed.SOLUTION: When automatic parking is instructed, the hybrid vehicle executes an automatic parking control for traveling to a target parking space by using power from a motor due to stop of an engine and release of a clutch. In this case, if the power storage percentage of a power storage device is lower than a threshold value when the automatic parking is instructed, the power storage device is charged due to the engagement of the clutch and the power generation of the motor using power from the engine; and when the power storage percentage reaches the threshold value or higher, the control shifts to the automatic parking control.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to hybrid vehicles. [Background technology]

[0002] Conventionally, a hybrid vehicle has been proposed that includes an engine and a motor, a first clutch provided between the engine and the motor, a transmission connected to the drive wheels, and a second clutch provided between the motor and the transmission (see, for example, Patent Document 1). In this hybrid vehicle, during automatic parking control, the accuracy of driving control is ensured by prioritizing an electric driving mode in which the first clutch is released and the second clutch is constantly engaged to drive the vehicle using only the motor as a driving power source. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2023-17504 Summary of the Invention [Problem to be solved by the invention]

[0004] In such hybrid vehicles, when an automatic parking command is issued, the amount of electric power required for driving in electric driving mode may not be stored in the power storage device that exchanges electric power with the motor. A more appropriate solution is needed for this situation.

[0005] The hybrid vehicle of the present disclosure has a primary objective of more appropriately dealing with the case where an automatic parking command is issued and the power storage device has a low power storage rate. [Means for solving the problem]

[0006] The hybrid vehicle of the present disclosure employs the following measures to achieve the above-mentioned main object.

[0007] The hybrid vehicle disclosed herein is a hybrid vehicle including an engine and a motor, a power storage device that exchanges power with the motor, a clutch provided between the engine and the motor, a transmission provided between the motor and drive wheels, and a control device that, when automatic parking is instructed, executes automatic parking control to drive the vehicle to a target parking space using power from the motor while stopping the engine and releasing the clutch, and the control device is configured such that, when automatic parking is instructed and the power storage rate of the power storage device is below a threshold, the control device charges the power storage device by engaging the clutch and causing the motor to generate power using power from the engine, and when the power storage rate reaches or exceeds the threshold, the control device switches to the automatic parking control.

[0008] In the hybrid vehicle disclosed herein, when an automatic parking command is issued, automatic parking control is executed to drive the vehicle to a target parking space using power from the motor while stopping the engine and disengaging the clutch. In this case, if the power storage rate of the power storage device is below a threshold when automatic parking is issued, the power storage device is charged by engaging the clutch and generating power from the engine to the motor. When the power storage rate reaches or exceeds the threshold, automatic parking control is executed. This allows for more appropriate handling when the power storage rate of the power storage device is low when automatic parking is issued. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram of a hybrid vehicle 20 according to an embodiment. [Figure 2] 4 is a flowchart showing an example of a processing routine executed by the main ECU 38. [Figure 3] FIG. 10 is a schematic diagram of a hybrid vehicle 120 according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0010] A mode (embodiment) for carrying out the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present disclosure. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a motor 24, an inverter 25, a battery 26 (power storage device), a clutch K0, a clutch WSC, a transmission 28, a drive electronic control unit (hereinafter referred to as a "drive ECU") 30, a brake device 32, a brake electronic control unit (hereinafter referred to as a "brake ECU") 33, a steering device 34, a main electronic control unit (hereinafter referred to as a "main ECU") 38, a shift electronic control unit (hereinafter referred to as a "shift ECU") 50, a surroundings recognition electronic control unit (hereinafter referred to as a "surroundings recognition ECU") 55, and a navigation device 60.

[0011] The engine 22 is configured as an internal combustion engine that outputs power using fuel such as gasoline or diesel. The motor 24 is configured, for example, as a synchronous generator motor having a rotor (rotating shaft 24a) and a stator. The inverter 25 has a plurality of switching elements. The motor 24 is rotated by switching the plurality of switching elements of the inverter 25. The battery 26 is configured, for example, as a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the inverter 25 via a power line. The clutch K0 is provided between the crankshaft 22a of the engine 22 and the rotating shaft 24a of the motor 24. The clutch WSC is provided between the rotating shaft 24a of the motor 24 and the input shaft of the transmission 28. The clutch K0 and the clutch WSC are each configured as hydraulically driven friction clutches and have a hydraulic servo configured with a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. Transmission 28 has an input shaft, an output shaft, multiple planetary gears, and multiple hydraulically driven friction engagement elements (clutches and brakes). The output shaft of transmission 28 is connected to drive wheels 36a, 36b via a differential gear 35. By engaging and disengaging the multiple friction engagement elements, transmission 28 establishes multiple forward and reverse gears to connect (transmit power between) the input shaft and the output shaft when shift position SP is a drive position (D position or R position), and disconnects the input shaft and the output shaft when shift position SP is a non-drive position (P position or N position).

[0012] The drive ECU 30 includes a microcomputer. The drive ECU 30 receives signals from various sensors. For example, the drive ECU 30 receives the crank angle θcr of the crankshaft 22a of the engine 22 from a crank position sensor, the rotational position θm of the rotor of the motor 24 from a rotational position sensor, the phase currents Iu, Iv, and Iw of each phase of the motor 24 from a current sensor, and the rotational speeds Ni and No of the input and output shafts of the transmission 28 from a rotational speed sensor. The drive ECU 30 performs various control functions, such as control of the engine 22, the inverter 25, the clutch K0, the clutch WSC, and the transmission 28. The drive ECU 30 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr of the engine 22, and calculates the electrical angle θe and rotational speed Nm of the motor 24 based on the rotational position θm of the rotor of the motor 24. The drive ECU 30 communicates with the main ECU 38.

[0013] The brake device 32 is configured as a well-known hydraulically driven brake device and is configured to apply braking force resulting from the brake depression force applied by depressing the brake pedal 48 and braking force resulting from hydraulic pressure adjustment to the drive wheels 36a, 36b and the driven wheels 36c, 36d. The brake ECU 33 is equipped with a microcomputer. The brake ECU 33 controls the brake device 32, specifically, controls the braking force resulting from the brake depression force applied by the brake device 32 and braking force resulting from hydraulic pressure adjustment. The brake ECU 33 communicates with the main ECU 38. The steering device 34 is mechanically connected to the drive wheels 36a, 36b via a steering shaft and is equipped with a steering actuator. The steering device 34 steers the drive wheels 36a, 36b based on the steering operation by the driver, or steers the drive wheels 36a, 36b by driving the actuator based on a steering signal from the main ECU 38.

[0014] The main ECU 38 includes a microcomputer. The main ECU 38 receives signals from various sensors. For example, the main ECU 38 receives the voltage Vb of the battery 26 from a voltage sensor and the current Ib of the battery 26 from a current sensor. The main ECU 38 also receives an ignition signal IG from an ignition switch 40, a vehicle speed V from a vehicle speed sensor 41, wheel speeds Vwa-Vwd of the drive wheels 36a, 36b and the driven wheels 36c, 36d from a wheel speed sensor 42, and an acceleration α from an acceleration sensor 43. The main ECU 38 also receives a yaw rate Yr from a yaw rate sensor 44 and a road gradient θr from a gradient sensor 45. The main ECU 38 also receives the depression amount of the accelerator pedal 46 (accelerator pedal position AP) from an accelerator pedal position sensor 47 and the depression amount of the brake pedal 48 (brake pedal position BP) from a brake pedal position sensor 49.

[0015] The main ECU 38 performs various controls, such as control of the steering device 34, control of a display device 70 attached to the instrument panel, and control of a communication device 72. The main ECU 38 calculates the state of charge (SOC) of the battery 26 based on the integrated value of the current Ib of the battery 26. As described above, the main ECU 38 communicates with the drive ECU 30 and the brake ECU 33. The main ECU 38 also communicates with the shift ECU 50, the surroundings recognition ECU 55, and the navigation device 60.

[0016] The shift ECU 50 includes a microcomputer. The shift ECU 50 receives signals from various sensors. For example, the shift ECU 50 receives the operation position (shift operation position signal) of the shift lever 51 from a shift position sensor 52. The shift ECU 50 communicates with the main ECU 38 and the surroundings recognition ECU 55. For example, the shift ECU 50 sets a shift position SP based on the shift operation position signal from the shift position sensor 52 and a surroundings recognition signal (described later) from the surroundings recognition ECU 55, and transmits the set shift position SP to the main ECU 38. Examples of the shift operation position and the shift position SP include a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R position).

[0017] The periphery recognition ECU 55 includes a microcomputer. The periphery recognition ECU 55 receives various signals as input. For example, the periphery recognition ECU 55 receives a periphery recognition signal indicating information about the vehicle and its surroundings from the periphery recognition device 56 (e.g., inter-vehicle distances D1 and D2 between the vehicle and other vehicles ahead and behind the vehicle, and the vehicle's position in the lane on the road surface), and an automatic parking switch signal from the automatic parking switch 57. Examples of components of the periphery recognition device 56 include a camera, millimeter-wave radar, quasi-millimeter-wave radar, infrared laser radar, and sonar. As described above, the periphery recognition ECU 55 communicates with the main ECU 38 and the shift ECU 50.

[0018] The navigation device 60 includes a main body 61 with a built-in control unit, a GPS antenna 62, and a display 63. The control unit of the main body 61 includes a microcomputer, a storage medium (e.g., a hard disk or SSD), an input / output port, and a communication port. The storage medium stores map information and the like. The map information includes service information (e.g., tourist information, parking lots, etc.) and road information for each driving section (e.g., between traffic lights and between intersections). The road information includes distance information, road width information, number of lanes information, area information (urban or suburban), type information (general road or expressway), gradient information, legal speed limit, number of traffic lights, etc. The GPS antenna 62 receives information about the current location of the vehicle. The display 63 is configured as a touch panel type display, and displays various information such as map information, information about the current location of the vehicle, and information about the planned driving route to the destination, and also allows the user to input various instructions. When a user operates the display 63 to set a destination, the main body 61 of the navigation device 60 sets a planned travel route from the current position of the vehicle to the destination based on map information, the current position of the vehicle, and the destination, and displays the set planned travel route on the display 63 to provide route guidance.

[0019] The hybrid vehicle 20 of this embodiment runs in a hybrid driving (HV driving) mode or an electric driving (EV driving) mode. The HV driving mode is a mode in which the clutch K0 and the clutch WSC are engaged and the vehicle runs with the engine 22 operating. The EV driving mode is a mode in which the clutch K0 is released and the clutch WSC is engaged and the vehicle runs without the engine 22 operating.

[0020] Next, the operation of the hybrid vehicle 20 of this embodiment, particularly the operation when an automatic parking command is issued, will be described. Fig. 2 is a flowchart showing an example of a processing routine executed by the main ECU 38 at this time. Note that the automatic parking command is issued, for example, by the driver turning on the automatic parking switch 57 and operating the display 63 of the navigation device 60 to set a target parking space.

[0021] 2 is executed, the main ECU 38 first determines whether the battery 26's power storage percentage SOC is equal to or greater than a threshold value Sref, thereby determining whether the vehicle can be driven in EV driving mode (step S100). If the battery 26's power storage percentage SOC is equal to or greater than the threshold value Sref, the main ECU 38 determines that the vehicle can be driven in EV driving mode, sets the EV driving mode (step S140), starts automatic parking control (step S150), and ends this routine. Here, the automatic parking control sets a target route for parking the vehicle in a target parking space through cooperative control of the main ECU 38, drive ECU 30, brake ECU 33, shift ECU 50, etc., and controls the shift position SP, engine 22, motor 24 (inverter 25), clutch K0, clutch WSC, brake device 32, and steering device 34 so that the vehicle drives in EV driving mode along the target route to the target parking space.

[0022] If the power storage percentage SOC of the battery 26 is less than the threshold value Sref in step S100, it is determined that the vehicle is not capable of traveling in the EV traveling mode, and the charging mode is set (step S110), and charging control is executed (step S120). Here, the charging mode is a mode for charging the battery 26 with the shift position SP set to the P position or the N position. In charging control, the clutch K0 is engaged and the clutch WSC is released, and power from the engine 22 is used to generate electricity by the motor 24 to charge the battery 26. Next, similar to the processing of step S100, it is determined whether the power storage percentage SOC of the battery 26 is equal to or greater than the threshold value Sref, thereby determining whether the vehicle is capable of traveling in the EV traveling mode (step S130). If the power storage percentage SOC of the battery 26 is less than the threshold value Sref, it is determined that the vehicle is not capable of traveling in the EV traveling mode, and the process returns to step S120. In this way, when the power storage percentage SOC of the battery 26 reaches or exceeds the threshold value Sref in step S130, it is determined that driving in EV driving mode is possible, the EV driving mode is set (step S140), automatic parking control is started (step S150), and this routine ends. In this way, by charging the battery 26 before starting automatic parking control, it is possible to more appropriately deal with the case where the power storage percentage SOC of the battery 26 is low when an automatic parking command is issued.

[0023] In the hybrid vehicle 20 of the embodiment described above, if the power storage percentage SOC of the battery 26 is less than the threshold value Sref when an automatic parking command is issued, the clutch K0 is engaged and the clutch WSC is disengaged, and power from the engine 22 is used to generate electricity with the motor 24 to charge the battery 26. Then, when the power storage percentage SOC of the battery 26 reaches or exceeds the threshold value Sref, the EV driving mode is set and automatic parking control is initiated. This makes it possible to more appropriately deal with the situation when the power storage percentage SOC of the battery 26 is low when an automatic parking command is issued.

[0024] In the above-described embodiment, the battery 26 is used as the power storage device, but this is not limiting. For example, a capacitor or the like may be used as the power storage device.

[0025] In the above-described embodiment, the hybrid vehicle 20 includes the engine 22, the motor 24, the inverter 25, the battery 26, the clutch K0, the clutch WSC, and the transmission 28. However, the present invention is not limited to this. For example, as shown in a modified hybrid vehicle 120 of FIG. 3, the hybrid vehicle 20 may include a torque converter 27 instead of the clutch WSC.

[0026] 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 22 corresponds to the "engine," the motor 24 corresponds to the "motor," the clutch K0 corresponds to the "clutch," the transmission 28 corresponds to the "transmission," the battery 26 corresponds to the "electricity storage device," and the main ECU 38 corresponds to the "control device."

[0027] The above describes the forms for implementing the present disclosure using embodiments, but the present disclosure is not limited to these embodiments in any way, and it goes without saying that the present disclosure can be implemented in various forms within the scope that does not deviate from the gist of the present disclosure. [Industrial Applicability]

[0028] The present disclosure is applicable to the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0029] 20 Hybrid vehicle, 22 Engine, 24 Motor, 26 Battery, 28 Transmission, 30 Drive ECU, 32 Brake device, 33 Brake ECU, 38 Main ECU, 50 Shift ECU, 55 Surrounding recognition ECU, K0 Clutch.

Claims

[Claim 1] A hybrid vehicle comprising an engine and a motor, an electricity storage device that exchanges electric power with the motor, a clutch provided between the engine and the motor, a transmission provided between the motor and drive wheels, and a control device that, when an automatic parking command is issued, executes automatic parking control to stop the engine and release the clutch while driving the vehicle to a target parking space using power from the motor, When the automatic parking command is issued and the power storage rate of the power storage device is less than a threshold, the control device charges the power storage device by engaging the clutch and generating power from the motor using power from the engine, and when the power storage rate reaches or exceeds the threshold, the control device transitions to the automatic parking control. Hybrid car.

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