Hybrid vehicle

Abstract

To more reliably perform heating of a crew cabin after system startup.SOLUTION: A control device for a hybrid vehicle executes a travel support control for travelling on the basis of: a plan based on map information included as information on a motor travel area registered as an area to perform motor travel by a location registration, and an own vehicle position; and a travel support plan allocating a motor travel mode or a normal travel mode to each travel section using information on each travel section of an estimated travel route. The control device gives priority to heating by an air conditioning device due to a heating request with respect to switch over to the motor travel mode when at least a prescribed period of time elapses from a system startup if a current position is in the motor travel area.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Conventionally, hybrid vehicles of this type have been proposed that select hybrid driving mode when the air conditioning system is on, switch to motor driving mode when a predetermined time has elapsed since system startup, and then switch back to hybrid driving mode (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2015 / 045146 Summary of the Invention [Problem to be solved by the invention]

[0004] In hybrid vehicles, a motor-driven area is sometimes set to include a location registered in the system. When the system is activated within the motor-driven area to heat the passenger compartment, the current location may be located within the motor-driven area, causing the engine to switch to motor-driven mode and preventing the vehicle from starting, resulting in the passenger compartment not being heated.

[0005] The hybrid vehicle of the present disclosure has as its main object the heating of the passenger compartment after the system is started up more reliably. [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 equipped with an engine capable of outputting power for driving, a motor capable of outputting power for driving, a power storage device capable of exchanging power with the motor, an air conditioning device that heats the passenger compartment using heat from the engine, and a control device that controls the engine and the motor by switching between a motor driving mode in which the vehicle is driven by power from the motor while the engine is stopped, and a normal driving mode in which the vehicle is driven by power from the engine and a normal driving mode in which the vehicle is driven by power from the motor as needed, and that executes driving assistance control to drive the vehicle based on a driving assistance plan in which the motor driving mode or the normal driving mode is assigned to each driving section using map information and information on each driving section of a planned or estimated driving route based on the vehicle's position, wherein the map information includes information on motor driving areas registered as areas where motor driving is required by point registration, and the control device prioritizes heating of the air conditioning device in response to a heating request over switching to the motor driving mode when the current location is within the motor driving area, at least a predetermined time has elapsed since the system was started.

[0008] In the hybrid vehicle disclosed herein, driving assistance control is performed based on a driving assistance plan that assigns a motor driving mode or a normal driving mode to each driving section of a planned or estimated driving route based on map information including information on a motor driving area registered by point registration as an area where motor driving is required, and information on each driving section of the planned or estimated driving route based on the vehicle's position. Furthermore, when the current location is within the motor driving area, the control device prioritizes heating of the air conditioner in response to a heating request over switching to the motor driving mode at least a predetermined time after system startup. This allows for more reliable heating of the passenger compartment after system startup. In this case, heating of the air conditioner may be prioritized over switching to the motor driving mode immediately after system startup. [Brief explanation of the drawings]

[0009] [Figure 1]1 is a block diagram showing an example of a hybrid vehicle 20 according to an embodiment. [Figure 2] 4 is a flowchart illustrating an example of driving support control. DETAILED DESCRIPTION OF THE INVENTION

[0010] Next, a mode (embodiment) for carrying out the present disclosure will be described. FIG. 1 is a block diagram illustrating an example of a hybrid vehicle 20 according to an embodiment of the present disclosure, focusing on a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50. As illustrated, 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 two driving modes: a motor driving mode in which the vehicle runs on power from the motor MG with the engine EG stopped, and a normal driving mode in which the vehicle runs on power from the engine EG and the motor MG by operating the engine EG as needed. The normal driving mode includes a CD mode (Charge Depleting mode) that prioritizes electric driving so as to reduce the state of charge (SOC) of the battery 44, and a CS mode (Charge Sustaining mode) that combines electric driving and hybrid driving so as to maintain the state of charge (SOC) of the battery 44 at a target rate.

[0011] In addition to the power source, the hybrid vehicle 20 of this embodiment is equipped with an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-board 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 selector switch 36, an air conditioner electronic control unit (hereinafter referred to as the air conditioner ECU) 38, an air conditioner compressor 40, a battery actuator 42, a battery 44, a charger 46, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a driving status indicator 67, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0012] The air conditioner ECU 38 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The air conditioner ECU 38 is incorporated into an air conditioner that uses heat from the engine EG to heat the passenger compartment during heating, and controls the drive of an air conditioner compressor 40 in the air conditioner so that the passenger compartment temperature becomes a set temperature.

[0013] The battery actuator 42 detects the state of the battery 44, such as the terminal voltage, charge / discharge current, and battery temperature, and manages the battery 44 based on these. The battery actuator 42 calculates the power storage ratio SOC as the ratio of the remaining power storage capacity to the total power storage capacity based on the charge / discharge current, and calculates the maximum allowable output power (output limit Wout) that may be output from the battery 44 and the maximum allowable input power (input limit Win) that may be input to the battery 44 based on the power storage ratio SOC, battery temperature, etc. The battery 44 may be, for example, a lithium-ion battery. The charger 46 charges the battery 44 using power from an external power source 110, such as a commercial power source.

[0014] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as, for example, an electric motor that also functions as a generator, such as a synchronous motor. The motor MG is connected to a battery 44 via an inverter (not shown), and can output driving force using power supplied from the battery 44 and charge the battery 44 with the generated power.

[0015] The hybrid ECU 50 is configured as a microcomputer centered around a CPU (not shown), and sets the driving mode and also sets the target operating point (target rotation 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, and the output and input limits from the battery actuator 42.

[0016] When driving by motor, hybrid ECU 50 sets a torque command for motor MG based on the accelerator opening from accelerator sensor 32 and the vehicle speed from vehicle speed sensor 30, and sends the set torque command to accelerator actuator 60. When driving by hybrid, hybrid ECU 50 sets a target operating point for engine EG and a torque command for motor MG so as to output a required driving force and a required power to the vehicle, and sends the target operating point and torque command to accelerator actuator 60. When the brake pedal is depressed, hybrid ECU 50 sets a required braking force based on the brake position from brake sensor 34 and the vehicle speed from vehicle speed sensor 30, and sets a regenerative torque command for regenerative control of motor MG and a target braking force by the brake device based on the required braking force and the vehicle speed, and sends the torque command to accelerator actuator 60 and the target braking force to brake actuator 62.

[0017] The accelerator actuator 60 controls the intake air amount, fuel injection, ignition, intake valve opening / closing timing, etc. so that the engine EG is operated at a target operating point (target rotation speed and target torque). The accelerator actuator 60 controls the switching of switching elements of an inverter that drives the motor MG so that a torque corresponding to a torque command is output from the motor MG. The brake actuator 62 controls the brake device 64 so that a target braking force is applied to the vehicle by the brake device 64.

[0018] The DCM (Data Communication Module) 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every minute, or every two minutes), transmits information about the vehicle to the traffic information management center 100, and receives road traffic information from the traffic information management center 100. Examples of the vehicle information include the vehicle's position, vehicle speed, driving power, and driving mode. Examples of the road traffic information include information about current and future congestion, information about the current average vehicle speed and predicted future average vehicle speed in sections along the travel route, information about traffic regulations, information about weather, information about road surface conditions, and information about maps.

[0019] The navigation system 80 includes a display unit 82 and a map information database 84. The display unit 82 is a functional block having a function of displaying the route to the destination, the vehicle's position, and the like on the display device 66 based on map information. When the destination and waypoints are set, the navigation system 80 sets a route based on the information about the destination and waypoints, information about the current location (current vehicle position) acquired by the GPS 22, and information stored in the map information database 84. When providing route guidance, the navigation system 80 generates, as look-ahead information, information about each traveling section within the traveling route and information about the traveling load, which are included in the road traffic information acquired from the traffic information management center 100, as well as load information required to travel each traveling section based on the vehicle's speed, the vehicle's traveling power, the vehicle's traveling mode, and the like, and transmits the information to the hybrid ECU 50. The look-ahead information includes information about the vehicle, such as the vehicle's position, vehicle speed, driving power, and driving mode, as well as information about current and future traffic congestion, information about the current average vehicle speed and predicted future average vehicle speed for sections of the driving route, information about traffic regulations, information about weather, information about road surface conditions, and information about maps. The map information also includes areas where motor driving is required (motor driving areas) designated by municipalities and the like. The navigation system 80 can also set a motor driving area by specifying an area, such as an area near the user's home, through user operation.

[0020] Next, an operation of the hybrid vehicle 20 configured as described above will be described, particularly the operation when a heating request is made at the same time as the ignition switch 21 is turned on. Fig. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. This flowchart is executed when the ignition is turned on (system startup).

[0021] When driving assist control is executed, the hybrid ECU 50 first determines whether the look-ahead information transmitted from the navigation system 80 has been updated (step S100). If it determines that the look-ahead information has been updated, the hybrid ECU 50 acquires information on a planned or estimated driving route within a predetermined range from the current location (step S110). The predetermined range can be 10 km, 20 km, or up to the destination. The planned driving route is a driving route planned by the navigation system 80 as route guidance from the current location to the destination when the destination is set, and the estimated driving route is a driving route estimated to be traveled from the current location.

[0022] Next, a driving assistance plan is created (step S120). The driving assistance plan can be created by, for example, assigning the motor driving mode to the motor driving sections of each driving section of the driving route, and for the other driving sections, calculating the total energy Esum as the sum of the energy consumption E(n) of each driving section of the driving route from the current location to the control end section (destination), subtracting the energy consumption E(n) of the driving section (motor driving section) assigned the motor driving mode from the total energy Esum to calculate the total remaining energy Eev, and assigning the CD mode to all driving sections when the total remaining energy Eev is equal to or less than the remaining charge of the battery 44, and when the total remaining energy Eev is greater than the remaining charge of the battery 44, sorting the other driving sections in order of decreasing driving load, and assigning them to the CD mode in order of decreasing driving load until the sum of the energy consumption En of the assigned driving sections exceeds the remaining charge of the battery 44, and assigning the remaining driving sections to the CS mode. Then, the driving mode is controlled in accordance with the driving assistance plan (step S130).

[0023] When it is determined in step S100 that the look-ahead information has not been updated, or when it is determined in step S100 that the look-ahead information has been updated, a driving assistance plan is created, and driving mode control in accordance with the driving assistance plan is started, it is determined whether the assistance history is on (step S140). The assistance history is turned on when motor driving is requested by driving assistance control and turned off when motor driving is canceled. The assistance history is maintained in the on state when the ignition is turned off (system stopped) in the motor driving range. When it is determined that the assistance history is on, it is determined whether a predetermined time has elapsed since the ignition was turned on (step S150) and whether a heating request has been made (step S160). It is determined whether the shift position SP is in the parking position (P range) (step S170). Here, the predetermined time can be, for example, 60 seconds or 90 seconds. When it is determined that the predetermined time has not elapsed since the ignition was turned on, that a heating request has not been made, or that the shift position SP is not in the parking position (P range), motor driving is requested (step S190). When motor driving is requested, the hybrid ECU 50 sets the motor driving mode and controls the vehicle to drive in motor driving. On the other hand, if a predetermined time has passed since the ignition was turned on, there is a heating request, and it is determined that the shift position SP is in the parking position (P range), then the hybrid ECU 50 does not request motor driving (step S180). In other words, motor driving is prohibited. In this case, since a heating request has been made, the engine EG is started and the heat of the engine EG is used to heat the passenger compartment.

[0024] Then, it is determined whether or not the control termination condition is satisfied (step S200). If it is determined that the control termination condition is not satisfied, the process returns to step S100 of the process of determining whether or not the look-ahead information has been updated, and if it is determined that the control termination condition is satisfied, the driving support control is terminated.

[0025] Now, let's consider a case where a driver returns home with the area including his or her home set as the motor driving area, stops the system, and then turns on the ignition. Because his or her home is in the motor driving area, the assistance history is kept in the on state, and the driving mode is set to motor driving mode until a predetermined time has elapsed since the ignition was turned on. When the predetermined time has elapsed since the ignition was turned on, if a heating request has been made and the shift position SP is in the parking position (P range), the motor driving mode is canceled, the engine EG is started, and the heat from the engine EG is used to heat the passenger compartment.

[0026] In the hybrid vehicle 20 of the embodiment described above, even when the vehicle is in the motor-driven mode, a predetermined time has elapsed since the ignition was turned on, a heating request has been made, and the shift position SP is in the parking position (P range), the motor-driven mode is canceled. This allows the engine EG to be started, and the heat from the engine EG can be used to heat the passenger compartment. As a result, the passenger compartment can be heated more reliably after the system is started.

[0027] In the hybrid vehicle 20 of the embodiment, even when the vehicle is in the motor driving range, if a predetermined time has elapsed since the ignition was turned on, a heating request has been made, and the shift position SP is in the parking position (P range), the motor driving mode is canceled. However, the motor driving mode may be canceled if a heating request has been made even if the predetermined time has not elapsed since the ignition was turned on. Also, the motor driving mode may be canceled if a predetermined time has elapsed since the ignition was turned on and a heating request has been made.

[0028] The present disclosure has been described above using embodiments, but the present disclosure is not limited to these embodiments and can, of course, be embodied in various forms within the scope of the gist of the present disclosure. [Industrial Applicability]

[0029] The present disclosure is applicable to the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0030] 20 Hybrid vehicles, 38 Air conditioning electronic control units (air conditioning ECUs), 40 Air conditioning compressors, 44 Batteries, 46 Chargers, 50 Hybrid electronic control units (hybrid ECUs), EG engines, MG motors.

Claims

[Claim 1] a control device that executes driving assistance control for driving the vehicle based on a driving assistance plan in which the motor driving mode or the normal driving mode is assigned to each driving section of a planned or estimated driving route based on map information and a vehicle position, when controlling the engine and the motor by switching between a motor driving mode in which the vehicle is driven by power from the motor with the engine stopped and a normal driving mode in which the vehicle is driven by power from the engine and the motor as needed, the map information includes information on motorized driving areas that have been registered as areas where motorized driving is required by point registration; when the current location is within the motor driving area, the control device prioritizes heating of the air conditioner in response to a heating request over switching to the motor driving mode when at least a predetermined time has elapsed since system startup. A hybrid vehicle characterized by

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