Hybrid vehicle

Abstract

To avoid switching to a motor travel mode when starting at a registration point.SOLUTION: A control device of a hybrid vehicle executes travel support control of traveling on the basis of a travel support plan in which a motor travel mode or a usual travel mode is allocated to each travel section of a travel route using map information including as information of a motor travel region registered as a region where motor travel should be conducted by point registering, and information on each of the travel sections of the planned or estimated travel route. When there is no history in which a distance between a current place after system activation and a motor travel start point in a motor travel region is greater than 0, the control device does not perform switching to the motor travel mode even when the current place is within the motor travel region.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Conventionally, for this type of hybrid vehicle, when a predicted driving route includes a motor driving section where the vehicle should be driven in motor driving mode, a control has been proposed to drive the motor driving section in motor driving mode (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2023-103652 Summary of the Invention [Problem to be solved by the invention]

[0004] For hybrid vehicles, it is also considered that a section surrounding a registered point be set as a motor driving section. When the registered point is not on a road, a point (registered point on a road) is linked to a perpendicular line drawn from the registered point to the nearest road, and the motor driving section is set. When starting from a registered point and passing a registered point on a road, the vehicle may switch to motor driving mode even though the motor driving mode has been turned off, which causes a sense of discomfort to the driver.

[0005] The hybrid vehicle of the present disclosure has a primary objective of avoiding switching to motor driving mode when departing from the registration point. [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 storage device capable of exchanging power with the motor, a charger that charges the storage device using power from an external power source, 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 the motor as necessary, 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 information on each driving section of a planned or estimated driving route based on map information and the vehicle's position, wherein the map information includes information on motor driving areas registered as areas where motor driving should be performed by point registration, and the control device does not switch to motor driving mode even when the current location is in the motor driving area if there is no history of the distance from the current location to the motor driving start point in the motor driving area being greater than the value 0 since the system was started.

[0008] The hybrid vehicle disclosed herein executes driving assistance control based on a driving assistance plan that assigns motor driving mode or 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 as a motor driving area by point registration, and information on each driving section of the planned or estimated driving route based on the vehicle's position. Furthermore, if there is no history of the distance from the current location to the motor driving start point in the motor driving area being greater than zero since system startup, the control device does not switch to motor driving mode even when the current location is within the motor driving area. When the vehicle travels from a registered point in the motor driving area registration to a road, the current location is within the motor driving area, and the distance to the motor driving start point in the motor driving area becomes a negative value. In this case, since there is no history of the distance from the current location to the motor driving start point in the motor driving area being greater than zero since system startup, the control device does not switch to motor driving mode even when the current location is within the motor driving area. This makes it possible to avoid switching to the motor driving mode when departing from a registered point in the motor driving area registration, and to prevent the driver from feeling uncomfortable due to an unexpected switch to the motor driving mode. [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. [Figure 3] FIG. 10 is an explanatory diagram showing an example in which the vicinity of the home is set as a motor driving area. 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 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.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] Next, the operation of the hybrid vehicle 20 configured as described above, and the operation when the hybrid vehicle 20 travels in the motor driving range in accordance with the driving support plan, will be described. Fig. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. This flowchart is executed after the ignition switch 21 is turned on.

[0020] When driving assist control is executed, the hybrid ECU 50 first sets the value of the out-of-area determination flag F to 0 (step S100). The out-of-area determination flag F is a flag that is set to 1 when the current location of the vehicle is outside the motor driving area. Next, it is determined whether the look-ahead information transmitted from the navigation system 80 has been updated (step S110). If it is determined that the look-ahead information has been updated, information on a planned or estimated driving route within a predetermined range from the current location is acquired (step S120). 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.

[0021] Next, a driving assistance plan is created (step S130). 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, or 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 S140).

[0022] When it is determined in step S110 that the look-ahead information has not been updated, or when it is determined in step S110 that the look-ahead information has been updated, a driving assistance plan is created, and driving mode control according to the driving assistance plan is started, it is determined whether or not the planned or estimated driving route includes a motor driving area (step S150). When it is determined that the driving route includes a motor driving area, the distance Dev to the motor driving area is calculated (step S170), and it is determined whether or not the distance Dev to the motor driving area is a positive value (step S180). When the distance Dev to the motor driving area is a positive value, it is determined that the current location of the vehicle is outside the motor driving area, and the outside-area determination flag F is set to the value 1 (step S180). When it is determined that the current location of the vehicle is within the motor driving area, the outside-area determination flag F is not set to the value 1.

[0023] Next, the distance Dstart to the point where motor driving starts is calculated (step S190), and it is determined whether the distance Dev to the motor driving region is less than the distance Dstart to the point where motor driving starts (step S200). If it is determined that the distance Dev is less than the distance Dstart, it is determined whether the outside-area determination flag F is equal to 1 (step S210), and if it is determined that the outside-area determination flag F is equal to 1, motor driving is requested (step S230). That is, motor driving is requested when the vehicle enters the motor driving region from outside the region. If motor driving is requested, the hybrid ECU 50 switches the driving mode to motor driving mode and performs motor driving control. If it is determined in step S200 that the distance Dev is not less than the distance Dstart, or if it is determined in step S200 that the distance Dev is less than the distance Dstart but the outside-area determination flag F is not equal to 1 in step S210, motor driving is not requested (step S220). That is, when the vehicle is outside the motor-driven area or has not entered the motor-driven area from outside, a request for motor-driven operation is not made.

[0024] Then, it is determined whether or not the control termination condition is satisfied (step S240). If it is determined that the control termination condition is not satisfied, the process returns to step S110 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] FIG. 3 is an explanatory diagram showing an example in which the vicinity of the home is set as the motor driving area. In the example of FIG. 3, the home position is at position P on the map, which is a perpendicular line drawn from the home to the road. The home is reached via a private road that is connected to the road just before (to the left of) position P. Furthermore, point Ps where motor driving begins is located even closer (to the left of) the private road. Consider a scenario in which a driver returns home from the left side of the figure by motor driving, then departs the home by disengaging motor driving mode (setting hybrid driving mode) using mode selector switch 36, and drives along the road toward the right in the figure. Generally, when the vehicle reaches the road from the home, the vehicle's current location falls within the motor driving area, so the driving mode switches to motor driving mode. When the vehicle's current location passes position P, the driving mode switches to normal driving mode. Therefore, even if the driver has disengaged motor driving mode, the vehicle may switch back to motor driving mode only for a short period of time. On the other hand, in this embodiment, even if the vehicle's current location is within the motor driving area when it reaches the road from home, the value 1 is not set in the outside area determination flag F (it is set to value 0), so no request for motor driving is made.

[0026] In the hybrid vehicle 20 of the embodiment described above, even if the vehicle's current location is within the motor-driving area after the ignition switch 21 is turned on, a request for motor driving is not made unless the vehicle has entered the motor-driving area from outside. This makes it possible to avoid switching to motor driving mode when departing from a registered point in the motor-driving area.

[0027] The present disclosure has been described above 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 embodied 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 vehicles, 44 Batteries, 46 Chargers, 50 Hybrid electronic control units (hybrid ECUs), EG engines, MG motors.

Claims

[Claim 1] a control device that, when controlling the engine and the motor by switching between a motor driving mode in which motor driving is performed using power from the motor while the engine is stopped, and a normal driving mode in which normal driving is performed using power from the engine and power from the motor as needed, 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 of a planned or estimated driving route based on map information and a vehicle position, The map information includes information on motor driving areas that have been registered as areas where motor driving should be performed by point registration, and the control device does not switch to motor driving mode even when the current location is within the motor driving area if there is no history of the distance from the current location to the motor driving start point in the motor driving area being greater than zero since the system was started.

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