Hybrid vehicles

Abstract

To provide a hybrid vehicle which avoids frequent change of a travel mode.SOLUTION: A control device of a hybrid vehicle can execute processing of acquiring a prediction travel route, processing of specifying required travel energy required for traveling a specific section where the vehicle should travel in an EV travel mode in the EV travel mode when the specific section is included on the prediction travel route, processing of setting a target value to a residual charging amount of a battery on the basis of the specified required travel energy, and processing of determining a travel mode to be executed among a plurality of travel modes on the basis of a magnitude relation between the actual residual charging amount of the battery and the target value, until the hybrid vehicle enters into the specific section. In the processing of determining the travel mode, in the case where predetermined time does not elapse after the travel mode is finally switched, switching between the EV travel mode and the HV travel mode is inhibited regardless of the magnitude relation.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The technology disclosed in this specification relates to hybrid vehicles. [Background technology]

[0002] Patent Document 1 describes a power generation system mounted on a vehicle. This power generation system includes a generator driven by an engine, a battery that can be charged by the generator, and a control device. The control device controls charging of the battery by the generator based on the details of the vehicle's predicted driving route (e.g., urban area or suburban area, driving time zone, etc.). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2003-095042 Summary of the Invention [Problem to be solved by the invention]

[0004] Hybrid vehicles equipped with a motor and an engine for driving are known. Hybrid vehicles can selectively operate in multiple driving modes, such as an EV driving mode and an HV driving mode. The EV driving mode is a driving mode in which the vehicle runs on the motor while the engine is stopped, and the HV driving mode is a mode in which the vehicle runs on the engine and / or the motor while the engine is running.

[0005] In recent years, there has been a trend to restrict the operation of vehicles with engines in certain areas, such as urban areas. When driving in such areas, hybrid vehicles are strongly required to drive in EV driving mode. The cruising range in EV driving mode depends on the remaining charge of the battery, and the battery cannot be charged while driving in the specific area. Therefore, when a hybrid vehicle plans to drive in a specific area, it is necessary to increase the remaining charge of the battery in advance before the hybrid vehicle enters the specific area.

[0006] In relation to the above point, if the predicted driving route of a hybrid vehicle is known in advance, it is possible to know in advance that the hybrid vehicle will travel through a specific area. Then, a specific section included in the specific area can be determined from the predicted driving route, and a target value for the battery's remaining charge can be set based on the required driving energy for traveling through the specific section in EV driving mode. For example, if the battery's remaining charge exceeds the target value, the EV driving mode is executed because the battery has sufficient remaining charge. On the other hand, if the battery's remaining charge is below the target value, the HV driving mode is executed to suppress or prevent a decrease in the battery's remaining charge. In this way, by executing one of multiple driving modes based on the magnitude relationship between the battery's remaining charge and the target value, it is possible to manage the battery's remaining charge to be equal to or greater than the target value when the hybrid vehicle enters the specific area. However, for example, when the battery's remaining charge is close to the target value, the driving mode may be frequently switched between EV driving mode and HV driving mode. Such frequent switching of driving modes may cause discomfort to the driver, for example, because it involves stopping and starting the engine.

[0007] In view of the above circumstances, this specification provides a technique for preventing frequent switching of driving modes in a hybrid vehicle. [Means for solving the problem]

[0008] The technology disclosed in this specification is embodied in a hybrid vehicle. The hybrid vehicle includes a motor and an engine for driving, a battery that supplies drive power to the motor and is charged with power generated by the motor, and a control device configured to control the motor and the engine and selectively execute a plurality of driving modes. The plurality of driving modes includes at least an EV driving mode in which the vehicle drives using the motor while the engine is stopped, and an HV driving mode in which the vehicle drives using the engine and / or the motor while the engine is running. The control device is capable of: acquiring a predicted driving route; when the predicted driving route includes a specific section to be driven in EV driving mode, determining the required driving energy required to drive the specific section in EV driving mode; setting a target value for the remaining charge of the battery based on the determined required driving energy; and, until the hybrid vehicle enters the specific section, determining which of the plurality of driving modes to execute based on the magnitude relationship between the actual remaining charge of the battery and the target value. In the process of determining the driving mode, if a predetermined time has not elapsed since the driving mode was last switched, switching between the EV driving mode and the HV driving mode is prohibited regardless of the magnitude relationship.

[0009] In the above configuration, until the hybrid vehicle enters a specific section, a driving mode to be executed is determined from among multiple driving modes based on the relationship between the actual remaining charge of the battery and a target value. This allows the battery's remaining charge to be managed so that it is equal to or greater than the target value when the hybrid vehicle enters the specific section. Furthermore, if a predetermined time has not elapsed since the last driving mode change, switching between EV driving mode and HV driving mode is prohibited, regardless of the relationship. Therefore, frequent switching between EV driving mode and HV driving mode can be suppressed or avoided, even when the remaining charge of the battery is close to the target value. As a result, discomfort to the driver can be suppressed or avoided. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram schematically illustrating the appearance of a vehicle 10. FIG. [Figure 2] 1 is a block diagram showing the main configuration of a vehicle 10. FIG. [Figure 3] 3 is a flow chart showing an example of a series of control operations executed by the hybrid ECU 22. Here, A in Fig. 3 continues to A in Fig. 4, and B in Fig. 3 continues from B in Fig. 4. [Figure 4] 4 is a flow chart showing an example of a series of control operations executed by the hybrid ECU 22. Here, A in Fig. 4 continues from A in Fig. 3, and B in Fig. 4 continues from B in Fig. 3. DETAILED DESCRIPTION OF THE INVENTION

[0011] In one embodiment of the present technology, in the process of determining the driving mode, when the hybrid vehicle is located within a predetermined distance from the specific section, switching from the EV driving mode to the HV driving mode may be prohibited regardless of the relationship between the actual remaining charge of the battery and the target value. The hybrid vehicle in the present technology is configured to drive the specific section in the EV driving mode. For example, if the hybrid vehicle is driving in the HV driving mode before entering the specific section, switching to the EV driving mode is performed upon entering the specific section. Therefore, if switching from the EV driving mode to the HV driving mode is performed immediately before the hybrid vehicle enters the specific section based on the relationship between the actual remaining charge of the battery and the target value, switching back to the EV driving mode is performed upon entering the specific section. In this regard, in the above-described configuration, switching from the EV driving mode to the HV driving mode is prohibited when the distance from the location where the hybrid vehicle is located to the specific section is within the predetermined distance, i.e., immediately before the hybrid vehicle enters the specific section. Therefore, it is possible to avoid frequent switching of the driving mode immediately before and when entering the specific section.

[0012] In one embodiment of the present technology, the process of determining the driving mode may select the EV driving mode when the actual remaining charge of the battery is greater than at least the target value, based on the magnitude relationship between the actual remaining charge of the battery and the target value. With this configuration, the battery can be charged according to the target value when the hybrid vehicle enters the specific section. Additionally, the hybrid vehicle can run in the EV driving mode when the battery has a sufficient remaining charge in a section before the specific section. This improves the energy efficiency of the hybrid vehicle.

[0013] In one embodiment of the present technology, the process of determining the driving mode may be such that, as a magnitude relationship between the actual remaining charge of the battery and the target value, the EV driving mode is selected when the actual remaining charge of the battery exceeds a threshold value obtained by adding a predetermined margin to the target value, and the HV driving mode is selected when the actual remaining charge of the battery falls below the threshold value. With this configuration, it is possible to ensure that the battery is charged according to the target value when the hybrid vehicle enters a specific section, and it is possible to drive in the EV driving mode when there is a sufficient remaining charge in the battery in a section before the specific section.

[0014] In the above-described embodiment, the HV driving mode may include a normal HV driving mode and a charging HV driving mode in which the battery is charged at a higher rate than in the normal HV driving mode. In this case, the driving mode determination process may consider a magnitude relationship between the actual remaining charge of the battery and a target value. When the actual remaining charge of the battery exceeds the target value, the normal HV driving mode may be selected. When the actual remaining charge of the battery falls below the target value, the charging HV driving mode may be selected instead of the normal HV driving mode. With this configuration, when the actual remaining charge of the battery falls below a threshold value obtained by adding a predetermined margin to the target value and exceeds the target value, a decrease in the remaining charge of the battery can be suppressed or avoided. In addition, when the actual remaining charge of the battery falls below the target value, the remaining charge of the battery can be increased. Therefore, even when the remaining charge of the battery is relatively low, the battery can be charged to the required amount of energy when the hybrid vehicle enters a specific section.

[0015] In the above-described embodiment, the process for determining the driving mode may prohibit switching between the normal HV driving mode and the charging HV driving mode if a predetermined time has not elapsed since the last driving mode change, regardless of the relationship between the actual remaining charge of the battery and the target value. With this configuration, switching between the normal HV driving mode and the charging HV driving mode is permitted when a predetermined time has elapsed since the last driving mode change. Depending on the configuration and / or control method of the hybrid vehicle, the driver may be able to easily recognize the difference between the normal HV driving mode and the charging HV driving mode from the engine operating state or the driving mode display on the instrument panel. In this case, avoiding frequent switching between these driving modes can also prevent discomfort to the driver. However, in another embodiment, switching between the normal HV driving mode and the charging HV driving mode may be performed depending on the relationship between the actual remaining charge of the battery and the target value, even if a predetermined time has not elapsed since the last driving mode change.

[0016] In one embodiment of the present technology, the specific section may be a section included in a predetermined urban area, environmental regulation area, exhaust gas regulation area, or noise regulation area. The urban area, environmental regulation area, exhaust gas regulation area, and noise regulation area are all areas where the driving of vehicles with engines in operation is restricted. The urban area is an area located in a so-called urban area where commercial facilities, houses, etc. are densely located. The environmental regulation area is an area where predetermined regulations are in place for the purpose of reducing the environmental load caused by vehicles. The environmental regulation area may be defined as a specific urban area selected from the above-mentioned urban areas. The environmental regulation area includes, for example, an exhaust gas regulation area and a noise regulation area. The exhaust gas regulation area is an area where regulations are in place regarding the amount of exhaust gas emitted from vehicles. The noise regulation area is an area where predetermined regulations are in place regarding the sound generated by vehicles. Here, the predetermined regulations include, for example, a requirement that the volume of sound generated by vehicles be below a predetermined value. Furthermore, although not particularly limited, the environmental regulation area further includes a fuel efficiency regulation area where regulations are in place regarding the fuel efficiency of vehicles. Environmentally restricted areas (and the areas contained within them) may be temporarily established depending on the time of day, traffic conditions, etc.

[0017] In one embodiment of the present technology, when the hybrid vehicle enters a specific section, the control device may switch to the EV driving mode even if a predetermined time has not elapsed since the last time the driving mode was switched. With this configuration, even if the specific section appears on the predicted driving route of the hybrid vehicle because the specific section is temporarily determined depending on the time of day, traffic conditions, etc., the hybrid vehicle can travel in the EV driving mode upon entering the specific section.

[0018] A hybrid vehicle 10 (hereinafter referred to as "vehicle 10") of this embodiment will be described with reference to the drawings. The vehicle 10 of this embodiment belongs to the category of electric vehicles having a motor 18 that drives wheels 14f, 14r, and is typically an electric vehicle (a so-called automobile) that runs on a road surface. However, some or all of the techniques described in this embodiment can also be adopted in electric vehicles that run on tracks. Furthermore, the vehicle 10 is not limited to vehicles that are driven and operated by a user, but may also be remotely controlled by an external device or autonomously driven.

[0019] Here, the direction FR in the drawings indicates the front in the fore-and-aft direction of the vehicle 10, and the direction RR indicates the rear in the fore-and-aft direction of the vehicle 10. Furthermore, the direction LH indicates the left in the left-and-aft direction of the vehicle 10, and the direction RH indicates the right in the left-and-aft direction of the vehicle 10. Furthermore, the direction UP indicates the upward in the up-and-down direction of the vehicle 10, and the direction DW indicates the downward in the up-and-down direction of the vehicle 10. Note that in this specification, the fore-and-aft direction of the vehicle 10, the left-and-right direction of the vehicle 10, and the up-and-down direction of the vehicle 10 may be simply referred to as the fore-and-aft direction, the left-and-right direction, and the up-and-down direction, respectively.

[0020] As shown in FIG. 1, a vehicle 10 includes a body 12 and a plurality of wheels 14f, 14r. The body 12 has a passenger compartment 12c, which is a space for carrying passengers. The plurality of wheels 14f, 14r are rotatably attached to the body 12. The plurality of wheels 14f, 14r includes a pair of front wheels 14f located at the front of the body 12 and a pair of rear wheels 14r located at the rear of the body 12. The pair of front wheels 14f are arranged coaxially with each other, and the pair of rear wheels 14r are also arranged coaxially with each other. Note that the number of wheels 14f, 14r is not limited to four. Furthermore, although not particularly limited, the body 12 is made of a metal such as steel or an aluminum alloy.

[0021] As shown in FIGS. 1 and 2 , the vehicle 10 further includes an engine 16 and a motor 18. The engine 16 is a heat engine, such as a gasoline engine or a diesel engine, that generates power by burning fuel. The engine 16 is connected to a pair of front wheels 14f and can drive the pair of front wheels 14f. The motor 18 is connected to the engine 16 via a power transmission path. The motor 18 is located between the engine 16 and the pair of front wheels 14f and can function as a prime mover that drives the pair of front wheels 14f together with the engine 16. The motor 18 can also function as a generator in addition to functioning as a prime mover. That is, the vehicle 10 can generate power by driving the motor 18 with the engine 16. Alternatively, when the vehicle 10 needs to decelerate, for example, on a downhill slope, the motor 18 can function as a generator to perform regenerative braking of the pair of front wheels 14f. Note that a reducer or a clutch may be provided in the power transmission path between the engine 16 and the pair of front wheels 14f, as needed. Furthermore, the engine 16 and the motor 18 are not limited to driving the pair of front wheels 14f, but may be configured to drive at least one of the plurality of wheels 14f, 14r.

[0022] As shown in FIG. 1, the vehicle 10 further includes a battery 20. The battery 20 has a plurality of built-in secondary battery cells and is configured to be repeatedly rechargeable by external power. The battery 20 is connected to the motor 18 via a power conversion device (not shown), and is capable of supplying driving power to the motor 18 and also being charged by power generated by the motor 18. The battery 20 may be, but is not limited to, a lithium-ion battery, a nickel-metal hydride battery, or the like.

[0023] As shown in FIGS. 1 and 2 , the vehicle 10 further includes a hybrid ECU (Electronic Control Unit) 22. The hybrid ECU 22 is a computer device having a processor, a memory, and the like. The hybrid ECU 22 is communicatively connected to the engine 16 and the motor 18 and is configured to be able to control the operations of these. The hybrid ECU 22 receives, for example, operation information by a user and vehicle information indicating the state of the vehicle 10. The operation information includes, for example, accelerator opening information indicating the amount of accelerator pedal operation by the user and brake pedal force information indicating the amount of brake operation by the user. The vehicle information includes, for example, vehicle speed information indicating the speed of the vehicle 10 and battery information indicating the remaining charge amount of the battery 20. The hybrid ECU 22 controls the operation of each of the above-mentioned parts of the vehicle 10 in accordance with the input operation information and vehicle information.

[0024] The hybrid ECU 22 can selectively execute a plurality of driving modes, including an EV driving mode and an HV driving mode. The EV driving mode is a driving mode in which the vehicle 10 drives using the motor 18 while the engine 16 is stopped. On the other hand, the HV driving mode is a driving mode in which the vehicle 10 drives using the engine 16 and / or the motor 18 while the engine 16 is running. As an example, the HV driving modes include a normal HV driving mode and a charging HV driving mode. In the charging HV driving mode, the operation of the engine 16 and the motor 18 is controlled so that the amount of charge to the battery 20 is greater than in the normal HV driving mode. For example, in the charging HV driving mode, the power output by the engine 16 is supplied to the pair of front wheels 14f to drive the vehicle 10, and the power output by the engine 16 is also supplied to the motor 18 to charge the battery 20 with electric power generated by the motor 18. As an example, the hybrid ECU 22 can display the currently executed driving mode on an instrument panel provided in the passenger compartment 12c. This allows the driver of the vehicle 10 to recognize the running mode that is currently being executed.

[0025] As shown in FIGS. 1 and 2 , the vehicle 10 further includes a navigation system ECU (Electronic Control Unit) 24 (hereinafter referred to as the “navigation ECU 24”). The navigation ECU 24 is a computer device having a processor, a memory, and the like. The navigation ECU 24 is configured to be able to communicate with external systems via the Internet or the like and can acquire various information from the external systems. For example, the navigation ECU 24 can acquire the current location of the vehicle 10 from a GPS (Global Positioning System). Furthermore, the navigation ECU 24 can identify the current location of the vehicle 10 on the map information by acquiring map information from an external server or the like. The map information here includes information on areas where travel of the vehicle 10 with the engine 16 in operation is restricted (e.g., urban areas, environmentally regulated areas, exhaust gas regulated areas, noise regulated areas), and geographical information (e.g., speed limits, distances, road types, and gradients). Although not limited to this, environmentally regulated areas (including exhaust gas regulation areas, noise regulation areas, etc.) may be designated in specific urban areas for the purpose of reducing environmental impact, or may be designated temporarily depending on the time of day, traffic conditions, etc. The navigation ECU 24 can also obtain congestion information, regulation information, traffic accident information, etc. from a traffic information center such as a VICS (registered trademark) (Vehicle Information and Communication System) center. The navigation ECU 24 can display such various information on a display 26 of a navigation system provided in the passenger compartment 12c.

[0026] In addition to the above, the navigation ECU 24 can accept user operations via the display 26. For example, when the user inputs a destination into the display 26, the navigation ECU 24 creates a predicted driving route PR from the current position of the vehicle 10 to the destination and displays the predicted driving route PR on the display 26. Note that the navigation ECU 24 does not necessarily have to create the predicted driving route PR based on the destination input by the user. As an example, the navigation ECU 24 may create a predicted driving route PR that estimates the vehicle 10 will travel on the basis of past driving data. The navigation ECU 24 can also calculate the required driving power P required to travel each point on the predicted driving route PR based on the past driving data and / or the type and gradient of the road surface included in the map information. In this way, the required driving power P is a value estimated based on the past driving data and / or the map information. In addition, the navigation ECU 24 can also calculate the required driving energy E required to travel each section constituting the predicted driving route PR, for example, by integrating the required driving power P at each point on the predicted driving route PR.

[0027] The navigation ECU 24 is communicatively connected to the hybrid ECU 22 via CAN (Controller Area Network) communication. This allows the hybrid ECU 22 to acquire various information from the navigation ECU 24, including the predicted driving route PR, urban areas, environmentally regulated areas, exhaust gas regulated areas, noise regulated areas, and the required driving energy E required to travel each section. The hybrid ECU 22 is configured to selectively execute a plurality of driving modes based on the various information acquired from the navigation ECU 24.

[0028] 3 and 4 , a specific example of the control operation of the vehicle 10 executed by the hybrid ECU 22 will be described. In this control operation, the hybrid ECU 22 automatically switches the driving mode for the predicted driving route PR created by the navigation ECU 24, thereby assisting the user in driving the vehicle 10 in a fuel-efficient manner. As described above, the predicted driving route PR is created by the navigation ECU 24 based on a destination specified by the user and past driving data. The predicted driving route PR includes various information related to the predicted driving route PR, such as information on urban areas, environmentally regulated areas, exhaust gas regulated areas, and noise regulated areas, geographical information, congestion information, regulation information, and traffic accident information, which the navigation ECU 24 acquires from an external server or traffic information center. The predicted driving route PR also includes the required driving energy E for each section constituting the predicted driving route PR. The navigation ECU 24 transmits a predetermined notification to the hybrid ECU 22 when the predicted driving route PR is newly created or updated in response to, for example, a user instruction or operation. The hybrid ECU 22 is configured to execute the control operations shown in FIGS.

[0029] First, in step S10, the hybrid ECU 22 determines whether the predicted traveling route PR has been updated. When the hybrid ECU 22 receives the predetermined notification described above from the navigation ECU 24 (YES in step S10), the hybrid ECU 22 acquires the updated predicted traveling route PR from the navigation ECU 24 (step S12). As a result, in addition to the predicted traveling route PR acquired by the hybrid ECU 22, various pieces of information included in the predicted traveling route PR are also updated. If NO in step S10, the hybrid ECU 22 skips step S12 and proceeds to the processing of step S14.

[0030] In step S14, the hybrid ECU 22 determines whether the predicted driving route PR includes a specific section in which the vehicle should be driven in EV driving mode. The specific section here refers to a section included in a predetermined urban area, environmental regulation area, exhaust gas regulation area, or noise regulation area. In other words, the specific section is a section included in the predicted driving route PR and included in a predetermined urban area, environmental regulation area, exhaust gas regulation area, or noise regulation area. If the answer is YES in step S14, the hybrid ECU 22 proceeds to the processing of step S16. If the answer is NO in step S14, the hybrid ECU 22 returns to the processing of step S10.

[0031] In step S16, the hybrid ECU 22 identifies the required traveling energy ES required to travel the specific section in EV traveling mode. As described above, the hybrid ECU 22 acquires the required traveling energy E required to travel each section that constitutes the predicted traveling route PR in EV traveling mode from the navigation ECU 24. Then, the hybrid ECU 22 identifies the required traveling energy ES for the specific section by adding up the required traveling energy E for the sections that have been determined to be specific sections.

[0032] In step S18, the hybrid ECU 22 sets a target value for the remaining charge amount of the battery 20 based on the required traveling energy ES determined in step S16. As an example, the hybrid ECU 22 sets the required traveling energy ES required to travel the specific section as the target value for the remaining charge amount of the battery 20. Note that, in another embodiment, the hybrid ECU 22 may set a value obtained by correcting the required traveling energy ES required to travel the specific section in consideration of expected errors, etc., as the target value for the remaining charge amount of the battery 20.

[0033] In step S20, the hybrid ECU 22 determines whether the vehicle 10 has entered a specific section. If the result of step S20 is YES, the hybrid ECU 22 executes the EV driving mode (step S22). As a result, the vehicle 10 drives the specific section in the EV driving mode. If the result of step S22 is NO, the hybrid ECU 22 proceeds to the process of step S24 in FIG. 4 via A in FIG. 3.

[0034] When the vehicle 10 enters the specific section (YES in step S20), even if a predetermined time has not elapsed since the last time the driving mode was switched, the driving mode is switched to the EV driving mode (step S22). In contrast, as will be described in detail later, until the vehicle 10 enters the specific section, a condition for permitting switching to each driving mode selected in steps S26, S36, and S38 is that a predetermined time has elapsed since the last time the driving mode was switched.

[0035] In step S24, the hybrid ECU 22 determines whether the actual remaining charge amount of the battery 20 exceeds a threshold value obtained by adding a predetermined margin α to a target value (here, the required traveling energy ES for the specific section). This margin α is not limited to a fixed value, but may be a value uniquely defined by a predetermined procedure or formula, and may be set, for example, taking into account expected fluctuations in the power consumption of the motor 18. If the result in step S24 is YES, the hybrid ECU 22 selects the EV traveling mode as the traveling mode to be executed (step S26), and proceeds to the processing of step S28.

[0036] In step S28, the hybrid ECU 22 determines whether the driving mode selected in step S26 is different from the currently active driving mode and whether a predetermined time has elapsed since the last time the driving mode was switched. The predetermined time may be a value determined experimentally or based on the usage conditions of the vehicle 10, etc. As described above, the driver can relatively easily recognize the currently active driving mode from the display on the instrument panel in the passenger compartment 12c, the operating state of the engine 16, etc. Therefore, the hybrid ECU 22 of this embodiment is configured to recognize each of the multiple driving modes as a mutually different driving mode. Therefore, the hybrid ECU 22 recognizes the EV driving mode and the HV driving mode (e.g., the normal HV driving mode or the charge HV driving mode) as mutually different driving modes. For example, if the EV driving mode is selected while the vehicle 10 is running in the HV driving mode (step S26), the selected EV driving mode corresponds to a driving mode different from the currently active HV driving mode. At this time, if a predetermined time has elapsed since the last time the vehicle 10 switched to the currently running HV driving mode, the answer in step S28 becomes YES, and the hybrid ECU 22 permits switching to the EV driving mode (step S30). As a result, the vehicle 10 can travel in the EV driving mode in a section before the specific section if the remaining charge of the battery 20 is sufficient.

[0037] On the other hand, if the predetermined time has not elapsed since the last time the vehicle 10 was switched to the currently running HV driving mode, the result in step S28 is NO, and the hybrid ECU 22 prohibits switching to the EV driving mode and maintains the currently running HV driving mode (step S32). Note that if the EV driving mode is selected in step S26 while the vehicle 10 is running in the EV driving mode, the hybrid ECU 22 does not need to switch the driving mode. Therefore, the hybrid ECU 22 determines NO in step S28 and maintains the currently running EV driving mode (step S32).

[0038] In step S34, the hybrid ECU 22 determines whether the actual remaining charge of the battery 20 exceeds a target value (i.e., the required traveling energy ES for the EV section). If the result in step S34 is YES, the hybrid ECU 22 selects the normal HV traveling mode as the traveling mode to be executed (step S36). That is, when the actual remaining charge of the battery 20 is below a threshold value obtained by adding a predetermined margin α to the target value (here, the required traveling energy ES) and exceeds the target value, the normal HV traveling mode is selected as the traveling mode to be executed.

[0039] In step S40, similar to step S28, the hybrid ECU 22 determines whether the driving mode selected in step S36 is different from the currently active driving mode and whether a predetermined time has elapsed since the last time the driving mode was switched. If the determination in step S40 is NO, the hybrid ECU 22 maintains the currently active driving mode (step S46). Although not particularly limited, the hybrid ECU 22 recognizes not only the EV driving mode and the HV driving mode (e.g., the normal HV driving mode or the charging HV driving mode) as different driving modes, but also the normal HV driving mode and the charging HV driving mode as different driving modes. Therefore, by maintaining the currently active driving mode (here, the EV driving mode or the charging HV driving mode), switching to the normal HV driving mode is prohibited (step S46).

[0040] If the answer is YES in step S40, the hybrid ECU 22 determines whether the distance from the location of the vehicle 10 to the specific section is equal to or greater than a predetermined distance (step S42). Here, the predetermined distance is determined based on, for example, the time required for the vehicle 10 to enter the specific section. As an example, the predetermined distance may be a value determined through experimentation or based on the usage conditions of the vehicle 10. If the vehicle 10 is located within the predetermined distance to the specific section, it is predicted that the vehicle 10 will enter the specific section shortly thereafter. In this case, the hybrid ECU 22 determines NO in step S42 and maintains the current driving mode (step S46). In this way, even if the normal HV driving mode is selected based on the magnitude relationship between the actual remaining charge amount of the battery 20 and the target value, switching to the normal HV driving mode is prohibited when the vehicle 10 is located within the predetermined distance to the specific section.

[0041] If the answer to step S42 is YES, the hybrid ECU 22 permits switching to the normal HV driving mode (step S44), thereby preventing the remaining charge of the battery 20 from falling below the target value before entering the specific section.

[0042] If the answer is NO in step S34, the hybrid ECU 22 selects the charging HV traveling mode as the traveling mode to be executed (step S38). That is, when the actual remaining charge amount of the battery 20 falls below the target value (here, the required traveling energy ES), the charging HV traveling mode is selected as the traveling mode to be executed.

[0043] In step S48, similar to steps S28 and S40, the hybrid ECU 22 determines whether the driving mode selected in step S38 is different from the currently active driving mode and whether a predetermined time has elapsed since the last time the driving mode was switched. As described above, the EV driving mode, the normal HV driving mode, and the charging HV driving mode are all recognized as different driving modes. If the determination in step S48 is NO, the hybrid ECU 22 maintains the currently active driving mode (here, the EV driving mode or the charging HV driving mode) and prohibits switching to the charging HV driving mode (step S54).

[0044] If the answer is YES in step S48, the hybrid ECU 22 determines whether the distance from the location of the vehicle 10 to the specific section is equal to or greater than a predetermined distance, as in step S42 (step S50). If the answer is NO in step S50, the hybrid ECU 22 maintains the running driving mode (step S54). In this way, even if the charging HV driving mode is selected based on the magnitude relationship between the actual remaining charge amount of the battery 20 and the target value, switching to the charging HV driving mode is prohibited when the vehicle 10 is located within a predetermined distance from the specific section.

[0045] If the answer is YES in step S50, the hybrid ECU 22 permits switching to the charging HV traveling mode (step S52). As described above, the charging HV traveling mode charges the battery 20 at a larger amount than the normal HV traveling mode, and therefore, by executing the charging HV traveling mode, the remaining charge of the battery 20 can be further increased. Therefore, when the actual remaining charge of the battery 20 is lower than the target value, the remaining charge of the battery 20 can be increased before entering the specific section. Note that the processing from step S48 to step S54 is the same as the processing from step S40 to step S46.

[0046] Returning to FIG. 3, in step S56, the hybrid ECU 22 determines whether an assistance termination condition is met. The assistance termination condition includes, for example, a user instruction or operation, or the vehicle 10 being stopped. If the result in step S56 is NO, the hybrid ECU 22 returns to the processing in step S10 and repeatedly executes the series of control operations shown in FIGS. 3 and 4. If the result in step S56 is YES, the hybrid ECU 22 ends this series of control operations.

[0047] As described above, in the present embodiment, when the predicted driving route PR includes a specific section where the vehicle 10 should travel in EV driving mode, the required driving energy ES required to travel the specific section in EV driving mode is identified (step S16). Then, a target value for the remaining charge of the battery 20 is set based on the identified required driving energy ES (step S18). Until the vehicle 10 enters the specific section (NO in step S20), a driving mode to be executed from among a plurality of driving modes is determined based on the magnitude relationship between the actual remaining charge of the battery 20 and the target value (steps S26, S36, S38). This allows the remaining charge of the battery 20 to be managed so that it is equal to or greater than the target value when the vehicle 10 enters the specific section.

[0048] In addition to the above, if a predetermined time has not elapsed since the last time the driving mode was switched (NO in steps S28, S40, and S48), switching between the EV driving mode and the HV driving mode is prohibited (steps S32, S46, and S54), regardless of the magnitude relationship between the actual remaining charge of the battery 20 and the target value. Therefore, even if the remaining charge of the battery 20 is close to the target value, frequent switching between the EV driving mode and the HV driving mode can be suppressed or avoided. As a result, discomfort to the driver can be suppressed or avoided.

[0049] For example, depending on the configuration and / or control method of the vehicle 10, it may be difficult for the driver to recognize the difference between the normal HV driving mode and the charging HV driving mode. In such cases, the driver is unlikely to feel uncomfortable when switching between the normal HV driving mode and the charging HV driving mode. Therefore, as a modified example of the present technology, the hybrid ECU 22 may recognize both the normal HV driving mode and the charging HV driving mode as HV driving modes. As a result, both the normal HV driving mode and the charging HV driving mode are recognized as HV driving modes, and the HV driving mode and the EV driving mode are recognized as different driving modes. As a result, switching between the normal HV driving mode and the charging HV driving mode is considered to be switching within the HV driving mode. In other words, even when switching between these driving modes is performed, the HV driving mode is maintained. Therefore, in this modified example, when the current driving mode is the charging HV driving mode, in the processing of step S46, the charging HV driving mode is maintained and switching to the normal HV driving mode is possible. Similarly, when the running driving mode is the normal HV driving mode, in the processing of step S54, in addition to maintaining the normal HV driving mode, it is possible to switch to the charging HV driving mode.

[0050] As another modification of the present technology, in the series of control operations shown in FIGS. 3 and 4, the hybrid ECU 22 may execute a process (or a part of the process) for determining whether or not to permit switching of the driving mode before selecting the driving mode based on the magnitude relationship.

[0051] For example, the hybrid ECU 22 may execute a process for determining whether a predetermined time has elapsed since the last time the driving mode was switched (i.e., a part of the processes of steps S28, S40, and S48) before the process of step S24. In this case, when the hybrid ECU 22 determines that a predetermined time has elapsed since the last time the driving mode was switched, it selects the driving mode to be executed based on the process of step S24 (or step S34). For example, when the result of step S24 is YES and the EV driving mode is selected as the driving mode to be executed (step S26), the hybrid ECU 22 executes the EV driving mode. On the other hand, when the hybrid ECU 22 determines that a predetermined time has not elapsed since the last time the driving mode was switched, it maintains the currently executed driving mode without executing the process of step S24. In other words, because the predetermined time has not elapsed since the last time the driving mode was switched, switching of the driving mode is prohibited.

[0052] In addition to the above, the hybrid ECU 22 may execute a process (steps S42 and S50) to determine whether the distance from the location where the vehicle 10 is located to the specific section is equal to or greater than a predetermined distance before step S34. In this case, when the hybrid ECU 22 determines that the distance from the location where the vehicle 10 is located to the specific section is equal to or greater than the predetermined distance (YES in steps S42 and S50), the hybrid ECU 22 selects the driving mode to be executed based on the process of step S34. At this time, if it is determined that a predetermined time has elapsed since the last driving mode change, the hybrid ECU 22 can execute the normal HV driving mode (step S36) or the charging HV driving mode (step S38) based on the process of step S34. On the other hand, when the hybrid ECU 22 determines that the distance from the location where the vehicle 10 is located to the specific section is less than the predetermined distance (NO in steps S42 and S50), the hybrid ECU 22 maintains the currently executed driving mode without executing the process of step S34. In other words, because the vehicle 10 is located within the predetermined distance from the specific section, switching of the driving mode is prohibited.

[0053] Alternatively, instead of the above, the hybrid ECU 22 may execute the processes of steps S42 and S50 before the process of step S34.

[0054] Although several specific examples have been described in detail above, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and alterations of the specific examples exemplified above. The technical elements described in this specification or drawings exhibit technical utility either alone or in combination. [Explanation of symbols]

[0055] 10: Hybrid cars 12: Body 12c: Cabin 14f: Front wheel 14r: Rear wheel 16: Engine 18: Motor 20: Battery 22: Hybrid ECU 24: Navigation ECU 26: Display E: Required driving energy ES: Required driving energy for a specific section P: Required driving power PR: Predicted driving route

Claims

1. A hybrid vehicle, A motor and an engine for driving; a battery that supplies driving power to the motor and is charged by power generated by the motor; A control device configured to be able to control the motor and the engine and selectively execute a plurality of driving modes; Equipped with the plurality of driving modes include at least an EV driving mode in which the vehicle runs on the motor while the engine is stopped, and an HV driving mode in which the vehicle runs on the engine and / or the motor while the engine is operating, The control device includes: A process of obtaining a predicted driving route; a process of specifying a required travel energy required for traveling in the EV travel mode through a specific section in the predicted travel route when the specific section is to be traveled in the EV travel mode; setting a target value for a remaining charge amount of the battery based on the determined required traveling energy; determining a driving mode to be executed from among the plurality of driving modes based on a magnitude relationship between an actual remaining charge amount of the battery and the target value until the hybrid vehicle enters the specific section; It is possible to execute In the process of determining the driving mode, if a predetermined time has not elapsed since the last switching of the driving mode, switching between the EV driving mode and the HV driving mode is prohibited regardless of the magnitude relationship. In the process of determining the driving mode, when the hybrid vehicle is located within a predetermined distance to the specific section, the HV driving mode is permitted to continue, while switching from the EV driving mode to the HV driving mode is prohibited regardless of the magnitude relationship. Hybrid car.

2. 2. The hybrid vehicle according to claim 1, wherein in the process of determining the driving mode, the EV driving mode is selected when the actual remaining charge amount of the battery is greater than at least the target value, as the magnitude relationship.

3. 3. The hybrid vehicle according to claim 1, wherein, in the process of determining the driving mode, the EV driving mode is selected when the actual remaining charge amount of the battery exceeds a threshold value obtained by adding a predetermined margin to the target value, and the HV driving mode is selected when the actual remaining charge amount of the battery falls below the threshold value, as the magnitude relationship.

4. the HV driving mode includes a normal HV driving mode and a charging HV driving mode in which the amount of charge to the battery is greater than that in the normal HV driving mode, 4. The hybrid vehicle according to claim 3, wherein in the process of determining the driving mode, as the magnitude relationship, when an actual remaining charge amount of the battery exceeds the target value, the normal HV driving mode is selected, and when the actual remaining charge amount of the battery falls below the target value, the charging HV driving mode is selected instead of the normal HV driving mode.

5. 5. The hybrid vehicle according to claim 4, wherein in the process of determining the driving mode, if the predetermined time has not elapsed since the driving mode was last switched, switching between the normal HV driving mode and the charging HV driving mode is also prohibited regardless of the magnitude relationship.

6. 6. The hybrid vehicle according to claim 1, wherein the specific section is a section included in a predefined urban area, an environmental regulation area, an exhaust gas regulation area, or a noise regulation area.

7. 7. The hybrid vehicle according to claim 1, wherein the control device executes switching to the EV driving mode when the hybrid vehicle enters the specific section, even if a predetermined time has not elapsed since the driving mode was last switched.

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