Hybrid Vehicles

Abstract

To suppress degradation of a battery.SOLUTION: A hybrid vehicle includes a control device for controlling a notification device so that an inverter is gate-blocked when a shift position is a neutral position, and alarm is notified when a reduction amount of duration time of the neutral position or a power storage ratio of a battery exceeds a first threshold in the case where the shift position is the neutral position, and sets the first threshold to be low compared to the case where use frequency of the neutral position is low when use frequency of the neutral position is large in the case where the shift position is the neutral position, or compared to the case where the use frequency is equal to or less a second threshold when the use frequency exceeds the second threshold.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a motor, an inverter, a battery, and an electric power device. [Background technology]

[0002] Conventionally, as this type of hybrid vehicle, one that includes an engine, a motor, an inverter, and a battery has been proposed (see, for example, Patent Document 1). The motor is capable of generating electricity using power from the engine. The inverter drives the motor. The battery is connected to the inverter via a power line. This hybrid vehicle includes a display (announcement device) that displays information. When the shift position is in neutral and the battery's charge storage rate is below a threshold, the display is controlled so that charge storage rate information, which is information indicating the charge storage rate, flashes and shift change request information, which is information that prompts the driver to change the shift position to the parking position, is displayed. This notifies the driver that the charge storage rate is decreasing and prompts the driver to change the shift position to the parking position. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2012-81834 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned hybrid vehicle, when the shift position is in the neutral position, the inverter gate is usually shut off (all gates of the inverter are turned off), so the battery cannot be charged by power generation by the motor. If an electric power device such as an air conditioner is connected to the power line, the battery's charge storage rate will decrease due to the operation of the electric power device. Therefore, if the shift position is frequently switched to the neutral position, the battery will be used frequently with a low charge storage rate, causing the battery to deteriorate.

[0005] The main object of the hybrid vehicle of the present invention is to suppress deterioration of the battery. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the hybrid vehicle of the present invention employs the following means.

[0007] The hybrid vehicle of the present invention is The engine, a motor capable of generating electricity using power from the engine; an inverter that drives the motor; a battery connected to the inverter via a power line; an electric power device connected to the power line; An alarm device that notifies information within a vehicle cabin; a control device that, when a shift position is a neutral position, shuts off a gate of the inverter, and controls the notification device so that a warning is issued when a neutral duration as a duration of the neutral position or a decrease in a charge storage rate of the battery exceeds a first threshold value when the shift position is the neutral position; A hybrid vehicle comprising: When the shift position is the neutral position, the control device lowers the first threshold value when the frequency of use of the neutral position is high compared to when the frequency of use is low, or when the frequency of use exceeds a second threshold value compared to when the frequency of use is equal to or lower than the second threshold value. The gist of the present invention is as follows.

[0008] In the hybrid vehicle of the present invention, when the shift position is in the neutral position, the inverter is gated off. Also, when the shift position is in the neutral position, the notification device is controlled so that a warning is issued when the neutral duration as the duration of the neutral position or the decrease in the battery's charge storage rate exceeds a first threshold. When the shift position is in the neutral position, the first threshold is lowered when the neutral position is used frequently compared to when it is used infrequently, or when the use frequency exceeds the second threshold compared to when it is equal to or lower than the second threshold. As a result, when the shift position is in the neutral position, a warning is issued earlier when the neutral position is used frequently compared to when it is used infrequently, and when the use frequency exceeds the second threshold compared to when it is equal to or lower than the second threshold, so that the user can be prompted to change the shift position. It is considered that in many cases, a user who recognizes the warning will change the shift position from the neutral position to another position, so that the use of the neutral position can be suppressed, and the use of the battery in a state where the charge storage rate is low can be suppressed. As a result, deterioration of the battery can be suppressed. Here, the "first threshold" is a threshold for determining whether or not to issue a warning from the notification device, and the "second threshold" is a threshold for determining whether or not the device is frequently used.

[0009] In the hybrid vehicle of the present invention, the frequency of use may be a ratio of an integrated value of the duration of the neutral position when the shift position is continuously in the neutral position for a predetermined time or more to a total usage time of the vehicle, or the frequency of use may be a ratio of an integrated value of the traveling distance in the neutral position when the shift position is in the neutral position and the vehicle is traveling a predetermined distance or more to a total traveling distance of the vehicle. In this way, the frequency of use of the neutral position can be set more appropriately.

[0010] In the hybrid vehicle of the present invention, the control device may lower the threshold value when the shift position is the neutral position, compared to when the low power storage ratio frequency in which the battery's power storage ratio is less than the predetermined ratio is high, or when the low power storage ratio frequency exceeds a third threshold, compared to when the low power storage ratio frequency is equal to or less than the third threshold. In this way, when the shift position is the neutral position, a warning is issued earlier than when the low power storage ratio frequency in which the battery's power storage ratio is less than the predetermined ratio is high, or when the low power storage ratio frequency exceeds the third threshold, compared to when the low power storage ratio frequency is equal to or less than the third threshold, so that the user can be prompted to change the shift position. Since it is considered that in many cases, a user who recognizes the warning will change the shift position from the neutral position to another position, the use of the neutral position can be suppressed, and the use of the battery in a state where the power storage ratio is low can be suppressed. This can suppress battery deterioration. Here, the "third threshold" is a threshold value for determining whether the low power storage ratio frequency is high enough to cause concern about battery deterioration.

[0011] In this case, the low power storage ratio frequency may be a ratio of an integrated value of the time during which the power storage ratio is less than the predetermined ratio when the shift position is in the neutral position to a total usage time of the vehicle, or the low power storage ratio frequency may be a ratio of an integrated value of the distance traveled in a state in which the power storage ratio is less than the predetermined ratio when the shift position is in the neutral position to a total travel distance of the vehicle. In this way, the low power storage ratio frequency can be set more appropriately.

[0012] Furthermore, in the hybrid vehicle of the present invention, the notification device may have a warning sound output unit capable of outputting a warning sound into the vehicle cabin, and the control device may control the warning sound output unit to output the warning sound when the neutral duration or the decrease amount of the charge storage rate exceeds the first threshold value when the shift position is the neutral position. In this way, the user can be prompted to change the shift position by the sound.

[0013] In the hybrid vehicle of the present invention, the notification device may have a display unit capable of displaying information in the vehicle interior, and the control device may control the display unit to display information encouraging the user to refrain from using the neutral position when the shift position is the neutral position and the neutral duration or the decrease in the charge storage rate exceeds the first threshold value. In this way, the display unit can encourage the user to change the shift position. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. [Diagram 2] 2 is a schematic diagram showing the configuration of an electric drive system including motors MG1 and MG2. FIG. [Diagram 3] 10 is a flowchart showing an example of a threshold setting routine executed by the HVECU 70. [Figure 4]10 is a flowchart showing an example of a usage frequency setting routine executed by the HVECU 70. [Diagram 5] 13 is a flowchart showing an example of a low-rate frequency setting routine executed by the HVECU 70. [Figure 6] 4 is an explanatory diagram showing an example of SOC-OCV characteristics as a relationship between a charge storage percentage SOC and an open circuit voltage OCV of a battery 50. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0016] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. Fig. 2 is a schematic diagram showing the configuration of an electric drive system including motors MG1 and MG2. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as an electricity storage device, an air conditioner 60, a speaker 62, a display 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0017] The engine 22 is configured as an internal combustion engine that outputs power using gasoline, diesel, or the like as fuel, and is connected to a carrier of a planetary gear 30 via a damper 28. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as the "engine ECU") 24.

[0018] Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors required for controlling the operation of the engine 22, such as a crank angle θcr from a crank position sensor 23 that detects the rotational position of a crankshaft 26 of the engine 22, are input to the engine ECU 24 via an input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

[0019] The planetary gear 30 is configured as a single-pinion type planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36 that is connected to drive wheels 39a, 39b via a differential gear 38 is connected to a ring gear of the planetary gear 30. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via the damper 28.

[0020] The motor MG1 is configured as, for example, a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2, and are connected to the battery 50 via a power line 54. As shown in FIG. 2, the inverter 41 has six transistors T11 to T16 and six diodes D11 to D16 connected in parallel in the reverse direction to the transistors T11 to T16. The transistors T11 to T16 are arranged in pairs of two each on the source side and the sink side with respect to the positive and negative bus bars of the power line 54. In addition, each of the three-phase coils (U phase, V phase, W phase) of the motor MG1 is connected to each of the connection points between the paired transistors of the transistors T11 to T16. Therefore, when a voltage is applied to the inverter 41, the motor electronic control unit (hereinafter referred to as "motor ECU") 40 adjusts the ratio of the on-time of the paired transistors T11-T16, thereby forming a rotating magnetic field in the three-phase coils and driving the motor MG1 to rotate. The inverter 42 has six transistors T21-T26 and six diodes D21-D26, similar to the inverter 41. Then, when a voltage is applied to the inverter 42, the motor ECU 40 adjusts the ratio of the on-time of the paired transistors T21-T26, thereby forming a rotating magnetic field in the three-phase coils and driving the motor MG2 to rotate. A smoothing capacitor 57 is attached to the power line 54.

[0021] Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. To the motor ECU 40, signals from various sensors required for driving and controlling the motors MG1 and MG2, such as rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors 45u, 45v, 46u, and 46v for detecting currents flowing through the phases of the motors MG1 and MG2, are input via an input port. From the motor ECU 40, switching control signals to a plurality of switching elements of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1, θe2, angular velocities ωm1, ωm2, and rotation speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

[0022] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-hydrogen secondary battery, and is connected to a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as the “battery ECU”) 52.

[0023] Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include the voltage Vb of the battery 50 from a voltage sensor 51a attached between the terminals of the battery 50, the current Ib of the battery 50 from a current sensor 51b attached to the output terminal of the battery 50, and the temperature Tb of the battery 50 from a temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the power storage percentage SOC of the battery 50. The power storage percentage SOC of the battery 50 is the percentage of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50, and is calculated based on an integrated value of the current Ib of the battery 50 from the current sensor 51b.

[0024] The air conditioner 60 is connected to the power line 54, and operates using power from the power line 54 to condition the air inside the vehicle cabin using the heat from the refrigeration cycle and the engine 22. The speaker 62 outputs sounds such as warning sounds inside the vehicle cabin. The display 64 is configured as a touch panel type display device, and displays various information inside the vehicle cabin.

[0025] Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, the HVECU 70 includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via an input port. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 88. Examples of signals input to the HVECU 70 include an operation signal for the display 64. Various control signals are output from the HVECU 70 via an output port. Examples of signals output from the HVECU 70 include a control signal for the air conditioner 60. Examples of signals output from the HVECU 70 include an audio signal for the speaker 62 and a display signal for the display 64. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port. Here, the shift position SP includes a drive position (D position) for forward driving, a reverse position (R position) for reverse driving, a neutral position (N position), a parking position (P position) used when parking, and the like.

[0026] In the hybrid vehicle 20 of the embodiment configured in this manner, when the shift position SP detected by the shift position sensor 82 is a driving position (D position or R position), the HVECU 70 controls the engine 22 and the motors MG1, MG2 so that the vehicle runs in a hybrid driving (HV driving) mode in which the engine 22 is operating, or in an electric driving (EV driving) mode in which the engine 22 is stopped.

[0027] In the HV driving mode, the HVECU 70 first sets a required torque Td* required of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and then multiplies the required torque Td* by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2) to set a driving power Pd* required of the drive shaft 36. Next, the HVECU 70 sets a charging / discharging required power Pb* (a positive value when the battery 50 is discharging) of the battery 50 so that the power storage ratio SOC of the battery 50 approaches the target power storage ratio SOC*. Specifically, when the power storage ratio SOC is greater than the target power storage ratio SOC*, the charge / discharge required power Pb* is set so that the absolute value becomes greater on the positive side as the power storage ratio SOC becomes greater in order to prevent the power storage ratio SOC of the battery 50 from becoming greater than the allowable upper limit ratio Smax, and when the power storage ratio SOC is smaller than the target power storage ratio SOC*, the charge / discharge required power Pb* is set so that the absolute value becomes greater on the negative side as the power storage ratio SOC becomes smaller in order to prevent the power storage ratio SOC of the battery 50 from becoming smaller than the allowable lower limit ratio Smin. Then, the charge / discharge required power Pb* is subtracted from the traveling power Pd* to set the required power Pe* required by the engine 22, and the target rotation speed Ne* and target torque Te* of the engine 22 and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so that the required power Pe* is output from the engine 22 and the required torque Td* (traveling power Pd*) is output to the drive shaft 36. Furthermore, the engine ECU 24 transmits the target revolution speed Ne* and target torque Te* of the engine 22 to the engine ECU 24, and transmits torque commands Tm1*, Tm2* of the motors MG1, MG2 to the motor ECU 40. The engine ECU 24 controls the operation of the engine 22 so that the engine 22 is operated based on the target revolution speed Ne* and the target torque Te*. The motor ECU 40 controls the switching of multiple switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*. Through this control, the required torque Td* (driving power Pd*) is output to the drive shaft 36, and the battery 50 is charged and discharged with power equivalent to the charge / discharge required power Pb*.

[0028] In the EV driving mode, the HVECU 70 sets the required torque Td* in the same manner as in the HV driving mode, sets the torque command Tm1* of the motor MG1 to a value of 0, sets the torque command Tm2* of the motor MG2 so that the required torque Td* is output to the drive shaft 36, and transmits the torque commands Tm1*, Tm2* of the motors MG1, MG2 to the motor ECU 40. The control of the inverters 41, 42 by the motor ECU 40 has been described above. Through this control, the required torque Td* (driving power Pd*) is output to the drive shaft 36, and the battery 50 is discharged with power equivalent to the driving power Pd*.

[0029] When the shift position SP detected by the shift position sensor 82 is the N position, the HVECU 70 controls the engine 22 and the motors MG1 and MG2 to travel while performing gate cut-off control for the inverters 41 and 42 (control to turn off all of the transistors T11 to T16, T21 to T26) and stopping the operation of the engine 22.

[0030] In the hybrid vehicle 20, when the shift position SP is in the N position, the inverters 41, 42 are gated off, so that the battery 50 cannot be charged by power generation by the motors MG1, MG2. Since the air conditioner 60 is connected to the power line 54 between the battery 50 and the inverters 41, 42, when the shift position SP is in the N position, the operation of the air conditioner 60 reduces the power storage percentage SOC of the battery 50. In the embodiment, in order to suppress an excessive reduction in the power storage percentage SOC of the battery 50, a CPU (not shown) of the HVECU 70 executes a warning control (described later) when the shift position SP is in the N position.

[0031] In the warning control, when the neutral duration tnc, which is the time during which the shift position SP continues to be in the N position after it has been changed to the N position, exceeds a threshold value (first threshold value) th, or when the amount of decrease ΔSOC in the charge storage rate SOC of the battery 50 after the shift position SP has been changed to the N position, exceeds a threshold value (first threshold value) dth, the speaker 62 is controlled to emit a warning sound from the speaker 62, and the display 64 is controlled to display information that encourages the user to operate the shift lever 81 from the N position to another position (encourage the user to refrain from using the N position). In many cases, it is considered that a user who recognizes the warning sound or display will change the shift position SP from the N position to another position. Therefore, by executing the warning control, the use of the N position can be restricted, and the use of the battery 50 when the charge storage rate SOC is low is restricted, thereby restricting deterioration of the battery 50.

[0032] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when setting the thresholds th and dth used in the warning control, will be described. Fig. 3 is a flowchart showing an example of a threshold setting routine executed by the HVECU 70. This routine is executed at predetermined time intervals (e.g., every few msec) when the shift position is the N position.

[0033] When the threshold setting routine is executed, the CPU (not shown) of the HVECU 70 executes a process of inputting necessary data such as the use frequency Fn and the low percentage frequency Fsl (step S100). The use frequency Fn and the low percentage frequency Fsl are inputted after being calculated in the use frequency setting routine and the low percentage frequency setting routine described later. Here, the explanation of the processing routine will be temporarily interrupted and the use frequency setting routine and the low percentage frequency setting routine will be explained.

[0034] First, the use frequency setting routine will be described. Fig. 4 is a flowchart showing an example of the use frequency setting routine executed by the HVECU 70. This routine is executed when the shift position SP detected by the shift position sensor 82 changes from a position other than the N position to the N position, that is, when the shift lever 81 is operated to the N position.

[0035] When the usage frequency setting routine is executed, a CPU (not shown) of the HVECU 70 starts measuring the duration tn of the N position (step S200), inputs the shift position SP from the shift position sensor 82 (step S210), and determines whether the shift position SP has been changed (step S220). If the shift position SP has not been changed, the process returns to step S210, and steps S210 and S220 are repeated until the shift position SP is changed.

[0036] When the shift position SP is changed in step S220, the measurement of the duration tn is terminated (step S230), and it is determined whether the duration tn is equal to or greater than a threshold value tnth (step S240). The threshold value tnth is a threshold value for determining whether the duration tn is long or not, and is set to, for example, 5 seconds, 17.5 seconds, 30 seconds, etc.

[0037] When the duration tn is less than the threshold tnth, it is determined that the duration tn is not long, and the integrated time tni (previous tni) when the previous use frequency setting routine is executed is set as the integrated time tni (step S240), and when the duration tn is equal to or greater than the threshold tnth, the integrated time tni is set to the sum of the previous tni and the duration tn (step S250). Therefore, the integrated time tni is the integrated value of the duration tn when the duration tn is equal to or greater than the threshold tnth.

[0038] Once the integrated time tni is set in this way, the integrated time tni is divided by the total usage time tntotal since the hybrid vehicle 20 was manufactured to calculate the usage frequency Fn (step S270), and the usage frequency setting routine ends. The usage frequency Fn calculated in this way is the ratio of the integrated time tni, which is the integrated value of the duration time tn, to the total usage time tntotal.

[0039] Next, the low-ratio frequency setting routine will be described. Fig. 5 is a flowchart showing an example of the low-ratio frequency setting routine executed by the HVECU 70. This routine is executed when the shift position SP detected by the shift position sensor 82 becomes the N position, that is, when the shift lever 81 is operated to the N position.

[0040] When the low ratio frequency setting routine is executed, the CPU (not shown) of the HVECU 70 inputs the power storage ratio SOC from the battery ECU 52 via communication (step S300), and determines whether the input power storage ratio SOC is less than a threshold value Sth (step S310). The threshold value Sth is a threshold value for determining whether the power storage ratio SOC is low, and is set to, for example, 10%, 20%, 30%, etc.

[0041] When the power storage ratio SOC is equal to or greater than the threshold value Sth, it is determined that the power storage ratio SOC is not low, and the process proceeds to step S330. When the power storage ratio SOC is less than the threshold value Sth, it is determined that the power storage ratio SOC is low, and the low-ratio time tsl is measured (step S320), and the process proceeds to step S330. In step S320, if the measurement of the low-ratio time tsl has not yet started, the measurement is started, and if the measurement has already started, the measurement is continued. When the shift position SP is in the N position, as described above, the battery 50 cannot be charged by the power generation by the motors MG1 and MG2, and the power consumption of the air conditioner 60 causes the power storage ratio SOC of the battery 50 to decrease. Therefore, when it is determined that the power storage ratio SPC input in step S310 is less than the threshold value Sth, the power storage ratio SOC of the battery 50 will not become greater than the threshold value Sth, and the measurement of the low-ratio time tsl will continue until the shift position SP is changed from the N position.

[0042] Next, it is determined whether the shift position SP has been changed (step S330). If the shift position SP has not been changed, the process returns to step S300, and steps S300 to S330 are repeated until the shift position SP is changed. If the shift position SP has been changed in step S330, the measurement of the low ratio time tsl is ended (step S340), and an integrated time tsli is set by adding the low ratio time tsl to the integrated time tsli (previous tsli) set when the low ratio frequency setting routine was executed the previous time (step S350). Therefore, the integrated time tsli is the integrated value of the time during which the power storage ratio SOC became less than the threshold value Sth when the shift position SP was in the N position.

[0043] Once the integrated time tsli is set in this manner, the integrated time tsli is divided by the total usage time tntotal since the hybrid vehicle 20 was manufactured to calculate the low percentage frequency Fsl (step S360), and the low percentage frequency setting routine is terminated. The low percentage frequency Fsl thus calculated is calculated as the ratio of the integrated time tsli, which is the integrated value of the time during which the power storage ratio SOC became less than the threshold value Sth when the shift position SP was in the N position, to the total usage time tntotal. The use frequency setting routine and the low percentage frequency setting routine have been described above.

[0044] Returning to the explanation of the threshold setting routine, when necessary data is input in step S100, it is determined whether the usage frequency Fn exceeds a threshold (second threshold) Fnth and whether the low percentage frequency Fsl exceeds a threshold (third threshold) Fslth (step S110).

[0045] However, as described above, when the shift position SP is the N position, the power storage ratio SOC decreases due to the consumption of power by the electric power equipment. Therefore, when the frequency of use of the N position increases, the frequency of use of the battery 50 when the power storage ratio SOC is low increases, and the characteristics of the battery 50 change. FIG. 6 is an explanatory diagram showing an example of SOC-OCV characteristics as a relationship between the power storage ratio SOC and the open circuit voltage OCV of the battery 50. In the figure, the solid line is an example of the SOC-OCV characteristics of a battery that is used infrequently when the power storage ratio SOC is low. The dashed line is an example of the SOC-OCV characteristics of a battery that is used infrequently when the power storage ratio SOC is low. As shown in the figure, in a battery that is used infrequently when the power storage ratio SOC is low, the open circuit voltage OCV at the same power storage ratio SOC decreases in a low range of the power storage ratio SOC compared to a battery that is used infrequently when the power storage ratio SOC is low. Therefore, when the N position is used frequently or when the battery 50 is used frequently in the N position with the power storage ratio SOC low, the voltage of the battery 50 at the same power storage ratio SOC becomes lower than when the N position is used infrequently and when the power storage ratio SOC is low, and a malfunction may occur in the air conditioner 60 or the like that operates using the power of the battery 50. The threshold values ​​Fnth and Fslth in step S110 are set as threshold values ​​for determining whether the N position is used frequently or whether the battery 50 is used frequently when the power storage ratio SOC is low, taking into consideration such changes in the characteristics of the battery 50.

[0046] In step S110, when the usage frequency Fn is equal to or less than the threshold value Fnth and the low proportion frequency Fsl is equal to or less than the threshold value Fslth, it is determined that the frequency of use of the N position and the frequency of use at a low charge proportion of the battery 50 are low, and the threshold value th is set to a value t1 (e.g., 250 sec, 300 sec, 350 sec, etc.) and the threshold value dht is set to a value d1 (e.g., 33%, 35%, 37%, etc.) (step S120), and the threshold setting routine is terminated. Then, when the usage frequency Fn exceeds the threshold value Fnth or when the low ratio frequency Fsl exceeds the threshold value Fslth, it is determined that the N position is used frequently or the battery 50 is used frequently at a low charge ratio, and the threshold value th is set to a value t2 (e.g., 55 sec, 60 sec, 65 sec, etc.) smaller than the value t1, and the threshold value dht is set to a value d2 (e.g., 23%, 25%, 27%) smaller than the value d1 (step S130), and the threshold setting routine is terminated. By setting the thresholds Fnth and Fslth to values ​​t2 and d2, in the above-mentioned warning control, a warning sound is output from the speaker 62 earlier than when the thresholds Fnth and Fslth are set to values ​​t1 and d1 (compared to when the use frequency Fn is equal to or less than the threshold Fnth and the low proportion frequency Fsl is equal to or less than the threshold Fslth), and information is displayed prompting the user to operate the shift lever 81 from the N position to another position (prompting the user to refrain from using the N position), and the user is notified of the warning earlier. Since it is considered that a user who recognizes the warning will in many cases change the shift position SP from the N position to another position, the use of the N position can be restricted, and the use of the battery 50 when the power storage ratio SOC is low can be restricted. This makes it possible to restrict the deterioration of the battery 50.

[0047] According to the hybrid vehicle 20 of the embodiment described above, when the shift position SP is the N position, when the usage frequency Fn of the N position exceeds the threshold value Fnth or when the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold values ​​th and dth are lowered compared to when the usage frequency Fn is equal to or lower than the threshold value Fnth and the low proportion frequency Fsl is equal to or lower than the threshold value Fslth, thereby suppressing deterioration of the battery 50.

[0048] Moreover, by setting the frequency of use Fn as the ratio of the integrated time tni, which is the integrated value of the duration tn, to the total use time tntotal, the frequency of use Fn can be set more appropriately.

[0049] Furthermore, the low ratio frequency Fsl can be set appropriately by setting the low ratio frequency Fsl to the ratio of the integrated time tsli, which is the integrated value of the time during which the charge ratio SOC becomes less than the threshold value Sth when the shift position SP is in the N position, relative to the total usage time tntotal.

[0050] When the neutral duration tnc exceeds the threshold th, or when the decrease ΔSOC in the charge storage ratio SOC of the battery 50 after the shift position SP is changed to the N position exceeds the threshold dth, the speaker 62 is controlled to emit a warning sound from the speaker 62, and the display 64 is controlled to display information encouraging the user to operate the shift lever 81 from the N position to another position (encouraging the user to refrain from using the N position), thereby encouraging the user to change the shift position SP by the warning sound and the displayed information.

[0051] In the hybrid vehicle 20 of the embodiment, the usage frequency Fn is the ratio of the integrated time tni as the integrated value of the duration time tn to the total usage time tntotal. However, the usage frequency Fn may be the ratio of the integrated value of the traveling distance when the hybrid vehicle 20 travels a predetermined distance Lref or more with the shift position SP in the N position to the total traveling distance since the hybrid vehicle 20 was manufactured.

[0052] In the hybrid vehicle 20 of the embodiment, the low ratio frequency Fsl is calculated as a ratio of an integrated time tsli, which is an integrated value of the time during which the power storage ratio SOC is less than the threshold value Sth when the shift position SP is in the N position, to the total usage time tntotal. However, the low ratio frequency Fsl may be calculated as a ratio of an integrated value of the distance traveled when the power storage ratio SOC is less than the threshold value Sth when the shift position SP is in the N position, to the total travel distance since the hybrid vehicle 20 was manufactured.

[0053] In the hybrid vehicle 20 of the embodiment, it is determined whether the use frequency Fn exceeds the threshold Fnth and whether the low proportion frequency Fsl exceeds the threshold Fslth, and when the use frequency Fn exceeds the threshold Fnth or when the low proportion frequency Fsl exceeds the threshold Fslth, the threshold th is set to a value t2 smaller than the value t1, and the threshold dht is set to a value d2 smaller than the value d1. However, it may be determined whether the use frequency Fn exceeds the threshold Fnth without considering the low proportion frequency Fsl, and when the use frequency Fn exceeds the threshold Fnth, the threshold th may be set to a value t2 smaller than the value t1, and the threshold dht may be set to a value d2 smaller than the value d1.

[0054] In the hybrid vehicle 20 of the embodiment, it is determined whether the use frequency Fn exceeds the threshold value Fnth and whether the low proportion frequency Fsl exceeds the threshold value Fslth, and when the use frequency Fn exceeds the threshold value Fnth or when the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold value th is set to a value t2 smaller than the value t1, and the threshold value dht is set to a value d2 smaller than the value d1. However, without determining whether the use frequency Fn exceeds the threshold value Fnth, the threshold value th may be set lower when the use frequency Fn is high than when it is low. Also, without determining whether the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold value dth may be set lower when the low proportion frequency Fsl is high than when it is low.

[0055] In the hybrid vehicle 20 of the embodiment, when the neutral duration tnc after the shift position SP is changed to the N position exceeds the threshold th, or when the decrease amount ΔSOC of the charge storage ratio SOC of the battery 50 after the shift position SP is changed to the N position exceeds the threshold dth, the warning control controls the speaker 62 to emit a warning sound from the speaker 62 and controls the display 64 to display information encouraging the operation of the shift lever 81 from the N position to another position (encouraging the suppression of use of the N position). However, it is sufficient that the warning is notified from at least one of the speaker 62 and the display 64, and for example, only the output of a warning sound from the speaker 62 may be possible without displaying on the display 64. In addition, the warning may be notified from any device that notifies the user of the warning, and therefore the warning may be notified from a device other than the speaker 62 or the display 64.

[0056] In the hybrid vehicle 20 of the embodiment, an air conditioner 60 is connected to the power line 54. However, the power device connected to the power line 54 is not limited to the air conditioner 60, and may be any device that consumes power when it is operated, such as a DC-DC converter.

[0057] In the embodiment, the present invention is applied to a hybrid vehicle 20 equipped with an engine 22, a planetary gear 30, and motors MG1 and MG2, but the present invention may be applied to any hybrid vehicle 20 having an engine and a motor capable of generating electricity using the power of the engine.

[0058] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on Means for Solving the Problems will be described below. In the embodiment, the engine 22 corresponds to the "engine", the motor MG1 corresponds to the "motor", the inverter 41 corresponds to the "inverter", the battery 50 corresponds to the "battery", the air conditioner 60 corresponds to the "electric power device", the speaker 62 and the display 64 correspond to the "notification device", and the motor ECU 40, the battery ECU 52, and the HVECU 70 correspond to the "control device".

[0059] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0060] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0061] The present invention can be used in the hybrid vehicle manufacturing industry, for example. [Explanation of symbols]

[0062] 20 Hybrid vehicle, 22 Engine, 23 Crank position sensor, 24 Engine electronic control unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary gear, 36 Drive shaft, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (Motor ECU), 41, 42 Inverter, 43, 44 Rotational position detection sensor, 45u, 45v, 46u, 46v Current sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (Battery ECU), 54 Power line, 57 Capacitor, 60 Air conditioner, 62 Speaker, 64 Display, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, D11 to D16, D21 to D26 diodes, MG1, MG2 motors, T11 to T16, T21 to T26 transistors.

Claims

1. The engine, a motor capable of generating electricity using power from the engine; an inverter that drives the motor; a battery connected to the inverter via a power line; an electric power device connected to the power line; An alarm device that notifies information within a vehicle cabin; a control device that, when a shift position is a neutral position, shuts off a gate of the inverter, and controls the notification device so that a warning is issued when a neutral duration as a duration of the neutral position or a decrease in a charge storage rate of the battery exceeds a first threshold value when the shift position is the neutral position; A hybrid vehicle comprising: When the shift position is the neutral position, the control device lowers the first threshold value when the frequency of use of the neutral position is high compared to when the frequency of use is low, or when the frequency of use exceeds a second threshold value compared to when the frequency of use is equal to or lower than the second threshold value. Hybrid car.

2. 2. The hybrid vehicle according to claim 1, The frequency of use is a ratio of an integrated value of a duration of the neutral position when the shift position is continuously in the neutral position for a predetermined time or more to a total usage time of the vehicle. Hybrid car.

3. 2. The hybrid vehicle according to claim 1, The frequency of use is a ratio of an integrated value of a travel distance in the neutral position when the vehicle is traveled a predetermined distance or more with the shift position in the neutral position to a total travel distance of the vehicle. Hybrid car.

4. A hybrid vehicle according to claim 1, When the shift position is the neutral position, the control device lowers the first threshold value when a low power storage ratio frequency at which the power storage ratio of the battery is less than a predetermined ratio is high compared to when the low power storage ratio frequency is low, or when the low power storage ratio frequency exceeds a third threshold value compared to when the low power storage ratio frequency is equal to or less than the third threshold value. Hybrid car.

5. 5. The hybrid vehicle according to claim 4, The low charge rate frequency is a rate of an integrated value of the time during which the charge rate is less than the predetermined rate when the shift position is in the neutral position with respect to the total time of use of the vehicle. Hybrid car.

6. 5. The hybrid vehicle according to claim 4, The low charge ratio frequency is a ratio of an integrated value of a distance traveled in a state where the charge ratio is less than the predetermined ratio when the shift position is in the neutral position to a total travel distance of the vehicle. Hybrid car.

7. A hybrid vehicle according to any one of claims 1 to 6, The notification device has a warning sound output unit capable of outputting a warning sound into the vehicle interior, The control device controls the warning sound output unit to output the warning sound when the neutral duration or the decrease amount of the charge storage rate exceeds the first threshold value when the shift position is the neutral position. Hybrid car.

8. A hybrid vehicle according to any one of claims 1 to 7, The notification device has a display unit capable of displaying information within the vehicle interior, The control device controls the display unit to display information encouraging suppression of use of the neutral position when the shift position is the neutral position and the neutral duration time or the decrease amount of the charge storage rate exceeds the first threshold value. Hybrid car.

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