Hybrid vehicle control device

Abstract

To further reduce the quantity of exhaust gas accompanied by the drive of an internal combustion engine in a hybrid vehicle having an external charging function.SOLUTION: A vehicle 100 is configured so as to make it possible to execute external charging which charges a battery 110 by using electric power from a charging facility provided on outside of the vehicle 100. A vehicle ECU 160 comprises an input / output interface 161. The input / output interface 161 acquires a parameter which prescribes a start condition of an engine 175. The start condition includes a condition that the parameter reaches a threshold value. Furthermore, the vehicle ECU 160 comprises a controller 166 which sets the threshold value. The controller 166 sets the threshold value so that it is more difficult for the parameter to reach the threshold value in comparison with case that an index value is small if the index value, which indicates a height of possibility that external charging is executed, is large.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a control device for a hybrid vehicle.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2013-189047 discloses a control device for a hybrid vehicle. This hybrid vehicle (hereinafter referred to as "HEV (Hybrid Electric Vehicle)") includes a power storage device, an internal combustion engine, and an electric motor. When the SOC (State of Charge) of the power storage device drops to a threshold value while the HEV is running with the internal combustion engine stopped and only the electric motor driving (EV running), the internal combustion engine is started.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] There is known an HEV capable of performing external charging for charging a power storage device using power from charging facilities provided outside the vehicle. An HEV having an external charging function can travel a longer distance in EV running than an HEV without an external charging function. Therefore, in an HEV having an external charging function, the amount of exhaust gas discharged along with the driving of the internal combustion engine is often less than the amount of exhaust gas discharged in an HEV without an external charging function. And from the viewpoint of environmental protection, further reduction of exhaust gas is desired even in an HEV having an external charging function.

[0005] The present disclosure has been made to solve the above problems. An object of the present disclosure is to further reduce the amount of exhaust gas accompanying the driving of the internal combustion engine in an HEV having an external charging function.

Means for Solving the Problem

[0006] The control device for a hybrid vehicle according to the present disclosure is a control device for a hybrid vehicle including an internal combustion engine, a power storage device, and an electric motor that generates a driving force for the hybrid vehicle using the electric power stored in the power storage device. The hybrid vehicle is configured to be capable of performing external charging for charging the power storage device using the electric power from a charging facility provided outside the hybrid vehicle. The control device includes an acquisition unit. The acquisition unit acquires a parameter that defines the starting condition of the internal combustion engine. The starting condition includes that the parameter reaches a threshold value. Further, the control device includes a setting unit that sets the threshold value. When the index value indicating the high possibility of external charging being executed is large, the setting unit sets the threshold value so that it is more difficult for the parameter to reach the threshold value than when the index value is small.

[0007] With the above configuration, when the possibility of external charging being executed is high, the internal combustion engine is less likely to be started than when the possibility of external charging being executed is low. As a result, in a hybrid vehicle capable of performing external power reception, the amount of exhaust gas associated with the driving of the internal combustion engine can be reduced.

Advantages of the Invention

[0008] According to the present disclosure, in a hybrid vehicle capable of performing external power reception, the amount of exhaust gas associated with the driving of the internal combustion engine can be reduced.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

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Figure 8

Mode for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0011] [Embodiment 1] FIG. 1 is a diagram showing the configuration of the charging system in Embodiment 1. Referring to FIG. 1, the charging system 10 includes a vehicle 100, a charging stand 300, a non-contact charging facility 307, and a server 200.

[0012] The vehicle 100 is assumed to be a so-called series-parallel hybrid vehicle, but is not limited thereto. For example, it may be a parallel hybrid vehicle or a series hybrid vehicle.

[0013] Vehicle 100 includes a battery 110, a battery sensor unit 112, an SMR (System Main Relay) 115, a PCU (Power Control Unit) 120, an MG (Motor Generator) 130, a power split mechanism 131, drive wheels 140, and an engine 175. Vehicle 100 further includes a vehicle speed sensor 142, charging relays RY1, RY2, an inlet 150, a power receiving device 155, and an HMI (Human Machine Interface) device 145. Vehicle 100 further includes a communication device 170, a GPS (Global Positioning System) receiver 172, and a CAN (Controller Area Network) communication unit 174. Vehicle 100 further includes a battery ECU 180, a vehicle ECU 160, and a start switch 157.

[0014] The battery 110 is an example of a power storage device that stores electric power for driving. The battery 110 is configured to include, for example, a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. Instead of the battery 110, a power storage device such as an electric double layer capacitor may be used. The power storage amount of the battery 110 is represented by, for example, the SOC.

[0015] The battery sensor unit 112 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown) that respectively detect the voltage, current, and temperature of the battery 110. The detection values of these sensors are output to a battery ECU 180 (described later).

[0016] The SMR 115 is provided between the power lines PL1 and NL1 connected to the battery 110 and the PCU 120. The SMR 115 is controlled to be in an on state while the driving system of the vehicle 100 (described later) is activated.

[0017] The PCU 120 is configured to include a power conversion device such as a converter and an inverter. The PCU 120 converts the DC power received from the battery 110 into AC power. The PCU 120 converts the AC power generated by the MG 130 (described later) into DC power.

[0018] The MG 130 is typically an AC rotating electric machine, for example, a three-phase AC synchronous motor with permanent magnets embedded in the rotor. The MG 130 is configured to generate a driving force for the vehicle 100 using the power stored in the battery 110 (more specifically, the power converted by the PCU 120). The driving force generated by the MG 130 is transmitted to the drive wheels 140 through the power split mechanism 131. Thereby, the vehicle 100 travels. The MG 130 can also generate electricity by the rotational force of the drive wheels 140 during braking of the vehicle 100 (regenerative power generation). The power generated by the regenerative power generation is charged to the battery 110 through the PCU 120. In addition, the MG 130 is used as an electric motor for starting the engine 175 or as a generator driven by the engine 175.

[0019] The engine 175 is configured to be able to generate a driving force for the vehicle 100 in the same manner as the MG 130. The engine 175 is started when its starting conditions (described in detail later) are satisfied. The engine 175 is an internal combustion engine such as a gasoline engine or a diesel engine.

[0020] The vehicle speed sensor 142 detects the vehicle speed of the vehicle 100, for example, by detecting the rotational speed of the drive shaft (the number of rotations per unit time). The vehicle speed sensor 142 outputs the detected value of the vehicle speed to the vehicle ECU 160 (described later).

[0021] One end of the charging relay RY1 is connected to the inlet 150, and the other end of the charging relay RY1 is connected to the power lines PL1 and NL1. The charging relay RY1 is controlled to be in an on state when external charging using the charging stand 300 is executed. The charging relay RY1 is controlled to be in an off state when external charging using the non-contact charging facility 307 is executed. Details of the charging stand 300 and the non-contact charging facility 307 will be described later.

[0022] The inlet 150 receives the power supplied during external charging from the utility power supply 310 such as a commercial power supply through the charging stand 300. This power is supplied to the battery 110 through the charging relay RY1. Hereinafter, the external charging executed using the power supplied from the charging stand 300 to the inlet 150 is also referred to as "contact charging". Thus, the vehicle 100 is a PHEV capable of performing contact charging.

[0023] The power receiving device 155 includes a power receiving coil 152 and a power conversion device 153. The power receiving coil 152 receives AC power non-contact from the utility power supply 310 through the non-contact charging facility 307. The power conversion device 153 converts the AC power received non-contact by the power receiving coil 152 into DC power at the voltage level of the battery 110. The converted power is charged to the battery 110. Hereinafter, the external charging executed using the power received by the power receiving device 155 is also referred to as "non-contact charging".

[0024] The charging relay RY2 is provided between the battery 110 and the power receiving device 155. The charging relay RY2 is controlled to be in an on state during the execution of non-contact charging. On the other hand, the charging relay RY2 is controlled to be in an off state while non-contact charging is not being executed (for example, while contact charging is being executed).

[0025] The HMI device 145 is a terminal device that provides various information to the user of the vehicle 100 and accepts input operations by the user. The HMI device 145 includes a display device 147, an input device 148, a memory 149, and a CPU (Central Processing Unit) 146. The display device 147 displays various information to the user of the vehicle 100.

[0026] The input device 148 receives input of operations by the user. For example, the input device 148 receives a user operation for setting a destination of the vehicle 100. The input device 148 may be a hardware keyboard or a software keyboard.

[0027] The memory 149 stores programs and data for realizing various functions in the HMI device 145. The CPU 146 executes the programs and data stored in the memory 149. Thereby, the HMI device 145 can function as, for example, a car navigation device. In this case, the memory 149 stores map data including road information and charging facility data including information on charging facilities for each region.

[0028] As an example, when the user sets a destination of the vehicle 100 using the input device 148, information indicating the destination is transmitted from the input device 148 to the CPU 146. Then, the CPU 146 sets a driving route from the current location of the vehicle 100 to the destination using the map data stored in the memory 149. The set driving route is displayed by the display device 147.

[0029] The communication device 170 is configured to execute two-way data communication between the vehicle 100 and the server 200 through a communication network such as the Internet. As an example, the communication device 170 transmits the SOC, vehicle speed, torque request value, and an index value described later to the server 200. In addition, the communication device 170 is configured to execute short-range communication with a non-contact charging facility 307 outside the vehicle 100.

[0030] The GPS receiver 172 identifies the current location of the vehicle 100 based on radio waves from artificial satellites. The information on the location (location information) identified by the GPS receiver 172 is used by the HMI device 145 as a car navigation device, the vehicle ECU 160, and the like.

[0031] The CAN communication unit 174 is configured to perform CAN communication between the vehicle 100 and the charging stand 300 during external charging. The communication between the vehicle 100 and the charging stand 300 is not limited to CAN communication, and may be power line communication (PLC), wireless communication, or the like. For example, when the connector 304 of the charging stand 300 is connected to the inlet 150, a detection signal indicating that these are connected is input to the CAN communication unit 174.

[0032] The battery ECU 180 calculates the SOC of the battery 110 according to the detection values of the battery sensor unit 112 (that is, the voltage, current, and temperature of the battery 110). As a method for calculating the SOC, a known method such as a method using an OCV-SOC curve (map, etc.) showing the relationship between OCV (Open Circuit Voltage) and SOC is used. The battery ECU 180 outputs the calculation result of the SOC to the vehicle ECU 160. In Embodiment 1, the SOC is an example of a parameter that defines the starting condition (described later) of the engine 175.

[0033] The vehicle ECU 160 includes an input / output interface 161 and a controller 166. The input / output interface 161 is configured to acquire information input to the vehicle ECU 160 (for example, various parameters such as SOC and vehicle speed), and transmit commands output from the controller 166 to each device of the vehicle 100. The input / output interface 161 is an example of the "acquisition unit" in the present disclosure.

[0034] The controller 166 includes a memory 164 and a CPU 162. The memory 164 includes a ROM (Read Only Memory) and a RAM (Random Access Memory) (both not shown). The ROM stores programs executed by the CPU 162 and the like. The RAM temporarily stores data and the like referenced by the CPU 162. The CPU 162 executes various operations by executing the programs stored in the ROM. The controller 166 is an example of the "setting unit" in the present disclosure.

[0035] The controller 166 controls each device of the vehicle 100 according to each sensor signal and programs, data, maps, etc. stored in the memory. As an example, the controller 166 controls the SMR 115, the PCU 120, the power split mechanism 131, the engine 175, the charging relays RY1, RY2, the HMI device 145, the power receiving device 155, the communication device 170, and the CAN communication unit 174.

[0036] The controller 166 controls the running of the vehicle 100 by controlling the PCU 120. Specifically, the controller 166 calculates a torque demand value according to the accelerator opening and the like. The controller 166 controls the PCU 120 so that the MG 130 outputs torque corresponding to the torque demand value.

[0037] The controller 166 is configured to perform external charging for charging the battery 110 using an external charging facility (for example, the charging stand 300 or the contactless charging facility 307) outside the vehicle 100. The external charging may be contact charging or non-contact charging.

[0038] For example, when the vehicle 100 is in contact charging, the controller 166 turns on the charging relay RY1. Then, the controller 166 transmits a charging start request to the charging stand 300 through the CAN communication unit 174. Thereby, contact charging is executed. When the SOC of the battery 110 reaches the charging threshold value (for example, the SOC when the battery 110 is in a fully charged state), the controller 166 transmits a charging stop request to the charging stand 300 through the CAN communication unit 174. Thereby, the contact charging ends.

[0039] On the other hand, when the vehicle 100 is in non-contact charging, the controller 166 turns on the charging relay RY2. Then, the controller 166 transmits a charging start request to the non-contact charging facility 307 through the communication device 170. Thereby, non-contact charging is started.

[0040] The controller 166 is configured to set (switch) the mode of the vehicle 100. Specifically, the controller 166 sets either the CD (Charge Depleting) mode or the CS (Charge Sustaining) mode as the mode of the vehicle 100.

[0041] The CD mode is a mode in which the SOC of the battery 110 decreases as the vehicle 100 travels. During the CD mode, the controller 166 does not drive the engine 175 to maintain the SOC. Thereby, although the SOC may temporarily increase due to regenerative power during deceleration of the vehicle 100, the SOC generally decreases. The controller 166 may be configured not to start the engine 175 during the CD mode. In this case, the vehicle 100 always performs EV driving during the CD mode.

[0042] The CS mode is a mode in which the SOC of the battery 110 is maintained within a predetermined range. For example, when the SOC drops to the lower limit value of the predetermined range, the controller 166 starts the engine 175 so that the MG130 operates as a generator. Thereby, the battery 110 is charged. While the engine 175 is being driven, the vehicle 100 performs HV driving (that is, both the MG130 and the engine 175 generate the driving force of the vehicle 100). On the other hand, when the SOC rises to the upper limit value of the predetermined range, the controller 166 stops the engine 175 (that is, only the MG130 of the engine 175 and the MG130 is driven). Thereby, the charging of the battery 110 using the engine 175 is stopped. In this way, the controller 166 repeats the start and stop of the engine 175. Thereby, the battery 110 is charged or not charged. As a result, the SOC rises or falls within the predetermined range and is maintained within the predetermined range.

[0043] The start switch 157 receives the start operation and stop operation of the driving system of the vehicle 100. For example, when the driving system of the vehicle 100 is stopped and the start switch 157 is pressed while the user is stepping on the brake pedal, the controller 166 switches the driving system from the stopped state to the started state (Ready-ON state). On the other hand, when the start switch 157 is pressed while the driving system is started, the controller 166 switches the driving system from the started state to the stopped state (Ready-OFF state).

[0044] The charging stand 300 and the contactless charging facility 307 are charging facilities provided in the vicinity of the driving route of the vehicle 100. Hereinafter, the term "charging facility" includes both the charging stand 300 and the contactless charging facility 307 unless otherwise specified. The "vicinity area" of the driving route is an area within a predetermined distance from the driving route and includes the driving route itself. The predetermined distance is appropriately determined in advance so that the charging facility is along or on the driving route, for example.

[0045] The charging stand 300 includes a charging device 302 and a communication device 303. When externally charging, the charging device 302 converts the AC power from the system power supply 310 into DC power. The charging device 302 supplies the converted power to the inlet 150 through the connector 304 of the charging stand 300. The charging device 302 may be configured to directly output the AC power from the system power supply 310 to the inlet 150. In this case, a power conversion device (charging device) is provided between the charging relay RY1 and the inlet 150. This power conversion device converts the AC power from the charging device 302 into DC power at the voltage level of the battery 110.

[0046] The communication device 303 is configured to be able to communicate bidirectionally with the CAN communication unit 174. The information transmitted between the communication device 303 and the CAN communication unit 174 is, for example, a charging start request and a charging stop request in contact charging.

[0047] The non-contact charging facility 307 may be provided in a parking space or in a driving lane (charging lane). When the non-contact charging facility 307 is provided in a parking space, the vehicle 100 performs non-contact charging while stopped. On the other hand, when the non-contact charging facility 307 is provided in a charging lane, the vehicle 100 can perform non-contact charging while driving (in-motion charging).

[0048] The non-contact charging facility 307 includes a communication device 305, a power supply circuit 308, and a power transmission coil 309.

[0049] The communication device 305 is configured to be able to perform short-distance communication with the vehicle 100. For example, the communication device 305 receives a charging start request from the vehicle 100.

[0050] When the communication device 305 receives a charging start request, the power supply circuit 308 converts the AC power from the system power supply 310 into AC power with a high frequency (for example, several tens of kHz). The converted power is output to the power transmission coil 309.

[0051] When the power transmission coil 309 receives the converted AC power, an electromagnetic field is formed around the power transmission coil 309. The power receiving coil 152 of the power receiving device 155 of the vehicle 1 receives power non - contact through the electromagnetic field. In this way, the non - contact charging facility 307 transmits power to the power receiving device 155 non - contact. The power transmitted from the non - contact charging facility 307 to the power receiving device 155 is converted into DC power in the power receiving device 155 and is charged to the battery 110 through the charging relay RY2.

[0052] The server 200 includes a communication device 210 and a processing device 205. The communication device 210 is configured to communicate with the vehicle 100. The processing device 205 is configured to exchange various information with the vehicle 100 through the communication device 210. The processing device 205 may be configured to generate a control command for controlling the vehicle 100 and transmit it to the vehicle 100 when the automatic driving of the vehicle 100 is performed.

[0053] A situation where the SOC of the battery 110 drops excessively during the running of the vehicle 100 is not preferable. Therefore, when the SOC of the battery 110 reaches (drops to) a threshold value (described in detail later), the controller 166 of the vehicle ECU 160 switches the mode of the vehicle 100 from the CD mode to the CS mode. Then, the controller 166 starts the engine 175 to maintain the SOC. In this way, in Embodiment 1, the condition that the SOC reaches the threshold value is an example of the starting condition of the engine 175. The parameter that defines the starting condition of the engine is not limited to the SOC and may be another parameter different from the SOC (described in detail later). Until the SOC reaches the threshold value, the controller 166 does not start the engine 175 unless the starting condition of the engine is satisfied by the other parameter. That is, the controller 166 controls the engine 175 and the MG130 so that the engine 175 stops and the MG130 generates driving force (so that EV running is performed).

[0054] When the engine 175 is driven, exhaust gas (e.g., carbon dioxide and nitrogen oxides) is discharged from the vehicle 100. On the other hand, from the perspective of global environmental protection, it is preferable that the amount of exhaust gas discharged from the engine 175 be reduced.

[0055] Therefore, in the present embodiment, when the index value indicating the high likelihood of external charging being executed is large, the controller 166 sets the threshold value so that the SOC is less likely to reach the threshold value than when the index value is small. Specifically, when the above index value is large, the controller 166 lowers the SOC threshold value for switching from the CD mode to the CS mode compared to when the above index value is small. In Embodiment 1, the average number of external charging executions per day during the most recent period is used as the above index value. The "most recent period" is a partial predetermined period within the period from a time point a predetermined time before the current time to the current time. The history data indicating the number of external charging executions during the most recent period is stored in the memory 164 of the controller 166.

[0056] When this number of executions is large, it is considered that there is a high possibility that external charging will be executed during the operation of the driving system (during the period from the start to the stop of the driving system). Therefore, when the threshold value is lowered as described above, even when the SOC temporarily falls below the threshold value before the reduction, there is a high possibility that the SOC will be increased by the execution of external charging before falling below the threshold value after the reduction. Thus, in the present embodiment, when the possibility of external charging being executed is high, the SOC is less likely to reach (decrease) the threshold value than when the possibility of external charging being executed is low. As a result, it becomes difficult to start the engine 175. As a result, the amount of exhaust gas associated with the driving of the engine 175 can be reduced.

[0057] FIG. 2 is a diagram showing details of the history data indicating the number of external charging executions during the most recent period. In this example, the aforementioned "most recent period" is the period from three days before to one day before the day when the vehicle 100 is used.

[0058] Referring to FIG. 2, the history data 1640 includes data 1DA, data 2DA, and data 3DA.

[0059] Data 1DA shows the history of the time period when external charging was executed one day ago. Data 1DA shows the history from time ts1 (when the driving system starts) to time tf1 (when the driving system stops). Specifically, data 1DA indicates that external charging was executed during period P11 (from time t11 to time t12), period P12 (from time t13 to time t14), period P13 (from time t15 to time t16), and period P14 (from time t17 to time t18). Data 1DA includes the information that the number of times N of external charging was 4 one day ago.

[0060] Data 2DA shows the history of the time period when external charging was executed two days ago. Data 2DA shows the history during the period from time ts2 to time tf2 (while the driving system is operating). Specifically, data 2DA indicates that external charging was executed during period P21 (from time t21 to time t22), period P22 (from time t23 to time t24), and period P23 (from time t25 to time t26). Data 2DA includes the information that the number of times N two days ago was 3.

[0061] Data 3DA shows the history of the time period when external charging was executed three days ago. Data 3DA shows the history during the period from time ts3 to time tf3 (while the driving system is operating). Specifically, data 3DA indicates that external charging was executed during period P31 (from time t31 to time t32), period P32 (from time t33 to time t34), period P33 (from time t35 to time t36), and period P34 (from time t37 to time t38). Data 3DA includes the information that the number of times N three days ago was 4.

[0062] The controller 166 calculates the average NA of the number N during the most recent period. The average NA is based on the actual charging history. Therefore, the average NA can also be considered to correspond to an estimated value of the number of times external charging is performed in the current use of the vehicle 100. Thus, the average NA is used as an index value indicating the likelihood of external charging being performed in the current use of the vehicle 100.

[0063] The controller 166 determines whether the average NA of the number N is equal to or greater than a predetermined value PV (in this example, 1.5). In this example, the average NA (= 3.67) is greater than the predetermined value PV (= 1.5). Therefore, the controller 166 lowers the aforementioned threshold value (the SOC threshold value for starting the engine 175) (for example, from 30% to 20%) compared to the case where the average NA is less than the predetermined value PV.

[0064] Figure 3 is a timing chart for explaining the control executed by the controller in the comparative example. In this Figure 3, the transitions of the SOC and the operating state of the engine 175 are shown.

[0065] Referring to Figure 3, at time t0A (when the driving system is started), the mode of the vehicle 100 is set to the CD mode. In this example, between time t0A and time t1A, the engine 175 remains stopped, and the MG130 generates the driving force of the vehicle 100 (that is, the vehicle 100 performs EV driving). Therefore, as the vehicle 100 travels, power is consumed in the battery 110, and the SOC decreases.

[0066] At time t1A, when the SOC reaches (decreases to) the threshold value TH (TH1), the controller switches the mode of the vehicle 100 from the CD mode to the CS mode. Then, the controller starts the engine 175. The driving state of the engine 175 continues during the period P1A from time t1A to time t2A. During this period, exhaust gas is discharged from the engine 175.

[0067] Thereafter, the engine 175 is controlled so that the SOC is maintained within a range between TH1 and THU (the upper limit of the SOC during the CS mode). In this example, during the period P2A from time t3A to time t4A and during a constant period P3A after time t5A, the engine 175 is driven and exhaust gas is discharged from the engine 175.

[0068] FIG. 4 is a timing chart for explaining the control executed by the controller 166 according to the first embodiment. In this FIG. 4, the transition of the SOC, the operating state of the engine 175, and the execution / non-execution of external charging are shown.

[0069] In the first embodiment, when the average NA is less than the predetermined value PV (that is, when the possibility of external charging being executed is relatively low), the threshold TH is TH1, and the same control as in the comparative example (FIG. 3) is executed. On the other hand, when the average NA of the number of times N is equal to or greater than the predetermined value PV (that is, when the possibility of external charging being executed is relatively high), the threshold TH is lowered from TH1 to TH2 (TH2 < TH1). Hereinafter, the control executed by the controller 166 in this case will be described in detail.

[0070] Referring to FIG. 4, at time t0B (when the driving system is started), the mode of the vehicle 100 is set to the CD mode, and the engine 175 is stopped. In this example, it is assumed that the vehicle 100 performs only EV driving during the CD mode.

[0071] At time t1B, the SOC reaches TH1 but does not reach (decrease) TH2. Therefore, at this point, the engine 175 is not started and EV driving is performed.

[0072] During the period from time t2B to time t3B, the vehicle 100 travels on the charging lane. As a result, in-motion charging is executed. In this example, the charging power is greater than the power consumed by MG130 for EV driving (power consumption in the battery 110). As a result, the SOC is increased even though the mode of the vehicle 100 is the CD mode. At time t3B, the vehicle 100 finishes traveling on the charging lane.

[0073] During the period from time t3B to time t4B, EV driving is being performed and external charging (for example, in-motion charging) is not executed. Therefore, the power of the battery 110 is consumed when MG130 generates driving force, and the SOC decreases as a whole.

[0074] During the period from time t4B to time t5B, similar to the period from time t2B to time t3B, the vehicle 100 travels on the charging lane. As a result, the SOC is increased. At time t5B, the vehicle 100 finishes traveling on the charging lane.

[0075] During the period from time t5B to time t6B, similar to the period from time t3B to time t4B, the SOC decreases as a whole. During this period, EV driving is still continuing.

[0076] When the SOC reaches (decreases to) the threshold TH (TH2) at time t6B, the controller 166 switches the mode of the vehicle 100 from the CD mode to the CS mode. Then, the controller 166 starts the engine 175. As a result, EV driving is interrupted during a certain period P1B after time t6B.

[0077] As described above, in Embodiment 1, when the index value indicating a high likelihood of external charging being executed is large (when the average NA of the number of times N is equal to or greater than the predetermined value PV), the threshold value TH is lowered compared to when the index value is small (when the average NA of the number of times N is less than the predetermined value PV). As a result, it becomes difficult for the SOC to reach the threshold value TH, and thus it becomes difficult for the engine 175 to start. Consequently, when the likelihood of external charging being executed is high, the time (distance) during which EV driving is performed can be made longer than in the comparative example.

[0078] FIG. 5 is a flowchart showing an example of the process executed by the controller 166 for setting the threshold value TH. The process of this flowchart starts when the driving system of the vehicle 100 is activated. In the following description, FIGS. 2 to 4 are appropriately referred to.

[0079] Referring to FIG. 5, the controller 166 reads the history data 1640 from the memory 164 (step S1). The controller 166 acquires the number of times N that external charging has been executed from the history data 1640 for each day during the most recent period (step S10). Then, the controller 166 calculates the average NA of the number of times N (step S15).

[0080] Next, the controller 166 determines whether the average NA is equal to or greater than the predetermined value PV (step S20). If the average NA is equal to or greater than the predetermined value PV (YES in step S20), it is considered that the likelihood of external charging being executed during the current use of the vehicle 100 is relatively high. Therefore, the controller 166 sets the threshold value TH to TH2 (<TH1) (step S25).

[0081] On the other hand, if the average NA is less than the predetermined value PV (NO in step S20), it is considered that the likelihood of external charging being executed during the current use of the vehicle 100 is relatively low. Therefore, the controller 166 sets the threshold value TH to TH1 (step S30). After the process of step S25 or S30, the process of FIG. 5 ends.

[0082] As described above, the vehicle ECU 160 according to the present embodiment includes an input / output interface 161 and a controller 166. The input / output interface 161 acquires the SOC which is an example of a parameter defining the starting condition of the engine 175. The starting condition includes that the SOC reaches the threshold value TH. The controller 166 sets the threshold value TH. When the average NA of the number N of times of external charging executed is large, the controller 166 sets the threshold value TH so that it is more difficult for the SOC to reach the threshold value TH than when the average NA is small.

[0083] With such a configuration, when the possibility of external charging being executed is high, the engine 175 is less likely to be started than when the possibility of external charging being executed is low. As a result, in the vehicle 100, the amount of exhaust gas associated with the driving of the engine 175 can be reduced. Furthermore, the desires of users who prefer the vehicle 100 to travel in EV mode as much as possible can be satisfied.

[0084] [Modification Example 1] The index value indicating the high possibility of external charging being executed may be the average per day of the number of times (entry times) the vehicle 100 has entered the vicinity area of the charging facility during the most recent period. The "vicinity area" of the charging facility is an area within a predetermined distance from the charging facility. The predetermined distance is appropriately determined in advance, for example, when the travel route of the vehicle 100 is adjacent to the charging facility (in the case of the charging stand 300) or on the charging facility (in the case of the charging lane). The average of the entry times can be used instead of the average NA (the average value of the number of times of external charging executed). The average of the entry times is different from the average NA in that it has nothing to do with whether external charging has actually been executed.

[0085] Each time the position specified by the GPS 172 (the current position of the vehicle 100) is within the vicinity area of the position of the charging facility in the map data stored in the memory 149 of the HMI device 145, the controller 166 counts up the entry times. The entry times are stored in the memory 164 every day.

[0086] When the vehicle 100 enters the vicinity area of the charging facility, the vehicle 100 can perform external charging (including contact charging and non-contact charging). Specifically, in the case of contact charging, after the vehicle 100 stops right next to the charging stand 300, external charging can be performed. On the other hand, in the case of non-contact charging, external charging can be performed while the vehicle 100 is parked in a parking space for charging or while it is traveling in a charging lane.

[0087] When the average number of entries is large, it is considered that the number of charging facilities available to the user in the driving area of the vehicle 100 is larger than when the average number of entries is small. Therefore, it is considered that the possibility of performing external charging in the current use of the vehicle 100 is high. Thus, the average number of times the vehicle 100 enters the vicinity area of the charging facility per day may be used as the above index value.

[0088] [Modification Example 2] The controller 166 may estimate the number of entries according to the driving route from the current location of the vehicle 100 to the destination. Specifically, when the driving route of the vehicle 100 is set, the controller 166 identifies one or more charging facilities in the vicinity area of the driving route. The controller 166 executes this identification process using the map data stored in the memory 149 of the HMI device 145. It is considered that the vehicle 100 enters (passes through) the vicinity area of the one or more charging facilities while traveling along the driving route. Therefore, the number of entries is estimated to be equal to the number of charging facilities identified as described above. The number of entries estimated in this way may be used instead of the average value of the number of entries in Modification Example 1 (the average value of the number of times the vehicle 100 actually entered the vicinity area during the recent period).

[0089] FIG. 6 is a flowchart showing an example of the process executed by the controller 166 for setting the threshold TH in this second modification. This flowchart is different from the flowchart of FIG. 5 in that the processes of steps S102 to S120 are executed instead of the processes of steps S1 to S20 (FIG. 5). The processes of steps S125 and S130 are the same as the processes of steps S25 and S30 (FIG. 5), respectively. The process of this flowchart is executed when the driving route from the current location of the vehicle 100 to the destination is set.

[0090] Referring to FIG. 6, the controller 166 acquires information (position information) indicating the current location of the vehicle 100 from the GPS 172 (step S102).

[0091] Next, the controller 166 identifies one or more charging facilities in the vicinity of the driving route according to the map data stored in the memory 149 (step S107).

[0092] Next, the controller 166 estimates the number NE (number of entries) of times the vehicle 100 enters the vicinity of the charging facility as the number of the identified charging facilities (plural possible) (step S108).

[0093] Next, the controller 166 determines whether or not the number NE is equal to or greater than a predetermined value PV (step S120). If the number NE is equal to or greater than the predetermined value PV (YES in step S120), the controller 166 sets the threshold TH1 to TH2 (step S125). On the other hand, if the number NE is less than the predetermined value PV (NO in step S120), the controller 166 sets the threshold TH1 to TH1 (step S130).

[0094] [Second Modification] The index value indicating the likelihood of external charging being executed may be the average time of the time when external charging was executed. This average time is calculated by the controller 166 as the average time per day for the most recent period. The controller 166 stores in the memory 164 the time during which the charging relay RY1 or RY2 is in the on state as the time when external charging was executed.

[0095] As an example, assume that on the driving route along which the vehicle 100 travels daily, only one charging lane is provided as charging equipment, and this charging lane is sufficiently long. In such a situation, while the average NA (=1) of the number N of times external charging was executed is smaller than the predetermined value PV (for example, 1.5), the battery 110 is considered likely to be sufficiently charged. Therefore, even when the SOC temporarily drops below TH1 (FIG. 3), it is highly likely that non-contact charging will be executed thereafter and the SOC will be increased.

[0096] Therefore, when the average time of the time when external charging was executed (the average time per day during the most recent period) is greater than the threshold time, the controller 166 may lower the threshold value TH more than when this average time is smaller than the threshold time (for example, the threshold value TH may be set to TH2 (FIG. 4)).

[0097] [Modification Example 4] The index value indicating the likelihood of external charging being executed may be the number of charging facilities installed in the area (driving area) where the vehicle 100 travels daily. The controller 166 acquires information on the charging facilities (plural possible) in the driving area from the charging facility data stored in the memory 149 and counts the number of the charging facilities.

[0098] Specifically, when the vehicle 100 is traveling in an urban area, it is considered that the number of charging facilities in the vicinity of the driving route of the vehicle 100 is larger than when the vehicle 100 is traveling in a rural area. Therefore, in an urban area, it is considered that the likelihood of external charging of the vehicle 100 is higher than in a rural area.

[0099] The controller 166 determines the driving area of the vehicle 100 according to the position specified by the GPS 172 and the map data stored in the memory 149 (for example, determines whether the driving area is an urban area or a rural area). The controller 166 counts the number of charging facilities in the driving area as described above according to this determination result and the charging facility data.

[0100] As an example, when the counted number is equal to or greater than a predetermined number, the controller 166 sets the threshold TH to TH2 (FIG. 4). On the other hand, when the counted number is less than the predetermined number, the controller 166 sets the threshold TH to TH1 (FIG. 3).

[0101] [Embodiment 2] In Embodiment 1 and its Modification Examples 1 to 4, it is assumed that the engine start threshold of the SOC, which is an example of the parameter defining the engine start condition of the engine 175, is changed according to the above index value (for example, the average NA).

[0102] In Embodiment 2, the engine start thresholds of the vehicle speed or the torque request value, which are other examples of this parameter, are changed according to the above index value. Hereinafter, these points will be described in more detail.

[0103] The configuration and control procedure of the vehicle 100 in Embodiment 2 are basically the same as the configuration and control procedure of the vehicle 100 (FIG. 1) in Embodiment 1 and its Modification Examples 1 to 4.

[0104] FIG. 7 is a diagram for explaining the difference between the torque-vehicle speed characteristics in the comparative example and the torque-vehicle speed characteristics in Embodiment 2. Hereinafter, the torque-vehicle speed characteristics are also represented as T-V characteristics.

[0105] Referring to FIG. 7, the T-V characteristic 405 represents the T-V characteristic in the comparative example. In the T-V characteristic 405, the horizontal axis represents the vehicle speed V, and the vertical axis represents the torque demand value T of the vehicle 100. In the T-V characteristic 405, the threshold speed THV does not depend on the average NA.

[0106] The EV driving region (hatched region) 407 of the T-V characteristic 405 is a region where the vehicle speed V is less than THV0 (threshold speed THV) and the torque demand value T is less than T0 (threshold torque THT). When the coordinates of the point determined by the combination of the vehicle speed V and the torque demand value T are within the EV driving region 407, the controller of the comparative example stops the engine 175 and drives the MG130. Thereby, EV driving is performed. And when these coordinates are within the EV driving region 407, during the EV driving of the vehicle 100, the power consumption in the battery 110 is relatively small. Therefore, the controller does not need to start (drive) the engine 175 to prevent the decrease of the SOC.

[0107] The HV driving region (non-hatched region) 408 of the T-V characteristic 405 is a region where the vehicle speed V is equal to or higher than THV0 or the torque demand value T is equal to or higher than T0. When the coordinates of the point determined by the combination of the vehicle speed V and the torque demand value T are within the HV driving region 408, the controller controls the engine 175 and the MG130 so that HV driving is performed. In this case, if EV driving is performed, the power consumption in the battery 110 will become relatively large. Therefore, when the vehicle speed V exceeds THV0 or the torque demand value T exceeds T0, the controller starts the engine 175 so that HV driving is performed.

[0108] Next, the T-V characteristic of the second embodiment will be described. When the average NA is less than the predetermined value PV (that is, when the possibility of external charging is relatively low), this T-V characteristic is equal to the T-V characteristic 405 of the comparative example. On the other hand, when the average NA is equal to or higher than the predetermined value PV (that is, when the possibility of external charging is relatively high), the T-V characteristic of the second embodiment changes from the T-V characteristic 405 to the T-V characteristic 410.

[0109] When the average NA is equal to or greater than a predetermined value PV, the controller 166 sets the threshold speed THV so that the vehicle speed V is less likely to reach the threshold speed THV than when the average NA is less than the predetermined value PV. Specifically, the controller 166 raises the threshold speed THV from THV0 to THV1.

[0110] As a result, the EV driving region 412 of the T-V characteristic 410 becomes wider in the horizontal axis direction than when the average NA is less than the predetermined value PV. As a result, it becomes difficult to start the engine 175 (it becomes difficult to switch the driving mode of the vehicle 100 from the EV driving mode to the HV driving mode). Therefore, the amount of exhaust gas from the vehicle 100 can be reduced.

[0111] When the average NA is equal to or greater than a predetermined value PV, the controller 166 may set the threshold torque THT so that the torque demand value T is less likely to reach the threshold torque THT than when the average NA is less than the predetermined value PV. Specifically, the controller 166 may raise the threshold torque THT. As a result, similar to the case where the threshold speed THV is raised, it becomes difficult to start the engine 175.

[0112] FIG. 8 is a flowchart showing an example of the process executed by the controller 166 for setting the threshold speed THV in the second embodiment. This flowchart is different from the flowchart of FIG. 5 in that the processes of steps S225 and S230 are executed instead of the processes of steps S25 and S30 (FIG. 5), respectively. The processes of steps S201 to S220 are the same as the processes of steps S1 to S20 (FIG. 5), respectively. In the following description, FIG. 7 will be referred to as appropriate.

[0113] Referring to FIG. 8, when the average NA is equal to or greater than a predetermined value PV (YES in step S220), the controller 166 sets the threshold speed THV to THV2 (>THV1) (step S225).

[0114] When the average NA is less than the predetermined value PV (NO in step S220), the controller 166 sets the threshold speed THV to THV1 (step S230). After step S225 or S230, the controller 166 ends the process of FIG. 8.

[0115] As described above, in the second embodiment, when the average NA is large, the controller 166 makes the vehicle speed V (or torque demand value T) less likely to reach the threshold speed THV (or threshold torque THT) than when the average NA is small, and sets the threshold speed THV (or threshold torque THT).

[0116] As a result, similar to the case of the first embodiment and its modification examples 1 to 4, it becomes difficult to start the engine 175. As a result, the amount of exhaust gas from the vehicle 100 can be reduced.

[0117] [Other Modification Examples] The threshold value (specifically, the threshold value TH, the threshold speed THV, or the threshold torque THT) may be set by the processing device 205 (FIG. 1) of the server 200.

[0118] Referring to FIG. 1 again, the communication device 210 acquires from the vehicle 100 the parameters (for example, SOC, vehicle speed V, or torque demand value T) that define the starting conditions of the engine 175, and the above-mentioned index value (for example, average NA).

[0119] The processing device 205 sets the threshold value according to the parameters and index values acquired by the communication device 210. As an example, when the index value is large, the processing device 205 lowers the threshold value TH (or raises the threshold speed THV or the threshold torque THT) compared to when the index value is small. The communication device 210 transmits the threshold value set by the processing device 205 to the vehicle 100.

[0120] The communication device 170 of the vehicle 100 receives this threshold value from the server 200. The controller 166 controls the engine 175 and the MG 130 in accordance with this threshold value in the same manner as in the aforementioned Embodiment 1 and its Modification Examples 1 to 4, or in the case of Embodiment 2.

[0121] When the automatic driving of the vehicle 100 is performed, the processing device 205 may control the engine 175 and the MG 130 of the vehicle 100 through the control command transmitted to the vehicle 100 through the communication device 210 in the same manner as in these embodiments and modification examples.

[0122] As described above, the server 200 corresponds to an example of the "control device for a hybrid vehicle" in the present disclosure, the processing device 205 corresponds to an example of the "setting unit" in the present disclosure, and the communication device 210 corresponds to an example of the "acquisition unit" in the present disclosure.

[0123] In the aforementioned Embodiment 1 and its Modification Examples 1 to 4, or in Embodiment 2, the vehicle ECU 160 calculates the torque request value. However, an ECU that calculates the torque request value according to the accelerator opening degree or the like may be provided separately. In this case, the torque request value calculated by this ECU is input to the vehicle ECU 160.

[0124] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is shown not by the above description but by the claims, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0125] 100 vehicle, 160 vehicle ECU, 110 battery, 150 inlet, 155 power receiving device, 157 start switch, 161 input / output interface, 166 controller, 170, 210, 303, 305 communication device, 175 engine, 200 server, 205 processing device, 300 charging stand, 307 contactless charging equipment, 407, 412 EV driving area, 408, 413 HV driving area, 1640 history data, N, NE number of times, NA average, PV predetermined value.

Claims

1. A control device for a hybrid vehicle including an internal combustion engine, a power storage device, and an electric motor that generates a driving force for the vehicle using the power stored in the power storage device, wherein the hybrid vehicle is configured to be capable of performing external charging for charging the power storage device using power from a charging facility provided outside the hybrid vehicle, and the hybrid vehicle further includes a storage device that stores data indicating the positions of one or more of the charging facilities, The control device, acquires a parameter that defines a starting condition of the internal combustion engine and position information indicating a current location of the hybrid vehicle, the starting condition includes the parameter reaching a threshold value, and the control device further, identifies, according to the data, one or more of the charging facilities along or on a travel route of the hybrid vehicle from the current location to a destination of the hybrid vehicle, and sets the threshold value such that when the number of the identified charging facilities is large, the parameter is less likely to reach the threshold value than when the number of the identified charging facilities is small. A control device for a hybrid vehicle.

2. A control device for a hybrid vehicle including an internal combustion engine, a power storage device, and an electric motor that generates a driving force for the vehicle using the power stored in the power storage device, wherein the hybrid vehicle is configured to be capable of performing external charging for charging the power storage device using power from a charging facility provided outside the hybrid vehicle, The control device, acquires a parameter that defines a starting condition of the internal combustion engine and position information indicating a current location of the hybrid vehicle, the starting condition includes the parameter reaching a threshold value, and the control device further, stores, on a daily basis, the number of times the hybrid vehicle enters a vicinity area of one or more of the charging facilities counted according to the position information. A control device for a hybrid vehicle that sets the threshold value so that when the average number of entries per day is large, the parameter is less likely to reach the threshold value than when the average is small.

3. A control device for a hybrid vehicle including an internal combustion engine, a power storage device, and an electric motor that generates a driving force for the vehicle using the power stored in the power storage device, wherein the hybrid vehicle is configured to be capable of performing external charging for charging the power storage device using power from a charging facility provided outside the hybrid vehicle, and the hybrid vehicle further includes a storage device that stores data indicating the positions of one or more of the charging facilities. The control device acquires a parameter that defines a starting condition of the internal combustion engine and position information indicating a current location of the hybrid vehicle, the starting condition includes the parameter reaching a threshold value, and the control device further determines a driving area of the hybrid vehicle according to the position information, counts the number of one or more of the charging facilities installed in the driving area according to the data, A control device for a hybrid vehicle that sets the threshold value so that when the counted number of the charging facilities is large, the parameter is less likely to reach the threshold value than when the counted number of the charging facilities is small.

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