Hybrid vehicle

Abstract

To provide a hybrid vehicle capable of an appropriate travel support even if towing another vehicle in the past or present.SOLUTION: A control apparatus 2 generates a travel plan with any of a plurality of travel modes assigned on the basis of travel load information on a travel-planned route, the information being stored in a storage device, and controls traveling of a hybrid vehicle on the basis of the travel plan. In a case where a period of time of travel or a distance of travel with a value exceeding a first threshold, the value produced by subtracting travel power required for the hybrid vehicle to travel from estimated travel power on the basis of the travel load information, exceeds a second threshold, the control apparatus 2 stops controlling the travel of the hybrid vehicle on the basis of the travel plan.SELECTED DRAWING: Figure 5

Description

Technical Field

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

Background Art

[0002] When the hybrid vehicle control device described in Patent Document 1 stops the vehicle, if the destination is set by the navigation system and the route to the destination is set, it formulates a driving plan that plans the switching of the EV / HV driving mode on that route. This hybrid vehicle control device estimates the driving power (driving resistance) on the planned driving route to the destination, and creates a driving plan indicating the switching plan of the EV / HV driving mode according to the estimated value.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By driving the vehicle according to the driving plan described in Patent Document 1, appropriate driving support can be provided. For example, when arriving at the destination, the remaining battery level of the vehicle can be reduced.

[0005] However, when the driving data required when the vehicle is towing another vehicle is accumulated, and then when the vehicle is not towing another vehicle, if the accumulated driving power is used to execute the switching of the driving mode, appropriate driving cannot be supported. For example, there is a problem that the amount of battery consumed by the driving of the vehicle is small, and the remaining battery level is still high even when arriving at the destination.

[0006] Therefore, an object of the present disclosure is to provide a hybrid vehicle that enables appropriate driving support even if it has towed other vehicles in the past or at present.

Means for Solving the Problems

[0007] The hybrid vehicle of the present disclosure includes a power storage device, an internal combustion engine, a control device that controls the hybrid vehicle, and a storage device that stores driving load information including the driving load of the hybrid vehicle. The control device creates a driving plan that assigns one of a plurality of driving modes based on the driving load information stored in the storage device on the planned driving route, and controls the driving of the hybrid vehicle based on the driving plan. When the driving time or the driving distance during which the value obtained by subtracting the driving power required for the driving of the hybrid vehicle from the estimated driving power based on the driving load information exceeds the first threshold exceeds the second threshold, the control of the driving of the hybrid vehicle based on the driving plan is stopped.

[0008] When the driving time or the driving distance during which the value obtained by subtracting the driving power required for the driving of the hybrid vehicle from the estimated driving power based on the driving load information exceeds the first threshold exceeds the second threshold, it can be determined that the driving load information stored in the storage device is obtained by the driving when the hybrid vehicle has towed other vehicles, and the current driving of the hybrid vehicle is driving when it is not towing other vehicles. In such a case, the hybrid vehicle can stop the driving control based on the driving load information stored in the storage device.

[0009] The hybrid vehicle of the present disclosure includes a power storage device, an internal combustion engine, a control device that controls the hybrid vehicle, and a storage device that stores driving load information including the driving power of the hybrid vehicle. The control device updates the driving load information stored in the storage device based on the driving power required for the running of the hybrid vehicle. When the running time or the running distance of running in which the value obtained by subtracting the estimated driving power based on the driving load information stored in the storage device from the driving power exceeds a first threshold value exceeds a second threshold value, the control device stops updating the driving load information by the driving power.

[0010] When the running time or the running distance of running in which the value obtained by subtracting the estimated driving power based on the driving load information stored in the storage device from the driving power exceeds a first threshold value exceeds a second threshold value, the driving load information stored in the storage device is obtained by running when the hybrid vehicle is not towing another vehicle, and it can be determined that the current running of the hybrid vehicle is running when towing another vehicle. In such a case, the hybrid vehicle can stop updating the driving load information by the driving power obtained by the current running.

[0011] Preferably, the control device creates a driving plan that assigns any one of a plurality of driving modes based on the driving load information stored in the storage device on the planned driving route, and controls the running of the hybrid vehicle based on the driving plan. When the running time or the running distance of running in which the value obtained by subtracting the driving power from the estimated driving power exceeds a third threshold value exceeds a fourth threshold value, the control device stops controlling the running of the hybrid vehicle based on the driving plan.

[0012] When the running time or running distance during which the vehicle runs with the value obtained by subtracting the driving power from the estimated driving power exceeding the third threshold exceeds the fourth threshold, it can be determined that the driving load information stored in the storage device is obtained from the running when the hybrid vehicle towed another vehicle, and the current running of the hybrid vehicle is running when it is not towing another vehicle. In such a case, the hybrid vehicle can stop the running control based on the running load information stored in the storage device.

[0013] Preferably, when the value obtained by subtracting the average value of the driving power from the average value of the estimated driving power per unit running time exceeds the third threshold, the control device increases the value of the first counter, and when the value obtained by subtracting the average value of the estimated driving power from the average value of the driving power within the unit running time exceeds the first threshold, the control device increases the value of the second counter. When the value of the first counter exceeds the first reference value, the control of the vehicle running based on the running plan is stopped, and when the value of the second counter exceeds the second reference value, the update of the running load information by the driving power is stopped. The product of the first reference value and the unit running time is the fourth threshold. The product of the second reference value and the unit running time is the second threshold.

[0014] With this configuration, the hybrid vehicle can execute the stop of the control of the vehicle running based on the running plan and the stop of the update of the running load information by the driving power by using the first counter and the second counter that can be updated every unit running time.

[0015] Preferably, when the value obtained by subtracting the average value of the estimated driving power from the average value of the driving power per unit travel distance exceeds a third threshold value, the control device increases the value of the first counter, and when the value obtained by subtracting the average value of the estimated driving power from the average value of the driving power within the unit travel distance exceeds a first threshold value, the control device increases the value of the second counter. When the value of the first counter exceeds a first reference value, the control device stops controlling the vehicle's travel based on the travel plan, and when the value of the second counter exceeds a second reference value, the control device stops updating the travel load information based on the driving power. The product of the first reference value and the unit travel distance is a fourth threshold value. The product of the second reference value and the unit travel distance is a second threshold value.

[0016] With this configuration, the hybrid vehicle can execute stopping the control of the vehicle's travel based on the travel plan and stopping the update of the travel load information based on the driving power by using the first counter and the second counter that can be updated for each unit travel distance.

[0017] Preferably, the plurality of driving modes are a CD mode that consumes the power stored in the power storage device and a CS mode that maintains the power stored in the power storage device. The control device assigns the CD mode in order from the section with a low travel load among the plurality of sections included in the planned travel route.

[0018] With this configuration, when the hybrid vehicle arrives at the destination, the remaining amount of power in the power storage device can be reduced.

[0019] Preferably, the second threshold value and the fourth threshold value when the distance from the current location to the target value exceeds the reference distance are larger than the second threshold value and the fourth threshold value when the distance from the current location to the target value is less than or equal to the reference distance.

[0020] The driving load information stored in the memory device is obtained by driving when the hybrid vehicle is towing another vehicle. When the current driving of the hybrid vehicle is not towing another vehicle, the remaining amount of power in the power storage device increases. When the distance to the destination is short, by reducing the second threshold value and the fourth threshold value, it becomes easier to stop the driving control based on the driving load information stored in the memory device, and thus the power of the power storage device can be easily consumed.

Effect of the Invention

[0021] According to the hybrid vehicle of the present disclosure, appropriate driving support can be provided even if another vehicle has been towed in the past or currently.

Brief Description of the Drawings

[0022]

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Mode for Carrying Out the Invention

[0023] Hereinafter, embodiments will be described with reference to the drawings. [First Embodiment] FIG. 1 is an overall configuration diagram of a vehicle 1 according to an embodiment. The vehicle 1 is a so-called plug-in hybrid vehicle. The vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as "first MG") 20, a second motor generator (hereinafter referred to as "second MG") 30, a power split device 40, a PCU (Power Control Unit) 50, a power storage device 60, an inlet 62, a charger 63, and drive wheels 80.

[0024] The engine 10 is an internal combustion engine that outputs power by converting the combustion energy generated when a mixture of air and fuel is burned into the kinetic energy of a mover such as a piston or a rotor. The power split device 40 includes, for example, a planetary gear mechanism having three rotating shafts of a sun gear, a carrier, and a ring gear. The power split device 40 splits the power output from the engine 10 into power for driving the first MG 20 and power for driving the drive wheels 80.

[0025] The first MG 20 and the second MG 30 are AC rotating electric machines. The first MG 20 and the second MG 30 are, for example, three-phase AC synchronous motors in which permanent magnets are embedded in the rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power split device 40. The electric power generated by the first MG 20 is supplied to the second MG 30 or the power storage device 60 via the PCU 50.

[0026] The second MG30 mainly operates as an electric motor and drives the drive wheels 80. The second MG30 is driven by receiving at least one of the electric power from the power storage device 60 and the generated electric power of the first MG20, and the driving force of the second MG30 is transmitted to the drive wheels 80. On the other hand, during braking of the vehicle 1 and when going downhill, the second MG30 operates as a generator to perform regenerative power generation. The electric power generated by the second MG30 is recovered to the power storage device 60 via the PCU50.

[0027] The vehicle 1 shown in FIG. 1 is a hybrid vehicle of a type including an engine 10 and two motor generators (the first MG20 and the second MG30) as drive sources, but the vehicle to which the present disclosure is applicable is not limited to the vehicle 1 shown in FIG. 1. For example, the present disclosure is also applicable to a hybrid vehicle including an engine and one motor generator.

[0028] The PCU50 converts the DC power received from the power storage device 60 into AC power for driving the first MG20 and the second MG30. The PCU50 converts the AC power generated by the first MG20 and the second MG30 into DC power for charging the power storage device 60. The PCU50 is configured to include, for example, two inverters provided corresponding to the first MG20 and the second MG30, and a converter that boosts the DC voltage supplied to each inverter to be equal to or higher than the voltage of the power storage device 60.

[0029] The power storage device 60 is a rechargeable DC power source, and is configured to include, for example, a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The power storage device 60 is charged by receiving the electric power generated by at least one of the first MG20 and the second MG30. The power storage device 60 supplies the stored electric power to the PCU50. An electric double layer capacitor or the like can also be adopted as the power storage device 60.

[0030] The power storage device 60 is provided with a monitoring unit 61. The monitoring unit 61 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown in the figure) that respectively detect the voltage, input / output current, and temperature of the power storage device 60. The monitoring unit 61 outputs the detection values of each sensor (the voltage, input / output current, and temperature of the power storage device 60) to the BAT-ECU 110.

[0031] The inlet 62 is configured to be connectable to a power supply facility (not shown) outside the vehicle. The charger 63 is provided between the inlet 62 and the power storage device 60. The charger 63 is controlled by a control signal from the HV-ECU 100, converts the external power input from the power supply facility outside the vehicle into power that can charge the power storage device 60, and outputs the converted power to the power storage device 60. Hereinafter, the charging of the power storage device 60 using external power is also referred to as "external charging".

[0032] The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, a driving load learning device 160, and an HMI (Human Machine Interface) device 140.

[0033] FIG. 2 is a block diagram showing the detailed configuration of the HV-ECU 100, various sensors 120, and navigation device 130 shown in FIG. 1. The HV-ECU 100, BAT-ECU 110, multimedia ECU 150, navigation device 130, and HMI device 140 are configured to be able to communicate with each other through a CAN (Controller Area Network) 150.

[0034] The various sensors 120 include, for example, an accelerator pedal sensor 122, a vehicle speed sensor 124, and a brake pedal sensor 126. The accelerator pedal sensor 122 detects the amount of accelerator pedal operation (hereinafter also referred to as "accelerator opening") ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects the amount of brake pedal operation BP by the user. Each of these sensors outputs the detection result to the HV-ECU 100.

[0035] The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs and the like, a RAM (Random Access Memory) that temporarily stores data, an input / output port (not shown) for inputting and outputting various signals, and the like. The CPU executes predetermined arithmetic processing based on the information stored in the memory (ROM and RAM), the information from the various sensors 120, and the information from the BAT-ECU 110. The HV-ECU 100 controls each device such as the engine 10, the PCU 50, and the HMI device 140 based on the result of the arithmetic processing.

[0036] The BAT-ECU 110 also includes a CPU, a ROM, a RAM, an input / output port, etc. (all not shown). The BAT-ECU 110 calculates the SOC (State Of Charge) indicating the state of charge of the power storage device 60 based on the detection values of the input / output current and / or voltage of the power storage device 60 from the monitoring unit 61. The SOC is expressed, for example, as a percentage of the current state of charge with respect to the full charge capacity of the power storage device 60. The BAT-ECU 110 outputs the calculated SOC to the HV-ECU 100. The HV-ECU 100 may calculate the SOC.

[0037] The BAT-ECU 110 outputs the detection value of the temperature of the power storage device 60 by the monitoring unit 61 to the HV-ECU 100.

[0038] The navigation device 130 includes a navigation ECU 132, a map information database (DB) 134, a GPS (Global Positioning System) receiver 136, and a traffic information receiver 138.

[0039] The map information DB 134 is constituted by a hard disk drive (HDD) or the like and stores map information. The map information includes data regarding "nodes" such as intersections and dead ends, "links" connecting the nodes, and "facilities" (buildings, parking lots, etc.) along the links. The map information includes position information of each node, distance information of each link, road type information (information such as urban areas, highways, and general roads) included in each link, gradient information of the map, and the like. The map information may be information that sequentially acquires map information through communication with an external database, rather than map information read from the map information DB 134.

[0040] The GPS receiver 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown) and outputs a signal indicating the current position of the vehicle 1 to the navigation ECU 132.

[0041] The traffic information receiver 138 receives road traffic information (e.g., VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic jam information and may also include other road regulation information, parking lot information, and the like. This road traffic information is updated, for example, every five minutes.

[0042] The navigation ECU 132 includes a CPU, a ROM, a RAM, input / output ports (not shown), and the like. Based on various information and signals received from the map information DB 134, the GPS receiver 136, and the traffic information receiver 138, the navigation ECU 132 outputs the current position of the vehicle 1, as well as the surrounding map information and traffic jam information, etc. to the HMI device 140 and the HV-ECU 100.

[0043] When the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 searches for a planned route from the current position of the vehicle 1 to the destination based on the map information DB 134. The planned route is composed of a set of nodes and links from the current position of the vehicle 1 to the destination. Then, the navigation ECU 132 outputs the search result (a set of nodes and links) from the current position of the vehicle 1 to the destination to the HMI device 140.

[0044] The navigation ECU 132 outputs map information and road traffic information (hereinafter, also referred to as "first look-ahead information") in the planned route from the current position of the vehicle 1 to the destination to the HV-ECU 100 at every predetermined timing (for example, at one-minute intervals).

[0045] The driving load learning device 160 includes a multimedia ECU 150 and a driving load database (DB) 152.

[0046] The driving load DB 152 stores a plurality of driving load information. FIG. 3 is a diagram showing an example of the driving load information stored in the driving load DB 152.

[0047] The driving load information includes a link ID, driving load data of the link, and the number of times the vehicle 1 has passed through the link (hereinafter, the number of passes NP). The driving load data of the link includes data related to the average driving speed (hereinafter, driving speed V) when the vehicle 1 travels on the link, the driving power (hereinafter, driving power PW) when the vehicle 1 travels on the link, and the gradient (hereinafter, gradient SL) when the vehicle 1 travels on the link.

[0048] The multimedia ECU 150 includes a CPU, a ROM, a RAM, input / output ports (not shown), etc. The multimedia ECU 150 outputs the driving load information in the driving load DB 152 to the HV-ECU 100. The multimedia ECU 150 updates the driving load information in the driving load DB 152 based on the information from the HV-ECU 100.

[0049] The multimedia ECU 150 outputs, at every predetermined timing, the traveling speed V, traveling power PW, and gradient SL (hereinafter also referred to as "second preview information") of each link in the planned traveling route from the current position of the vehicle 1 to the destination to the HV-ECU 100.

[0050] The output of the first preview information by the navigation ECU 132 and the output of the second preview information by the multimedia ECU 150 are performed simultaneously.

[0051] The HMI device 140 is a device that provides information for assisting the driving of the vehicle 1 to the user. The HMI device 140 is typically a display provided inside the vehicle 1 and also includes a speaker or the like. The HMI device 140 provides various information to the user by outputting visual information (graphical information, character information) and auditory information (voice information, sound information), etc.

[0052] The HMI device 140 functions as a display of the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1, as well as map information and traffic jam information in the vicinity thereof, from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and traffic jam information in the vicinity thereof.

[0053] The HMI device 140 also operates as a touch panel operable by the user. The user can, for example, change the scale of the displayed map or input the destination of the vehicle 1 by touching the touch panel. When the destination is input in the HMI device 140, the information of the destination is transmitted to the navigation device 130 through the CAN 150.

[0054] As described above, the navigation ECU 132 and the multimedia ECU 150 each output the "first preview information" and the "second preview information" to the HV-ECU 100 simultaneously at every predetermined timing.

[0055] The HV-ECU 100 sets the driving mode of the vehicle 1 to either the CD mode or the CS mode, and controls the engine 10, the first MG 20, and the second MG 30 according to the set control mode.

[0056] The CD mode is a mode in which the SOC (electric power) of the power storage device 60 is consumed by driving using the discharge power of the power storage device 60 without operating the engine 10 as much as possible. In the CD mode, driving is performed using the power stored in the power storage device 60 until the SOC of the power storage device 60 reaches a predetermined lower limit value.

[0057] The CS mode is a mode in which the SOC of the power storage device 60 is maintained as much as possible by making it easier to operate the engine 10 than in the CD mode to suppress the discharge of the power storage device 60 or to charge the power storage device 60. In the CS mode, driving is also performed using the power of the engine 10 so that the SOC of the power storage device 60 is maintained within a predetermined range.

[0058] When the user performs an operation requesting the CS mode (for example, when the user presses a CS mode selection switch (not shown)), the HV-ECU 100 sets the driving mode to the CS mode.

[0059] When the user does not perform an operation requesting the CS mode, the HV-ECU 100 automatically switches between the CD mode and the CS mode. At this time, the HV-ECU 100 changes the switching mode between the CD mode and the CS mode according to whether or not the planned driving route of the vehicle 1 is set.

[0060] When the planned driving route is not set (when the destination is not input), the HV-ECU 100 performs driving in the CD mode until the SOC of the power storage device 60 reaches a predetermined lower limit value. When the SOC reaches the predetermined lower limit value, the mode is switched from the CD mode to the CS mode, and driving in the CS mode is started.

[0061] When a planned driving route is set (when a destination is input), the HV-ECU 100 switches between the CD mode and the CS mode using driving load information and the like of the planned driving route.

[0062] FIG. 4 is a diagram schematically showing an example of changes in the driving mode when a planned driving route is set. When a planned driving route is set, based on the second look-ahead information, the CD mode and the CS mode are assigned to each driving section so that the SOC is used up when arriving at the destination. In FIG. 4, the horizontal axis represents time, and the vertical axis represents the SOC. The HV-ECU 100 sets the CS mode and the CD mode based on the second look-ahead information. In the example shown in FIG. 4, the driving mode is set to the CS mode in the driving sections from time t1 to t2 and from time t3 to t4, and the driving mode is set to the CD mode in other driving sections. Here, a driving section consists of one or more links.

[0063] In the driving section from the start of driving to time t1, the SOC decreases due to driving in the CD mode, and the mode switches from the CD mode to the CS mode at time t1. In the driving section from time t1 to t2, driving is performed while appropriately adjusting the charge / discharge amount of the power storage device 60 (such as the power generation amount of the first MG 20 using the power of the engine 10) so that the SOC is maintained within a predetermined range based on the SOC at the time (time t1) when the driving mode switches to the CS mode.

[0064] At time t2, the mode switches from the CS mode to the CD mode, and in the driving section from time t2 to t3, the SOC decreases due to driving in the CD mode. At time t3, the mode switches to the CS mode, and driving is performed while appropriately adjusting the charge / discharge amount of the power storage device 60 so that the SOC is maintained within a predetermined range based on the SOC at the time (time t3) when the driving mode switches. At time t4, the mode switches from the CS mode to the CD mode, and the SOC decreases due to driving in the CD mode. Then, when arriving at the destination, the SOC reaches the lower limit value Sth, and the SOC is used up when arriving at the destination.

[0065] In this way, based on the second pre-reading information (travel speed V, travel power PW, and gradient SL of each link) from the driving load learning device 160, the HV-ECU 100 calculates the driving load of each link, and based on the driving load of each link, performs control to automatically switch between the CD mode and the CS mode so that the SOC is used up upon arrival. In order to improve fuel efficiency by making the driving distance in the CD mode as long as possible, the HV-ECU 100 assigns the CD mode in order from the link with the lowest driving load among the plurality of links included in the planned travel route. For example, since the driving load of a link with a small travel speed V, travel power PW, and gradient SL is smaller than that of a link with a large travel speed V, travel power PW, and gradient SL, the CD mode may be assigned first. It is also possible that the CD mode is assigned in order from the link with a small added value obtained by weighted addition of the travel speed V, travel power PW, and gradient SL.

[0066] When the driving load information is not stored in the driving load DB 152, the HV-ECU 100 may calculate the driving load of each link based on the first pre-reading information from the navigation device 130. For example, the HV-ECU 100 may calculate the driving load of each link based on the gradient information of each link on the map. Alternatively, the HV-ECU 100 may calculate the driving load of each link based on the specifications of the vehicle 1. Alternatively, the HV-ECU 100 may use the driving load obtained from the driving of other vehicles.

[0067] FIG. 5 is a block diagram functionally showing the configuration of the control device 2 according to Embodiment 1. The control device 2 includes a navigation information output unit 204, a driving load information output unit 205, a driving control unit 201, an accumulation control unit 202, a driving load information storage unit 206, a traction determination unit 207, and a learning unit 203.

[0068] The navigation information output unit 204 generates the first pre-reading information based on the data stored in the map information DB 134, the output of the GPS reception unit 136, and the output of the traffic information reception unit 138, and outputs the first pre-reading information.

[0069] The running load information output unit 205 generates second look-ahead information based on the running load information stored in the running load DB 152 and outputs the second look-ahead information.

[0070] When the control end flag FR1 is off, the travel control unit 201 creates a travel plan in which any one of a plurality of travel modes is assigned to each link based on the travel load information of each link in the planned travel route, and controls the travel of the vehicle 1 based on the travel plan. The plurality of travel modes are the CD mode and the CS mode.

[0071] When the running time during which the value obtained by subtracting the estimated running power based on the running load information from the running power required for the running of the vehicle 1 exceeds the threshold value T1 and the running time exceeds the threshold value T2, the traction determination unit 207 turns on the accumulation limit flag FR2. When the running time during which the value obtained by subtracting the running power required for the running of the vehicle from the estimated running power based on the running load information exceeds the threshold value T3 and the running time exceeds the threshold value T4, the traction determination unit 207 turns on the control end flag FR1.

[0072] When the value obtained by subtracting the average value of the running power from the average value of the estimated running power in the unit running time THA exceeds the threshold value THX, the traction determination unit 207 increases the value of the first counter CT1, and when the value obtained by subtracting the average value of the estimated running power from the average value of the running power within the unit running time THA exceeds the threshold value THY, the traction determination unit 207 increases the value of the second counter CT2. When the value of the first counter CT1 exceeds the first reference value THZ, the traction determination unit 207 sets the control end flag FR1 to on, and when the value of the second counter CT2 exceeds the second reference value THW, the traction determination unit 207 sets the accumulation limit flag FR2 to on.

[0073] The product of the first reference value THZ and the unit running time THA is the threshold value T4. The product of the second reference value THW and the unit running time THA is the threshold value T2.

[0074] When the storage limit flag FR2 is off, the storage control unit 202 stores the driving load information representing the driving load when the vehicle 1 travels in the driving load information storage unit 206.

[0075] The driving load information storage unit 206 stores the driving load information for each link. The learning unit 203 updates the driving load information of the links stored in the driving load DB 152 by weighted addition of the driving load information of the links stored in the driving load information storage unit 206 and the driving load data of the links stored in the driving load DB 152 based on the number of passes of the links stored in the driving load DB 152.

[0076] FIG. 6 is a flowchart showing an example of a driving control procedure executed by the control device 2.

[0077] This flowchart is repeatedly executed at predetermined intervals after the vehicle 1 is started when the driving support conditions are satisfied.

[0078] First, in step (hereinafter simply referred to as "S") 01, when the support conditions are satisfied, the process proceeds to S10. The support conditions are, for example, that each system such as the power storage device 60 and the navigation device 130 is operating normally, a destination is set, and the current location is on the planned driving route.

[0079] In S10, the driving control unit 201 determines whether the first look-ahead information output from the navigation ECU 132 and the second look-ahead information output from the multimedia ECU 150 have been updated. If the first look-ahead information and the second look-ahead information have not been updated, a negative determination is made and the process returns. When this routine is processed for the first time after the vehicle 1 is started, and when the first look-ahead information output from the navigation ECU 132 and the second look-ahead information output from the multimedia ECU 150 are updated at predetermined intervals thereafter, an affirmative determination is made and the process proceeds to S12.

[0080] The first pre-read information includes road type information (such as urban area, highway, general road, etc.) and road traffic information (such as traffic jam information) for each section n in a plurality of sections (links) included in the planned travel route. The second pre-read information includes the travel speed V, travel power PW, and gradient SL for each section in a plurality of sections (links) included in the planned travel route.

[0081] In S12, the travel control unit 201 calculates the predicted energy consumption En for each section n based on the travel speed V, travel power PW, gradient SL, etc. of each section n. When the second pre-read information output from the multimedia ECU 150 cannot be obtained, the travel control unit 201 may calculate the predicted energy consumption En for each section n using the gradient information of each link on the map, the specifications of the vehicle 1, and the travel load obtained from the travel of other vehicles. The travel control unit 201 calculates the total (sum) of the predicted energy consumption En for each section n as the total energy consumption Esum.

[0082] In S14, the travel control unit 201 determines whether the total energy consumption Esum is greater than the value (Mrg) obtained by subtracting the SOC corresponding to the aforementioned lower limit value Sth from the current SOC of the power storage device 60 (hereinafter also simply referred to as "current SOC") (Esum > current SOC - Mrg). This process is a process for determining whether the planned travel route can be traveled only in the CD mode.

[0083] In S14, if the determination is negative, the planned travel route can be traveled only in the CD mode, and it is not necessary to set the CS mode for each section n, so the process proceeds to S16.

[0084] In S16, the travel control unit 201 assigns the CD mode (CD section) to all sections.

[0085] When it is determined that the total energy consumption Esum is greater than "current SOC - Mrg" (when the determination in S14 is affirmative), the process proceeds to S18.

[0086] In S18, the travel control unit 201 assigns the CD mode (CD section) to each section n of a plurality of sections included in the planned travel route based on the travel speed V, travel power PW, gradient SL, etc. of each section n.

[0087] In S19, when the control end flag FR1 is on, the process ends, and when the control end flag FR1 is off, the process proceeds to S20.

[0088] In S20, the travel control unit 201 controls the mode of the vehicle 1 according to the travel plan.

[0089] In S22, when the support end condition is satisfied, the process ends, and when the support end condition is not satisfied, the process returns to S10. The support end condition is, for example, that any device of the vehicle 1 is abnormal, the vehicle 1 has arrived at the destination, or the ignition off operation of the vehicle 1 has been performed.

[0090] FIG. 7 is a flowchart showing the procedure of the update process of the travel load information executed by the control device 2 in the first embodiment. The process of this flowchart is executed simultaneously with the process of the flowchart in FIG. 6.

[0091] In S200, the accumulation control unit 202 initializes SV, SPW, and N to 0. In S201, when the support condition is satisfied, the process proceeds to S202. The support condition is, for example, that each system such as the power storage device 60 and the navigation device 130 is operating normally, a destination is set, and the current location is on the planned travel route.

[0092] In S202, when the vehicle 1 enters the link i, the process proceeds to S203. In S203, the accumulation control unit 202 calculates the elevation HS of the position of the vehicle 1 when the vehicle 1 enters the link i based on the atmospheric pressure detected by an atmospheric pressure sensor (not shown) or the altitude information of the current position of the vehicle 1 received by the GPS receiver 136.

[0093] In S204 and S205, for each sampling timing, the accumulation control unit 202 updates the total travel speed SV by adding the travel speed V of the current vehicle 1 to the total travel speed SV, updates the total travel power SPW by adding the travel power PW of the current vehicle 1 to the total travel power SPW, and increments the sampling count N by 1.

[0094] In S206, when the vehicle 1 exits from link i, the process proceeds to S207. When the vehicle 1 has not exited from link i, the process returns to S204.

[0095] In S207, in the same manner as the altitude HS, the accumulation control unit 202 calculates the altitude HE of the position of the vehicle 1 when exiting link i based on the output of the atmospheric pressure sensor or the GPS receiver 136.

[0096] In S208, the accumulation control unit 202 calculates the average travel speed MV of link i by dividing the total travel speed SV by the sampling count N. The accumulation control unit 202 calculates the average travel power MPW of link i by dividing the total travel power SPW by the sampling count N. The accumulation control unit 202 subtracts the altitude HS at the entry of link i from the altitude HE at the exit of link i, and calculates the average gradient MSL of link i by dividing the subtracted value by the distance DLi of link i.

[0097] In S209, when the accumulation limit flag FR2 is off, the process proceeds to S210. When the accumulation limit flag FR2 is on, the process proceeds to S211.

[0098] In S210, corresponding to the ID of link X, the accumulation control unit 202 stores the travel load information including the average travel speed MV of link X, the average travel power MPW of link X, and the average gradient MSL of link X in the travel load information storage unit 206.

[0099] In S211, the accumulation control unit 202 does not store the running load information of link X in the running load information storage unit 206.

[0100] In S212, when the support end condition is satisfied, the process ends; when the support end condition is not satisfied, the process proceeds to S213.

[0101] In S213, the accumulation control unit 202 initializes SV, SPW, and N to 0. Then, the process returns to S202.

[0102] Next, a process of updating the running load data and the number of passing times in the running load DB 152 using the stored running load information will be described.

[0103] The learning unit 203 updates the running power PW of link X stored in the running load DB 152 by weighted addition of the running power PW of link X stored in the running load DB 152 and the average running power MPW of link X stored in the running load information storage unit 206 in S211, based on the number of passing times NP of link X stored in the running load DB 152, according to the following formula:

[0104] PW = {PW × NP + MPW} / (NP + 1) ··· (1) The learning unit 203 updates the running speed V of link X stored in the running load DB 152 by weighted addition of the running speed V of link i stored in the running load DB 152 and the average running speed MV of link X stored in the running load information storage unit 206 in S211, based on the number of passing times NP of link X stored in the running load DB 152, according to the following formula:

[0105] V = {V × NP + MV} / (NP + 1) ··· (2) The learning unit 203 updates the gradient SL of link X stored in the driving load DB 152 by weighted addition of the gradient SL of link X stored in the driving load DB 152 and the average gradient MSL of link X stored in the driving load information storage unit 206 in S211 according to the following formula, based on the number of passages NP of link X stored in the driving load DB 152.

[0106] SL = {SL × NP + MSL} / (NP + 1) ··· (3) The learning unit 203 increments the number of passages NP of link X stored in the driving load DB 152 according to the following formula.

[0107] NP = NP + 1 ··· (4) FIG. 8 and FIG. 9 are flowcharts showing the processing procedures for the end of control of the vehicle 1 and the accumulation limit of the driving load information of the vehicle 1 executed by the control device 2 in the first embodiment. The processing of this flowchart is executed simultaneously with the processing of the flowchart in FIG. 6 and the processing of the flowchart in FIG. 7.

[0108] In S301, the user sets a destination through the HMI device 140. The traction determination unit 207 sets the control end flag FR1 and the accumulation limit flag FR2 to OFF. The traction determination unit 207 initializes SPW2, SEPW, N2, T, the first counter CT1, and the second counter CT2 to 0.

[0109] In S302, when the support condition is satisfied, the process proceeds to S303. The support condition is, for example, that each system such as the power storage device 60 and the navigation device 130 is operating normally, a destination is set, and the current location is on the planned travel route.

[0110] In S303, when the vehicle 1 is running, the process proceeds to S304. In S304 to S307, the following processing is executed for each sampling timing. The traction determination unit 207 updates the total running power for determination SPW2 by adding the current running power PW of the vehicle 1 to the total running power for determination SPW2.

[0111] The traction determination unit 207 updates the total estimated running power for determination SEPW by adding the running power PW2 of the link (hereinafter referred to as the current link) in which the current position of the vehicle 1 is included to the total estimated running power for determination SEPW. The traction determination unit 207 increments the sampling count N2 for determination by 1. The traction determination unit 207 updates the total running time T for determination by adding the sampling time interval dT to the total running time T for determination.

[0112] In S308, when the total running time T for determination reaches the unit running time THA, the process proceeds to S309, and when the total running time T for determination is less than the unit running time THA, the process returns to S303. The unit running time THA is K × dT. K is a natural number.

[0113] In S309, the traction determination unit 207 calculates the first differential power dP1 by subtracting the total running power for determination SPW2 from the total estimated running power for determination SEPW and dividing the subtracted value by the sampling count N2 for determination.

[0114] In S310, when the first differential power dP1 exceeds the threshold THX, the process proceeds to S311, and when the first differential power dP1 is less than or equal to the threshold THX, the process proceeds to S312.

[0115] In S311, the traction determination unit 207 increments the value of the first counter CT1 by 1.

[0116] In S312, the traction determination unit 207 calculates the second differential power dP2 by subtracting the total estimated running power for determination SEPW from the total running power for determination SPW2 and dividing the subtracted value by the sampling count N2 for determination.

[0117] In S313, when the second differential power dP2 exceeds the threshold value THY, the process proceeds to S314, and when the second differential power dP2 is equal to or less than the threshold value THY, the process proceeds to S315.

[0118] In S314, the traction determination unit 207 increments the value of the second counter CT2 by 1.

[0119] In S315, when the value of the first counter CT1 exceeds the first reference value THZ, the process proceeds to S316. In S315, when the value of the first counter CT1 is equal to or less than the first reference value THZ, the process proceeds to S317.

[0120] In S316, the traction determination unit 207 determines that the driving load information in the driving load DB152 used by the driving control unit 201 was obtained when the vehicle 1 was towing another vehicle and cannot be used for the current control, and sets the control end flag FR1 to ON.

[0121] In S317, when the value of the second counter CT2 exceeds the second reference value THW, the process proceeds to S318. In S317, when the value of the second counter CT2 is equal to or less than the second reference value THW, the process proceeds to S319.

[0122] In S318, the traction determination unit 207 determines that the vehicle 1 is towing another vehicle and that the accumulation of the currently obtained driving load information is unnecessary, and sets the accumulation limit flag FR2 to ON.

[0123] In S319, when the support end condition is satisfied, the process ends, and when the support end condition is not satisfied, the process proceeds to S320.

[0124] In S320, the traction determination unit 207 initializes SPW2, SEPW, N2, and T to 0. Then, the process returns to S303.

[0125] [Second Embodiment] In the second embodiment, when the distance traveled during which the value obtained by subtracting the estimated driving power based on the driving load information from the driving power required for the running of the vehicle 1 exceeds a threshold value T1 and also exceeds a threshold value T2, the traction determination unit 207 turns on the accumulation limit flag FR2. When the distance traveled during which the value obtained by subtracting the driving power required for the running of the vehicle from the estimated driving power based on the driving load information exceeds a threshold value T3 and also exceeds a threshold value T4, the traction determination unit 207 turns on the control end flag FR1.

[0126] When the value obtained by subtracting the average value of the driving power from the average value of the estimated driving power per unit travel distance THB exceeds a threshold value THX, the traction determination unit 207 increases the value of the first counter CT1. When the value obtained by subtracting the average value of the estimated driving power from the average value of the driving power within the unit travel distance THB exceeds a threshold value THY, the traction determination unit 207 increases the value of the second counter CT2. When the value of the first counter CT1 exceeds a first reference value THZ2, the traction determination unit 207 sets the control end flag FR1 to on. When the value of the second counter CT2 exceeds a second reference value THW2, the traction determination unit 207 sets the accumulation limit flag FR2 to on.

[0127] The product of the first reference value THZ2 and the unit travel distance THB is the threshold value T4. The product of the second reference value THW2 and the unit travel distance THB is the threshold value T2.

[0128] FIG. 10 and FIG. 11 are flowcharts showing the processing procedures for the control end of the vehicle 1 and the accumulation limit of the driving load information of the vehicle 1 executed by the control device 2 in the second embodiment.

[0129] The difference between the flowcharts of FIGS. 10 and 11 and the flowcharts of FIGS. 8 and 9 is that the flowcharts of FIGS. 10 and 11 include S407, S408, S415, and S417 instead of S307, S308, S315, and S317.

[0130] In S407, the traction determination unit 207 updates the total travel distance D for determination by adding the travel distance dD from the timing of the previous sampling to the timing of the current sampling to the total travel distance D for determination.

[0131] In S408, when the total travel distance D for determination reaches the unit travel distance THB, the process proceeds to S309. When the total travel distance D for determination is less than the unit travel distance THB, the process returns to S303. The unit travel distance THB is K × dT × V. K is a natural number.

[0132] In S415, when the value of the first counter CT1 exceeds the first reference value THZ2, the process proceeds to S316. In S415, when the value of the first counter CT1 is less than or equal to the first reference value THZ2, the process proceeds to S417.

[0133] In S417, when the value of the second counter CT2 exceeds the second reference value THW2, the process proceeds to S318. In S417, when the value of the second counter CT2 is less than or equal to the second reference value THW2, the process proceeds to S319.

[0134] [Third Embodiment] In the present embodiment, when the vehicle 1 is inside the tunnel, the control device 2 does not execute the stop of the update of the running load information and the stop of the control of the running of the vehicle based on the running plan.

[0135] FIGS. 12 and 13 are flowcharts showing the processing procedures for the end of the control of the vehicle 1 and the accumulation limit of the running load information of the vehicle 1 executed by the control device 2 in the third embodiment.

[0136] The difference between the flowcharts of FIGS. 12 and 13 and the flowcharts of FIGS. 8 and 9 is that the flowcharts of FIGS. 12 and 13 include S503 instead of S303.

[0137] In S503, when the vehicle 1 is in motion and not in a tunnel, the process proceeds to S304. When the vehicle 1 is not in motion or is in a tunnel, the process does not proceed to S304. The traction determination unit 207 can determine whether the vehicle 1 is in a tunnel based on the map information in the map information DB 134 and the signal from the GPS reception unit 136.

[0138] [Fourth Embodiment] In this embodiment, when the vehicle 1 is in a traffic jam section, the control device 2 does not execute the stop of updating the running load information and the stop of controlling the running of the vehicle based on the running plan.

[0139] FIGS. 14 and 15 are flowcharts showing the process procedures for ending the control of the vehicle 1 and restricting the accumulation of the running load information of the vehicle 1 executed by the control device 2 in the fourth embodiment.

[0140] The difference between the flowcharts of FIGS. 14 and 15 and the flowcharts of FIGS. 8 and 9 is that the flowcharts of FIGS. 14 and 15 include S603 instead of S303.

[0141] In S603, when the vehicle 1 is in motion and not in a traffic jam section, the process proceeds to S304. When the vehicle 1 is not in motion or is in a traffic jam section, the process does not proceed to S304. The traction determination unit 207 can determine whether the vehicle 1 is in a traffic jam section based on the map information in the map information DB 134 and the information from the traffic information reception unit 138.

[0142] [Fifth Embodiment] In this embodiment, the first reference value THZ and the second reference value THW when the distance from the current location to the target value exceeds the reference distance THC are larger than the first reference value THZ and the second reference value THW when the distance from the current location to the target value is less than or equal to the reference distance THC.

[0143] FIG. 16 and FIG. 17 are flowcharts showing the procedure for ending the control of the vehicle 1 and restricting the accumulation of the running load information of the vehicle 1, which are executed by the control device 2 in the fifth embodiment.

[0144] The difference between the flowcharts of FIGS. 16 and 17 and the flowcharts of FIGS. 8 and 9 is that the flowcharts of FIGS. 16 and 17 include S801 to S803 between S311 and S315.

[0145] In S801, when the distance from the current location to the destination exceeds the threshold value THC, the process proceeds to S802, and when the distance from the current location to the destination is equal to or less than the threshold value THC, the process proceeds to S803.

[0146] In S802, the traction determination unit 207 sets the first reference value THZ to S1 and the second reference value THW to S2. S1 and S2 are predetermined values.

[0147] In S803, the traction determination unit 207 sets the first reference value THZ to S1 - α and the second reference value THW to S2 - β. α and β are predetermined values.

[0148] [Sixth Embodiment] FIG. 18 and FIG. 19 are flowcharts showing the procedure for ending the control of the vehicle 1 and restricting the accumulation of the running load information of the vehicle 1, which are executed by the control device 2 in the sixth embodiment.

[0149] The difference between the flowcharts of FIGS. 18 and 19 and the flowcharts of FIGS. 8 and 9 is that the flowcharts of FIGS. 18 and 19 include S901 to S913 instead of S309 to S318.

[0150] In S901, when the control end flag FR1 is off, the process proceeds to S902, and when the control end flag FR1 is on, the process proceeds to S907.

[0151] In S902, the traction determination unit 207 calculates the first differential power dP1 by subtracting the determination total driving power SPW2 from the determination total estimated driving power SEPW and dividing the subtracted value by the determination sampling number N2.

[0152] In S903, if the first differential power dP1 exceeds the threshold value THX, the process proceeds to S904. If the first differential power dP1 is equal to or less than the threshold value THX, the process proceeds to S907.

[0153] In S904, the traction determination unit 207 increments the value of the first counter CT1 by 1.

[0154] In S905, if the value of the first counter CT1 exceeds the first reference value THZ, the process proceeds to S906. If the value of the first counter CT1 is equal to or less than the first reference value THZ, the process proceeds to S319.

[0155] In S906, the traction determination unit 207 determines that the driving load information in the driving load DB152 used by the driving control unit 201 was obtained when the vehicle 1 was towing another vehicle and cannot be used for the current control, and sets the control end flag FR1 to on.

[0156] In S907, if the accumulation limit flag FR2 is off, the process proceeds to S908. If the accumulation limit flag FR2 is on, the process ends.

[0157] In S908, the traction determination unit 207 calculates the second differential power dP2 by subtracting the determination total estimated driving power SEPW from the determination total driving power SPW2 and dividing the subtracted value by the determination sampling number N2.

[0158] In S909, if the second differential power dP2 exceeds the threshold value THY, the process proceeds to S910. If the second differential power dP2 is equal to or less than the threshold value THY, the process proceeds to S309.

[0159] In S910, the traction determination unit 207 increments the value of the second counter CT2 by 1.

[0160] In S912, when the value of the second counter CT2 exceeds the second reference value THW, the process proceeds to S913, and when the value of the second counter CT2 is less than or equal to the second reference value THW, the process proceeds to S319.

[0161] In S913, the traction determination unit 207 determines that the vehicle 1 is towing another vehicle and that the accumulation of the currently obtained running load information is unnecessary, and sets the accumulation limit flag FR2 to ON.

[0162] [Modification Example] (1) In the above embodiment, the hybrid vehicle executes the process of stopping the control of the running of the hybrid vehicle based on the running plan and the process of stopping the update of the running load information by the running power. However, only one of these may be executed.

[0163] When the hybrid vehicle does not execute the process of stopping the control of the running of the hybrid vehicle based on the running plan, the hybrid vehicle does not have to execute the process of controlling the running of the hybrid vehicle according to the running plan based on the running load information stored in the running load DB152.

[0164] The disclosed embodiments should be considered as illustrative in all respects and not restrictive. The scope of the present disclosure is shown by the claims rather than the above description, and it is intended that all modifications within the meaning and scope equivalent to the claims be included.

Explanation of Reference Numerals

[0165] 1 Vehicle, 2 Control device, 10 Engine, 20 First MG, 30 Second MG, 40 Power split device, 60 Energy storage device, 61 Monitoring unit, 62 Inlet, 63 Charger, 80 Driving wheels, 110 BAT-ECU, 120 Various sensors, 122 Accelerator pedal sensor, 124 Vehicle speed sensor, 126 Brake pedal sensor, 130 Navigation device, 132 Navigation ECU, 136 GPS receiver, 138 Traffic information receiver, 140 HMI device, 150 Multimedia ECU, 160 Driving load learning device, 201 Driving control unit, 202 Accumulation control unit, 203 Learning unit, 204 Navigation information output unit, 205 Driving load information output unit, 206 Driving load information storage unit, 207 Traction determination unit.

Claims

1. A hybrid vehicle, comprising: an electric storage device; an internal combustion engine; a control device for controlling the hybrid vehicle; a storage device for storing running load information including the running power of the hybrid vehicle, updating the running load information stored in the storage device with the running power required for running the hybrid vehicle; When the value obtained by subtracting the estimated running power based on the running load information stored in the storage device from the running power exceeds a first threshold and the running time or running distance of running that exceeds the first threshold exceeds a second threshold, the control device stops updating the running load information by the running power. The control device creates a running plan that assigns one of a plurality of running modes based on the running load information stored in the storage device on the planned running route, and controls the running of the hybrid vehicle based on the running plan. When the value obtained by subtracting the running power from the estimated running power exceeds a third threshold and the running time or running distance of running that exceeds the third threshold exceeds a fourth threshold, the control device stops controlling the running of the hybrid vehicle based on the running plan. The second threshold and the fourth threshold when the distance from the current location to the target value exceeds a reference distance are larger than the second threshold and the fourth threshold when the distance from the current location to the target value is equal to or less than the reference distance. A hybrid vehicle.

2. When the value obtained by subtracting the average value of the running power from the average value of the estimated running power per unit running time exceeds the third threshold, the control device increases the value of a first counter, and when the value obtained by subtracting the average value of the estimated running power from the average value of the running power within the unit running time exceeds the first threshold, the control device increases the value of a second counter. When the value of the first counter exceeds a first reference value, the control of the vehicle running based on the running plan is stopped, and when the value of the second counter exceeds a second reference value, the update of the running load information by the running power is stopped. The product of the first reference value and the unit running time is the fourth threshold value. The hybrid vehicle according to claim 1, wherein the product of the second reference value and the unit running time is the second threshold value.

3. When the value obtained by subtracting the average value of the driving power from the average value of the estimated driving power per unit driving distance exceeds the third threshold value, the control device increases the value of the first counter, and when the value obtained by subtracting the average value of the estimated driving power from the average value of the driving power within the unit driving distance exceeds the first threshold value, the control device increases the value of the second counter. When the value of the first counter exceeds a first reference value, the control of the vehicle running based on the running plan is stopped, and when the value of the second counter exceeds a second reference value, the update of the running load information by the running power is stopped. The product of the first reference value and the unit driving distance is the fourth threshold value. The hybrid vehicle according to claim 1, wherein the product of the second reference value and the unit driving distance is the second threshold value.

4. The plurality of running modes are a CD mode that consumes the power stored in the power storage device and a CS mode that maintains the power stored in the power storage device. The control device assigns the CD mode in order from the section with a low running load among the plurality of sections included in the planned running route to the hybrid vehicle according to claim 1.

Images