Hybrid vehicle control device

Abstract

To provide a control apparatus for a hybrid vehicle capable of improving a user's convenience.SOLUTION: A control apparatus for a hybrid vehicle includes an engine, a motor and a battery, and has a CD (charge depleting) mode, a CS (charge sustaining) mode, and a CI (charge increasing) mode as travel modes. The CD mode includes a first mode and a second mode, where the first mode is a travel mode with drive power limited compared with the second mode. The apparatus includes: a switchover part for switching the travel modes; and a control part for controlling the travel modes. The control part executes travel support control so as to travel according to a travel plan in which any of travel modes including the second mode and CS mode is allocated to travel sections of a travel-planned route. In the case where the switchover part is operated during the execution of the travel support control, the control part ends the travel support control and switches the travel mode to the first mode or the CI mode.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] In a hybrid vehicle, there may be executed a driving support control in which the vehicle travels along a driving plan in which either an EV driving mode or a hybrid driving mode is assigned to each driving section of a planned driving route from the current location to the destination. During the driving support control, a technique has been developed in which the driving support control is interrupted by performing an operation for switching the driving mode (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Depending on the current driving mode, the driving mode after the switching operation is determined. For this reason, it is difficult for the user to understand whether the driving support control has ended. Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can improve user convenience.

Means for Solving the Problems

[0005] The above object is a control device for a hybrid vehicle including an engine, a motor, and a battery, and having a CD (Charge Depleting) mode, a CS (Charge Sustaining) mode, and a CI (Charge Increasing) mode as driving modes, wherein the CD mode EV Priority mode and EV Auto mode, and the EV Priority mode is Prioritize EV driving, which is electric driving using the motor theEV Auto A driving mode in which the driving force is limited compared to other modes, A driving support unit that supports the driving of the hybrid vehicle, and is operable by a passenger of the hybrid vehicle a switching unit for switching the driving mode, In response to the operation of the switching unit and a control unit for controlling the driving mode. The switching unit includes a first switching unit for switching between the CD mode and the CS mode, a second switching unit for switching between the EV priority mode and the EV auto mode, and a third switching unit for switching to the CI mode The Driving support unit executes driving support control to travel along a driving plan in which the EV Auto mode And of the CD mode is assigned to each driving section of the planned driving route from the current location to the destination. During the execution of the driving support control, Any one of when the The first switching unit or the second switching unit is operated, the control unit terminates the driving support control and switches the driving mode. Switch to the EV priority mode. When the third switching unit is operated during the execution of the driving support control, the control unit terminates the driving support control and sets the driving mode to the CI mode This can be achieved by a control device for a hybrid vehicle that switches.

Advantages of the Invention

[0009] According to the present invention, a control device for a hybrid vehicle that can improve user convenience can be provided.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

[0011] [Schematic Configuration of Hybrid Vehicle] FIG. 1 is a block diagram illustrating the configuration of a hybrid vehicle 20. As shown in FIG. 1, the hybrid vehicle 20 according to the present embodiment includes an engine EG and a motor MG as power sources. As driving modes of the hybrid vehicle 20, there are a CD mode (Charge Depleting mode), a CS mode (Charge Sustaining mode), and a CI (Charge Increasing) mode. The hybrid vehicle 20 automatically or in response to an operation by the user switches the driving mode and travels.

[0012] In the CD mode, electric driving (EV driving) is prioritized so as to decrease the state of charge (SOC) of the battery 40. The CD mode includes an EV priority mode (first mode) and an EV auto mode (second mode), and these can be switched. In the EV priority mode, the driving force is limited more than in the EV auto mode, the engine is operated as little as possible, and EV driving is preferentially performed. The EV auto mode operates the engine in order to output a driving force greater than that in the EV priority mode.

[0013] On the other hand, in the CS mode, electric driving and hybrid driving are used in combination so as to maintain the state of charge (SOC) of the battery 40 at a target ratio. Electric driving is a mode in which the vehicle travels only with the power from the motor MG with the operation of the engine EG stopped, and hybrid driving is a mode in which the engine EG is operated and the vehicle travels with the power from the engine EG and the power from the motor MG.

[0014] In the CD mode, the running control of the hybrid vehicle 20 is performed so as to prioritize EV driving that consumes the state of charge (SOC) of the battery 40 rather than maintaining the state of charge (SOC) of the battery 40. Therefore, in the CD mode, the state of charge (SOC) gradually decreases as the driving distance of the hybrid vehicle 20 increases. On the other hand, in the CS mode, the running control of the hybrid vehicle 20 is performed so as to prioritize maintaining the state of charge (SOC) rather than EV driving.

[0015] The CI mode is a driving mode for charging the battery 40 and recovering the SOC. The target value of the SOC is set to a predetermined value such as full charge. The vehicle is driven by the engine, and the motor MG generates electric power to charge the battery 40 and increase the SOC to the target value.

[0016] The hybrid vehicle 20 shown in FIG. 1 includes, in addition to the power source, an ECU 50, an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an in-vehicle camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a speed sensor 30, an accelerator sensor 32, a brake sensor 34, a switching unit 31, a battery actuator 38, a battery 40, a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 52, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a meter 68, a communication device 70, a navigation system 80, and the like.

[0017] The ECU 50 is configured as, for example, a microcomputer and includes an arithmetic device such as a CPU (Central Processing Unit), and storage devices such as a RAM (Random Access Memory), a ROM (Read Only Memory), and a flash memory, an input port, an output port, a communication port, and the like. The ECU 50 functions as a control unit that switches the driving mode according to the driving support control and the operation of the switching unit 31 by the user.

[0018] The ECU 50 includes a driving support unit 51 as a functional block. When the route from the current location to the destination is set by the navigation system 80 and the driving support control can be executed, the driving support unit 51 performs driving support by assigning either the EV auto mode or the CS mode of the CD mode to the driving mode of each section of the route and driving.

[0019] In the driving support control, the driving mode becomes either the EV auto mode or the CS mode. On the other hand, the EV priority mode of the CD mode and the CI mode are driving modes other than the driving modes set in the driving support control. In other words, when the driving mode is the EV priority mode or the CI mode, the driving support control is not performed.

[0020] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor generator. The motor MG is connected to the battery 40 via an inverter (not shown), can output a driving force using the electric power supplied from the battery 40, and can charge the battery 40 with the generated electric power.

[0021] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The in-vehicle camera 24 is a camera that images the surroundings of the vehicle, and includes, for example, a front camera that images the front of the vehicle and a rear camera that images the rear of the vehicle. The millimeter-wave radar 26 detects the inter-vehicle distance and relative speed between the host vehicle and the vehicle ahead, and further detects the inter-vehicle distance and relative speed between the host vehicle and the vehicle behind.

[0022] The acceleration sensor 28 detects, for example, the acceleration of the vehicle in the front-rear direction and the acceleration of the vehicle in the left-right direction (lateral direction). The speed sensor 30 detects the vehicle speed based on the wheel speed or the like. The accelerator sensor 32 detects the accelerator opening or the like corresponding to the depression amount of the driver's accelerator pedal. The brake sensor 34 detects the brake position or the like as the depression amount of the driver's brake pedal.

[0023] In the driving support control, the driving mode automatically switches. On the other hand, when the user intentionally switches the driving mode, the switching unit 31 may be operated. When the switching unit 31 is operated during the driving support control, the driving support control ends, and the user switches the driving mode using the switching unit 31.

[0024] The switching unit 31 includes a CD / CS changeover switch 35 (first switching unit), an EV auto / EV priority changeover switch 36 (second switching unit), and a CI changeover switch 37 (third switching unit). The CD / CS changeover switch 35 is arranged, for example, near the steering wheel of the driver's seat, and is a switch for switching between the CD mode and the CS mode. The EV auto / EV priority changeover switch 36 is arranged, for example, near the steering wheel of the driver's seat, and is a switch for switching between the EV priority mode and the EV auto mode during the execution of the CD mode.

[0025] The CI changeover switch 37 is a switch for switching the driving mode to the CI mode. The CI changeover switch 37 may be, for example, an independent switch from the CD / CS changeover switch 35 and the EV auto / EV priority changeover switch 36, or may be integrated with these switches. For example, the CI changeover switch 37 may be common with the CD / CS changeover switch 35. When the time for pressing the CD / CS changeover switch 35 is less than a predetermined time, switching is performed between the CD mode and the CS mode. When the time for pressing the CD / CS changeover switch 35 is equal to or more than the predetermined time, switching is performed to the CI mode.

[0026] The battery actuator 38 manages the battery 40 based on the state of the battery 40, for example, the voltage between terminals, the charge / discharge current, and the battery temperature. The battery actuator 38 calculates the state of charge SOC of the battery 40, the maximum allowable output power and the maximum allowable input power of the battery 40. The maximum allowable output power is the upper limit of the power output from the battery 40 (output limit). The maximum allowable input power is the upper limit of the power input to the battery 40 (input limit). The battery actuator 38 calculates the state of charge SOC as the ratio of the remaining charge capacity to the total charge capacity based on the charge / discharge current. The battery actuator 38 calculates the maximum allowable output power and the maximum allowable input power based on the state of charge SOC, the battery temperature, and the like. The battery 40 is configured as a rechargeable secondary battery, and for example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, or the like can be used.

[0027] The hybrid ECU 52 is configured as a microcomputer, for example, and includes an arithmetic unit such as a CPU, and storage devices such as a RAM, a ROM, and a flash memory, an input port, an output port, a communication port, and the like. The hybrid ECU 52 sets a driving mode, and sets a target operating point (target rotational speed and target torque) of the engine EG and a torque command for the motor MG based on the driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, the output limit and the input limit from the battery actuator 38.

[0028] The hybrid ECU 52 acquires the accelerator opening from the accelerator sensor 32 and acquires the vehicle speed from the speed sensor 30. When the hybrid vehicle 20 travels electrically, the hybrid ECU 52 sets a required driving force and required power based on the accelerator opening and the vehicle speed, sets a torque command for the motor MG so that the hybrid vehicle 20 outputs the required driving force and required power, and transmits the set torque command to the accelerator actuator 60.

[0029] When the hybrid vehicle 20 travels in hybrid mode, the hybrid ECU 52 sets a target operating point of the engine EG and a torque command for the motor MG so that the hybrid vehicle 20 outputs a required driving force and required power, and transmits the target operating point and the torque command to the accelerator actuator 60. Further, when the brake pedal is depressed, the hybrid ECU 52 sets a required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the speed sensor 30, sets a torque command for regeneration for regeneratively controlling the motor MG based on the required braking force and the vehicle speed, and sets a target braking force by the braking device. The hybrid ECU 52 transmits the torque command to the accelerator actuator 60 and transmits the target braking force to the brake actuator 62.

[0030] The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 52. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc. so that the engine EG operates at the target operating point (target rotational speed and target torque). Further, the accelerator actuator 60 performs switching control of the switching elements of the inverter for driving the motor MG so that torque corresponding to the torque command is output from the motor MG.

[0031] The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 52 acts on the vehicle by the brake device 64. The brake device 64 is, for example, a hydraulically driven friction brake or the like.

[0032] The display device 66 is incorporated, for example, in the installation panel in front of the driver's seat and displays various information. The display device 66 displays, for example, the currently implemented driving mode. The meter 68 is incorporated, for example, in the installation panel in front of the driver's seat.

[0033] The communication device 70 transmits information of the host vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Information of the host vehicle is, for example, the position of the host vehicle, vehicle speed, driving power, driving mode, etc. Road traffic information is, for example, information regarding current and future traffic jams, information regarding the current average vehicle speed and predicted values of future average vehicle speeds in sections of the driving route, information regarding traffic regulations, information regarding weather, information regarding road surface conditions, etc. The communication device 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every 1 minute, every 2 minutes, etc.).

[0034] The navigation system 80 is a system that guides the host vehicle to a predetermined destination, and includes a display unit 82 and a map information database 84. The navigation system 80 can communicate with the traffic information management center 100 and executes navigation in cooperation with the traffic information management center 100. In this case, when a destination is set, the information of the destination and the information of the current location (the position of the current host vehicle) acquired by the GPS 22 are transmitted to the traffic information management center 100, and a route set by the traffic information management center 100 in response to this transmission is received. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or every 5 minutes) based on the set route to perform route guidance. Further, the navigation system 80 can also perform route setting and route guidance without cooperating with the traffic information management center 100. In this case, when a destination is set, a route is set based on the information of the destination, the information of the current location, and the information stored in the map information database 84.

[0035] During the driving support control, the driving mode is automatically switched. On the other hand, when the user operates the switching unit 31, the driving support unit 51 ends the driving support control. The driving mode is switched according to the user's operation. In the present embodiment, the end of the driving support control is made easy to understand.

[0036] FIG. 2 is a flowchart executed when the switching unit 31 is operated during the driving support control. As shown in FIG. 2, the ECU 50 determines whether or not it is during the driving support control (step S10). In the case of a negative determination (No), the process ends. The ECU 50 switches the driving mode according to the operation of each switch of the switching unit 31.

[0037] In the case of an affirmative determination (Yes), the ECU 50 determines whether or not the CD / CS changeover switch 35 has been operated (step S12). In the case of a negative determination, the ECU 50 determines whether or not the EV AUTO / EV PRIORITY changeover switch 36 has been operated (step S14).

[0038] When either the CD / CS changeover switch 35 or the EV auto / EV priority changeover switch 36 is operated, one of steps S12 and S14 results in an affirmative determination. In this case, the ECU 50 ends the driving support control and switches the driving mode to the EV priority mode (step S16). After step S16, the process ends.

[0039] If the determination in steps S12 and S14 is negative, the ECU 50 determines whether the CI changeover switch 37 has been operated (step S18). If the determination is negative, the process ends. If the determination is affirmative, the ECU 50 ends the driving support control and switches the driving mode to the CI mode (step S20). After step S20, the process ends.

[0040] Table 1 shows the driving modes when the switching unit 31 is operated during the driving support control in the comparative example. During the driving support control, the driving mode (current mode) is the EV auto mode or the CS mode.

Table 1

[0041] In the example of Table 1, when the CD / CS changeover switch 35 is operated during driving in the EV auto mode, the switch is made from the EV auto mode to the CS mode. When the CD / CS changeover switch 35 is operated during driving in the CS mode, the switch is made from the CS mode to the EV priority mode. When the EV auto / EV priority changeover switch 36 is operated during driving in the EV auto mode, the switch is made from the EV auto mode to the EV priority mode. When the EV auto / EV priority changeover switch 36 is operated during driving in the CS mode, the switch is made from the CS mode to the EV auto mode. When the CI changeover switch 37 is operated, the switch is made from the EV auto mode and the CS mode to the CI mode.

[0042] In the driving support control, the switching between the CS mode and the EV auto mode is automatically performed. In the example of Table 1, during driving in the EV auto mode, when the CD / CS changeover switch 35 is operated, the switching to the CS mode is performed. During driving in the CS mode, when the EV auto / EV priority changeover switch 36 is operated, the switching from the CS mode to the EV auto mode is performed. These switchings are the same as the automatic driving mode switching in the driving support control. Therefore, it is difficult to determine whether the driving mode has been switched by the driving support control or by the operation of the user's changeover switch, and it is also difficult to determine whether the driving support control has ended.

[0043] Table 2 shows the driving modes when the switching unit 31 is operated during the driving support control in the embodiment.

Table 2

[0044] During driving in the EV auto mode or the CS mode, when the CD / CS changeover switch 35 is operated, the switching from the EV auto mode and the CS mode to the EV priority mode is performed. During driving in the EV auto mode or the CS mode, when the EV auto / EV priority changeover switch 36 is operated, the switching from the EV auto mode and the CS mode to the EV priority mode is performed. When the CI changeover switch 37 is operated, the switching from the EV auto mode and the CS mode to the CI mode is performed.

[0045] According to this embodiment, as shown in Table 2, when the CD / CS changeover switch 35 or the EV AUTO / EV PRIORITY changeover switch 36 is operated during the driving support control, the driving mode switches to the EV priority mode (step S16 in FIG. 2). The EV priority mode is not the driving mode set in the driving support control. That is, when the driving mode becomes the EV priority mode, the driving support control is not being performed. When the driving mode switches to the EV priority mode, it can be understood that the driving support control has ended and the driving mode has been switched by the operation of the user's changeover unit 31. Therefore, the convenience for the user is improved.

[0046] In the driving support control, the driving mode is set to either the CS mode or the EV AUTO mode. As in steps S12 and S14 of FIG. 2, when the CD / CS changeover switch 35 or the EV AUTO / EV PRIORITY changeover switch 36 is operated, it switches to the EV priority mode, which is a driving mode other than the driving mode assigned in the driving support control. When the driving mode becomes the EV priority mode, it becomes easy to understand that the driving support control has ended and the driving mode has been switched by the user's operation, improving the convenience.

[0047] After the end of the driving support control, the user can switch from the EV priority mode to the CS mode by operating the CD / CS changeover switch 35. The user can switch from the EV priority mode to the EV AUTO mode by operating the EV AUTO / EV PRIORITY changeover switch 36. The driving mode can be selected according to the user's intention, improving the convenience for the user.

[0048] The driving mode determined during the operation of the switching unit 31 is not limited to the EV priority mode, and may be, for example, the CI mode as follows. When the CI switch 37 is operated, the driving support control ends, and the driving mode switches to the CI mode (step S20 in FIG. 2). The CI mode is not the driving mode set in the driving support control. By setting the driving mode to the CI mode, it becomes clear that the driving support control has ended and the driving mode has been switched by the user's operation of the switching unit 31. When it is desired to charge the battery 40, by operating the CI switch 37, the vehicle can be driven in the CI mode to charge the battery 40. The CI mode can be selected according to the user's intention, improving the user's convenience.

[0049] As described above, the embodiments of the present invention have been described in detail. However, the present invention is not limited to such specific embodiments, and various modifications and changes are possible within the scope of the gist of the present invention described in the claims.

Explanation of Signs

[0050] 20 Hybrid vehicle 21 Ignition switch 22 GPS 24 On-vehicle camera 26 Millimeter-wave radar 28 Acceleration sensor 30 Speed sensor 31 Switching unit 32 Accelerator sensor 34 Brake sensor 35 CD / CS switch 36 EV Auto / EV Priority switch 37 CI switch 38 Battery actuator, 40 Battery 50 Electronic control unit (ECU) 51 Driving support unit 52 Hybrid electronic control device (Hybrid ECU) 60 Accelerator actuator 62 Brake actuator 64 Brake device 66 Display device 68 Meter 70 Communication device 80 Navigation system 82 Display unit 84 Map information database 100 Traffic information management center EG Engine MG Motor

Claims

【Claim 1】 A control device for a hybrid vehicle, comprising an engine, a motor, and a battery, and having a CD (Charge Depleting) mode, a CS (Charge Sustaining) mode, and a CI (Charge Increasing) mode as driving modes, wherein the CD mode includes an EV priority mode and an EV auto mode, the EV priority mode preferentially performs EV driving, which is electric driving using the motor, and is a driving mode in which the driving force is limited compared to the EV auto mode, a driving support unit that performs driving support for the hybrid vehicle, a switching unit that can be operated by a passenger of the hybrid vehicle and switches the driving mode, and a control unit that controls the driving mode in response to an operation of the switching unit, the switching unit includes a first switching unit for switching between the CD mode and the CS mode, a second switching unit for switching between the EV priority mode and the EV auto mode, and a third switching unit for switching to the CI mode, the driving support unit executes driving support control to travel along a driving plan in which any one of the EV auto mode of the CD mode and the CS mode is assigned to each driving section of a planned driving route from the current location to the destination, when the first switching unit or the second switching unit is operated during the execution of the driving support control, the control unit terminates the driving support control and switches the driving mode to the EV priority mode, a control device for a hybrid vehicle, wherein when the third switching unit is operated during the execution of the driving support control, the control unit terminates the driving support control and switches the driving mode to the CI mode.

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