JP2017024636A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a feeling of strangeness given to an occupant while controlling an internal combustion engine in order to improve a heat efficiency of the internal combustion engine.SOLUTION: A vehicle control device 18 comprises: creating means 184 that creates a travelling plan including target speed v in a period of time during which a vehicle 1 arrives at a desired spot; and second control means 187 that when the total quantities of power that a power storage device stores are below a first predetermined quantity TH1, makes output of the internal combustion engine more than a required value required to allow the vehicle to travel at the target speed so as to improve a heat efficiency of the internal combustion engine, and allows the vehicle to travel at the target speed by charging a rotary electric machine using increase in the output of the internal combustion engine.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technical field of a vehicle control device capable of automatically driving a vehicle based on a travel plan, for example.

  2. Description of the Related Art There is known a vehicle control device that generates a target speed pattern that indicates a target speed of a vehicle in a process until the vehicle reaches a desired point, and that automatically controls the traveling of the vehicle based on the target speed pattern. For example, Patent Document 1 discloses a vehicle control device that controls a vehicle including an engine and a motor, generates a target speed pattern, and accelerates the engine thermal efficiency and the motor according to the speed at the time of acceleration in an acceleration section. A vehicle control device is described that generates an acceleration pattern that prioritizes either minimizing losses in energy conversion. For example, Patent Document 2 discloses a vehicle control device that controls a vehicle including a regenerative motor and a battery, generates a target speed pattern, and when the SOC of the battery is equal to or less than a predetermined value, There is described a vehicle control device that regenerates a target speed pattern that performs acceleration larger than the acceleration defined by the target speed pattern and performs deceleration by regeneration in the deceleration zone.

JP 2009-292424 A JP 2009-286185 A

  As described above, the vehicle control device described in Patent Document 1 changes the acceleration pattern so that the thermal efficiency of the engine is prioritized depending on the acceleration speed. However, the once generated acceleration pattern is changed while the vehicle is traveling for the purpose of giving priority to the thermal efficiency of the engine. For this reason, there is a technical problem that it may give the passenger a sense of incongruity due to a change in acceleration.

  Examples of problems to be solved by the present invention include the above. It is an object of the present invention to provide a vehicle control device that can reduce a sense of discomfort for a passenger while controlling the internal combustion engine so as to improve the thermal efficiency of the internal combustion engine.

<1>
A first vehicle control device that is an aspect of the vehicle control device of the present invention includes an internal combustion engine, a rotating electrical machine that can generate electric power using the output of the internal combustion engine, and an electric storage that can store electric power generated by the rotating electrical machine. A vehicle control device for controlling a vehicle comprising: a generating means for generating a travel plan including a target speed of the vehicle until the vehicle reaches a desired point; and The first control means for controlling the vehicle so that the vehicle automatically travels, and when the total amount of electric power stored in the power storage device is equal to or less than a first predetermined amount, the output of the internal combustion engine is The internal combustion engine is improved in thermal efficiency compared with the case where the output of the internal combustion engine is not increased by increasing the required value for running the vehicle at a target speed, and the internal combustion engine. Of output The first vehicle control device includes a second control unit that causes the rotating electrical machine to generate electric power using addition and causes the vehicle to travel at the target speed. Can be increased. Further, the first vehicle control device causes the rotating electrical machine to generate electric power using the increase in the output of the internal combustion engine for the main purpose of maintaining the vehicle traveling at the target speed regardless of the increase in the output of the internal combustion engine. be able to. For this reason, the first vehicle control device can reduce the uncomfortable feeling of the passenger due to the change in the travel plan while controlling the internal combustion engine so as to improve the thermal efficiency of the internal combustion engine.

  In addition, the first vehicle control device may have a surplus capacity for storing the power generated by the rotating electrical machine remaining in the power storage device when the total amount of power stored in the power storage device is equal to or less than the first predetermined amount. When the total amount of electric power stored in the power storage device is less than or equal to the first predetermined amount, the output of the internal combustion engine is increased and rotation is performed using the increase in the output of the internal combustion engine. Electricity is generated. For this reason, compared with the vehicle control device of the comparative example that increases the output of the internal combustion engine until the total amount of electric power stored in the power storage device does not become the first predetermined amount or less, the first vehicle control device The increase in the output of the internal combustion engine can be suitably offset using the power generation of the rotating electrical machine.

<2>
In another aspect of the first vehicle control device described above, the rotating electrical machine is operable using electric power stored in the power storage device, and the second control means is configured such that the total amount of electric power is the first electric power. When the total amount of the electric power is not equal to or greater than the second predetermined amount when the electric power is equal to or greater than the second predetermined amount that is greater than one predetermined amount, the output of the rotating electric machine is The time during which the vehicle travels in a predetermined travel mode used as a driving force of the vehicle is increased.

  According to this aspect, since the time during which the internal combustion engine stops is increased, the fuel efficiency is improved as compared with the case where the time during which the vehicle travels in the predetermined travel mode is not increased.

<3>
As described above, in another aspect of the vehicle control apparatus that increases the time during which the vehicle travels in the predetermined travel mode, the second control means is configured to reduce the power when the total amount of the power is equal to or greater than the second predetermined amount. Compared with the case where the total amount is not equal to or more than the second predetermined amount, the predetermined condition is satisfied by changing the starting condition to be satisfied in order to start the stopped internal combustion engine so that the internal combustion engine is difficult to start. The time for which the vehicle travels in the travel mode is increased.

  According to this aspect, the second control means can appropriately increase the time during which the vehicle travels in the predetermined travel mode by making it difficult to start the internal combustion engine.

<4>
In another aspect of the vehicle control apparatus that changes the start condition so that the internal combustion engine is difficult to start as described above, the second control means is configured to perform the operation when the total amount of the electric power is equal to or greater than the second predetermined amount. The vehicle is driven at a target speed.

  According to this aspect, even when the start condition is changed, the vehicle can continue traveling at the target speed. For this reason, there is little or no feeling of discomfort due to the change in acceleration.

<5>
As described above, in another aspect of the vehicle control apparatus that increases the time during which the vehicle travels in the predetermined travel mode, the second control means realizes travel at the target speed included in the travel plan before regeneration. The generation means is controlled so as to regenerate the travel plan for accelerating the vehicle at a second acceleration smaller than the first acceleration for increasing the time during which the vehicle travels in the predetermined travel mode.

  In general, the predetermined travel mode tends to be used for traveling the vehicle at a relatively low speed. According to this aspect, since the second control unit can suppress an increase in the speed of the vehicle by reducing the acceleration of the vehicle, the traveling of the vehicle at a relatively low speed is likely to be continued. As a result, the time during which the vehicle travels in the predetermined travel mode further increases.

<6>
In another aspect of the vehicle control device that regenerates the travel plan as described above, the second control unit is configured such that when the total amount of the electric power is equal to or larger than a third predetermined amount larger than the second predetermined amount, The generating means is controlled to regenerate the travel plan for accelerating the vehicle with two accelerations.

  According to this aspect, when the total amount of power is equal to or greater than the third predetermined amount, the time during which the vehicle travels in the predetermined travel mode is further increased. As a result, the consumption of electric power stored in the power storage device is further promoted.

FIG. 1 is a block diagram showing an example of the structure of the hybrid vehicle of this embodiment. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle of the present embodiment. FIG. 3 is a flowchart showing the flow of the output control operation performed by the hybrid vehicle of the present embodiment. FIG. 4 is a timing chart showing the target speed, the speed of the hybrid vehicle, the engine speed, the engine thermal efficiency, the required charging amount, and the SOC when the SOC is equal to or lower than the first threshold value. FIG. 5 is a flowchart showing a flow of a first modification of the output control operation performed by the hybrid vehicle of the present embodiment. FIG. 6 is a timing chart showing the target speed, the speed of the hybrid vehicle, the engine speed, the starting condition, and the SOC when the SOC is equal to or higher than the second threshold value. FIG. 7 is a flowchart showing a flow of a second modification of the output control operation performed by the hybrid vehicle of the present embodiment. FIG. 8 is a timing chart showing a first example of each of the target speed, the hybrid vehicle speed, the engine speed, the starting condition, and the SOC when the SOC is equal to or greater than the third threshold value. FIG. 9 is a timing chart showing a second example of each of the target speed, the hybrid vehicle speed, the engine speed, the start condition, and the SOC when the SOC is equal to or greater than the third threshold value.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In the following description, an embodiment of the vehicle control device of the present invention will be described using the hybrid vehicle 1 to which an example of the vehicle control device of the present invention is applied.

(1) Structure of hybrid vehicle 1 An example of the structure of the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the structure of the hybrid vehicle 1 of the present embodiment.

  As shown in FIG. 1, the vehicle 1 includes a sensor 11, a GPS (Global Positioning System) receiving unit 12, a map DB (DataBase) 13, a navigation system 14, an actuator 15, and an HMI (Human Machine Interface) 16. And a hybrid system 17 and an ECU (Electronic Control Unit) 18 which is a specific example of the “vehicle control device”.

  The sensor 11 is a detection device that detects information necessary or useful for traveling of the hybrid vehicle 1. The detection result of the sensor 11 is appropriately output to the navigation system 14 and the ECU 18. The sensor 11 includes, for example, an external sensor 111 and an internal sensor 112.

  The external sensor 111 is a detection device that detects an external situation of the hybrid vehicle 1. The external situation may include, for example, an environment around the hybrid vehicle 1 (so-called traveling environment).

  The external sensor 111 may include at least one of a camera, a radar, and a rider (LIDER: Laser Imaging Detection and Ranging).

  The camera is an imaging device that captures an external situation of the hybrid vehicle 1. The camera is installed, for example, on the back side (inside) of the windshield of the hybrid vehicle 1. The camera outputs imaging information indicating an imaging result (detection result) to the ECU 18. The camera may be a monocular camera. The camera may be a compound eye camera (in other words, a stereo camera) including two imaging units arranged to reproduce binocular parallax. The imaging information output from the stereo camera includes information on the depth direction.

  The radar detects an object (for example, an obstacle, another vehicle, a pedestrian, an animal, etc.) around the hybrid vehicle 1 using radio waves (for example, millimeter waves). The radar detects an object by emitting a radio wave toward the periphery of the hybrid vehicle 1 and detecting the radio wave reflected by the object. The radar outputs first object information indicating an object detection result to the ECU 18. When the ECU 18 performs sensor fusion, the radar may output radio wave information indicating the radio wave detection result to the ECU 18 in addition to or instead of the first object information indicating the object detection result. .

  The rider detects objects around the hybrid vehicle 1 using light. The rider detects the object by emitting light toward the periphery of the hybrid vehicle 1 and detecting the light reflected by the object. The rider outputs second object information indicating the detection result of the object to the ECU 18. When the ECU 18 performs sensor fusion, the rider may output light information indicating the light detection result to the ECU 18 in addition to or instead of the second object information indicating the object detection result. .

  The internal sensor 112 is a detection device that detects the internal state of the hybrid vehicle 1. The internal situation may include, for example, the traveling state of the hybrid vehicle 1. The internal situation may include, for example, operating states of various devices included in the hybrid vehicle 1.

  The internal sensor 112 includes an SOC (State Of Charge) sensor 1121. The SOC sensor 1121 is a detection device that detects the SOC of a battery 173 described later. The SOC is a parameter capable of evaluating the total amount of power stored in the battery 173. The SOC is, for example, the ratio of the total amount of power stored in the battery 173 (that is, the total amount of power that can be output from the battery 173) to the upper limit value (that is, the total capacity) of the total amount of power that can be stored in the battery 173. Indicates. The SOC sensor 1121 includes, for example, a current sensor that can detect a battery current flowing through the battery 173. The SOC sensor 1121 can measure the SOC by integrating the detected battery current. The SOC sensor 1121 outputs SOC information indicating the detection result of the SOC to the ECU 18. However, the SOC sensor 1121 may output current information indicating the detection result of the battery current to the EUC 18. In this case, the ECU 18 may calculate the SOC based on the battery current.

  The internal sensor 112 may further include at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor.

  The vehicle speed sensor is a detection device that detects the speed of the hybrid vehicle 1. One example of the vehicle speed sensor is a wheel speed sensor that is installed on the wheel 175 of the hybrid vehicle 1 or the axle 174 that rotates integrally with the wheel 175 and that can detect the rotation speed of the wheel 175. The vehicle speed sensor outputs speed information indicating the speed detection result to the ECU 18.

  The acceleration sensor is a detection device that detects the acceleration of the hybrid vehicle 1. The acceleration sensor may include, for example, a first acceleration sensor that detects the longitudinal acceleration of the hybrid vehicle 1 and a second acceleration sensor that detects the lateral acceleration of the hybrid vehicle 1. The acceleration sensor outputs acceleration information indicating the detection result of acceleration to the ECU 18.

  The yaw rate sensor is a detection device that detects a rotational angular velocity (that is, a yaw rate) around the vertical axis of the center of gravity of the hybrid vehicle 1. An example of the yaw rate sensor is a gyro sensor. The yaw rate sensor outputs yaw rate information, which is a yaw rate detection result, to the ECU 18.

  The GPS receiver 12 measures the position of the hybrid vehicle 1 (for example, the latitude and longitude of the hybrid vehicle 1 and hereinafter referred to as “vehicle position” as appropriate) by receiving GPS signals from three or more GPS satellites. To do. The GPS receiving unit 12 outputs vehicle position information indicating the measured vehicle position to the navigation system 14 and the ECU 18. The hybrid vehicle 1 may include a measuring device that can measure the vehicle position in addition to or instead of the GPS receiving unit 12. Furthermore, in order to collate the detection result of the sensor 11 with map information to be described later, the hybrid vehicle 1 preferably includes a measuring device that measures the orientation of the hybrid vehicle 1.

  The map DB 13 is a database that stores map information indicating a map. The map DB 13 is constructed in a recording medium (for example, HDD (Hard Disk Drive)) mounted on the hybrid vehicle 1. The map information includes, for example, road position information indicating the positions of roads, intersections, branch points and signals included in the map, and road shape information indicating the shapes of roads included in the map (for example, curves and straight lines). Information indicating the type, information indicating the curvature of the curve, and the like). The map information may further include building position information indicating the position of a shielding structure such as a building or a wall. The map information may further include a detection result of the external sensor 111 in order to cause the ECU 18 to execute SLAM (Simultaneous Localization And Mapping) technology. The map DB 13 may be built in an external server that can communicate with the hybrid vehicle 1. In this case, the ECU 18 preferably downloads at least a part of the map DB 13 from an external server as necessary.

  The navigation system 14 provides guidance to the passenger so as to reach the destination set by the passenger of the hybrid vehicle 1. The navigation system 14 uses the current position of the hybrid vehicle 1 (or a predetermined departure position set by the passenger) based on the vehicle position information that is the measurement result of the GPS receiver 12 and the map information stored in the map DB 13. A target route indicating a route on which the hybrid vehicle 1 should travel before reaching the ground is calculated. The navigation system 14 may calculate a target route that can identify a lane in which the hybrid vehicle 1 preferably travels in a travel section in which multiple lanes exist. The navigation system 14 notifies the passenger of the target route using a display on a display (not shown) and a sound output from a speaker (not shown). Further, the navigation system 14 outputs target route information indicating the target route to the ECU 18. The navigation system 14 may be mounted on an external server in addition to or instead of being mounted on the hybrid vehicle 1. In this case, the ECU 18 preferably transmits the vehicle position information to an external server and receives target route information transmitted from the external server as necessary.

  The actuator 15 controls the traveling of the hybrid vehicle 1. The actuator 15 includes a throttle actuator 151. The throttle actuator 151 controls the amount of air supplied to an engine ENG described later under the control of the ECU 18. As a result, the throttle actuator 151 can control the output of the engine ENG. That is, the throttle actuator 151 can control the driving force of the hybrid vehicle 1.

  The actuator 15 may further include a brake actuator and a steering actuator. The brake actuator controls the hydraulic brake force applied to the wheel 175 by a hydraulic brake system (not shown) included in the hybrid vehicle 1 under the control of the ECU 18. That is, the brake actuator can control the deceleration of the hybrid vehicle 1. The steering actuator controls the operation of an assist motor that controls steering torque in an electric power steering system (not shown) provided in the hybrid vehicle 1 under the control of the ECU 18. As a result, the steering actuator can control the steering force and the steering direction of the hybrid vehicle 1.

  The HMI 16 is an interface for inputting and outputting information between the passenger of the hybrid vehicle 1 and the hybrid vehicle 1. The HMI 16 may include a display capable of displaying an image to be presented to the passenger, for example. The HMI 16 may include, for example, a speaker that can output sound to be presented to the passenger. The HMI 16 may include, for example, an operation device (for example, an operation button or a touch panel) that can be operated by a passenger. The HMI 16 may input and output information between the passenger and the hybrid vehicle 1 using a portable information terminal connected to the hybrid vehicle 1 wirelessly.

  The hybrid system 17 is a power train of the hybrid vehicle 1 that generates the driving force of the hybrid vehicle 1 under the control of the ECU 18. The hybrid system 17 includes an engine ENG which is a specific example of “internal combustion engine”, a motor generator MG1 which is a specific example of “rotating electric machine”, a motor generator MG2 which is a specific example of “rotating electric machine”, Dividing mechanism 171, inverter 172, and battery 173, which is a specific example of “power storage device”, are provided.

  The engine ENG operates by burning fuel such as gasoline or light oil. The engine ENG functions as a main driving source that supplies the driving force of the hybrid vehicle 1. In addition, engine ENG functions as a drive source for rotating (in other words, driving) the rotation shaft of motor generator MG1.

  Motor generator MG1 functions as a generator for charging battery 173. When motor generator MG1 functions as a generator, the rotation shaft of motor generator MG1 is rotated by the power of engine ENG. However, motor generator MG1 may function as an electric motor that supplies the driving force of hybrid vehicle 1 by operating using electric power stored in battery 173.

  Motor generator MG2 functions as an electric motor that supplies the driving force of hybrid vehicle 1 by operating using the electric power stored in battery 173. Motor generator MG2 further functions as a generator for charging battery 173. In this case, the rotation shaft of motor generator MG2 is rotated by the power transmitted to motor generator MG2 from axle 174 connected to wheels 175 (that is, the kinetic energy of hybrid vehicle 1). Therefore, motor generator MG2 performs a regenerative operation for converting kinetic energy of hybrid vehicle 1 into electric power energy.

  The power split mechanism 171 is a planetary gear mechanism including a sun gear, a planetary carrier, a pinion gear, and a ring gear (not shown). The rotation shaft of the sun gear is connected to the rotation shaft of motor generator MG1. The rotation shaft of the ring gear is connected to the rotation shaft of motor generator MG2. The rotating shaft of the planetary carrier located between the sun gear and the ring gear is connected to the rotating shaft (that is, the crankshaft) of the engine ENG. The rotation of the engine ENG is transmitted to the sun gear and the ring gear by the planetary carrier and the pinion gear. That is, the power of the engine ENG is divided into two systems. The rotating shaft of the ring gear is connected to the axle 174. The driving force generated by the hybrid system 17 is transmitted to the wheel 175 via the axle 174.

  Inverter 172 converts the DC power extracted from battery 173 into AC power and supplies it to motor generators MG1 and MG2. Further, inverter 172 converts the AC power generated by motor generators MG1 and MG2 into DC power and supplies it to battery 173.

  The battery 173 is a power supply source that supplies power for operating the motor generators MG1 and MG2 to the motor generators MG1 and MG2. Battery 173 is a storage battery that can be charged using electric power generated by motor generators MG1 and MG2. However, any capacitor may be used in addition to or instead of the battery 173.

  The axle 174 is a transmission shaft for transmitting the power output from the engine ENG and the motor generator MG2 to the wheels 175. The wheels 175 are means for transmitting the power transmitted through the axle 174 to the road surface as the driving force of the hybrid vehicle 1.

  The ECU 18 is an electronic control unit configured to be able to control the entire operation of the hybrid vehicle 1. Particularly in the present embodiment, the ECU 18 performs an automatic traveling operation for automatically traveling the hybrid vehicle 1.

  In order to mainly execute an automatic traveling operation, the ECU 18 includes a vehicle position recognition unit 181, an external situation recognition unit 182, and an internal situation recognition unit as logical processing blocks or physical processing circuits realized therein. 183, a travel plan generation unit 184 that is a specific example of “generation means”, and a travel control unit 185 that is a specific example of “first control means”.

  The vehicle position recognition unit 181 recognizes the vehicle position (particularly, the vehicle position on the map) based on the vehicle position information that is the measurement result of the GPS reception unit 12 and the map information stored in the map DB 13. The vehicle position recognition unit 181 may recognize the vehicle position by acquiring the vehicle position used by the navigation system 14 from the navigation system 14. When the position of the hybrid vehicle 1 is measured by a sensor installed on a road or the like, the vehicle position recognition unit 181 may recognize the vehicle position by communicating with the sensor. The vehicle position recognizing unit 181 corrects the vehicle position information that is the measurement result of the GPS receiving unit 12 so as to supplement the measurement accuracy of the vehicle position by collating the detection result of the external sensor 111 with the map information. Also good.

  The external situation recognition unit 182 recognizes the external situation of the hybrid vehicle 1 based on the detection result of the external sensor 111. The external situation may include at least one of the position of the white line of the traveling lane with respect to the hybrid vehicle 1 and the position of the center of the traveling lane with respect to the hybrid vehicle 1, for example. The external situation is referred to, for example, to estimate the road width and road shape (for example, the curvature of the driving lane and how far the external sensor 111 can detect the external situation at a position away from the hybrid vehicle 1). At least one of a traveling lane gradient and swell, etc.). The external situation may include the situation of objects around the hybrid vehicle 1. The situation of the objects around the hybrid vehicle 1 includes the presence / absence of the movement of the object, the relative position of the object with respect to the hybrid vehicle 1, the relative distance (relative distance) between the hybrid vehicle 1 and the object, At least one of the relative moving direction of the object and the relative speed (relative speed) of the object with respect to the hybrid vehicle 1 may be included.

  The internal situation recognition unit 183 recognizes the internal situation of the hybrid vehicle 1 based on the detection result of the internal sensor 112. The internal situation includes, for example, SOC. The internal situation may include at least one of the speed of the hybrid vehicle 1, the acceleration of the hybrid vehicle 1, and the yaw rate of the hybrid vehicle 1, for example.

  The travel plan generation unit 184 is based on the target route calculated by the navigation system 14, the vehicle position recognized by the vehicle position recognition unit 181, the external situation recognized by the external situation recognition unit 182, and the internal situation recognized by the internal situation recognition unit 183. Thus, the target course of the hybrid vehicle 1 is generated. The target course indicates a locus on which the hybrid vehicle 1 should travel on the target route. The travel plan generation unit 184 generates a target route so that the hybrid vehicle 1 travels appropriately on the target route while taking into account criteria such as safety, legal compliance, and travel efficiency. The travel plan generation unit 184 generates a target route so as to avoid contact with an object based on the situation of the object around the hybrid vehicle 1.

  The target route referred to here is a road running in the driving support device described in Japanese Patent No. 5382218 (Pamphlet of International Publication No. 2011/158347) or the automatic driving device described in Japanese Patent Application Laid-Open No. 2011-162132. Route is included. The road driving route is a driving route indicating a route that is automatically generated based on an external situation, map information, or the like when a destination is not explicitly specified by a passenger.

  The travel plan generation unit 184 generates a travel plan according to the generated target course. Specifically, the travel plan generation unit 184 generates a travel plan for causing the hybrid vehicle 1 to travel along the target route based on the external situation of the hybrid vehicle 1 and the map information. The travel plan generation unit 184 includes, for example, the coordinate coordinates (p) including the target position p of the hybrid vehicle 1 in the coordinate system fixed with respect to the hybrid vehicle 1 and the target speed v of the hybrid vehicle 1 at each target position p. , V) is generated. Here, the target position p is the position of the x coordinate and the y coordinate in the coordinate system fixed with respect to the hybrid vehicle 1 or information equivalent to the position.

  The travel plan may include any information as long as the behavior of the hybrid vehicle 1 (in other words, the travel mode) can be specified. For example, the travel plan may include a target time t at which the hybrid vehicle 1 should reach each target position p in addition to or instead of the target speed v. The travel plan may include a target time t and a target direction (or traveling direction) of the hybrid vehicle 1 at the time of the target time t in addition to or instead of the target speed v. It can be said that the target time t indirectly indicates the target speed v in that it can be converted into the target speed v using the target position p.

  Normally, it is sufficient for the travel plan to specify the behavior of the hybrid vehicle 1 during the period from the current time to the future several seconds ahead. That is, if the travel plan specifies the behavior of the hybrid vehicle 1 during a period from the current vehicle position to a predetermined point where the hybrid vehicle 1 is estimated to be located at a future time point several seconds ahead. It is enough. However, when the hybrid vehicle 1 travels in a specific travel pattern (for example, when the hybrid vehicle 1 turns right or crosses the intersection), the travel plan is for the future several tens of seconds ahead from the current time. It is preferable to specify the behavior of the hybrid vehicle 1 during the period. Therefore, the number of coordination coordinates (p, v) included in the travel plan and the interval between the two coordination coordinates (p, v) (or the interval between the two target positions p) may be variable. preferable.

  The travel plan includes a speed pattern that specifies the transition of the target speed v of the hybrid vehicle 1 during the period in which the hybrid vehicle 1 travels on the target route along the target route. The speed pattern includes, for example, a target position p set at a predetermined interval (for example, 1 meter interval) on the target route, a target speed v when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 A plurality of coordinate coordinates (p, v, t) including the target time t at which the target position p should be reached may be included.

  The travel plan may include an acceleration pattern that identifies the transition of the target acceleration a of the hybrid vehicle 1 during the period in which the hybrid vehicle 1 travels on the target route along the target route. The acceleration pattern includes, for example, a target position p set at a predetermined interval on the target path, a target acceleration a when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 should reach the target position p. A plurality of coordination coordinates (p, a, t) including the target time t may be included.

  The travel plan includes a steering pattern that specifies the transition of the target value (target steering torque Ttg) of the steering torque to be applied by the electric power steering system during the period in which the hybrid vehicle 1 travels on the target route along the target route. You may go out. The steering pattern includes, for example, a target position p set at a predetermined interval on the target path, a target steering torque Ttg when the hybrid vehicle 1 reaches the target position p, and the hybrid vehicle 1 reaches the target position p. A plurality of coordination coordinates (p, Ttg, t) including the target time t should be included.

  The travel plan generation unit 184 may approximate a curve connecting a plurality of coordination coordinates using a spline function or the like, and may generate a travel plan including parameters that can identify the curve. The travel plan generation unit 184 may generate the travel plan so that the travel time (specifically, the time required for the hybrid vehicle 1 to reach the destination) is minimized. As a specific generation method of the travel plan, a known generation method can be adopted as long as a travel plan that can identify the behavior of the hybrid vehicle 1 can be generated.

  The travel control unit 185 controls the hybrid vehicle 1 based on the travel plan generated by the travel plan generation unit 184 so that the hybrid vehicle 1 travels automatically.

  For example, the travel control unit 185 controls the actuator 15 so that the hybrid vehicle 1 automatically travels based on the travel plan. For example, the travel control unit 185 controls the hybrid system 17 so that the hybrid vehicle 1 automatically travels based on the travel plan. Specifically, for example, the traveling control unit 185 controls the engine ENG and the motor generators MG1 and MG2 to control the hybrid vehicle 1 when the hybrid vehicle 1 accelerates based on the traveling plan or travels normally. You may make it run automatically. For example, when the hybrid vehicle 1 decelerates based on the travel plan, the traveling control unit 185 may decelerate the hybrid vehicle 1 by controlling the motor generator MG2 so as to perform a regenerative operation. For example, when the hybrid vehicle 1 decelerates based on the travel plan, the traveling control unit 185 decelerates the hybrid vehicle 1 by controlling a hydraulic brake system (not shown) so as to apply the hydraulic braking force. You may let them. As a result, the hybrid vehicle 1 automatically travels so as to travel on the target route on the target route based on the travel plan. Specifically, for example, when the travel plan includes the coordinate coordinates (p, v, t), the hybrid vehicle 1 automatically travels so as to pass the target position p at the target speed v at the target time t. To do.

  The ECU 18 executes an output control operation corresponding to an operation assisting the automatic traveling operation in parallel with the above-described automatic traveling operation (that is, an operation for generating the travel plan and controlling the hybrid vehicle 1 based on the travel plan). To do. The output control operation is an operation for controlling the hybrid vehicle 1 so as to control the thermal efficiency of the engine ENG by controlling the output of the engine ENG when the SOC of the battery 173 is equal to or less than the first threshold value TH1. Typically, the output control operation is an operation for controlling the hybrid vehicle 1 so as to improve the thermal efficiency of the engine ENG by increasing the output of the engine ENG when the SOC of the battery 173 is equal to or lower than the first threshold value TH1. It is.

  In order to mainly perform the output control operation, the ECU 18 includes an output control unit 187 which is a specific example of “second control means”. The specific operation of the output control unit 187 will be described later in detail with reference to FIG.

  The hybrid vehicle 1 described above includes two motor generators MG1 and MG2. However, the hybrid vehicle 1 may include a single motor generator or three or more motor generators.

(2) Operation of Hybrid Vehicle 1 Subsequently , operations performed by the hybrid vehicle 1 of the present embodiment (particularly, automatic travel operation and output control operation) will be described with reference to FIGS. Hereinafter, for convenience of explanation, the output control operation will be described after describing the automatic traveling operation.

(2-1) with reference to the flow diagram 2 of the automatic traveling operation, the hybrid vehicle 1 of this embodiment is the flow of the automatic traveling operation will be described to perform. FIG. 2 is a flowchart showing a flow of an automatic traveling operation performed by the hybrid vehicle 1 of the present embodiment.

  As shown in FIG. 2, the ECU 18 determines whether or not the occupant requests execution of an automatic traveling operation (step S111). The passenger can use the HMI 16 to request execution of an automatic traveling operation. Therefore, the ECU 18 may determine whether or not the occupant requests execution of the automatic traveling operation by monitoring the operation content of the occupant via the HMI 16.

  As a result of the determination in step S111, when it is determined that the passenger does not request execution of the automatic traveling operation (step S111: No), the ECU 18 ends the automatic traveling operation shown in FIG. Thereafter, the ECU 18 may start the automatic traveling operation shown in FIG. 2 again after the first predetermined period has elapsed.

  On the other hand, as a result of the determination in step S111, when it is determined that the occupant requests execution of the automatic traveling operation (step S111: Yes), the vehicle position recognition unit 181 performs measurement by the GPS reception unit 12. The vehicle position is recognized based on the vehicle position information as a result and the map information stored in the map DB 13 (step S112). Furthermore, the external situation recognition unit 182 recognizes the external situation of the hybrid vehicle 1 based on the detection result of the external sensor 111 (step S112). Furthermore, the internal situation recognition unit 183 recognizes the internal situation of the hybrid vehicle 1 based on the detection result of the internal sensor 112 (step S112).

  Thereafter, the travel plan unit 184 sets the target route calculated by the navigation system 14, the vehicle position recognized by the vehicle position recognition unit 181, the external situation recognized by the external situation recognition unit 182, and the internal situation recognized by the internal situation recognition unit 183. Based on this, a travel plan is generated (step S113).

  Thereafter, the travel control unit 185 controls the hybrid vehicle 1 so that the hybrid vehicle 1 automatically travels based on the travel plan generated by the travel plan generation unit 184 (step S114). As a result, the hybrid vehicle 1 automatically travels on the target route on the target route based on the travel plan. That is, the hybrid vehicle 1 travels on the target route on the target route on the basis of the travel plan without any passenger operation.

  Thereafter, the ECU 18 determines whether or not the occupant requests to stop the automatic traveling operation (step S115). The passenger can use the HMI 16 to request a stop of the automatic driving operation. Therefore, the ECU 18 may determine whether or not the occupant requests to stop the automatic traveling operation by monitoring the operation content of the occupant via the HMI 16.

  As a result of the determination in step S115, when it is determined that the occupant has not requested to stop the automatic travel operation (step S115: No), the ECU 18 starts from step S112 every time the second predetermined period elapses. The operation in step S114 is repeated. Therefore, the hybrid vehicle 1 continues to automatically travel so as to travel on the target route on the target route based on the periodically generated travel plan.

  On the other hand, as a result of the determination in step S115, when it is determined that the occupant requests to stop the automatic traveling operation (step S115: Yes), the ECU 18 ends the automatic traveling operation shown in FIG. . Thereafter, the ECU 18 may start the automatic traveling operation shown in FIG. 2 again after the first predetermined period has elapsed.

  Even when the passenger does not request to stop the automatic traveling operation, the ECU 18 may end the automatic traveling operation shown in FIG. 2 when the hybrid vehicle 1 reaches the destination. In this case, the HMI 16 may notify the passenger that the hybrid vehicle 1 has reached the destination and that the automatic traveling operation is to end.

(2-2) Flow of Output Control Operation Next, the flow of the output control operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing the flow of the output control operation performed by the hybrid vehicle 1 of the present embodiment.

  As shown in FIG. 3, the ECU 18 determines whether or not the hybrid vehicle 1 is executing an automatic traveling operation (step S121).

  As a result of the determination in step S121, when it is determined that the hybrid vehicle 1 is not executing the automatic travel operation (step S121: No), the ECU 18 ends the output control operation shown in FIG. Thereafter, the ECU 18 may start the output control operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the determination in step S121, when it is determined that the hybrid vehicle 1 is executing the automatic travel operation (step S121: Yes), the output control unit 187 is generated by the travel plan generation unit 184. A travel plan is acquired (step S122). Further, the output control unit 187 acquires the SOC from the internal situation recognition unit 183 (step S123).

  Thereafter, the output control unit 187 determines whether or not the SOC acquired in step S123 is equal to or less than a first threshold value TH1 which is a specific example of “first predetermined amount” (step S124).

  The first threshold value TH1 is an index for determining whether or not the battery 173 has a remaining capacity for storing the electric power generated by the motor generator MG1. For this reason, as the first threshold TH1, a state where the remaining power for storing the power generated by the motor generator MG1 remains in the battery 173 and a state where the remaining power for storing the power generated by the motor generator MG1 does not remain in the battery 173. A suitably identifiable value is preferably used.

  As an example of the first threshold TH1, there is an upper limit value of the SOC that is determined that the SOC should be recovered (that is, the battery 173 should be charged). Alternatively, as an example of the first threshold value TH1, there is an upper limit value of the SOC that is determined that the possibility that the battery 173 deteriorates as the output of electric power (that is, discharge) further progresses. For example, the battery 173 may be determined to be charged or have a greater likelihood of degradation when the SOC is 40% or less. In this case, a parameter of “40% (or any numerical value of 40% or less)” may be used as the first threshold TH1.

  An example of the first threshold value TH1 is a lower limit value in a certain range in which the SOC should be accommodated. Specifically, the SOC is normally controlled so as to be within a certain range having a certain value as a central value. For example, the SOC is controlled so as to fall within a certain range having 50% as a center value, 40% as a lower limit value, and 60% as an upper limit value. In this case, a parameter of “40%” corresponding to the lower limit value may be used as the first threshold value TH1.

  As a result of the determination in step S124, when it is determined that the SOC is not equal to or less than the first threshold value TH1 (step S124: No), the ECU 18 ends the output control operation shown in FIG. Thereafter, the ECU 18 may start the output control operation shown in FIG. 3 again after the third predetermined period.

  On the other hand, as a result of the determination in step S124, when it is determined that the SOC is equal to or less than the first threshold value TH1 (step S124: Yes), the output control unit 187 cooperates with the travel control unit 185 as necessary. However, the output of the engine ENG is increased (step S125). For example, the output control unit 187 may increase the output of the engine ENG by causing the throttle actuator 151 to control the throttle opening. The output control unit 187 may increase the output of the engine ENG by controlling at least one of the fuel injection amount and the injection timing from the fuel injection valve installed in the engine ENG. The output control unit 187 may increase the output of the engine ENG by other methods.

  The output control unit 187 increases the output of the engine ENG from the reference output value. The reference output value indicates an output required for the engine ENG to drive the hybrid vehicle 1 at the target speed v specified by the travel plan acquired in step S122. The output control unit 187 can calculate the reference output value relatively easily based on the travel plan acquired in step S122. Alternatively, considering that the travel control unit 185 controls the hybrid vehicle 1 to travel based on the travel plan, the travel control unit 185 sequentially calculates the reference output value based on the travel plan. In this case, the output control unit 187 may acquire the reference output value from the travel control unit 185.

  An increase in the output of the engine ENG can lead to an improvement (that is, an increase) in the thermal efficiency of the engine ENG. That is, the output control unit 187 can improve the thermal efficiency of the engine ENG by increasing the output of the engine ENG above the reference output value, compared to the case where the output of the engine ENG is not increased. Therefore, in step S125, the output control unit 187 increases the output of the engine ENG so that the thermal efficiency of the engine ENG is improved as compared with the case where the output of the engine ENG is not increased. In other words, the output control unit 187 increases the output of the engine ENG so that the engine ENG operates at an operating point where the thermal efficiency of the engine ENG is higher than when the output of the engine ENG is not increased.

  On the other hand, as described above, the output of engine ENG is used as the driving force of hybrid vehicle 1. For this reason, simply increasing the output of the engine ENG causes the driving force of the hybrid vehicle 1 to be larger than the driving force necessary for traveling at the target speed v. As a result, the hybrid vehicle 1 may not be able to travel at the target speed v. Furthermore, due to the fact that the hybrid vehicle 1 cannot travel at the target speed v, there is a possibility that the travel plan needs to be changed (that is, regenerated) while the hybrid vehicle 1 is traveling. If the hybrid vehicle 1 does not travel at the target speed v, the passenger expecting to travel at the target speed v may feel uncomfortable. Alternatively, the change of the travel plan during the traveling of the hybrid vehicle 1 may also give a sense of discomfort to the passenger who expects a smooth travel at the initial target speed v.

  Therefore, in this embodiment, the output control unit 187 cooperates with the travel control unit 185 as necessary to increase the output of the engine ENG and use the increase in the output of the engine ENG. MG1 is caused to generate power (step S125). That is, motor generator MG1 generates electric power using an increase in output of engine ENG that exceeds the reference output value (so-called surplus for driving power of hybrid vehicle 1). For example, if the motor generator MG1 does not generate power using the output of the engine ENG before the output of the engine ENG increases, the motor generator MG1 outputs the output of the engine ENG after the output of the engine ENG increases. Power is generated using the increased amount. Alternatively, for example, when the motor generator MG1 has already generated power using at least a part of the output of the engine ENG before the output of the engine ENG increases, the motor generator MG1 after the output of the engine ENG increases. Generates electric power using an increase in the output of the engine ENG in addition to at least a part of the output of the engine ENG that has already been used for power generation.

  Therefore, the increase in the output of engine ENG is offset (or absorbed) by the power generation of motor generator MG1. As a result, even when the output of the engine ENG increases, the driving force of the hybrid vehicle 1 does not become larger than the driving force necessary for traveling at the target speed v. As a result, even if the output of the engine ENG increases, the hybrid vehicle 1 can continue traveling at the target speed v specified by the generated travel plan. That is, even when the output of the engine ENG increases, the travel plan generation unit 184 does not have to change (that is, regenerate) the travel plan. For this reason, there is little or no sense of incongruity due to the fact that the hybrid vehicle 1 does not travel at the target speed v or due to a change in the travel plan.

  The electric power generated by motor generator MG1 is mainly input to battery 173. That is, the electric power generated by motor generator MG 1 is mainly used for charging battery 173. For example, motor generator MG1 generates electric power based on a control parameter called a charge request amount indicating electric power that motor generator MG1 should generate (that is, electric power to be charged in battery 173). In this case, in order to cause motor generator MG1 to generate power using the increase in the output of engine ENG, output control unit 187 increases the charge request amount by an amount corresponding to the increase in the output of engine ENG.

  The output control unit 187 continues the operation of increasing the output of the engine ENG and the operation of generating electric power by the motor generator MG1 using the increase in the output of the engine ENG until the SOC becomes larger than the first threshold value TH1. That is, until the SOC becomes larger than the first threshold value TH1, the state in which the output of the engine ENG is increased from the reference output value is maintained, and the amount of charge required is an amount corresponding to the increase in the output of the engine ENG. The state in which the charge amount is increased from the original charge request amount that has not been added (for example, the reference request amount according to the SOC, the speed of the hybrid vehicle 1 or the like) is maintained. When the SOC becomes larger than the first threshold value TH1, the output control unit 187 ends the operation of increasing the output of the engine ENG and the operation of causing the motor generator MG1 to generate power using the increased amount of the output of the engine ENG. . For this reason, the output of the engine ENG returns to the original reference output value. Similarly, the charge request amount returns to the reference request amount.

  However, the threshold value for determining whether or not to start the operation for increasing the output of the engine ENG and the threshold value for determining whether or not to end the operation for increasing the output of the engine ENG are both the first threshold value. In the case of TH1, there is a possibility that the start and end of the operation for increasing the output of the engine ENG are frequently repeated. Therefore, even if the threshold for determining whether to start the operation for increasing the output of the engine ENG is different from the threshold for determining whether to end the operation for increasing the output of the engine ENG, Good. For example, the threshold for determining whether or not to start the operation for increasing the output of the engine ENG is the first threshold TH1, and the threshold for determining whether or not to end the operation for increasing the output of the engine ENG. May be a value obtained by adding a predetermined first margin to the first threshold TH1.

  Here, the operation when the SOC is equal to or lower than the first threshold value TH1 will be further described with reference to FIG. FIG. 4 is a timing chart showing the target speed v, the speed of the hybrid vehicle 1, the rotational speed of the engine ENG, the thermal efficiency of the engine ENG, the required charging amount, and the SOC when the SOC is equal to or lower than the first threshold value TH1.

  As shown in FIG. 4, it is assumed that the hybrid vehicle 1 starts traveling at time t41. As a result, the speed of the hybrid vehicle 1 increases so as to follow the target vehicle speed v.

  From time t41 when the hybrid vehicle 1 starts to travel to time t42 when the driving force required by the hybrid vehicle 1 exceeds a certain driving force, the hybrid vehicle 1 uses the output of the motor generator MG2 as a driving force. Use to drive. That is, the hybrid vehicle 1 does not use the output of the engine ENG as a driving force. Therefore, the engine ENG is stopped from time t41 to time t42 (that is, the output of the engine ENG remains zero). Furthermore, during time t41 to time t42, motor generator MG2 consumes the electric power stored in battery 173, so the SOC decreases.

  Thereafter, when the driving force required by the hybrid vehicle 1 exceeds a certain driving force at time t42, the engine ENG starts. Here, since the SOC is equal to or less than the first threshold value TH1, the output of the engine ENG is larger than the reference output value. Note that the third graph in FIG. 4 shows an example in which the increase in the output of the engine ENG is realized by the increase in the rotational speed of the engine ENG. That is, the rotational speed of engine ENG is higher than the rotational speed determined according to the reference output value. As a result, as shown in the fourth graph in FIG. 4, the thermal efficiency of the engine ENG is improved (that is, increased) as compared with the case where the output of the engine ENG is not increased.

  In addition, in parallel with the increase in the output of the engine ENG, the charge request amount also becomes larger than the reference request amount. Therefore, as shown in the first and second graphs of FIG. 4, the hybrid vehicle 1 can continue traveling at the target speed v.

  As the motor generator MG1 generates power, the SOC recovers. As a result, it is assumed that the SOC exceeds the first threshold at time t43. Therefore, after time t43, the output of the engine ENG returns to the original reference output value. Similarly, the charge request amount returns to the reference request amount.

  As described above, the hybrid vehicle 1 according to the present embodiment can increase the output of the engine ENG mainly for the purpose of improving the thermal efficiency of the engine ENG. Furthermore, the hybrid vehicle 1 according to the present embodiment maintains the travel of the hybrid vehicle 1 at the target speed v regardless of the increase in the output of the engine ENG (that is, the travel plan is changed due to the increase in the output of the engine ENG). The main purpose is to prevent the motor generator MG1 from generating electric power using the increased output of the engine ENG. For this reason, the hybrid vehicle 1 can reduce the uncomfortable feeling of the passenger due to the change in the travel plan while controlling the engine ENG so as to improve the thermal efficiency of the engine ENG.

  In addition, the hybrid vehicle 1 of the present embodiment outputs the output of the engine ENG when the SOC is equal to or less than the first threshold value TH1 (that is, the remaining power for storing the power generated by the motor generator MG1 remains in the battery 173). And the motor generator MG1 is caused to generate electric power using the increased output of the engine ENG. For this reason, the increase in the output of engine ENG is preferably or reliably offset by the power generation of motor generator MG1. This is because it may be difficult for the motor generator MG1 to generate power using the increased output of the engine ENG if there is no remaining power in the battery 173 to store the power generated by the motor generator MG1. It is.

  In the description of FIG. 4 described above, the output control unit 187 increases the output of the engine ENG by increasing the rotational speed of the engine ENG. However, the output control unit 187 may increase the output of the engine ENG by increasing the torque of the engine ENG.

(3) Modified Example of Output Control Operation Next, a modified example of the above-described output control operation will be described with reference to FIGS. Below, the 1st modification and 2nd modification of output control operation are explained in order.

(3-1) First Modified Example of Output Control Operation The flow of a first modified example of the output control operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing a flow of a first modification of the output control operation performed by the hybrid vehicle 1 of the present embodiment. Note that the same operations as those performed by the output control operation shown in FIG. 3 are denoted by the same step numbers, and detailed description thereof is omitted.

  As shown in FIG. 5, the first modified example of the output control operation differs from the output control operation shown in FIG. 3 in that the operation after it is determined that the SOC is not less than or equal to the first threshold value TH1 is different. Other operations of the first modification of the output control operation may be the same as other operations of the output control operation illustrated in FIG.

  Specifically, as a result of the determination in step S124, when it is determined that the SOC is not equal to or less than the first threshold value TH1 (step S124: No), the output control unit 187 indicates that the SOC is “second predetermined amount”. It is a specific example, and it is determined whether or not it is greater than or equal to a second threshold value TH2 that is greater than the first threshold value TH1 (step S131).

  The second threshold TH2 is an index for determining whether or not the battery 173 has sufficiently stored the electric power that can be consumed by the motor generator MG2. Therefore, as the second threshold TH2, there are a state where the battery 173 is sufficiently storing enough power that can be consumed by the motor generator MG2 and a state where the battery 173 is not storing enough power that can be consumed by the motor generator MG2. A suitably identifiable value is preferably used.

  As an example of the second threshold TH2, there is a lower limit value of the SOC that is determined that the SOC should be reduced (that is, the battery 173 should be discharged). As an example of the second threshold value TH2, a lower limit value of the SOC that is determined that the possibility that the battery 173 deteriorates as the further power input (that is, charging) proceeds is exemplified. For example, the battery 173 may be determined to be discharged or have a greater likelihood of deterioration when the SOC is 60% or higher. In this case, a parameter of “60% (or an arbitrary numerical value of 60% or more)” is used as the second threshold TH2.

  As an example of the second threshold TH1, there is an upper limit value in a certain range in which the SOC should be accommodated. Specifically, the SOC is normally controlled so as to be within a certain range having a certain value as a central value. For example, the SOC is controlled so as to fall within a certain range having 50% as a center value, 40% as a lower limit value, and 60% as an upper limit value. In this case, a parameter “60%” corresponding to the upper limit value may be used as the second threshold value TH2.

  As a result of the determination in step S131, when it is determined that the SOC is not equal to or greater than the second threshold value TH2 (step S131: No), the ECU 18 ends the first modification of the output control operation shown in FIG. Thereafter, the ECU 18 may start the first modification of the output control operation shown in FIG. 5 again after the third predetermined period has elapsed.

  On the other hand, as a result of the determination in step S131, when it is determined that the SOC is greater than or equal to the second threshold TH2 (step S131: Yes), the output control unit 187 determines that the SOC is not greater than or equal to the second threshold TH2. Compared with the case where the engine ENG is stopped, the starting condition to be satisfied for the stopped engine ENG to restart is changed so that the stopped engine ENG is difficult to restart (step S132). As the stopped engine ENG becomes more difficult to restart, the time (in other words, the period) during which the hybrid vehicle 1 travels in the EV (Electrical Vehicle) mode increases. Therefore, it can be said that the operation for changing the starting condition is an example of an operation for increasing the time during which the hybrid vehicle 1 travels in the EV mode.

  The EV mode is a travel mode in which the engine ENG is stopped (that is, no fuel is supplied to the engine ENG). Therefore, the EV mode is a traveling mode in which the output of the engine ENG is not used as the driving force of the hybrid vehicle 1. In addition, the EV mode is a travel mode in which the output of the motor generator MG2 is used as the driving force of the hybrid vehicle 1. The EV travel mode is a specific example of the “predetermined travel mode”.

  An example of the starting condition is a condition that the SOC should satisfy. For example, a condition that “SOC is below the first start threshold value” may be used as the start condition. In this case, the smaller the first start threshold value, the harder the SOC becomes below the first start threshold value. For this reason, the output control unit 187 may change the start condition so as to decrease the first start threshold as compared with the case where it is determined that the SOC is not equal to or greater than the second threshold TH2.

  An example of the start condition is a condition that the speed of the hybrid vehicle 1 should satisfy. In this case, a condition that “the speed exceeds the second start threshold value” may be used as the start condition. In this case, the higher the second start threshold value, the more difficult the speed of the hybrid vehicle 1 exceeds the second start threshold value. For this reason, the output control unit 187 may change the start condition so as to increase the second start threshold as compared with the case where it is determined that the SOC is not equal to or greater than the second threshold TH2.

  An example of the starting condition is a condition that the driving force required by the hybrid vehicle 1 should satisfy. In this case, a condition that “the driving force required by the hybrid vehicle 1 exceeds the third start threshold value” may be used as the start condition. In this case, as the third start threshold value increases, the driving force required by the hybrid vehicle 1 becomes less likely to exceed the third start threshold value. For this reason, the output control unit 187 may change the start condition so as to increase the third start threshold as compared with the case where it is determined that the SOC is not equal to or greater than the second threshold TH2.

  In addition, any starting condition that a parameter that can specify the traveling state of the hybrid vehicle 1 satisfies some condition may be used.

  When the start condition is changed, the hybrid vehicle 1 can easily travel in the EV mode as compared with the case where the start condition is not changed. In other words, when the starting condition is changed, the output of the motor generator MG2 that operates using the electric power stored in the battery 173 becomes the driving force of the hybrid vehicle 1 as compared with the case where the starting condition is not changed. Time increases. For this reason, when the start condition is changed, the amount of power consumed by motor generator MG2 is increased as compared with the case where the start condition is not changed. That is, the discharge amount of the battery 173 increases. As a result, when the starting condition is changed, compared with the case where the starting condition is not changed, the SOC that is relatively high to the extent that it is determined to be equal to or higher than the second threshold TH2 is further reduced. Promoted.

  The output control unit 187 continues the operation of changing the starting condition until the SOC becomes smaller than the second threshold value TH2. That is, the output control unit 187 continues to use the changed start condition until the SOC becomes smaller than the second threshold value TH2. When the SOC becomes smaller than the second threshold value TH2, the output control unit 187 ends the operation for changing the start condition. For this reason, the starting condition returns to the original starting condition before the change.

  However, the threshold for determining whether or not to start the operation for changing the start condition (that is, to use the changed start condition) and the operation for changing the start condition are ended (that is, the original before the change). If the threshold value for determining whether or not the start condition is used) is both the second threshold value TH2, the start and end of the operation for changing the start condition may be frequently repeated. Therefore, the threshold for determining whether or not to start the operation for changing the start condition may be different from the threshold for determining whether or not to end the operation for changing the start condition. For example, the threshold for determining whether or not to start the operation for changing the start condition is the second threshold TH2, and the threshold for determining whether or not to end the operation for changing the start condition is the second threshold. It may be a value obtained by subtracting a predetermined second margin from TH2.

  Here, the operation when the SOC is equal to or higher than the second threshold value TH2 will be further described with reference to FIG. FIG. 6 is a timing chart showing the target speed v, the speed of the hybrid vehicle 1, the rotational speed of the engine ENG, the starting condition, and the SOC when the SOC is equal to or higher than the second threshold value TH2. In FIG. 6, for convenience of explanation, it is assumed that the start condition is a condition that the SOC should satisfy (particularly, a condition that “SOC is below the first start threshold”).

  As shown in FIG. 6, it is assumed that the hybrid vehicle 1 starts traveling at time t61. As a result, the speed of the hybrid vehicle 1 increases so as to follow the target vehicle speed v.

  The engine ENG does not start until the SOC falls below the first start threshold after the hybrid vehicle 1 starts running. That is, the output of the engine ENG remains zero. For this reason, the hybrid vehicle 1 travels in the EV mode. The output of engine ENG remains zero.

  In addition, since it is determined that the SOC is equal to or higher than the second threshold value TH2, as shown in the graph in the fourth row in FIG. 6, the first starting threshold value is determined not to be equal to or higher than the second threshold value TH2. It becomes smaller than the 1st starting threshold value used in a case. As a result, when it is determined that the SOC is equal to or greater than the second threshold TH2, it is determined that the SOC is lower than the first start threshold at time t63. For this reason, when it is determined that the SOC is equal to or greater than the second threshold value TH2, the engine ENG is restarted at time t63.

  On the other hand, when it is determined that the SOC is not equal to or greater than the second threshold TH2, the first start threshold is not changed. For this reason, at time t62 earlier than time t63, it is determined that the SOC falls below the first start threshold value. For this reason, when it is determined that the SOC is not equal to or greater than the second threshold value TH2, the engine ENG is restarted at time t62.

  Thus, when it is determined that the SOC is greater than or equal to the second threshold TH2, the timing at which the engine ENG is restarted is delayed compared to the case where it is determined that the SOC is not greater than or equal to the second threshold TH2. As a result, the time during which the hybrid vehicle 1 travels in the EV mode is relatively long. Therefore, as shown in the graph in the fifth row of FIG. 6, when it is determined that the SOC is greater than or equal to the second threshold TH2, the SOC is determined not to be greater than or equal to the second threshold TH2. , SOC reduction (that is, discharging of the battery 173) is further promoted.

  In addition, in the first modification, the travel plan is not changed. Therefore, as shown in the second graph of FIG. 6, the hybrid vehicle 1 can continue traveling at the target speed v. Note that the driving force of the hybrid vehicle 1 that may become insufficient due to the delayed restart timing of the engine ENG is output from the motor generator MG2 (and, if necessary, from the motor generator MG1). Output).

  As described above, the hybrid vehicle 1 that executes the first modification of the output control operation can preferably enjoy various effects that the hybrid vehicle 1 that executes the output control operation shown in FIG. 3 can enjoy. it can. In addition, in the first modified example, since the time during which the hybrid vehicle 1 travels in the EV mode is increased, the fuel consumption is improved as compared with the case where the time during which the hybrid vehicle 1 travels in the EV mode does not increase.

  On the other hand, when the output control operation shown in FIG. 3 (that is, the operation of increasing the output of engine ENG and causing motor generator MG1 to generate electric power using the increased output of engine ENG) is executed, the SOC gradually increases. I will do it. As a result, when the SOC exceeds the first threshold value TH1, the output control unit 187 cannot increase the output of the engine ENG and cause the motor generator MG1 to generate power using the increased output of the engine ENG. Therefore, the SOC is decreased so that the output control unit 187 can execute again or repeatedly the operation of increasing the output of the engine ENG and causing the motor generator MG1 to generate electric power using the increased output of the engine ENG. Is desired. Alternatively, the SOC is relatively high if there is no opportunity for the electric power stored in the battery 173 to be consumed despite the increase in the SOC (for example, the opportunity for the hybrid vehicle 1 to travel in the EV mode). The state will be maintained. Therefore, there is a possibility that the fuel efficiency of the hybrid vehicle 1 will be deteriorated due to the loss of regeneration. For this reason, also from a viewpoint of suppressing deterioration of a fuel consumption, when SOC is comparatively high, it is desired to reduce SOC.

  Therefore, in the first modified example, when the SOC is equal to or greater than the second threshold value TH2, the time during which the hybrid vehicle 1 travels in the EV mode increases as compared with the case where the SOC is not equal to or greater than the second threshold value TH2. For this reason, reduction of SOC is further promoted. Therefore, the output control unit 187 easily increases the output of the engine ENG and again executes the operation of causing the motor generator MG1 to generate power using the increased output of the engine ENG. That is, the output control unit can easily execute the above-described operation for reducing the uncomfortable feeling of the passenger while improving the thermal efficiency of the internal combustion engine. Furthermore, the deterioration of fuel consumption caused by maintaining the SOC at a relatively high state is also suppressed.

  As described above, the operation for changing the start condition is an example of an operation for increasing the time during which the hybrid vehicle 1 travels in the EV mode. The output control unit 187 may increase the time during which the hybrid vehicle 1 travels in the EV mode using another method in addition to or instead of changing the start condition. For example, the output control unit 187 changes the stop condition that must be satisfied in order for the operating engine ENG to stop so that the engine ENG can easily stop, so that the hybrid vehicle 1 travels in the EV mode. May be increased.

(3-2) Second Modified Example of Output Control Operation Next, the flow of a second modified example of the output control operation performed by the hybrid vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 7 is a flowchart showing a flow of a second modification of the output control operation performed by the hybrid vehicle 1 of the present embodiment. In addition, about the operation | movement same as the operation | movement which the 1st modification of the output control operation | movement shown in FIG. 5 performs, the detailed description is abbreviate | omitted by attaching | subjecting the same step number.

  As shown in FIG. 7, the second modification of the output control operation is different from the first modification of the output control operation shown in FIG. 5 in that the operation after the SOC is determined to be greater than or equal to the second threshold value TH2 is different. Different from the example. Other operations of the second modification of the output control operation may be the same as other operations of the first modification of the output control operation shown in FIG.

  Specifically, as a result of the determination in step S131, when it is determined that the SOC is equal to or greater than the second threshold TH2 (step S131: Yes), the output control unit 187 indicates that the SOC is “third predetermined amount”. It is determined whether or not it is a third threshold value TH3, which is a specific example (step S141). The third threshold value TH3 is an arbitrary value larger than the second threshold value TH2. For example, as the third threshold value TH2, a parameter “65% (or an arbitrary numerical value of 65% or more)” may be used.

  As a result of the determination in step S141, when it is determined that the SOC is not equal to or greater than the third threshold TH3 (step S141: No), the output control unit 187 compares with a case where it is determined that the SOC is not equal to or greater than the second threshold TH2. Then, the starting condition is changed so that the stopped engine ENG is difficult to restart (step S132).

  On the other hand, as a result of the determination in step S141, also when it is determined that the SOC is greater than or equal to the third threshold TH3 (step S141: Yes), the output control unit 187 determines that the SOC is not greater than or equal to the second threshold TH2. Compared to the case where the engine ENG is stopped, the starting condition is changed so that the stopped engine ENG is difficult to restart (step S142). The operation for changing the start condition in step S142 is the same as the operation for changing the start condition in step S132.

  In addition, when it is determined that the SOC is greater than or equal to the third threshold value TH3, it is estimated that the SOC is excessively greater than when the SOC is determined not to be greater than or equal to the third threshold value TH3. Therefore, when it is determined that the SOC is greater than or equal to the third threshold value TH3, a further reduction in the SOC is desired as compared with a case where it is determined that the SOC is not greater than or equal to the third threshold value TH3. Therefore, the output control unit 187 executes a further operation for promoting the reduction of the SOC in addition to the operation for changing the starting condition (step S142).

  Specifically, the output control unit 187 requests the travel plan generation unit 184 to regenerate the travel plan (more specifically, regenerate the speed pattern) (step S142). In particular, the output control unit 187 reproduces the travel plan for accelerating the hybrid vehicle 1 with an acceleration smaller than the acceleration for realizing the travel at the target speed v (speed pattern) specified by the travel plan before regeneration. It requests | requires to the travel plan production | generation part 184 to form (step S142).

  As a result, when it is determined that the SOC is equal to or greater than the third threshold value TH3, the acceleration of the hybrid vehicle 1 is moderate as compared with a case where it is determined that the SOC is not equal to or greater than the third threshold value TH3. For this reason, when it is determined that the SOC is greater than or equal to the third threshold value TH3, the driving force required by the hybrid vehicle 1 is smaller than when the SOC is determined not to be greater than or equal to the third threshold value TH3. . That is, as the acceleration of the hybrid vehicle 1 becomes slower, the driving force required by the hybrid vehicle 1 becomes smaller. Here, as described above with reference to FIG. 4, the engine ENG that has been stopped is started, triggered by the fact that the driving force required by the hybrid vehicle 1 exceeds a certain driving force. For this reason, it is estimated that the slower the acceleration of the hybrid vehicle 1 is, the later the timing at which the engine ENG starts. Alternatively, it is estimated that the slower the acceleration of the hybrid vehicle 1 is, the more difficult it is to start the engine ENG. For this reason, in the 2nd modification, compared with the 1st modification, the time for which hybrid vehicle 1 runs in EV mode further increases. For this reason, in the 2nd modification, the reduction | decrease in SOC is further accelerated | stimulated compared with the 1st modification.

  The output control unit 187 continues the operation of regenerating the travel plan until the SOC becomes smaller than the third threshold value TH3. In other words, the output control unit 187 cooperates with the travel plan generation unit 184 and the travel control unit 185 as necessary, and until the SOC becomes smaller than the third threshold value TH3, the hybrid vehicle is based on the regenerated travel plan. The hybrid vehicle 1 is controlled so that 1 runs. When the SOC becomes smaller than the third threshold value TH3, the output control unit 187 ends the operation for regenerating the travel plan. For this reason, the hybrid vehicle 1 travels based on the original travel plan before regeneration.

  However, the threshold value for determining whether to start the operation for regenerating the travel plan (that is, to use the regenerated travel plan) and the operation for regenerating the travel plan are ended (that is, the regeneration is performed). When the threshold for determining whether or not the previous original travel plan is used) is the third threshold TH3, the start and end of the operation for regenerating the travel plan may be repeated frequently. There is sex. Therefore, the threshold for determining whether to start the operation for regenerating the travel plan may be different from the threshold for determining whether to end the operation for regenerating the travel plan. For example, the threshold for determining whether or not to start the operation for regenerating the travel plan is the third threshold TH3, and the threshold for determining whether or not to end the operation for regenerating the travel plan is the first threshold. It may be a value obtained by subtracting a predetermined third margin from the three threshold TH3.

  Here, the operation in the case where the SOC is equal to or greater than the third threshold value TH3 will be further described with reference to FIG. FIG. 8 is a timing chart showing the target speed v, the speed of the hybrid vehicle 1, the rotational speed of the engine ENG, the starting conditions, and the SOC when the SOC is equal to or greater than the third threshold value TH3. In FIG. 8, for convenience of explanation, it is assumed that the start condition is a condition that “SOC is lower than the first start threshold value” as in FIG. 6.

  As shown in FIG. 8, it is assumed that the hybrid vehicle 1 starts traveling at time t81. However, since the SOC is equal to or greater than the third threshold TH3, as shown in the first row of FIG. 8, the acceleration is smaller than the acceleration for realizing the traveling at the target speed v specified by the traveling plan before regeneration. Thus, the travel plan for accelerating the hybrid vehicle 1 is regenerated. The hybrid vehicle 1 travels based on the regenerated travel plan. For this reason, as shown in the second stage of FIG. 8, the speed of the hybrid vehicle 1 gradually increases from the target speed specified by the travel plan before regeneration.

  Thereafter, even at time t82 when the engine ENG is to be started in the first modification, the engine ENG is not started due to the slow acceleration of the hybrid vehicle 1. Therefore, as shown in the graph in the fifth row of FIG. 8, in the second modification, unlike the first modification, the SOC decreases after time t82.

  Thereafter, at time t83, the SOC becomes smaller than the third threshold value TH3. Therefore, at time t83, the hybrid vehicle 1 starts traveling based on the travel plan before regeneration instead of the travel plan after regeneration. As a result, as shown in the second graph of FIG. 8, the speed of the hybrid vehicle 1 increases toward the target vehicle speed v specified by the travel plan before regeneration.

  Thereafter, as the speed of the hybrid vehicle 1 increases, the driving force required by the hybrid vehicle 1 exceeds the driving force required at the time t84. In this case, engine ENG starts at time t84. Accordingly, as shown in the third graph in FIG. 8, the timing at which the engine ENG starts in the second modification is later than the timing at which the engine ENG starts in the first modification. As a result, the period during which the hybrid vehicle 1 travels in the EV mode in the second modification is longer than the period during which the hybrid vehicle 1 travels in the EV mode in the first modification. For this reason, as shown in the graph in the fifth row of FIG. 8, the reduction of the SOC (that is, the discharge of the battery 173) is further promoted.

  As described above, the hybrid vehicle 1 that executes the second modification example of the output control operation preferably has various effects that the hybrid vehicle 1 that executes the first modification example of the output control operation shown in FIG. 5 can enjoy. Can enjoy. In addition, in the second modified example, when the SOC is excessively large, in addition to the change in the start condition, the travel plan is changed mainly for the purpose of further promoting the reduction of the SOC. For this reason, the excessive increase of SOC is suppressed suitably.

  Note that FIG. 8 shows that the target speed v during the steady travel period specified by the travel plan after regeneration (that is, during the period when the speed is constant) is during the steady travel period specified by the travel plan before regeneration. An example in which the speed is lower than the target speed v is shown. However, as shown in FIG. 9, the target speed v during the steady travel period specified by the travel plan after regeneration is the same as the target speed v during the steady travel period specified by the travel plan before regeneration. Also good. In this case, as long as the acceleration of the hybrid vehicle 1 becomes gentle due to the change of the travel plan, the timing at which the engine ENG starts in the second modification is later than the timing at which the engine ENG starts in the first modification. There is no change in becoming.

  In the second modification, when it is determined that the SOC is equal to or greater than the second threshold TH2 and not equal to or greater than the third threshold TH3, the output control unit 187 changes the start condition so that the hybrid vehicle 1 is The driving time in the EV mode is increased. However, when it is determined that the SOC is equal to or greater than the second threshold TH2 and not equal to or greater than the third threshold TH3, the output control unit 187 performs acceleration of the hybrid vehicle 1 in addition to or instead of changing the start condition. The time during which the hybrid vehicle 1 travels in the EV mode may be increased by changing the travel plan so as to be gentle. Similarly, in the second modification, when it is determined that the SOC is equal to or greater than the third threshold value TH3, the output control unit 187 changes the start condition and the travel plan, so that the hybrid vehicle 1 is changed. The driving time in the EV mode is increased. However, when it is determined that the SOC is equal to or greater than the third threshold value TH3, the output control unit 187 changes the travel plan so that the acceleration of the hybrid vehicle 1 becomes moderate without changing the start condition. The time during which the hybrid vehicle 1 travels in the EV mode may be increased. Similarly, in the first modification, when it is determined that the SOC is equal to or greater than the second threshold value TH2, the output control unit 187 performs acceleration of the hybrid vehicle 1 in addition to or instead of changing the start condition. The time during which the hybrid vehicle 1 travels in the EV mode may be increased by changing the travel plan so as to be gentle.

  One constituent element described in the above embodiment can be appropriately combined with another constituent element described in the above embodiment. Some of the configuration requirements described in the above-described embodiment may not be used.

  It should be noted that the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a vehicle control device that includes such a change is also included in the technical concept of the present invention. included.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 1121 SOC sensor 17 Hybrid system 173 Battery 18 ECU
184 Travel plan generator 185 Travel controller 187 Output controller ENG Engine MG1, MG2 Motor generator

Claims (6)

A vehicle control device for controlling a vehicle comprising an internal combustion engine, a rotating electrical machine capable of generating electric power using the output of the internal combustion engine, and a power storage device capable of storing electric power generated by the rotating electrical machine,
Generating means for generating a travel plan including a target speed of the vehicle until the vehicle reaches a desired point;
First control means for controlling the vehicle so that the vehicle automatically travels based on the travel plan;
When the total amount of electric power stored in the power storage device is equal to or less than a first predetermined amount, the output of the internal combustion engine is increased from a required value required to drive the vehicle at the target speed. And improving the thermal efficiency of the internal combustion engine as compared with the case where the output of the internal combustion engine is not increased, and causing the rotating electrical machine to generate electric power using the increase in the output of the internal combustion engine. And a second control means for driving the vehicle. The rotating electrical machine is operable using electric power stored in the power storage device,
When the total amount of electric power is greater than or equal to a second predetermined amount that is greater than the first predetermined amount, the second control means is configured to compare the internal The vehicle control device according to claim 1, wherein the vehicle travels in a predetermined travel mode in which an output of the rotating electrical machine is used as a driving force of the vehicle after the engine is stopped. The second control means starts the stopped internal combustion engine when the total amount of power is equal to or greater than the second predetermined amount, compared to when the total amount of power is not equal to or greater than the second predetermined amount. The vehicle according to claim 2, wherein a time for which the vehicle travels in the predetermined travel mode is increased by changing a start condition to be satisfied in order to make the internal combustion engine difficult to start. Control device. The vehicle control device according to claim 3, wherein the second control means causes the vehicle to travel at the target speed when the total amount of the electric power is equal to or greater than the second predetermined amount. The second control means regenerates the travel plan for accelerating the vehicle at a second acceleration smaller than a first acceleration for realizing travel at the target speed included in the travel plan before regeneration. 4. The vehicle control device according to claim 2, wherein the time for the vehicle to travel in the predetermined travel mode is increased by controlling the generation unit as described above. The second control means regenerates the travel plan for accelerating the vehicle with the second acceleration when the total amount of the electric power is equal to or greater than a third predetermined amount larger than the second predetermined amount. The vehicle control device according to claim 5, wherein the generation unit is controlled.

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