JP2024058782A - Hybrid vehicle control device - Google Patents

Abstract

To provide a control device of a hybrid vehicle which is capable of traveling with automatic operation by reflecting an intention and a desire of a boarding person adequately.SOLUTION: In a control device of a hybrid vehicle Ve which comprises an engine 1 and a motor 2 as a power source, and is configured to be capable of selectively setting an HEV mode for traveling in an operating state of the engine 1 and an EV mode for traveling by output of the motor 2 in a stopped state of the engine 1, and to be capable of traveling with automatic operation which automatically controls driving operation and driving force, an intention of a boarding person of the hybrid vehicle Ve is determined by a controller 6 which controls the hybrid vehicle Ve, and a frequency of traveling in the HEV mode and a frequency of traveling in the EV mode are changed on the basis of the intention (step S2-S5).SELECTED DRAWING: Figure 3

Description

This invention relates to a control device for a hybrid vehicle that can run in an autonomous mode by automatically controlling the driving operation and driving force.

Patent Document 1 describes a control device for a hybrid vehicle that has an engine and a motor as driving power sources, and is configured to start the engine when the vehicle speed exceeds a set speed while driving using the output of the motor. In the hybrid vehicle control device described in Patent Document 1, a speed threshold for starting the engine is determined according to the type of automatic driving mode, with the aim of improving quietness and fuel efficiency. Specifically, the hybrid vehicle control device described in Patent Document 1 is capable of executing a first automatic driving mode in which the vehicle drives with automatic steering based on map information, and a second automatic driving mode in which the vehicle drives to maintain a target vehicle speed or a distance from a preceding vehicle according to steering by the driver. In the second automatic driving mode, the speed threshold is set higher than in the first automatic driving mode.

JP 2018-94988 A

The control device for a hybrid vehicle described in the above Patent Document 1 is capable of automatic driving in two different automatic driving modes, and the speed threshold for starting the engine is changed to change the timing for switching between the two automatic driving modes. In other words, by changing the timing for starting the engine, both quietness and fuel efficiency of the hybrid vehicle are improved. However, in a conventional automatic driving vehicle, the passenger (or the driver) does not intentionally start the engine during automatic driving. Therefore, there is a possibility that the driving imagined or desired by the passenger and the actual driving state of the hybrid vehicle will deviate, causing the passenger to feel strange or uncomfortable. For example, when a mode that prioritizes quietness of the hybrid vehicle is set, the hybrid vehicle will delay the timing of starting the engine, i.e., reduce the frequency of operating the engine, resulting in a relatively leisurely drive. If such a mode that prioritizes quietness is set in a situation where the passenger wants to move quickly, there is a risk that the passenger will feel dissatisfied.

This invention was conceived with a focus on the technical challenges described above, and aims to provide a control device for a hybrid vehicle that can run autonomously while appropriately reflecting the intentions and requests of the passengers.

To achieve the above object, the present invention provides a control device for a hybrid vehicle that has an engine and a motor as a power source, is capable of selectively setting an HEV mode in which the vehicle runs with the engine running, and an EV mode in which the vehicle runs with the engine stopped and using the output of the motor, and is capable of running in an automatic driving mode that automatically controls the driving operation and driving force, and is characterized in that the control device includes a controller that controls the hybrid vehicle, and the controller determines the intention (or intent, will, inclination, etc.) of a passenger in the hybrid vehicle, and based on the intention, changes the frequency of running the vehicle in the HEV mode with the engine running and the frequency of running the vehicle in the EV mode with the engine stopped, or changes the ratio of these frequencies.

The controller of the present invention may also be configured to, when performing the automatic driving, reduce the frequency of driving in the HEV mode and increase the frequency of driving in the EV mode if the occupant intends to prioritize quietness of the hybrid vehicle, and to increase the frequency of driving in the HEV mode and set the target acceleration in the automatic control to be greater than the standard target acceleration set under normal circumstances if the occupant intends to prioritize travel time of the hybrid vehicle (i.e., prioritize shortening travel time).

The controller in this invention may also be configured to execute the automatic driving based on a driving plan in which future control contents of the driving force on the planned driving route from the current location to the destination are preset, and to formulate the driving plan so that if the passenger intends to prioritize quietness of the hybrid vehicle, the frequency of driving in the HEV mode decreases and the frequency of driving in the EV mode increases, and to formulate the driving plan so that if the passenger intends to prioritize travel time of the hybrid vehicle (i.e., prioritize shortening travel time), the frequency of driving in the HEV mode increases and the target acceleration in the automatic control is greater than the standard target acceleration set under normal circumstances.

The invention may further include an intermediary device that is operated by the passenger and reflects the passenger's intentions in the automatic control, and the controller in the invention may be configured to determine the passenger's intentions based on information acquired via the intermediary device.

The hybrid vehicle controlled by this invention runs in a selected HEV mode in which the engine is operated, and an EV mode in which the engine is stopped and only the motor is operated. Running in HEV mode increases the frequency with which the engine is operated. Running in EV mode increases the frequency with which the engine is stopped. In this invention, in a so-called series hybrid vehicle, the HEV mode also includes a case in which the engine is operated as a power source for generating electricity and the vehicle runs using the output of the motor. The control device of the hybrid vehicle of this invention determines the intention of the passenger, and based on the determined intention of the passenger, determines whether to run in HEV mode or EV mode. In other words, the frequency with which the engine is operated and the frequency with which the engine is stopped and the vehicle runs are increased according to the intention of the passenger. Therefore, the intentions and requests of the passenger can be reflected in the control of the automatic driving.

Specifically, in the control device for a hybrid vehicle of the present invention, when the passenger's intention is to prioritize quietness of the hybrid vehicle, the frequency of driving in HEV mode is reduced and the frequency of driving in EV mode is increased. As a result, the frequency of driving with the engine stopped increases. Therefore, during driving in automatic driving, engine vibration and operating noise can be reduced, and the quietness of the hybrid vehicle can be improved. On the other hand, when the passenger's intention is to prioritize shortening the travel time in the hybrid vehicle, the frequency of driving in HEV mode is increased. As a result, the frequency of driving with the engine running increases, and a state is reached in which a large driving force can be obtained from the output of both the engine and the motor. Alternatively, a state is reached in which sufficient generated power can be obtained and a large driving force can be obtained from the output of the motor. At the same time, a target acceleration higher than normal is set. For example, a target acceleration higher than the standard target acceleration set in normal times is set. Therefore, the hybrid vehicle can be driven automatically with a larger driving force and a larger acceleration, improving the driving performance of the hybrid vehicle and shortening the travel time.

The control device for a hybrid vehicle of the present invention also performs so-called "Level 4" or "Level 5" highly automated driving, which involves formulating a driving plan for a planned driving route and driving the vehicle. In the control device for a hybrid vehicle of the present invention, when performing such highly automated driving, if the passenger's intention is to prioritize quietness of the hybrid vehicle, the driving plan is formulated so that the frequency of driving in HEV mode is reduced and the frequency of driving in EV mode is increased. As a result, the frequency of driving with the engine stopped is increased. Therefore, during driving by automatic driving, the engine vibration and operating noise can be reduced, and the quietness of the hybrid vehicle can be improved. On the other hand, if the passenger's intention is to prioritize shortening the travel time in the hybrid vehicle, the driving plan is formulated so that the frequency of driving in HEV mode is increased. As a result, the frequency of driving with the engine running is increased, and a state in which a large driving force can be obtained from the output of both the engine and the motor is achieved. Alternatively, a state in which sufficient generated power is obtained and a large driving force can be obtained from the output of the motor is achieved. At the same time, the driving plan is formulated so that a target acceleration larger than normal is set. For example, a target acceleration higher than the standard target acceleration set under normal circumstances is set. This allows the hybrid vehicle to be driven autonomously with a greater driving force and greater acceleration, improving the driving performance of the hybrid vehicle and shortening travel time.

The hybrid vehicle control device of the present invention appropriately determines the passenger's preference, such as prioritizing quietness or travel time, through an intermediary device such as an interface or selection switch.

Therefore, the hybrid vehicle control device of this invention can appropriately reflect the passenger's intentions and requests in the control and execute automatic driving.

1 is a diagram showing an overview of a drive system and a control system of a hybrid vehicle that are the subject of control by a control device for a hybrid vehicle of the present invention; FIG. 2 is a block diagram for explaining a controller in the control device for a hybrid vehicle of the present invention, and in particular, shows each control unit related to automatic driving. 4 is a flowchart for illustrating an example of control executed by the control device for a hybrid vehicle of the present invention.

The embodiment of the present invention will be described with reference to the drawings. Note that the embodiment shown below is merely an example of how the present invention can be realized, and is not intended to limit the present invention.

Figure 1 shows an example of a drive system of a vehicle Ve that is the subject of control in an embodiment of the present invention. The vehicle Ve shown in Figure 1 is a hybrid vehicle equipped with an engine (ENG) 1 and a motor (MG) 2 as power sources. The vehicle Ve also includes drive wheels 3, a detector 4, an interface (HMI) 5, and a controller (ECU) 6. The vehicle Ve is an autonomous vehicle that can run in an autonomous mode that automatically controls the driving operation and driving force, and is configured to be able to run in at least one of an HEV mode in which the vehicle runs with the engine 1 running, and an EV mode in which the vehicle runs with the output of the motor 2 with the engine 1 stopped.

Engine 1 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine, and is configured so that the adjustment of output and operating states such as starting and stopping are electrically controlled. In the case of a gasoline engine, the opening of the throttle valve, the amount of fuel supplied or injected, the on/off of ignition, and the ignition timing are electrically controlled. Alternatively, in the case of a diesel engine, the amount of fuel injected, the timing of fuel injection, or the opening of the throttle valve (in an EGR system) are electrically controlled.

The motor 2 is a motor with a power generating function (so-called motor generator), and is configured, for example, as a permanent magnet synchronous motor or an induction motor. The motor 2 is configured to electrically control the adjustment of the rotation speed and torque, and the switching between the function as a motor and the function as a generator. The motors 2 are also electrically connected to each other via a battery (not shown), as well as an inverter and a converter (neither of which are shown). Therefore, the motor 2 can be made to function as a generator, and the power generated at that time can be stored in the battery. It is also possible to supply the power stored in the battery to the motor 2, and make the motor 2 function as an electric motor to output a driving torque.

The vehicle Ve to be controlled in the embodiment of the present invention, i.e., a "hybrid vehicle", may be a so-called parallel type "hybrid vehicle" as shown in FIG. 1, or may be a so-called split type (or series-parallel type) "hybrid vehicle" in which the engine 1 and the motor 2 are connected via a power split mechanism (not shown) configured using a planetary gear mechanism (differential mechanism). Alternatively, it may be a so-called series type "hybrid vehicle" in which the engine 1 is installed as a power source for generating electricity and the vehicle runs on the output of the motor 2.

The drive wheels 3 generate the drive force of the vehicle Ve by transmitting the drive torque output by the drive force source (at least the motor 2, or the engine 1 and the motor 2). In the embodiment shown in FIG. 1, the drive wheels 3 are connected to the engine 1 and the motor 2 via a transmission (TM) 7, a differential gear 8, and a drive shaft 9. Note that the vehicle Ve in the embodiment of the present invention may be a front-wheel drive vehicle in which the drive torque is transmitted to the front wheels and the drive force is generated at the front wheels, as in the embodiment shown in FIG. 1. Alternatively, the vehicle Ve may be a rear-wheel drive vehicle in which the drive torque is transmitted to the rear wheels, for example, via a propeller shaft (not shown), and the drive force is generated at the rear wheels. Alternatively, the vehicle Ve may be a four-wheel drive vehicle provided with a transfer mechanism (not shown) to transmit the drive torque to both the front and rear wheels and generate the drive force at both the front and rear wheels. Each wheel, including the drive wheels 3, is provided with a brake device (not shown). In addition, at least one of the front wheels or rear wheels is provided with a steering device (not shown) for steering the vehicle Ve.

The detection unit 4 is a device or apparatus for acquiring various data and information required for controlling the vehicle Ve, and includes, for example, a power supply unit, a microcomputer, a sensor, and an input/output interface. In particular, the detection unit 4 in the embodiment of the present invention detects various data for automatically controlling the driving operation and driving force of the vehicle Ve, that is, for performing automatic driving of the vehicle Ve. For example, the detection unit 4 has various sensors and devices such as a vehicle speed sensor (or a wheel speed sensor) 4a for detecting the vehicle speed, an acceleration sensor 4b for detecting the acceleration of the vehicle Ve, an engine speed sensor 4c for detecting the rotation speed of the engine 1, a motor speed sensor 4d for detecting the rotation speed of the motor 2, an accelerator position sensor 4e for detecting the operation amount (accelerator pedal opening) of the accelerator pedal (not shown), and a brake switch 4f for detecting the operating state of the braking device (not shown). In addition, for example, a steering angle sensor (not shown) for detecting the steering angle of the steering device (not shown), a shift position sensor (not shown) for detecting the shift position of the shift device (not shown), and an in-vehicle camera (not shown) for acquiring image information regarding the external situation of the vehicle Ve. The vehicle also has a GPS receiver (not shown). The GPS receiver receives radio waves from multiple GPS [Global Positioning System] satellites to measure the position of the vehicle Ve (for example, the latitude and longitude of the vehicle Ve). The detector 4 is electrically connected to an interface 5 and a controller 6 (described later) and outputs, as detection data, electrical signals corresponding to the detection values or calculated values of the various sensors, devices, and equipment described above, as well as command signals based on the operation of the interface 5, to the controller 6.

The interface 5 is, for example, an intermediary device called an HMI [Human Machine Interface], and exchanges information and signals between people and machines, that is, between the occupants (driver, passengers, etc.) and the controller 6 of the vehicle Ve. The interface 5 has, for example, a display (not shown) with a so-called touch screen or touch panel operation function, and a speaker (not shown) that generates predetermined voice information and notification sounds. The interface 5 may also have functions such as a proximity sensor (not shown), a motion sensor (not shown), or an infrared sensor (not shown). The interface 5 may also have functions such as voice recognition and voice input. Alternatively, the interface 5 may be a simple intermediary device such as an operation switch or operation button (not shown) operated by the occupant of the vehicle Ve. The display of the interface 5 may also serve as a display device (display) of a navigation system (not shown).

With the above-mentioned functions, the interface 5 detects an operation by an occupant of the vehicle Ve, such as touching the surface of the display, turning a selection switch ON/OFF, making gestures or hand movements toward the interface 5, or speaking toward the interface 5, and outputs a command signal based on the operation by the occupant to the controller 6 (via the detection unit 4). The interface 5 also informs the occupant of the vehicle Ve of information based on the signal output from the controller 6. For example, it is possible to display predetermined image information or text information on the display so that the occupant can recognize it, or to generate predetermined audio information or a notification sound so that the occupant can recognize it.

The controller 6 is, for example, an electronic control device mainly composed of a microcomputer, and the controller 6 in this embodiment of the present invention controls the overall operation of the vehicle Ve. In particular, it automatically controls the driving operation and driving force of the vehicle Ve. The controller 6 receives various data detected or calculated by the detection unit 4, and command signals from the interface 5. The controller 6 performs calculations using the various input data and pre-stored data and calculation formulas. The controller 6 then outputs the calculation results as control command signals and is configured to control the vehicle Ve as described above. Note that while FIG. 1 shows an example in which one controller 6 is provided, multiple controllers 6 may be provided for each device or equipment to be controlled, or for each control content.

As described above, the vehicle Ve that is the subject of control in this embodiment of the invention is a "hybrid vehicle." Therefore, the vehicle Ve can run in a selection of multiple driving modes, at least a hybrid driving mode (HEV mode) and a motor driving mode (EV mode), by controlling the engine 1 and the motor 2, respectively, with the controller 6.

HEV mode is a driving mode in which the vehicle runs with the engine 1 operating. In the vehicle Ve shown in FIG. 1, the HEV mode includes cases where the vehicle runs only on the output torque of the engine 1, or when the vehicle runs using both the output torque of the engine 1 and the output torque of the motor 2. In the HEV mode, the frequency with which the engine 1 operates increases, and a larger driving force can be generated by adding the output of the engine 1 compared to when the driving force of the vehicle Ve is generated only by the output of the motor 2. Therefore, in the HEV mode, the vehicle can run with a larger driving force and generate a larger acceleration compared to the EV mode. Therefore, compared to the EV mode, the HEV mode improves the running performance of the vehicle Ve, and enables running that prioritizes the travel time of the vehicle Ve (i.e., running that prioritizes running at an increased running speed to shorten the travel time).

In this embodiment of the invention, the HEV mode also includes the case where the engine 1 is operated to drive a generator (not shown) in a so-called series-type "hybrid vehicle" as described above. In the case of such a series-type "hybrid vehicle," in the HEV mode, electricity is generated using the output of the engine 1, and sufficient power is provided to drive the motor 2 and generate driving force for the vehicle Ve. Therefore, even in the case of a series-type "hybrid vehicle," the HEV mode improves the driving performance of the vehicle Ve compared to the EV mode, and enables driving that prioritizes the travel time of the vehicle Ve.

On the other hand, the EV mode is a driving mode in which the vehicle runs as a so-called electric vehicle, and runs (EV running) using the output torque of the motor 2 with the engine 1 stopped. In the EV mode, the engine 1 is stopped, so there is no operating noise or vibration from the engine 1. Therefore, compared to the HEV mode, the EV mode allows the vehicle Ve to run with priority given to quietness.

In addition to the above-mentioned HEV mode and EV mode, the vehicle Ve in the embodiment of the present invention can also run in a fuel-efficient driving mode that optimizes the fuel efficiency of the engine 1, that is, minimizes the amount of fuel consumed by the engine 1. For example, the vehicle Ve is set to the fuel-efficient driving mode as a default driving mode, and is switched to the HEV mode or EV mode as appropriate depending on the driving state and situation. In the vehicle Ve in the embodiment of the present invention, the HEV mode or EV mode is selectively set according to the intentions and requests of the occupant, as described below. In this case, the selection of the HEV mode or EV mode is set by, for example, the occupant operating the interface 5 described above. In other words, the frequency with which the vehicle Ve runs in the HEV mode with the engine 1 running and the frequency with which the vehicle runs in the EV mode with the engine 1 stopped are each changed based on the intentions of the occupant.

Furthermore, the vehicle Ve to be controlled in the embodiment of the present invention is capable of automatic driving, in which the driving operation and driving force of the vehicle Ve are automatically controlled to drive the vehicle. The automatic driving defined in the embodiment of the present invention is automatic driving in which the control system of the vehicle Ve performs all driving operations, such as, for example, recognizing the driving environment, monitoring the surrounding conditions, starting, accelerating, steering, and braking and stopping. Specifically, it is highly automatic driving or fully automatic driving corresponding to "Level 4" in the automation levels established by the NHTSA [National Highway Traffic Safety Administration of the U.S. Department of Transportation], or "Level 4" and "Level 5" in the automation levels established by the SAE [Society of Automotive Engineers] of the U.S. It can also include, for example, partial automatic driving of "Level 3" or "Level 2", or automatic operation of the vehicle Ve by a so-called driving assistance system.

In the above-mentioned "Level 4" or "Level 5" highly automated driving or fully automated driving, the vehicle can be driven autonomously even when there are no passengers in the vehicle, i.e., unmanned automated driving is possible. However, in this embodiment of the invention, as described below, the vehicle is configured to reflect the passengers' intentions and requests in the control, so unmanned automated driving is not included in the control targets.

The detailed configuration of the controller 6 that performs the above-mentioned automatic driving is shown in FIG. 2. As shown in FIG. 2, the controller 6 is configured to receive detection signals and information signals from the external sensor 11, GPS receiver 12, map database 13, navigation system 14, and the like, in addition to the above-mentioned detection unit (internal sensor) 4. The controller 6 also has, as main control units for driving the vehicle Ve in automatic driving, a vehicle position recognition unit 21, an external situation recognition unit 22, a driving state recognition unit 23, a driving plan generation unit 24, a driving control unit 25, and an auxiliary device control unit 26, for example. The controller 6 is configured to perform calculations using various input data and pre-stored data, and to output control command signals to the actuators 31 and auxiliary devices 32 of each part of the vehicle Ve based on the calculation results.

The vehicle Ve executes autonomous driving based on a "driving plan" in which the future drive force control content (i.e., future drive force requirements) for the planned driving route from the current location to the destination is preset by the controller 6 configured as described above. Details of each control unit of the controller 6 as shown in FIG. 2 above and each peripheral device and equipment (sensors, actuators, etc.) are described in, for example, Japanese Patent No. 6460065. Details of autonomous driving based on a "driving plan" are described in, for example, Japanese Patent Publication No. 2016-99713.

As described above, the purpose of the control device for a hybrid vehicle in this embodiment of the invention is to drive the vehicle autonomously while appropriately reflecting the intentions and desires of the passengers. To this end, the controller 6 of the vehicle Ve in this embodiment of the invention is configured to execute the control shown in the flowchart in Figure 3 below, for example.

The control shown in the flowchart of FIG. 3 is executed when the vehicle Ve is traveling in autonomous driving mode. For example, if the vehicle Ve is configured to travel only in autonomous driving mode, the control is executed when the vehicle Ve is traveling. Also, if the vehicle Ve is configured to travel in either autonomous driving mode or manual driving mode, the autonomous driving mode is selected and the control is executed when the vehicle Ve is traveling.

In the flowchart of FIG. 3, first, as shown in step S1, the fuel-efficient driving mode is set as the initial or standard operating condition of the vehicle Ve. As described above, the fuel-efficient driving mode is a driving mode in which the engine 1 is driven in a fuel-efficient manner. In the fuel-efficient driving mode, the vehicle is switched between the HEV mode and the EV mode as appropriate according to the driving state and circumstances of the vehicle Ve so that the fuel efficiency of the engine 1 is optimized.

Next, in step S2, it is determined whether the occupant intends (wants) to prioritize the quietness of the vehicle Ve. For example, the occupant operates the interface 5 to select the intention to prioritize the quietness of the vehicle Ve, or selects an EV mode that is advantageous for the quietness of the vehicle Ve, and it can be determined that the occupant intends to prioritize the quietness of the vehicle Ve.

If the occupant intends to prioritize quietness of the vehicle Ve and the answer is affirmative in step S2, the process proceeds to step S3.

In step S3, the engine 1 is controlled to start less frequently and to run in EV mode more frequently. Specifically, the frequency with which the vehicle Ve runs in HEV mode is reduced and the frequency with which the vehicle Ve runs in EV mode is increased. For example, a driving plan in the automatic driving control is formulated so that the frequency with which the vehicle Ve runs in HEV mode is reduced and the frequency with which the vehicle Ve runs in EV mode is increased.

Next, in step S4, it is determined whether the occupant intends (wants) to prioritize the travel time of the vehicle Ve, i.e., to shorten the travel time and prioritize quicker travel (automated driving). For example, the occupant operates the interface 5 to select an intention to prioritize shortening the travel time of the vehicle Ve (agility and high-speed driving of the vehicle Ve), or selects the EV mode, which is advantageous for quietness of the vehicle Ve, and it can be determined that the occupant intends to prioritize shortening the travel time of the vehicle Ve.

If the answer to step S4 is affirmative because the passenger intends to prioritize shortening the travel time of the vehicle Ve, the process proceeds to step S5.

In step S5, the frequency of engine 1 start is increased, and the target acceleration in the automatic control of automatic driving is controlled to be greater than normal. Specifically, the frequency with which the vehicle Ve runs in HEV mode is increased, and the target acceleration during automatic driving is made greater than the standard target acceleration set in normal times. For example, a driving plan for automatic driving control is formulated so that the frequency with which the vehicle Ve runs in HEV mode is increased, and the target acceleration during automatic driving is made greater than the standard target acceleration.

Once the control of step S5 has been executed as described above, the routine shown in the flowchart of FIG. 3 is then temporarily terminated.

On the other hand, if the above-mentioned step S2 is negatively determined because the passenger does not intend to prioritize quietness of the vehicle Ve, step S3 is skipped and the process proceeds to step S4. In step S4, as before, it is determined whether the passenger intends to prioritize shortening the travel time of the vehicle Ve.

If step S4 is negatively determined because the occupant does not intend to prioritize shortening the travel time of the vehicle Ve, the routine shown in the flowchart of FIG. 3 is terminated without executing the subsequent control (i.e., step S5). In other words, in this case (if step S2 is negatively determined and step S4 is also negatively determined), automatic driving is performed in the standard fuel-efficient driving mode.

As described above, in the control device for a hybrid vehicle according to the embodiment of the present invention, when the passenger's intention is to prioritize quietness of the vehicle Ve, the frequency of driving in HEV mode is reduced and the frequency of driving in EV mode is increased. As a result, the frequency of driving with the engine 1 stopped is increased. Therefore, during driving by automatic driving, the vibration and operating noise of the engine 1 can be reduced, and the quietness of the vehicle Ve can be improved. On the other hand, when the passenger's intention is to prioritize shortening the travel time of the vehicle Ve, the frequency of driving in HEV mode is increased. As a result, the frequency of driving with the engine 1 operating is increased, and a state in which a large driving force can be obtained from the output of both the engine 1 and the motor 2 is reached. Alternatively, a state in which sufficient power generation is obtained and a large driving force can be obtained from the output of the motor 2 is reached. At the same time, for example, a target acceleration greater than the standard target acceleration set in normal times is set. Therefore, the vehicle Ve can be driven automatically with a larger driving force and a larger acceleration. As a result, the driving performance and agility of the vehicle Ve can be improved, and the travel time during automatic driving can be shortened.

Therefore, the hybrid vehicle control device according to this embodiment of the invention can appropriately reflect the passenger's intentions and requests in the control, allowing the vehicle Ve to run in an autonomous mode.

1. Engine (ENG: power source)
2 Motor (MG: power source)
3 Drive wheel 4 Detection unit (internal sensor)
4a (detection section) vehicle speed sensor (or wheel speed sensor)
4b (detection section) acceleration sensor 4c (detection section) engine revolution sensor 4d (detection section) motor revolution sensor 4e (detection section) accelerator position sensor 4f (detection section) brake switch 5 Interface (HMI)
6 Controller (ECU)
7. Transmission (TM)
Reference Signs List 8 Differential gear 9 Drive shaft 11 External sensor 12 GPS receiver 13 Map database 14 Navigation system 21 Vehicle position recognition unit 22 External situation recognition unit 23 Traveling state recognition unit 24 Traveling plan generation unit 25 Traveling control unit 26 Auxiliary equipment control unit 31 Actuator 32 Auxiliary equipment Ve Vehicle (hybrid vehicle)

Claims (4)

A control device for a hybrid vehicle, which has an engine and a motor as power sources, and is capable of selectively setting an HEV mode in which the vehicle runs with the engine running, and an EV mode in which the vehicle runs using the output of the motor with the engine stopped, and which is capable of running in an automatic driving mode in which driving operations and driving force are automatically controlled,
A controller for controlling the hybrid vehicle,
The controller:
determining an intention of a passenger of the hybrid vehicle;
A control device for a hybrid vehicle, characterized in that the frequency of running in the HEV mode and the frequency of running in the EV mode are changed based on the intention. The control device for a hybrid vehicle according to claim 1,
The controller:
When performing the automatic driving,
When the passenger intends to prioritize quietness of the hybrid vehicle, the frequency of driving in the HEV mode is reduced and the frequency of driving in the EV mode is increased;
A control device for a hybrid vehicle, characterized in that, when the occupant intends to prioritize travel time in the hybrid vehicle, the frequency of driving in the HEV mode is increased and the target acceleration in the automatic control is made higher than normal. The control device for a hybrid vehicle according to claim 1,
The controller:
The automatic driving is performed based on a driving plan in which the control content of the driving force on a planned driving route from the current location to the destination is set in advance,
When the passenger intends to prioritize quietness of the hybrid vehicle, the driving plan is formulated so that the frequency of driving in the HEV mode is reduced and the frequency of driving in the EV mode is increased;
A control device for a hybrid vehicle, characterized in that, when the occupant intends to prioritize travel time in the hybrid vehicle, the driving plan is formulated so that the frequency of driving in the HEV mode is increased and the target acceleration in the automatic control is greater than usual. A control device for a hybrid vehicle according to any one of claims 1 to 3,
an intermediary device that is operated by the passenger and reflects the passenger's intention in the automatic control;
The controller:
A control device for a hybrid vehicle, characterized in that the control device determines the intention of the passenger based on information obtained via the intermediate device.

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