JPH09163506A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle which consumes a battery power to the predetermined remaining charge of a battery to reach a destination. SOLUTION: The route to a destination is searched (S14), a travelling pattern in the searched route is predicted (S18) and the intermediate values of the remaining charge of a battery at the respective points on the route are predetermined (S20) in accordance with the predicted travelling pattern. At the time of travelling, the intermediate value of the remaining charge of the battery at the present position is compared with the actual present remaining charge of the battery and, if it is decided that the actual remaining charge of the battery is larger than the intermediate value, the torque share of a motor is increased to increase the battery charge consumption. On the other hand, if it is decided that the actual remaining charge of the battery is smaller than the intermediate value, the torque share of an internal combustion engine is increased to reduce the battery charge consumption.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle that runs on a drive engine that uses fuel and electric power stored in a battery.

[0002]

2. Description of the Related Art In order to solve the problem of the cruising range of an electric vehicle, a hybrid vehicle equipped with a motor and an internal combustion engine as a power source has been developed. This hybrid vehicle, for example, combines the output of an internal combustion engine and the output of a motor to generate an output by the internal combustion engine when torque is required during acceleration or to make the internal combustion engine most fuel efficient. It has been proposed to increase energy efficiency by controlling and generating a required torque by a motor, as compared with an electric vehicle using only a battery or an existing vehicle having only an internal combustion engine.

[0003]

In a hybrid vehicle, it is ideal that the battery capacity be used up before the next charging from the viewpoint of effective use of the battery. On the other hand, when the battery is used up while the vehicle is running, the vehicle is driven only by the internal combustion engine, and the output that can be generated by the vehicle is reduced because only the internal combustion engine is produced, and the traveling performance is reduced. For this reason, in the hybrid vehicle, the battery capacity is used so that the battery capacity will not be exhausted during traveling, and in the end, the vehicle is always traveling with more batteries than necessary.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a hybrid vehicle capable of efficiently using electric power up to a preset battery level to reach a destination. To provide.

[0005]

To achieve the above object, in a hybrid vehicle according to a first aspect of the present invention, a drive engine for driving traveling wheels using fuel, a battery, and position detecting means for detecting a current position are provided. A motor generator that drives the traveling wheels with the electric power charged in the battery and that generates electric power by the force applied to the drive engine and / or the traveling wheels to charge the battery; and the drive engine and the motor generator. Which is a hybrid vehicle having a torque distribution determining means for determining the torque share of the vehicle, a battery residual quantity setting means for setting a target battery residual quantity at the time of reaching the destination, and a route for searching a route to the destination. Search means, travel pattern setting means for setting a travel pattern in the route searched by the route searching means, and travel set by the travel pattern setting means A battery intermediate value setting means for setting an intermediate value of the battery remaining amount at each point on the route so that the battery remaining amount becomes the target battery remaining amount set in the battery remaining amount setting means based on the turn; A battery remaining amount comparing means for searching an intermediate value of the remaining battery amount at the current position detected by the position detecting means, and comparing the intermediate value with the current remaining battery amount; However, when it is determined that the actual battery remaining amount is greater than the intermediate value, the torque distribution determination means makes the torque share of the motor generator heavy, and the battery remaining amount comparison means makes the actual battery remaining amount greater than the intermediate value. When it is determined that the remaining battery level is small, the torque distribution determination means makes the torque share of the drive engine heavy.

In order to achieve the above object, in the hybrid vehicle according to the second aspect of the present invention, the traveling wheels are driven by the drive engine for driving the traveling wheels by using fuel, the battery, and the electric power charged in the battery. Also, a motor generator that generates power by the force applied to the drive engine and / or the running wheels to charge the battery, a position detection unit that detects the current position, and a battery that mainly rotates the motor generator and uses the battery. A torque that has at least two modes, that is, a use mode and a battery use restriction mode that mainly drives the drive engine and suppresses the use of the battery, and determines a torque sharing between the drive engine and the motor generator according to either mode. A hybrid vehicle having distribution determining means, wherein the remaining battery amount setting is for setting a target remaining battery amount when the target value is reached. A step, a route searching means for searching a route to a destination, a traveling pattern setting means for setting a traveling pattern in the route searched by the route searching means, and a traveling pattern set by the traveling pattern setting means. Based on the remaining battery amount, the battery use mode and the battery use restriction mode are sorted so that the remaining battery amount becomes the target battery remaining amount set in the battery remaining amount setting means, and the battery remaining amount at each point on the route is determined. A battery intermediate value setting means for setting an intermediate value and a battery residual quantity for searching the intermediate value of the battery residual quantity at the current position detected by the position detecting means and comparing the intermediate value with the actual battery residual quantity. An amount comparing means, and when the battery remaining amount comparing means determines that the actual battery remaining amount is larger than the intermediate value, the torque When the distribution determining means determines the torque sharing between the drive engine and the motor generator according to the battery use mode, and the battery residual quantity comparing means determines that the actual battery residual quantity is smaller than the intermediate value. The technical feature is that the torque distribution determining means determines the torque sharing between the drive engine and the motor generator according to the battery use restriction mode.

Further, in the hybrid vehicle of claim 3,
3. The traveling pattern setting means according to claim 1, wherein the traveling pattern setting means determines whether or not to stop on the basis of the attributes of each intersection in the route, and when it is determined that the traveling pattern is to be stopped, acceleration traveling, constant speed traveling, or deceleration traveling is performed. The technical feature is to set the driving pattern.

In order to achieve the above object, in the hybrid vehicle of claim 4, a drive engine for driving the traveling wheels by using fuel, a battery, a position detecting means for detecting the current position, and a battery are provided. A motor generator that drives the traveling wheels by the charged electric power and that generates electric power by the force applied to the drive engine and / or the traveling wheels to charge the battery, and a torque sharing between the drive engine and the motor generator. A hybrid vehicle having a torque distribution determining unit for determining, a battery remaining amount setting unit for setting a target battery remaining amount at the time of reaching a destination, and a traveling distance calculating unit for calculating a traveling distance to the destination. And a battery that sets an intermediate value of the battery remaining amount at each traveling distance so that the battery remaining amount becomes the target battery remaining amount set in the battery remaining amount setting means. The intermediate value setting means and the battery residual quantity comparing means for searching the intermediate value of the battery residual quantity at the current position detected by the position detecting means and comparing the intermediate value with the current battery residual quantity. When the battery remaining amount comparison means determines that the actual battery remaining amount is larger than the intermediate value, the torque distribution determination means increases the torque share of the motor generator to compare the battery remaining amount. It is a technical feature that the torque distribution determination means increases the torque share of the drive engine when the means determines that the actual battery remaining amount is smaller than the intermediate value.

[0009]

According to the first aspect of the present invention, the route search means searches the route to the destination, and the traveling pattern setting means sets a plurality of traveling patterns in the retrieved route. Then, the battery intermediate value setting means sets the intermediate value of the battery remaining amount at each point on the route so that the battery remaining amount is set to the set target battery remaining amount based on the traveling pattern.

During traveling, the battery remaining amount comparing means searches for an intermediate value of the battery remaining amount at the current position,
The intermediate value is compared with the current remaining battery level. And
When it is determined that the actual battery remaining amount is larger than the intermediate value, the torque distribution determination unit increases the torque share of the motor generator and the battery usage amount. On the other hand, when the battery remaining amount comparing unit determines that the actual battery remaining amount is smaller than the intermediate value, the torque distribution determining unit increases the torque share of the drive engine and reduces the battery usage amount. Therefore, the battery is used according to the set intermediate value, and the remaining battery amount becomes the target remaining battery amount when the destination is reached.

According to the second aspect of the present invention, the route search means searches for a route to the destination, and the travel pattern setting means sets a plurality of travel patterns in the searched route. Then, the battery intermediate value setting means sorts the battery usage mode and the battery usage restriction mode so that the remaining battery capacity is set to the set target battery remaining capacity based on the traveling pattern, and the battery at each point on the route Set the intermediate value of the remaining amount.

Here, during traveling, the battery remaining amount comparing means searches for an intermediate value of the battery remaining amount at the current position detected by the position detecting means, and the intermediate value and the actual battery remaining amount are calculated. In comparison, when it is determined that the actual battery remaining amount is higher than the intermediate value, the torque distribution determination means determines the torque sharing between the drive engine and the motor generator according to the battery use mode, thereby saving the battery. Mainly used.

On the other hand, when the battery remaining amount comparing means determines that the actual battery remaining amount is smaller than the intermediate value, the torque distribution determining means determines the drive engine and the motor generator according to the battery use limiting mode. The amount of battery usage is suppressed by determining the torque sharing of the battery. For this reason,
The battery is used according to the set intermediate value, and the remaining battery amount becomes the target remaining battery amount when the destination is reached.

In claim 3, the traveling pattern setting means is
Whether or not to stop is determined based on the attributes of each intersection in the route, and when it is determined to stop, a traveling pattern including accelerated traveling, constant speed traveling, and decelerated traveling is set.

In the structure of claim 4, the traveling distance calculating means retrieves the traveling distance to the destination, and the battery intermediate value setting means makes each traveling so that the remaining battery capacity is set to the set target battery remaining capacity. Set the intermediate value of the remaining battery level in the distance.

During traveling, the battery remaining amount comparing means retrieves the intermediate value of the battery remaining amount at the current position,
The intermediate value is compared with the current remaining battery level. And
When it is determined that the actual battery remaining amount is larger than the intermediate value, the torque distribution determination unit increases the torque share of the motor generator and the battery usage amount. On the other hand, when the battery remaining amount comparing means determines that the actual battery remaining amount is smaller than the intermediate value, the torque distribution determining means increases the torque share of the drive engine and reduces the battery usage amount. Therefore, the battery is used according to the set intermediate value, and the remaining battery amount becomes the target remaining battery amount when the destination is reached.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments embodying the present invention will be described below with reference to the drawings. FIG. 1 shows the configuration of a hybrid vehicle according to a first embodiment of the present invention.
This hybrid vehicle has a gasoline internal combustion engine 10 and a motor 14, and uses a single vehicle ECU 20 as a power source thereof.
It is controlled by. Further, in this embodiment, a navigation device 30 for calculating the current position and guiding the route to the target point is provided, and based on the position detected by the navigation device 30, the vehicle ECU 20 controls the motor 14 and the gasoline internal combustion engine. The engine 10 is controlled to drive the hybrid vehicle. The motor 14 is an induction machine, and equivalently operates as a DC machine together with a driver 16 that constitutes an inverter circuit. On the other hand, the gasoline internal combustion engine 10 has 660 cc and 4
It has three cylinders in a cycle and drives the axle 13. The motor 14 is mounted on the axle 13 and is controlled by a driver 16 to serve as an electric motor of the axle 1.
A torque is applied to the shaft 3 and operates as a generator to extract electric power from the axle 13. A tire 17 and a vehicle speed sensor 15 are attached to the axle 13 via a differential gear 13a.

A vehicle ECU 20 for controlling the gasoline internal combustion engine 10 and the motor 14 is composed of a one-chip microcomputer and has a throttle 10 of the gasoline internal combustion engine 10.
The opening / closing of a is adjusted by the throttle opening command a, and the output of the gasoline internal combustion engine 10 is controlled. Also, the vehicle ECU
20 receives the motor state signal c from the driver 16 and grasps the state of the motor 14. Then, the motor torque command b is sent to the driver 16 to supply the electric power of the battery 18 to the motor 14 side, and, for example, while traveling on a downhill,
Alternatively, when braking with a brake, the motor 14 is operated as a generator to charge the battery 18. Further, the vehicle ECU 20 receives the battery state signal d from the battery 18 and grasps the remaining amount of the battery 18.
In addition, the vehicle speed signal e from the vehicle speed sensor 15 is
It is designed to be added to U20.

This vehicle ECU 20 uses the torque of the gasoline internal combustion engine 10 and the motor 14 based on either the optimum power distribution map shown in FIG. 11A or the power generation emphasis power distribution map shown in FIG. 11B. Determine the allocation ratio. In this optimum power distribution map, the gasoline internal combustion engine 10 is used only in the medium speed range where the fuel consumption rate is best, and the gasoline internal combustion engine 1
In the high and low speed regions where the fuel consumption rate is 0, only the motor 14 is used (M). Then, in the medium speed range where the fuel efficiency of the gasoline internal combustion engine 10 is high, when the required driving force is low, the motor 14 generates power to charge the battery 18 (E + G). That is, power is generated by the surplus output of the gasoline internal combustion engine 10. Then, in the medium speed range, when the required driving force is medium, only the gasoline internal combustion engine 10 is used (E). When the required driving force is large in the medium speed range, the gasoline internal combustion engine 1
In addition to 0, the motor 14 also bears a torque burden (E +
M). In this way, the gasoline internal combustion engine 10 is used only in the high-efficiency rotation range to increase energy efficiency, and the capacity of the battery 18 is used rationally.

On the other hand, in the power generation emphasis power distribution map shown in FIG. 11B, the gasoline internal combustion engine 10 is driven and the motor 14 is driven by the motor 14 when the required driving force is low not only at medium speed but also at low speed. Power is generated to charge the battery 18 (E + G). Then, in the medium speed range, when the required driving force is medium, the gasoline internal combustion engine 10
Use only (E). When the required driving force is large, in addition to the gasoline internal combustion engine 10, the motor 14
Also bear the torque burden (E + M). In this way, it is possible to continue traveling while suppressing the consumption of the battery 18.

Navigation device 3 for calculating the current position
0 consists of a one-chip microcomputer. The navigation device 30 includes a gyro signal k from a gyro sensor 36, a current position signal j calculated by a GPS (Global Positioning System) receiver 32, and a vehicle speed signal e from the vehicle speed sensor 15 described above. Then, the current position is calculated based on these signals. Further, this navigation device 30 has a built-in RO.
The map data is stored in M (not shown), and the image signal i including the map information including the calculated position information is sent to the monitor 34 and displayed on the monitor 34 to guide the route. There is.

Now, the operation of the vehicle ECU 20 of the hybrid vehicle of the first embodiment will be described with reference to FIGS. 2 to 12. Here, the description will be continued assuming that the driver has input the destination P and the target value n of the remaining battery level from an input device (not shown). Here, the value of the battery remaining amount n is an arbitrary value from 100% to 0%, and when the battery capacity is exhausted when the destination arrives, 0%, and again after the destination arrives. If the charging time is short,
About 10 to 50% is set. Here, the description will be continued assuming that 20% is set.

FIG. 2 is a flowchart showing a main routine by the vehicle ECU 20. The vehicle ECU 20 first inputs the destination P and the target value n of the remaining battery level (S12). Then, the route from the current position O detected by the navigation device 30 to the input destination P is searched based on the map data (S14). Here, as shown in FIG. 10A, from the current position O to R11, R1
It is assumed that a route to the destination P is searched for via 2, R13, R14, and R15.

The vehicle ECU 20 inputs the remaining amount of the battery 18 held in a counter (not shown) (S1).
6). Here, the description will be continued assuming that the battery is completely charged and the remaining battery level is 100%. Subsequently, the travel pattern is predicted based on the route searched in step 14 (S18).

This traveling pattern prediction processing will be described with reference to FIG. 3 showing a subroutine of the processing.
First, the vehicle ECU 20 sets the set route (R11, R1
2, R13, R14, R15) are read (S52).
Then, the intersections and toll gates on this route are extracted (S54). Here, the intersections S1, S2, S3, S
It is assumed that 4, S5, S6, S7, S8 and S9 have been extracted. Then, the stop position is determined (S56). That is,
Each of the intersections S1, S2, S3, S4, S5, S6, S
In S7, S8 and S9, it is determined whether or not to stop.

The stop position process of step 56 will be described with reference to FIG. 4 showing a subroutine of the process. The vehicle ECU 20 first selects the first intersection S1 (S80). Then, it is determined whether this intersection S1 intersects a narrow road to a wide road (S8).
2). Since the intersection S1 intersects a narrow road to a wide road (Yes in S82), the intersection S1
1 is set as the stop position (S90). Then, it is judged whether or not the search up to the destination P is completed (S92),
Here, since the search for the first intersection S1 has been completed (No in S92), the next intersection S2 is selected (S94), and the process returns to step 82.

Here, subsequent to the determination at step 82, it is determined whether the intersection S2 is an intersection intersecting a narrow road with a narrow road (S84). Here, since the intersection S2 does not intersect the narrow road from the narrow road (S84 is N
o) Next, it is determined whether the toll gate is a toll gate (S8).
6). Since it is not a tollgate here (No in S86),
Subsequently, it is determined whether the intersection S2 is a corner (S8).
8). Here, because it is not a corner (S88 is N
o), the intersection S2 is not set as the stop position. When the above processing is performed up to the final intersection S9, it is determined in step 92 whether the search up to the destination is completed.
The result is es, and the subroutine for determining the stop position ends. In addition, here, the intersections S1, S3, S5, S8,
The following description will be continued assuming that S9 is set as the stop position.

Returning to the flowchart of FIG. 3, step 5
Following the stop position determination of 6, the distance between the stop positions is calculated (S58). That is, based on the map data, the departure place O-
Between intersections S1, between intersections S1 and S3, at intersection S3
-Intersection S5, intersection S5-intersection S8, intersection S
8-The distance between the intersection S9 and the intersection S9-the destination P is calculated. Then, the traveling pattern between the respective stop positions is calculated (S60).

The traveling pattern calculation process between the respective stop positions will be described with reference to FIG. 5 showing a subroutine of the process. The vehicle ECU 20 sets the first section (S102). Here, the section (i = 1) between the departure place O and the intersection S1 is set. Then, the vehicle ECU 20
Is the maximum speed v1 from the correspondence map (held in the vehicle ECU 20) of the road type, width, number of lanes and maximum speed vi, acceleration αi, deceleration βi having the content shown in FIG. The acceleration α1 and the deceleration β1 are read (S1
04). Here, the road R11, which is the section between the departure place O and the intersection S1, is a general road on the map data, and is on one side 2
It is assumed that the width of the lane is stored as 20 m. According to this condition, the correspondence map shown in FIG. 12B is searched, and the maximum speed v1 of 60 km, the acceleration α1 of 0.1 G, and the deceleration β1 of 0.15 G are read.

Subsequently, the values of the maximum speed v1, the acceleration α1, and the deceleration β1 in the section (1) between the departure point O and the intersection S1 are corrected based on the uphill angle of the section (1) (S106). Here, FIG. 12 stored in the vehicle ECU 20 according to the climbing angle of the section (1) (assuming that the slope is held as a 5% gradient on the map data).
The map corresponding to the uphill angle shown in (C) is searched, and the values of the correction speed Δv1, the correction acceleration Δα1, and the correction deceleration Δβ1 are read. Here, the correction speed Δv1 is −10 km.
However, it is assumed that the corrected acceleration Δα1 is −0.03G and the corrected deceleration Δβ1 is + 0.03G.

Then, the maximum speed v1, the acceleration α1, and the deceleration β1 read in step 104 are added to the correction speed Δv1,
By adding the values of the corrected acceleration Δα1 and the corrected deceleration Δβ1, the set maximum speed v1 ^* , the set acceleration α1 ^* , and the set deceleration β1 ^* are obtained (S108). The set acceleration α1 ^* , the set maximum speed v1 ^* , and the set deceleration β1 in the section (1) between the departure place O and the intersection S1 thus obtained.
A running pattern based on ^* is shown in FIG. Next, it is judged whether or not the search for all the sections is completed (S11
0), here, the section (1) between the origin O and the intersection S1
Since the search for the driving pattern in the above is completed (No in S110), the section (2) between the next intersection S1 and the intersection S3 is set (S112), and step 104 is performed.
Return to

When the above process is repeated up to the section (6) between the final intersection S9 and the destination P, the determination in step 110 as to whether the search of all sections is completed becomes Yes, and the traveling pattern calculation between the respective stop positions is performed. The processing subroutine ends. FIG. 10 (B) shows the traveling pattern from the starting point O to the destination P determined in the above steps. In addition, the actual maximum speed vi, acceleration αi, when traveling in each section,
It is also possible to measure the deceleration βi, hold this value as shown in FIG. 12D, and based on this, correct the maximum velocity vi, the acceleration αi, and the deceleration βi retrieved in step 104. .

When the running pattern calculation process between the respective stop positions is completed, the running pattern calculation process shown in FIG. 3 is completed, and the battery intermediate target value calculation process of the flowchart of FIG. 2 is performed (S20). This battery intermediate target value calculation processing will be described with reference to the flowchart of FIG. 6 showing the subroutine of the processing.

The vehicle ECU 20 moves from the starting point O to the destination P.
The battery consumption when traveling up to the above based on the optimum power distribution map shown in FIG. 11A is calculated based on the traveling pattern shown in FIG. 10B (S202). That is, a section (1) between the departure point O and the intersection S1, a section (2) between the intersection S1 and the intersection S3, a section (3) between the intersection S3 and the intersection S5, and a section (4) between the intersection S5 and the intersection S8. , The total power consumption is calculated by adding the battery consumptions when traveling in the respective patterns of the section (5) between the intersection S8 and the intersection S9 and the section (6) of the intersection S9 and the destination P.

For example, in the section (1) between the departure point O and the intersection S1, as shown in the running pattern shown in FIG. 12A, after accelerating at the set acceleration αi ^* , the set maximum speed vi is set.
^* Is the time cruising calculated, when decelerated by setting deceleration .beta.i ^*, at the time of distributing the torque distribution to the gasoline internal combustion engine 10 and the motor 14 based on the optimum power distribution map shown in FIG. 11 (A), The power consumption amount due to the torque burden of the motor 14 is calculated. Here, the driving force of the motor 14 when cruising at the set maximum speed vi ^* after acceleration at the set acceleration αi ^* in the section (1) is M, and the driving force of the gasoline internal combustion engine 10 is E. It shows in (C). Furthermore, when decelerating at the set deceleration βi ^* , regenerative braking is performed and the motor 14
Since the electric power is generated at, the driving force (power generation) at this time is indicated by G. The power consumption is shown in kgf in FIG.
It is calculated in units of Kw, which is obtained by multiplying the driving force shown in FIG. The difference between the electric power when the motor 14 is driven and the electric power when the motor 14 generates the electric power is the power consumption in the section (1).

Next, it is determined whether the power consumption for traveling the entire section calculated in step 202 is larger than the target power consumption, that is, whether the remaining battery power is larger than the set target value. (S204). Here, when the remaining battery amount is smaller than the target value, that is, when the vehicle travels according to the optimum power distribution map shown in FIG. 11A and consumes more power than the target value (No in S204). Then, 10% of traveling according to the power generation emphasis power distribution map shown in FIG. 11B is added (S206). This addition is made on the destination P side. Next, the power from the starting point O to the destination P, the power from the starting point O to 90% of the stroke according to the optimum power distribution map, and the remaining 10% of the stroke to the destination P to reduce power consumption The power consumption when the vehicle runs on the distribution map is calculated (S208). Then, it is determined whether the remaining amount of the battery 18 calculated in step 208 is larger than the set target value (S210). Here, when the battery remaining amount is smaller than the target value, the process returns to step 206, travel is further performed according to the power generation emphasis power distribution map for 10%, and the calculation is performed again (S208). Here, the target value is achieved by traveling from the starting point O to the 90% stroke according to the optimum power distribution map, and driving the remaining 10% stroke to the destination P with the optimum power distribution map that suppresses power consumption. I will continue to explain that I was able to do it (S2
10 is Yes). And in this running pattern,
When 90% is driven according to the optimum power distribution map and 10% is driven according to the power generation-oriented power distribution map, the intermediate value m of the battery (change history of consumption) is associated with the position as shown in FIG. 10 (D). It is held in a RAM (not shown) (S21
2). With the above processing, the subroutine for calculating the battery intermediate target value shown in FIG. 6 (step 20 shown in FIG. 2) is completed.

Referring again to FIG. The preparation before the start of traveling is completed by the series of processes described above. Here, when the driver drives the hybrid vehicle, the vehicle ECU 20 determines Yes in step 22 to start traveling,
The process for determining the power distribution is started (S24). The process of determining the power distribution will be described with reference to FIG. 7 showing a subroutine of the process.

First, the vehicle ECU 20 retrieves the current position from the navigation device 30 (S120), then
A target remaining amount (intermediate value) m of the battery at the current position is searched (S122). That is, as described above with reference to FIG. 10D, the target remaining amount m according to the traveling pattern at the current position is obtained. Then, the required shaft speed is calculated from the vehicle speed and the gear position of the transmission (not shown) (S124). Then, it is determined whether the brake is depressed (S126), and when the brake is depressed (Yes in S126), the required braking torque is calculated based on the amount of depression of the brake, and the required braking torque is defined as the −required shaft torque. Yes (S130). That is, by setting the required shaft torque to a negative value, regenerative braking is performed and electric power is recovered. On the other hand, when the brake is not depressed (No in S126), the required shaft torque is calculated based on the depression amount of the accelerator (not shown) (S12).
8). Then, it is determined whether the remaining battery amount is equal to or more than the target remaining amount (intermediate value) m (S132). Here, since the target remaining amount is greater than or equal to the target residual amount value (Yes in S132), the optimum distribution is calculated (S134)

The optimum distribution calculation process will be described with reference to FIG. 8 showing a subroutine of the process. Vehicle E
The CU 20 calculates the torque sharing rate between the gasoline internal combustion engine 10 and the motor 14 corresponding to the required shaft speed and the required driving torque, which is obtained in steps 124 and 128, as shown in FIG.
Calculation based on the optimum power distribution map shown in (S18)
0). Then, based on this share, the torque command b of the motor is calculated as the share x drive torque (S18).
2) Further, the throttle opening command a of the gasoline internal combustion engine 10 is calculated based on the gasoline internal combustion engine share ratio × driving torque and the characteristics of the gasoline internal combustion engine (engine) (S).
184).

Then, it is determined whether the motor torque command value is "0" (S186). Here, when the motor torque command value is "0", that is, when the motor 14 does not generate torque (Yes in S186), it is determined whether the throttle opening command value is "0" or more (S188). Here, when the throttle opening command value is "0" (S188 returns N
o), the neutral mode is set as the traveling mode (S192). On the other hand, when the throttle opening command value is equal to or greater than "0" (Yes in S188), the engine mode in which torque is generated only by the engine is set as the traveling mode (S190).

On the other hand, when the judgment as to whether the motor torque command value is "0" in step 186 is No, that is, when the motor is to generate torque, the throttle opening command value continues to be "0" or more. It is determined (S194). Here, when the throttle opening command value is equal to or greater than "0" (Yes in S194), the engine + motor mode in which the engine and the motor share the torque is set as the traveling mode (S198). On the other hand, when the throttle opening command value is "0" (No in S194), the motor mode in which torque is generated only by the motor is set as the traveling mode (S196).

The description will be continued again with reference to the flowchart for determining the driving force distribution shown in FIG. Subsequent to the optimum allocation calculation in step 134, it is determined whether the neutral mode is set in the optimum allocation calculation (S138),
When the neutral mode is set (S138
Yes), the motor torque command value is set to "0", and the throttle opening command value is set to "0" (S).
140).

On the other hand, when the neutral mode is not set (Yes in S138), it is determined whether the engine mode is set (S142), and when the engine mode is set (S1).
42 is Yes), “0” is set as the motor torque command value,
Further, as the throttle opening command value, the throttle opening command calculated in step 184 described above with reference to FIG. 8 is set (S146).

If the engine mode is not set (No in S142), it is determined whether the motor mode is set (S14).
8) In the motor mode (Yes in S148), the throttle opening command value is "0", and the motor torque command value is step 182 described above with reference to FIG.
The motor torque command value calculated in step S15 is set (S15).
4).

If the judgment in step 148 as to the motor mode is No, that is, in the engine + motor mode, it is judged whether or not the battery power has a margin (S150). That is, when the remaining battery amount is equal to or more than the target remaining amount (intermediate value) m at the current point, and even if the vehicle travels according to the optimum power distribution map, the power consumption is small at the destination and the target value n is not reached. (S150 is Ye
s) Proceeding to step 154 described above, the vehicle is driven using the electric power of the battery in the motor mode instead of the engine + motor mode. As an example of this, in step 202 described above with reference to FIG. 6, even if the vehicle travels from the starting point O to the destination P according to the optimum power distribution map, the remaining battery amount cannot be reduced to the target value n because the traveling distance is short. There are cases.
This also occurs when the amount of power consumption is predicted to be small for some reason during traveling based on the optimum power distribution map and the power generation-oriented power distribution map.

On the other hand, if it is determined in step 150 that the battery power has a margin (No in S150), a command is issued in the engine + motor mode (S152). That is, the throttle opening command value (allocation share) calculated in step 184 is set as the throttle opening command value, and the motor torque command value (allocation share) calculated in step 182 is set as the motor torque command value. Set. With the above processing, the subroutine for power distribution determination shown in FIG. 7 ends.

Now, returning to the main routine shown in FIG. 2, it is judged whether or not the traveling mode has been changed following the determination of the power distribution in step 24 (S26). Here, when the driving mode is changed in step 24, (S
26 is Yes, and the mode is switched to the changed mode (S2).
8). Then, steps 140, 146, and 1 shown in FIG.
The motor torque command and the throttle opening command set at 52 and 154 are output (S30). After that, it is judged whether or not the destination P is reached (S32) and until the destination is reached (S
32 is No), the process returns to step 24 and the above process is repeated.

Here, the above step 26 and step 2
8. The process of step 30 is repeated to continue traveling while reducing the battery remaining amount according to the optimum power distribution map. Here, as described above with reference to step 206 shown in FIG. 6, the route from the starting point O to the destination P, and the route from the starting point O to 90% are followed at each point according to the optimum power distribution map. The intermediate target value m of the remaining battery level is set. Therefore, at the time point when the vehicle travels 90% from the starting point O in the judgment of step 132 shown in FIG.
The battery remaining amount will fall below the intermediate target value m at the point (No in S132). Therefore, step 136
Proceed to and calculate the power generation priority distribution.

FIG. 9 shows the process of this power generation-oriented distribution calculation.
Is shown in the flowchart of FIG. In the process of the optimum distribution calculation described above with reference to FIG. 8, the torque sharing ratio between the engine and the motor is determined according to the optimum power distribution map, but in the process of the power generation-oriented power distribution calculation shown in FIG. The torque sharing rate is determined according to the map. Only this point is different, and the processing is performed in the same manner as the above-described optimum distribution calculation, and therefore description thereof will be omitted.

That is, the hybrid vehicle, after traveling from the place of departure O to the course of 90%, travels to the destination P for the remaining 10% of the journey according to the power generation-oriented power distribution map that suppresses power consumption and follows the motor 14 and gasoline. The vehicle travels with the torque shared with the internal combustion engine 10. As a result, the remaining battery amount is set to the target value n when the destination P is reached.

Next, the second embodiment of the present invention will be described. The configuration of the hybrid vehicle of the second embodiment is similar to that of the first embodiment described above with reference to FIG. 1, and therefore description thereof is omitted, and only the processing by the vehicle ECU 20 of the hybrid vehicle of the second embodiment is illustrated. This will be described with reference to FIG.

The vehicle ECU 20 first inputs the destination P and the battery remaining amount n (assuming 20% is set) (S312). And the navigation device 3
The route from the current position O detected by 0 to the input destination P is searched based on the map data (S314).
Here, as in the first embodiment, as shown in FIG. 10 (A), from the current position O to R11, R12, R13, R14,
It is assumed that the route to the destination P is searched for via R15.

The vehicle ECU 20 determines the remaining amount (100% in this case) of the battery 18 held in a counter (not shown).
Input) (S316). Then, the travel distance of the route searched in step 314 is calculated (S
318). That is, from the current position O to R11, R12, R1
Calculate the travel distance to the destination P via 3, R14, R15. Here, the description will be continued assuming that the traveling distance is 10 km.

Then, the battery intermediate target value is calculated (S320). In the calculation of the battery intermediate target value of the second embodiment, as shown in FIG.
When the remaining battery power of 0% reaches 10 Km and reaches the destination P, the set target value becomes 20%.
The intermediate target value m at each travel distance is set.

When the hybrid vehicle starts running (Yes in S322), the hybrid vehicle runs while using the electric power of the battery as in the first embodiment described above with reference to FIGS. For example, at the 1km point,
Since the battery remaining amount of 92% is set as the intermediate target value m, here, when the actual battery remaining amount is 92%, the engine and the motor are separated according to the optimum power distribution map shown in FIG. Determines the torque share of the vehicle and runs. Further, when the actual remaining battery capacity exceeds 92%, the determination in step 150 shown in FIG. 7 as to whether or not the battery has a margin is Yes, and the vehicle is driven only by the motor even when the engine + motor mode is set. By doing so (S154), the remaining battery level is reduced. On the other hand, when the actual remaining battery capacity falls below 92%, the power consumption of the battery is suppressed by determining the torque sharing rate between the engine and the motor according to the power generation emphasis power distribution map shown in FIG. 11 (B).

In the hybrid vehicle of this second embodiment, the intermediate target value m can be easily calculated. On the other hand, in the above-described first embodiment, the traveling pattern is predicted as shown in FIG. 10 (B), and the power consumption amount (battery level) according to this traveling pattern is set as shown in FIG. 10 (D). Therefore, the power consumption at the time of adjustment in each traveling pattern matches the power consumption shown in FIG. 10D with high accuracy, so that the power can be used efficiently.

For example, when traveling in the section (1) of the destination P-intersection S1 shown in FIG. 10 (B), deceleration and regenerative braking are performed before the intersection S1 which goes from a narrow intersection to a wide intersection, so that the intersection is crossed. When S1 is reached, the remaining battery level temporarily increases. In the first embodiment, since the high battery remaining amount at the intersection S1 is a planned amount, the torque sharing between the engine and the motor is determined according to the optimum power distribution map even after passing through the intersection S1. On the other hand, in the second embodiment, if the remaining battery amount is temporarily high when the intersection S1 is reached, it is determined that the remaining battery amount is excessive, and the load on the motor 14 is increased. Therefore, it becomes difficult to efficiently use the electric power of the battery.

Further, in the hybrid vehicle of the second embodiment, when traveling a short distance in an urban area where there are many intersections, it becomes difficult to achieve the target battery level. Therefore, the hybrid vehicle of the second embodiment can be suitably used when traveling over a medium distance or longer.

In the first embodiment described above, the traveling pattern is predicted by determining whether or not the vehicle will be stopped based on the map data. However, for example, traffic congestion and traffic lights at intersections, etc. When information is sent from the traffic control center, the blue and red traffic lights at each intersection are predicted based on the information from this traffic control center. A method of predicting and managing the battery remaining amount based on this traveling pattern may also be adopted.

[0060]

[Effect] As described above, according to the hybrid vehicle of the first or second aspect, the traveling pattern is predicted, and according to the predicted traveling pattern, according to the intermediate target value set so as to reach the target remaining amount at the time of arrival at the destination. To use electricity,
It is possible to reach the destination by using the power efficiently up to the set battery level.

Further, according to the hybrid vehicle of the fourth aspect, the traveling distance is calculated and the electric power is used according to the intermediate target value which is set so as to reach the target remaining amount at the time of arrival at the destination according to the traveling distance. It is possible to reach the destination by using the power up to the remaining battery level.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a hybrid vehicle according to a first embodiment of the present invention.

FIG. 2 is a flowchart of a main routine of processing by the hybrid vehicle shown in FIG.

FIG. 3 is a flowchart showing a subroutine of a traveling pattern prediction process shown in FIG.

FIG. 4 is a flowchart showing a subroutine of stop position determination shown in FIG.

FIG. 5 is a flowchart showing a subroutine of running pattern calculation between each stop position shown in FIG.

FIG. 6 is a flowchart showing a subroutine of battery intermediate target value calculation shown in FIG.

FIG. 7 is a flowchart showing a subroutine of driving force distribution determination shown in FIG.

8 is a flowchart showing a subroutine of optimum distribution calculation shown in FIG.

FIG. 9 is a flowchart showing a subroutine for power generation-oriented distribution calculation shown in FIG. 7.

FIG. 10 is an explanatory diagram showing processing by a vehicle ECU.

FIG. 11 (A) is an explanatory diagram showing the contents of the optimum power distribution map, and FIG. 11 (B) is an explanatory diagram showing the contents of the power generation-oriented power distribution map.

FIG. 12 is an explanatory diagram showing contents of a map held in a vehicle ECU.

FIG. 13 is a flowchart showing a main routine of processing by the hybrid vehicle according to the second embodiment of the present invention.

[Explanation of symbols]

 10 Gasoline Internal Combustion Engine 14 Motor 18 Battery 20 Vehicle ECU 30 Navigation Device

Claims (4)

[Claims] 1. A drive engine for driving traveling wheels using fuel, a battery, position detecting means for detecting a current position, and driving the traveling wheels by electric power charged in the battery,
A hybrid including a motor generator that generates power by a force applied to the drive engine and / or traveling wheels to charge the battery, and a torque distribution determination unit that determines a torque share between the drive engine and the motor generator. A vehicle, a battery level setting means for setting a target battery level at the time of reaching the destination, a route searching means for searching a route to the destination, and a route searching means for searching the route to the destination. Based on the traveling pattern setting means for setting the traveling pattern and the traveling pattern set by the traveling pattern setting means, on the route so that the remaining amount of the battery becomes the target battery remaining amount set in the remaining battery amount setting means. Battery intermediate value setting means for setting the intermediate value of the battery remaining amount at each point of the, and the current position detected by the position detecting means. Battery residual amount comparing means for searching the intermediate value of the remaining battery residual amount and comparing the intermediate value with the current battery residual amount, wherein the battery residual amount comparing means has an actual battery residual amount higher than the intermediate value. When it is determined that the amount of charge is large, the torque distribution determination unit makes the torque share of the motor generator heavy, and when the battery remaining amount comparison unit determines that the actual battery remaining amount is smaller than the intermediate value. In addition, the hybrid vehicle, wherein the torque distribution determining means increases the torque sharing of the drive engine. 2. A drive engine for driving traveling wheels using fuel, a battery, and driving the traveling wheels by electric power charged in the battery, and generating power by a force applied to the drive engine and / or the traveling wheels. Then, a motor generator that charges the battery, a position detection unit that detects the current position, a battery use mode in which the motor generator is mainly rotated to use the battery, and a battery that mainly drives the driving engine to suppress the use of the battery At least 2 with restricted mode
A hybrid vehicle having two modes, and a torque distribution determining means for determining a torque sharing between the drive engine and the motor generator according to any one of the modes, wherein a target battery remaining amount at a time point when a target value is reached is provided. Battery remaining amount setting means for setting the amount, route searching means for searching a route to the destination, traveling pattern setting means for setting a traveling pattern in the route searched by the route searching means, and the traveling pattern setting Based on the traveling pattern set by the means, the battery use mode and the battery use limit mode are sorted so that the remaining amount of the battery becomes the target battery remaining amount set in the battery remaining amount setting means, and on the route. Battery intermediate value setting means for setting the intermediate value of the battery remaining amount at each point of The battery remaining amount comparison means for searching the intermediate value of the battery remaining amount at the current position, and comparing the intermediate value with the actual battery remaining amount, Even when it is determined that the actual battery remaining amount is large, the torque distribution determination unit determines the torque sharing between the drive engine and the motor generator according to the battery use mode, and the battery remaining amount comparison unit, When it is determined that the actual remaining amount of the battery is smaller than the intermediate value, the torque distribution determination means determines the torque sharing between the drive engine and the motor generator according to the battery use restriction mode. Hybrid vehicle. 3. The traveling pattern setting means determines whether or not to stop on the basis of the attributes of each intersection in the route, and when it is determined that the vehicle stops, a traveling pattern including accelerated traveling, constant speed traveling, and decelerated traveling. The hybrid vehicle according to claim 1 or 2, wherein: 4. A drive engine for driving traveling wheels by using fuel, a battery, position detecting means for detecting a current position, and driving the traveling wheels by electric power charged in the battery,
A hybrid including a motor generator that generates power by a force applied to the drive engine and / or running wheels to charge the battery, and a torque distribution determination unit that determines torque sharing between the drive engine and the motor generator. The vehicle is a battery remaining amount setting means for setting a target battery remaining amount at the time of reaching the destination, a mileage calculating means for calculating a traveling distance to the destination, and a battery remaining amount is the battery remaining amount. A battery intermediate value setting unit that sets an intermediate value of the battery remaining amount at each mileage so that the target battery remaining amount set in the setting unit is set, and a battery remaining amount at the current position detected by the position detecting unit. A battery remaining amount comparing means for searching the intermediate value and comparing the intermediate value with the current battery remaining amount; When it is determined that the actual battery remaining amount is large, the torque distribution determination unit increases the torque share of the motor generator, and the battery remaining amount comparison unit causes the actual battery remaining amount to be smaller than the intermediate value. The hybrid vehicle, wherein the torque distribution determination means increases the torque share of the drive engine when it is determined that