JP-7856085-B2 - Hybrid vehicle and its control method

JP7856085B2JP 7856085 B2JP7856085 B2JP 7856085B2JP-7856085-B2

Inventors

山田友希

Assignees

トヨタ自動車株式会社

Dates

Publication Date: 20260511
Application Date: 20231205

Claims (4)

An engine capable of outputting power for driving, A motor capable of outputting power for propulsion, A power storage device capable of exchanging power with the motor, A control device that performs: a control for a first location area, which controls the engine and the motor to drive in such a way that the charge level of the energy storage device decreases before reaching a first location area, which is estimated or set as a location or area where it is preferable to reach the energy storage device with a low charge level; and a control for a second location area, which is estimated or set as a location or area where electric driving, in which the engine is stopped and the vehicle is driven solely by the motor, is set, in which the engine is stopped and the vehicle is driven solely by the motor. It is a hybrid vehicle equipped with, The control device prohibits the execution of the first point area control when the execution of the second point area control is estimated or planned within a predetermined distance range. A hybrid vehicle characterized by the following features.
A hybrid vehicle according to claim 1, The first location area is a location or area where a long-term stop is expected. Hybrid vehicle.
A hybrid vehicle according to claim 1 or claim 2, wherein the control for the second point region further controls the engine and the motor to drive the vehicle such that the charge storage ratio of the energy storage device increases before reaching the second point region. Hybrid vehicle.
A control method for a hybrid vehicle comprising an engine capable of outputting power for driving, a motor capable of outputting power for driving, and a power storage device capable of exchanging power with the motor, It is possible to perform a first-point area control, which involves controlling the engine and the motor to drive in such a way that the charge level of the energy storage device decreases before reaching a first point area, which is estimated or set as a point or area where it is preferable to reach the point or area where the charge level of the energy storage device is low; and a second-point area control, which involves stopping the engine and driving in such a way that the engine is stopped and the vehicle is driven solely by the motor, within a second point area, which is estimated or set as a point or area where electric driving is set to occur. Furthermore, when the execution of the control for the second point area is estimated or planned within a predetermined distance range, the execution of the control for the first point area is prohibited. A control method for a hybrid vehicle characterized by the following features.

Description

This disclosure relates to a hybrid vehicle and its control method. Conventionally, hybrid vehicles of this type have been proposed that switch between three modes—an electric motor-only mode, an engine-only mode, and a combined mode—depending on the vehicle speed at which the mode is switched (see, for example, Patent Document 1). In these hybrid vehicles, the mode switching speed is adjusted according to various environments such as urban areas, suburbs, highways, and tunnels, enabling driving that is adapted to the environment. Japanese Patent Application Publication No. 06-187595 This block diagram shows an example of a hybrid vehicle 20 as one embodiment of the present disclosure, with the hybrid ECU 50 as the central component.This flowchart shows an example of motor-driven area driving processing performed by the hybrid ECU 50.This flowchart shows an example of long-term parking processing performed by the hybrid ECU 50.This is an explanatory diagram showing an example of the time change in the State of Charge (SOC) of the battery 40 in an embodiment and comparative example where the area near the home is set as the motor driving area. Next, embodiments for implementing this disclosure will be described. Figure 1 is a block diagram showing an example of a hybrid vehicle 20 as one embodiment of this disclosure, centered on a hybrid electronic control unit (hereinafter referred to as the hybrid ECU) 50. As shown in the figure, the hybrid vehicle 20 of this embodiment is equipped with an engine EG and a motor MG as power sources. The hybrid vehicle 20 of this embodiment has two driving modes: a motor driving mode in which the vehicle is driven by power from the motor MG with the engine EG stopped, and a normal driving mode in which the vehicle is driven by power from both the engine EG and the motor MG, with the engine EG operated as needed. The hybrid vehicle 20 of this embodiment includes, in addition to a power source, an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-board camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a mode switching switch 36, a battery actuator 38, a battery 40, an electronic control unit for the air conditioner (hereinafter referred to as the air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a driving status indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like. The GPS 22 is a device that detects the vehicle's position based on signals transmitted from multiple GPS satellites. The on-board camera 24 is a camera that captures images around the vehicle; for example, it could be a front-facing camera that captures images in front of the vehicle or a rear-facing camera that captures images behind the vehicle. The millimeter-wave radar 26 detects the distance and relative speed between the vehicle and the vehicle in front, and the distance and relative speed between the vehicle and the vehicle behind. The acceleration sensor 28 is a sensor that detects, for example, the acceleration of the vehicle in the longitudinal direction and the acceleration of the vehicle in the lateral direction. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The accelerator sensor 32 detects the accelerator opening, etc., according to the amount the driver depresses the accelerator pedal. The brake sensor 34 detects the brake position, etc., as the amount the driver depresses the brake pedal. The mode selector switch 36 is located near the steering wheel in the driver's seat and is a switch for switching between motor driving mode and normal driving mode. The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, charge/discharge current, and battery temperature, and manages the battery 40 based on these parameters. The battery actuator 38 calculates the State of Charge (SOC), which is the ratio of remaining charge to total charge capacity, based on the charge/discharge current. It also calculates the maximum allowable output power (output limit Wout) and the maximum allowable input power (input limit Win) that the battery 40 may output, based on the SOC and battery temperature. The battery 40 is configured as a rechargeable secondary battery, and can be, for example, a lithium-ion battery, nickel-metal hydride battery, or lead-acid battery. The air conditioning ECU 42, though not shown in the diagram, is configured as a microcomputer centered around a CPU, and includes ROM, RAM, flash memory, input ports, output ports, and communication ports in addition to the CPU. The air conditioning ECU 42 is integrated into the air conditioning system that conditioned the passenger compartment, and drives and controls the air conditioning compressor 44 i