WO2013154094A1 - Control device for hybrid vehicle, management system for hybrid vehicle, and management method for hybrid vehicle - Google Patents

Control device for hybrid vehicle, management system for hybrid vehicle, and management method for hybrid vehicle Download PDF

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Publication number
WO2013154094A1
WO2013154094A1 PCT/JP2013/060699 JP2013060699W WO2013154094A1 WO 2013154094 A1 WO2013154094 A1 WO 2013154094A1 JP 2013060699 W JP2013060699 W JP 2013060699W WO 2013154094 A1 WO2013154094 A1 WO 2013154094A1
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Prior art keywords
engine
power
vehicle
motor
battery
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PCT/JP2013/060699
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French (fr)
Japanese (ja)
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隆三 野口
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日産自動車株式会社
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Publication of WO2013154094A1 publication Critical patent/WO2013154094A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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Definitions

  • the present invention relates to a hybrid vehicle control device, a hybrid vehicle management system, and a hybrid vehicle management method.
  • An internal combustion engine (motor), an electric motor as a power source for running the vehicle, a fuel remaining amount detection unit for detecting the remaining fuel amount of the internal combustion engine, an EV mode in which the engine is stopped and at least the engine is operated.
  • a control unit that controls switching of any travel mode of the traveling HV mode, and the control unit determines whether or not the detected remaining fuel amount has decreased to a predetermined threshold value,
  • a hybrid vehicle that controls switching of a driving mode so that the EV mode is prioritized when it is determined that the remaining amount has decreased to a threshold value (Patent Document 1).
  • the problem to be solved by the present invention is to provide a hybrid vehicle control device, a hybrid vehicle control method, and a hybrid vehicle management method capable of suppressing fuel consumption when fuel flow is stagnant. It is.
  • the present invention relates to an EV priority mode in which power is supplied from the battery to the motor and travels with the driving force of the motor, or an HEV priority mode in which the operation of the engine is prioritized and travels with the driving force of the motor and the engine.
  • the above problem is solved by selecting the EV priority mode based on the supply stagnation information.
  • the vehicle when fuel supply is stagnant in a specific area, the vehicle is preferentially driven by the power of the battery, so that the battery consumption can be suppressed.
  • FIG. 1 is a block diagram of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram of the integrated control unit of FIG. 3 is a graph showing characteristics of target driving force with respect to vehicle speed in the target driving force calculation unit of FIG. 2. 3 is a graph showing a map of a driving mode with respect to a vehicle speed and an accelerator opening degree in the mode selection unit of FIG. 2. It is a block diagram of the hybrid vehicle of FIG. 1, a center, and an electric power company. It is a figure for demonstrating the relationship of the driving mode with respect to SOC in the target charging / discharging calculating part of FIG. It is a flowchart which shows the control procedure of the integrated control unit of FIG.
  • the hybrid vehicle 1 is a parallel electric vehicle that uses a plurality of power sources for driving the vehicle.
  • the hybrid vehicle of this example is a plug-in hybrid vehicle that can charge the battery 30 provided in the vehicle with the electric power from the external charging device 200.
  • the hybrid vehicle 1 includes an internal combustion engine (hereinafter referred to as “engine”) 10, a first clutch 15, a motor generator (electric motor / generator) 20, a second clutch 25, a battery 30, and an inverter 35.
  • An automatic transmission 40 a propeller shaft 51, a differential gear unit 52, a drive shaft 53, left and right drive wheels 54, and a display 90.
  • a continuously variable transmission (CVT) may be used instead of the automatic transmission 40.
  • Engine 10 is an internal combustion engine that is driven by gasoline or light oil as fuel, and based on a control signal from engine control module 70, the valve opening of the throttle valve, fuel injection amount, ignition timing, and the like are controlled.
  • the engine 10 is provided with an engine speed sensor 11 for detecting the engine speed Ne and a water temperature sensor 12 for detecting the temperature of the cooling water of the engine 10.
  • the first clutch 15 is interposed between the output shaft of the engine 10 and the rotation shaft of the motor generator 20, and connects and disconnects power transmission between the engine 10 and the motor generator 20.
  • a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid can be exemplified.
  • the first clutch 15 controls the hydraulic pressure of the hydraulic unit 16 based on a control signal from the integrated control unit 60, thereby engaging / disengaging the clutch plate (including a slip state).
  • the motor generator 20 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator.
  • the motor generator 20 is provided with a motor rotation speed sensor 21 for detecting the rotor rotation speed Nm.
  • the motor generator 20 functions not only as an electric motor but also as a generator.
  • the motor generator 20 When three-phase AC power is supplied from the inverter 35, the motor generator 20 is driven to rotate (powering).
  • motor generator 20 When the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration).
  • the AC power generated by the motor generator 20 is converted into a DC current by the inverter 35 and then charged to the battery 30.
  • the battery 30 include a lithium ion secondary battery and a nickel hydride secondary battery.
  • a current / voltage sensor 31 is attached to the battery 30, and these detection results can be output to the motor control unit 80.
  • the battery 30 is a battery that can be charged by an external charging device 200 provided outside the vehicle, and is connected to a charging port 34 via a charger 32 and a switch 33.
  • the battery 30 also acts as a battery for operating home electrical equipment, for example, and can be used as an emergency power source in the event of a power failure.
  • Sensor 31 is a voltage or current sensor for detecting the state of the battery.
  • the sensor 31 is electrically connected to the battery 30.
  • the charger 32 has a charging circuit that converts AC power supplied from the external charging device 200 into DC power and supplies power to the battery 30.
  • the charger 32 is controlled by the battery control unit 100.
  • the switch 33 is connected between the charger 32 and the charging port 34, and is a switch for switching between electrical connection and disconnection between the external charging device 200 and the battery 30.
  • the charging port 34 has a connector that can be connected to the tip of the charging cable of the external charging device 200, and is provided on the surface portion of the vehicle 1. When the leading end of the charging cable is connected to the charging port 34, a signal indicating the connection is transmitted to the battery control unit (100).
  • a power control device (not shown) for supplying power to the home is connected to the charging port 34, and the battery 30 and the house are connected via the power control device. Electrically connect to the distribution board. And in the state which switched on, the electric power of the battery 30 is supplied to a house through the said electric power control apparatus.
  • the power control device may be mounted on the vehicle 1.
  • the external charging device 200 is provided outside the vehicle 1 and is installed in a parking lot at home, a commercial facility such as a shopping center, a public facility such as a city hall, or a facility such as a factory.
  • a commercial facility such as a shopping center
  • a public facility such as a city hall
  • a facility such as a factory.
  • the external charging device 200 is connected to a home AC power source, converts power from the AC power source into power suitable for supply to the vehicle 1, and a charging cable (not shown). To the charging port 34.
  • the automatic transmission 40 is a transmission that automatically switches stepped gear ratios such as forward 7 speed, reverse 1 speed, etc. according to the vehicle speed, accelerator opening, and the like.
  • the automatic transmission 40 changes the gear ratio based on a control signal from the integrated control unit 60.
  • the output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53.
  • reference numeral 55 denotes left and right steering front wheels.
  • the telematics control unit 50 includes a communication device for performing transmission / reception with the outside of the center 300 and the like, and transmits / receives information to / from the center 300 that manages a vehicle to be described later.
  • the telematics control unit 50 is connected to the integrated control unit 60 by CAN communication.
  • the display 90 is a display device for displaying information or the like managed by the navigation system included in the integrated control unit 60 and notifying the passenger of the information.
  • the hybrid vehicle 1 in the present embodiment can be switched to three travel modes according to the engaged / released state of the first and second clutches 15 and 25.
  • the first travel mode is referred to as a motor use travel mode (hereinafter referred to as “EV travel mode”) in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a power source. ).
  • EV travel mode motor use travel mode
  • the second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which both the first clutch 15 and the second clutch 25 are engaged to travel while including the engine 10 as a power source in addition to the motor generator 20. .)
  • HEV travel mode engine use travel mode
  • the third travel mode is a slip travel mode in which the second clutch 25 is in a slip state and travels while including at least one of the engine 10 or the motor generator 20 as a power source (hereinafter referred to as “WSC travel mode”).
  • WSC travel mode a slip travel mode in which the second clutch 25 is in a slip state and travels while including at least one of the engine 10 or the motor generator 20 as a power source
  • the released first clutch 15 is engaged, and the engine 10 is started using the torque of the motor generator 20.
  • the “HEV travel mode” includes three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
  • the drive wheels 54 are moved using only the engine 10 as a power source.
  • the drive wheels 54 are moved using two of the engine 10 and the motor generator 20 as power sources.
  • the motor generator 20 is caused to function as a generator at the same time as the drive wheels 54 are moved using the engine 10 as a power source.
  • a power generation mode for charging the battery 30 and supplying power to the electrical components by causing the motor generator 20 to function as a generator using the power of the engine 10 when the vehicle is stopped. May be.
  • the control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control module 70, a motor control unit 80, and a battery control unit 100, as shown in FIG. These control units 60, 70, 80, and 100 are connected to each other through, for example, CAN communication.
  • the engine control unit 70 inputs information from the engine speed sensor 11 and controls the engine operating point (engine speed Ne, engine torque Te) in response to a command such as the target engine torque tTe from the integrated control unit 60.
  • the command is output to a throttle valve actuator, an injector, a spark plug, etc. provided in the engine 10.
  • the engine control unit 70 controls the injector based on the temperature detected by the water temperature sensor 12 and adjusts the fuel injection amount.
  • Information on the engine speed Ne and the engine torque Te is supplied to the integrated control unit 60 via CAN communication.
  • the motor control unit 80 inputs information from the motor rotation speed sensor 21 provided in the motor generator 20, and receives a command such as a target motor generator torque tTm (may be a target motor generator rotation speed tNm) from the integrated control unit 60. In response, a command for controlling the operating point (motor rotation speed Nm, motor torque Tm) of motor generator 20 is output to inverter 35.
  • a command for controlling the operating point (motor rotation speed Nm, motor torque Tm) of motor generator 20 is output to inverter 35.
  • the motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31.
  • the battery SOC information is used as control information for the motor generator 20 and is sent to the integrated control unit 60 via CAN communication.
  • the battery control unit 100 is a control unit for managing the state of the battery, calculates the state of charge (SOC) of the battery from the detection value of the sensor 31, and transmits it to the integrated control unit 60.
  • SOC state of charge
  • the battery control unit 100 controls the charger 32, manages the SOC of the battery 30 during charging of the battery 30 by the external charging device 200, and turns off the switch 33 when the battery 30 reaches the target SOC.
  • the integrated control unit 60 efficiently controls the hybrid vehicle 1 by integrally controlling the operating point of the power train composed of the engine 10, the motor generator 20, the automatic transmission 40, the first clutch 15, and the second clutch 25. It bears the function to make it run.
  • the integrated control unit 60 calculates the operating point of the power train based on information from each sensor acquired through CAN communication, and controls the operation of the engine according to a control command to the engine control module 70, and the motor control unit 80. Operation control of the motor generator 20 by the control command to the automatic transmission 40, operation control of the automatic transmission 40 by the control command to the automatic transmission 40, engagement / release of the first clutch 15 by the control command to the hydraulic unit 16 of the first clutch 15 Control and engagement / release control of the second clutch 25 by a control command to the hydraulic unit 26 of the second clutch 25 are executed.
  • FIG. 2 is a control block diagram of the integrated control unit 60.
  • the integrated control unit 60 includes a target driving force calculation unit 61, a mode selection unit 62, a target charge / discharge calculation unit 63, an operating point command unit 64, and a shift control unit 65.
  • FIG. 3 shows an example of the target driving force map.
  • the mode selection unit 62 refers to the mode map and selects the target mode.
  • FIG. 4 shows an example of the mode map.
  • regions of the EV travel mode, the WSC travel mode, and the HEV travel mode are set according to the vehicle speed VSP and the accelerator opening APO.
  • the mode selection unit 62 requests the operating point command unit 64 to start the engine 10 when the EV traveling mode is shifted to the HEV traveling mode beyond the starting line Lo.
  • the engine start line Lo corresponds to a threshold value for starting the engine 10, and the engine 10 is started when the accelerator opening APO or the vehicle speed VSP is larger than the threshold value.
  • the above-mentioned WSC travel modes are assigned to low speed regions (for example, regions of 15 km / h or less) in both the EV travel mode and the HEV travel mode.
  • the predetermined vehicle speed VSP1 that defines the WSC travel mode is a vehicle speed at which the engine 10 can rotate independently. Therefore, in a region lower than the predetermined vehicle speed VSP1, the engine 10 cannot rotate independently while the second clutch 25 remains engaged.
  • the mode may be forcibly shifted to the HEV travel mode.
  • the target charge / discharge calculation unit 63 calculates the target charge / discharge power tP from the SOC of the battery 30 using a predetermined target charge / discharge amount map.
  • the target charge / discharge calculation unit 63 calculates a target charging power for charging the battery 30 when the SOC of the battery 30 is low, and discharges the battery 30 when the SOC of the battery 30 is high.
  • the target discharge power to be calculated is calculated and transmitted to the operating point command unit 64. Further, the target charge / discharge calculation unit 63 sets the target charge / discharge power based on the external information received by the telematics control unit 50. The detailed control contents of the target charge / discharge calculation unit 63 based on the external information will be described later.
  • the operating point command unit 64 uses the target opening torque APO, the target driving force tFo0, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target target for achieving the power train operating point tTe.
  • Target motor generator torque tTm may be target motor generator torque tNm
  • target first clutch transmission torque capacity tTc1 target second clutch transmission torque capacity tTc2
  • target gear stage of automatic transmission 40 are calculated.
  • the target engine torque tTe is sent from the integrated control unit 60 to the engine control unit 70, and the target motor generator torque tTm (may be the target motor generator rotational speed tNm) is sent from the integrated control unit 60 to the motor control unit 80.
  • the operating point command unit 64 calculates a target first clutch transmission torque capacity tTc1 and a target second clutch transmission torque capacity tTc2 in order to generate a target driving force under the target mode set by the mode selection unit 62.
  • the integrated control unit 60 For the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2, the integrated control unit 60 generates solenoid currents corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2. Supply to the hydraulic units 16 and 26, respectively.
  • the operating point command unit 64 can start the engine 10 as a request on the system regardless of the selection mode by the mode selection unit 62, such as when the SOC is lowered. For example, when the mode selection unit 62 selects the EV mode, but the SOC of the battery 30 is reduced, and the target charge / discharge calculation unit 63 calculates the target charge power for charging the battery 30, The operating point command unit 64 calculates a target calculation torque and starts the engine 10 via the engine control module 70.
  • the shift control unit 65 drives and controls the solenoid valve in the automatic transmission 40 so as to achieve the target shift stage according to the shift schedule shown in the shift map.
  • the shift map used at this time is one in which a target shift speed is set in advance based on the vehicle speed VSP and the accelerator opening APO as shown in FIG.
  • FIG. 5 shows a block diagram of the hybrid vehicle 1, the center 300, the oil company 400, and the power company 500.
  • the center 300 communicates with the hybrid vehicle 1.
  • the center 300 has a database 301 and a controller 302.
  • the database 301 records map data and the like.
  • the controller 302 is a control unit that records information in the database 301 and transmits information to the vehicle 1.
  • the center 300 is connected to the oil company 400 and the electric power company 500 in a state where the center 300 can communicate with the oil company 400 and the electric power company 500 by wire or wirelessly, and receives information transmitted from the oil company 400 and the electric power company 500, respectively. Then, it is recorded in the database 301 or transmitted to the hybrid vehicle 1.
  • Oil company 400 is a company that supplies fuel for engines such as gasoline and light oil to gas stations installed in various places.
  • the oil company 400 manages the amount of fuel supplied to the gas station, the business hours of each gas station, the business days of the gas station, and the like.
  • oil companies manage information on fuel supply and sales to the gas stations. Is recognizable.
  • the oil company 400 also manages areas where fuel supply is stagnant (area where fuel is not distributed), the degree of stagnation, and the like. Then, when the fuel supply is stagnant at each gas station, the oil company 400 includes at least information indicating a region where the fuel supply is stagnant, and indicates that the fuel supply is stagnant. Supply stagnation information is transmitted to the center 300.
  • the power company 500 is a company for supplying power to power demand facilities such as homes and factories.
  • the power company 500 manages the amount of power supply, power outage information, and the like as power supply information to power consumers.
  • the power outage information includes information on a power outage area indicating an area where a power outage occurs and information on a time related to the power outage.
  • power outage information includes information on the expected power outage caused by a shortage of power supply relative to the expected consumption per area, information on the time when power outage is expected, or the time expected to recover from power outage. Information may be included.
  • the power company 500 transmits power outage information including at least a power outage area to the center 300 when a power outage occurs in a specific range.
  • Center 300 transmits the power failure information received from electric power company 500 to hybrid vehicle 1.
  • the integrated control unit 60 of the hybrid vehicle 1 includes a navigation system 66 and a priority mode selection unit 67 as shown in FIG. 5 in addition to the configuration shown in FIG.
  • the navigation system 66 is a system that manages position information such as the current position of the vehicle, the destination, and the position registered by the user as a home on map data, and has a GPS function.
  • the priority mode selection unit 67 is a control unit for selecting which mode is to be given priority between the EV traveling mode and the HEV traveling mode set by the integrated control unit 60, and setting the priority mode. Select either the priority mode or the EV priority mode.
  • the EV priority mode is a mode in which the driving of the engine is prioritized over the power supply from the battery 30 and the vehicle 1 is driven by the driving force of the motor generator 20 and the engine 10.
  • the HEV priority mode is a mode in which the engine 10 is not driven and the vehicle 1 is driven by the driving force of the motor generator 20 by giving priority to the power supply from the battery 30 to the motor generator 20 over the driving of the engine 10.
  • FIGS. 6A and 6B are diagrams for explaining the relationship of the travel mode with respect to the SOC of the battery 30.
  • FIG. 6A shows the EV priority mode
  • FIG. 6B shows the HEV priority mode.
  • the integrated controller 60 When the integrated controller 60 receives the fuel supply stagnation information from the center 300 by the telematics control unit 50, the integrated controller 60 uses the navigation system 66 to identify the stagnation region where the fuel supply is stagnation from the fuel supply stagnation information, and the current location of the vehicle 1. Is determined to be within the stagnation area.
  • the integrated controller 60 uses the navigation system 66 to identify the power outage area indicated by the power outage information and register the user's home or the user's destination. It is determined whether or not the point is within the range of the power outage area indicated by the power outage information.
  • the priority mode selection unit 67 sets the EV priority mode when the position of the vehicle is within the stagnation region.
  • the priority mode selection unit 67 selects the EV priority mode when the vehicle position is within the stagnation area and the user's home or destination is outside the power outage area.
  • a mode switching threshold (SOC ch ) and a target charging state (SOC m ) for switching between the HEV traveling mode and the EV traveling mode are set in advance.
  • the mode switching threshold (SOC ch ) and the target charging state (SOC m ) are defined by the SOC.
  • the target charging / discharging calculation unit 63 outputs charging power so as to drive the engine until the SOC of the battery 10 reaches the target charging state (SOC m ).
  • the target charge / discharge calculation unit 63 sets the target charge / discharge power to zero.
  • the target charge / discharge calculation unit 63 discharges the battery 10 so that the battery 10 is actively used, and the SOC of the battery 10 is Calculate the target discharge power to achieve the target charge state (SOC m ).
  • target charge / discharge calculation unit 63 charges battery 10 during regeneration of motor generator 20. The target charging power is calculated.
  • the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC ch ) and the target charge state (SOC m ) according to the priority mode selected by the priority mode selection unit 67.
  • the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC ch ) to 40% as shown in FIG. Set the state (SOC m ) to 60 percent.
  • the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC ch ) to 50%. Set the target state of charge (SOC m ) to 70 percent.
  • the mode switching threshold (SOC ch ) in the HEV priority mode is higher than the mode switching threshold (SOC ch ) in the EV priority mode
  • the mode target charging state (SOC m ) in the EV priority mode is the EV priority mode.
  • the target charge / discharge calculation unit 63 sets a mode switching threshold (SOC ch ) and a target charge state (SOC m ) according to the priority mode so as to be higher than the target charge state (SOC m ) in the case of.
  • the mode switching threshold (SOC ch ) when the mode switching threshold (SOC ch ) is lowered, the engine 10 is controlled not to be driven even when the SOC of the battery 10 is low, and the region operated in the EV traveling mode increases. The driving is stopped, and the EV priority mode in which the power supply by the battery 30 is prioritized is set. Further, when the mode target charge state (SOC m ) is lowered, when the engine 10 is driven and the battery 30 is charged, the drive time of the engine 10 is shortened. .
  • SOC ch mode switching threshold
  • the integrated controller 60 when the position of the vehicle is within the stagnation region, the mode switching threshold (SOC ch ) and the target charging state (SOC By lowering m ), the EV priority mode is set.
  • FIG. 7 is a flowchart showing a control procedure of the integrated control unit 60.
  • the telematics control unit 50 acquires fuel supply stagnation information and power failure information from the center 300.
  • the control flow after step 2 is performed when at least the fuel supply stagnation information is acquired in step S1, and when the fuel supply stagnation information is not acquired, the control processing of this example is terminated.
  • step S2 the integrated control unit 60 determines whether or not the current location of the vehicle 1 is within the range of the fuel supply stagnation region. If the current location of the vehicle 1 is within the stagnation area, it is determined at step S3 whether the home or destination is outside the power outage area. If the home or destination is outside the range of the power outage area, the process proceeds to step S4. If power failure information has not been acquired in step S1, the integrated control unit 60 determines in step S3 that the home or destination is outside the range of the power failure area.
  • step S4 the integrated control unit 60 selects the HEV priority mode using the priority mode selection unit 67, and sets the mode switching threshold (SOC ch ) and the target charge state (SOC m ) using the target charge / discharge calculation unit 63. By setting the value lower than the value in the HEV priority mode, the EV priority mode is set.
  • step S5 if the vehicle position is outside the range of the fuel supply stagnation region, or returning to step S3, if the home or destination is within the range of the power outage region, integration is performed in step S5.
  • the control unit 60 selects the HEV priority mode by the priority mode selection unit 67, and sets the mode switching threshold value (SOC ch ) and the target charging state (SOC m ) by the target charge / discharge calculation unit 63 as values in the EV priority mode.
  • the HEV priority mode is set by setting a higher value than the above.
  • this example performs control for selecting the HEV priority mode or the EV priority mode, and selects the EV priority mode based on the fuel supply stagnation information received from the center 300. Thereby, when the distribution of fuel is stagnant, fuel consumption of the engine 10 can be suppressed.
  • the EV priority mode is selected. Thereby, when fuel cannot be refueled around the position of the vehicle, supply of power from the battery 30 is prioritized, so that fuel consumption can be suppressed.
  • the EV priority mode is selected.
  • fuel consumption can be suppressed by driving the motor 20 with priority given to the supply of electric power from the battery 30 until returning to the home.
  • the battery 30 can be charged by the external charging device 200 at home, the power supply of the battery 30 can be prioritized.
  • the EV priority mode is selected.
  • fuel consumption can be suppressed by driving the motor 20 with priority given to the supply of power from the battery 30 until the destination is reached.
  • the battery 30 can be charged by the external charging device 200 at the destination, the power supply of the battery 30 can be prioritized.
  • the stagnation information of the fuel supply is acquired based on the information transmitted from the oil company 400, but the stagnation information is not necessarily information transmitted from the oil company 400.
  • disaster information such as earthquakes provided by administrative agencies such as the Japan Meteorological Agency and the Ministry of Land, Infrastructure, Transport and Tourism may be used as fuel supply stagnation information. That is, in the event of a major earthquake or tsunami, fuel supply may stagnate temporarily in areas other than the disaster area by preferentially circulating fuel in the disaster area. Therefore, when the center 300 receives disaster information such as earthquake information, the center 300 determines that there is a possibility that the fuel supply may stagnate according to the scale of the disaster, and transmits the fuel supply stagnation information to the hybrid vehicle 1. May be.
  • the power failure information does not necessarily need to be information transmitted from the power company.
  • the center 300 receives disaster information from the Japan Meteorological Agency, etc.
  • the possibility of power outage and the power outage area are identified from the disaster scale (earthquake intensity, etc.) and disaster occurrence area included in the disaster information, and the identified information is used as power outage information. May be transmitted to the hybrid vehicle 1.
  • the mode switching threshold (SOC ch ) and the target charging state (SOC m ) are set to low values, but the mode switching threshold (SOC ch ) or the target charging state (SOC) is set. Any one value of m ) may be set to a low value.
  • the center 300 manages the business information (business hours, business days, etc.) of the gas stations in each place, it is determined from this business information whether fuel supply is delayed or not. May be transmitted to the vehicle 1. For example, in a specific area, when many gas stations are not operating or when the gas station is open for a short period of time, there is a high possibility that fuel circulation is stagnant. Therefore, the center 300 can determine whether or not the fuel supply is stagnant by managing the business hours of the gas stations in each region.
  • the priority mode selection control is performed on the vehicle 1 side, but may be performed on the center 300 side.
  • the integrated control unit 60 of the vehicle 1 transmits position information regarding the current location of the vehicle 1 to the center 300 via the telematics control unit 50.
  • the controller 302 stores the received position information in the database 301 while corresponding to the received position information and the identification information of the vehicle that transmitted the position information.
  • the controller 302 specifies the range of the stagnation area using the map data of the database 301.
  • the controller 302 determines whether or not the position of the vehicle based on the position information transmitted from the hybrid vehicle 1 is within the stagnation area.
  • the controller 302 selects the EV priority mode so that the hybrid vehicle 1 within the stagnation area is controlled in the EV priority mode.
  • the controller 302 transmits a control signal indicating the EV priority mode, which is the selected mode, to the hybrid vehicle 1 (the hybrid vehicle 1 in which the position of the vehicle is within the stagnation region).
  • the hybrid vehicle 1 that has received the control signal similarly to the above, sets the mode switching threshold (SOC ch) and the target state of charge (SOC m) to a low value.
  • SOC ch mode switching threshold
  • SOC m target state of charge
  • the above integrated control unit 60 corresponds to the “control means” of the present invention
  • the telematics control unit 50 corresponds to the “reception means” of the present invention
  • the navigation system 66 corresponds to the “management means” of the present invention.
  • FIG. 8 is a flowchart showing a control procedure of the hybrid vehicle 1 according to another embodiment of the invention. This example differs from the first embodiment described above in that the EV priority mode is selected when the position of the charging facility is within a predetermined range from the position of the vehicle. Other configurations are the same as those in the first embodiment described above, and the description thereof is incorporated.
  • the integrated controller 60 manages the location of the charging facility by the navigation system 66.
  • the charging facility is a facility in which a charging device such as the external charging device 200 is set.
  • the integrated controller 60 determines whether or not there is a charging facility within a predetermined range from the current location of the vehicle.
  • the predetermined range may be a predetermined range, for example, a predetermined radius range centered on the current location of the vehicle, or may be a range set according to the SOC of the battery 30.
  • the priority mode selection unit 67 selects the EV priority mode when the position of the vehicle is within the range of the fuel supply stagnation region and the charging facility is within a predetermined range from the position of the vehicle.
  • the vehicle travels in the EV traveling mode and is charged at the charging facility when the SOC of the battery 30 decreases. can do. Therefore, it is possible to run the vehicle 1 with priority on the power supply of the battery 30 while suppressing fuel consumption.
  • FIG. 8 is a flowchart showing a control procedure of the integrated control unit 60.
  • the control processes in steps S11, S12, S14, and S15 are the same as the control processes in steps S1, S2, S4, and S5 in FIG.
  • step S13 the integrated control unit 60 determines whether the charging facility is within a predetermined range from the current position of the vehicle. Determine whether. If there is a charging facility within the predetermined range, the process proceeds to step S14, and if there is no charging facility within the predetermined range, the process proceeds to step S15.
  • the EV priority mode is selected.
  • the EV traveling mode even when the SOC of the battery is lowered, charging can be performed at the nearest charging facility, so that fuel consumption can be suppressed.
  • FIG. 9 shows a mode map stored in the mode selection unit 62 of the hybrid vehicle 1 according to another embodiment of the invention. This example differs from the first embodiment described above in that the engine start line is set according to the priority mode. Other configurations are the same as those of the first or second embodiment described above, and the description thereof is incorporated.
  • the mode selection unit 62 sets the engine start line to one of the start line Lo and the start line Lp according to the priority mode selected by the priority mode selection unit 67. Specifically, when the HEV priority mode is selected by the priority mode selection unit 67, the mode selection unit 62 sets the start line Lp, and when the EV priority mode is selected, the mode selection unit 62 Set to start line Lo.
  • the operation region in the HEV travel mode is wider than the operation region in the HEV travel mode when the start line Lo is set.
  • the driving of the engine 10 is prioritized.
  • the starting line Lo is set
  • the driving region of the EV traveling mode is wider than the operating region of the EV traveling mode when the starting line Lp is set.
  • the power supply of the battery 30 is prioritized.
  • the integrated controller 60 sets the engine start line to the start line Lo when the position of the vehicle is within the range of the stagnation area based on the stagnation information of the fuel supply received from the center 300.
  • the engine start threshold value is set higher than the start threshold value in the HEV priority mode, and the EV priority mode is set.
  • this example performs control for selecting the HEV priority mode or the EV priority mode, selects the EV priority mode based on the fuel supply stagnation information received from the center 300, and sets the engine start line to the start line. By setting Lo, the EV priority mode is set. Thereby, when the distribution of fuel is stagnant, the consumption of fuel can be suppressed.
  • FIG. 10 is a diagram for explaining the driving state of the engine 10 with respect to the water temperature of the engine 10 controlled by the engine 10 control unit 70 of the hybrid vehicle 1 according to another embodiment of the invention.
  • the point which controls the engine drive point with respect to the water temperature of the engine 10 differs with respect to 1st Embodiment mentioned above according to priority mode.
  • Other configurations are the same as those of the first embodiment described above, and the descriptions of the first to third embodiments are incorporated as appropriate.
  • ON indicates that the engine 10 is being driven, and OFF indicates that the engine 10 is stopped.
  • the solid line indicates the characteristic in the EV priority mode, and the dotted line indicates the characteristic in the HEV priority mode.
  • the integrated control unit 60 may control the engine 10 in the HEV running mode by driving the engine 10 even when the battery SOC is high when the water temperature of the engine 10 is lowered as a system request.
  • the starting point of the engine 10 has a hysteresis relationship with respect to the water temperature of the engine 10. Referring to the solid line graph in FIG. 10, when the engine 10 is driven and the water temperature tends to rise, the engine 10 is stopped when the water temperature of the engine 10 exceeds 50 ° C. On the other hand, when the engine 10 is stopped and the water temperature tends to decrease, the engine 10 is driven when the water temperature of the engine 10 becomes lower than 30 ° C.
  • the engine control unit 70 sets the threshold temperature of the water temperature at which the engine 10 is stopped according to the priority mode selected by the priority mode selection unit 67. Specifically, when the HEV priority mode is selected by the priority mode selection unit 67, the threshold temperature (Tp) of the water temperature at which the engine 10 is stopped is set to the threshold temperature (Tp), and the EV priority mode is selected. Is set to a threshold temperature (To). The threshold temperature (To) is a temperature lower than the threshold temperature (Tp).
  • the engine 10 When the threshold temperature (Tp) is set, the engine 10 is started before the water temperature of the engine 10 becomes so low that the engine 10 is easily driven, and the engine 10 is more driven than the battery 30 is supplied with power. The driving of 10 will be prioritized.
  • the threshold temperature (To) when the threshold temperature (To) is set, the engine 10 is not started unless the water temperature of the engine 10 is lowered, so that the engine 10 is difficult to be driven, and the power supply of the battery 30 is supplied rather than the driving of the engine 10. Will be given priority.
  • the integrated controller 60 sets the threshold temperature of the water temperature to stop the engine 10 based on the fuel supply stagnation information received from the center 300 when the vehicle position is within the stagnation region. By setting to To), the threshold temperature of the water temperature is set lower than the threshold temperature in the HEV priority mode, and the EV priority mode is set.
  • the control is performed to select the HEV priority mode or the EV priority mode, the EV priority mode is selected based on the fuel supply stagnation information received from the center 300, and the water temperature at which the engine 10 is started.
  • the EV priority mode is set by setting the threshold temperature to the threshold temperature (To). Thereby, when the distribution of fuel is stagnant, the consumption of fuel can be suppressed.
  • the threshold temperature of the water temperature for starting the engine 10 is set on the graph of FIG. 9 according to the priority mode, but the threshold temperature of the water temperature for stopping the engine 10 (corresponding to 50 ° C. in FIG. 10). ) May be set. That is, when the EV priority mode is selected, the threshold temperature of the water temperature at which the engine 10 is stopped is set to a temperature lower than the threshold temperature in the HEV priority mode.

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Abstract

Provided is a control device for a hybrid vehicle (1) that has an engine (10) and a motor (20) as a power source. The control device comprises: a battery (30) that supplies power to the motor (20); a control means that selects either an EV priority mode in which the supply of power to the motor (20) from the battery (30) is given priority and the vehicle runs using driving force from the motor (20), or an HEV priority mode in which operation of the engine (10) is given priority and the vehicle runs using driving force from the motor (20) and the engine (10); and a reception means that receives fuel supply delay information from the outside, said information indicating that the supply of fuel is delayed at a facility that supplies fuel for the engine (10). The control means selects the EV mode on the basis of the fuel supply delay information.

Description

ハイブリッド車両の制御装置、ハイブリッド車両の管理システム、及びハイブリッド車両の管理方法Hybrid vehicle control device, hybrid vehicle management system, and hybrid vehicle management method
　本発明は、ハイブリッド車両の制御装置、ハイブリッド車両の管理システム、及びハイブリッド車両の管理方法に関するものである。 The present invention relates to a hybrid vehicle control device, a hybrid vehicle management system, and a hybrid vehicle management method.
　本出願は、２０１２年４月９日に出願された日本国特許出願の特願２０１２―０８８２８０に基づく優先権を主張するものであり、文献の参照による組み込みが認められる指定国については、上記の出願に記載された内容を参照により本出願に組み込み、本出願の記載の一部とする。 This application claims priority based on Japanese Patent Application No. 2012-088280 filed on Apr. 9, 2012. For designated countries that are allowed to be incorporated by reference, The contents described in the application are incorporated into the present application by reference and made a part of the description of the present application.
　内燃機関（エンジン）と、車両走行用の動力源としての電動機と、内燃機関の燃料残量を検出する燃料残量検出部と、エンジンを停止させて走行するＥＶモードおよび少なくともエンジンを動作させて走行するＨＶモードのいずれかの走行モードの切替を制御する制御部とを備え、制御部は、検出された燃料残量が予め定められたしきい値まで低下したか否かを判定し、燃料残量がしきい値まで低下したと判定されると、ＥＶモードを優先させるように走行モードの切替を制御するハイブリッド車両が知られている（特許文献１）。 An internal combustion engine (motor), an electric motor as a power source for running the vehicle, a fuel remaining amount detection unit for detecting the remaining fuel amount of the internal combustion engine, an EV mode in which the engine is stopped and at least the engine is operated. A control unit that controls switching of any travel mode of the traveling HV mode, and the control unit determines whether or not the detected remaining fuel amount has decreased to a predetermined threshold value, There is known a hybrid vehicle that controls switching of a driving mode so that the EV mode is prioritized when it is determined that the remaining amount has decreased to a threshold value (Patent Document 1).
特開２００９－１２５９３号公報JP 2009-12593 A
　しかしながら、自然災害等で燃料の流通が滞った場合には、上記従来技術のように、燃料残量がしきい値まで低下した時点でＥＶモードに切り替えると、燃料の消費量が多くなるため給油ができなくなる、という問題があった。 However, if the circulation of fuel is delayed due to a natural disaster or the like, as in the above prior art, switching to the EV mode at the time when the remaining amount of fuel has decreased to the threshold value increases the amount of fuel consumed, so refueling There was a problem that could not be.
　本発明が解決しようとする課題は、燃料の流通が滞った場合に、燃料の消費を抑制することができるハイブリッド車両の制御装置、ハイブリッド車両の制御方法、及びハイブリッド車両の管理方法を提供することである。 The problem to be solved by the present invention is to provide a hybrid vehicle control device, a hybrid vehicle control method, and a hybrid vehicle management method capable of suppressing fuel consumption when fuel flow is stagnant. It is.
　本発明は、バッテリからモータへの電力の供給を優先しモータの駆動力で走行するＥＶ優先モード、または、エンジンの稼働を優先しモータ及びエンジンの駆動力で走行するＨＥＶ優先モードのうち、燃料供給停滞情報に基づいて、ＥＶ優先モードを選択することによって上記課題を解決する。 The present invention relates to an EV priority mode in which power is supplied from the battery to the motor and travels with the driving force of the motor, or an HEV priority mode in which the operation of the engine is prioritized and travels with the driving force of the motor and the engine. The above problem is solved by selecting the EV priority mode based on the supply stagnation information.
　本発明によれば、特定のエリアで燃料の供給が滞った場合には、優先的にバッテリの電力で車両が駆動されるため、バッテリの消費を抑制することができるという効果を奏する。 According to the present invention, when fuel supply is stagnant in a specific area, the vehicle is preferentially driven by the power of the battery, so that the battery consumption can be suppressed.
本発明の実施形態に係るハイブリッド車両のブロック図である。1 is a block diagram of a hybrid vehicle according to an embodiment of the present invention. 図１の統合コントロールユニットのブロック図である。It is a block diagram of the integrated control unit of FIG. 図２の目標駆動力演算部における、車速に対する目標駆動力の特性を示すグラフである。3 is a graph showing characteristics of target driving force with respect to vehicle speed in the target driving force calculation unit of FIG. 2. 図２のモード選択部における、車速及びアクセル開度に対する走行モードのマップを示すグラフである。3 is a graph showing a map of a driving mode with respect to a vehicle speed and an accelerator opening degree in the mode selection unit of FIG. 2. 図１のハイブリッド車両、センター及び電力会社のブロック図である。It is a block diagram of the hybrid vehicle of FIG. 1, a center, and an electric power company. 図２の目標充放電演算部における、ＳＯＣに対する走行モードの関係を説明するための図である。It is a figure for demonstrating the relationship of the driving mode with respect to SOC in the target charging / discharging calculating part of FIG. 図１の統合コントロールユニットの制御手順を示すフローチャートである。It is a flowchart which shows the control procedure of the integrated control unit of FIG. 本発明の他の実施形態に係るハイブリッド車両の統合コントロールユニットの制御手順を示すフローチャートである。It is a flowchart which shows the control procedure of the integrated control unit of the hybrid vehicle which concerns on other embodiment of this invention. 本発明の他の実施形態に係るハイブリッド車両の目標駆動力演算部における、車速に対する目標駆動力の特性を示すグラフである。It is a graph which shows the characteristic of the target drive force with respect to the vehicle speed in the target drive force calculating part of the hybrid vehicle which concerns on other embodiment of this invention. 本発明の他の実施形態に係るハイブリッド車両における、エンジンの水温に対するエンジンの駆動状態を説明するための図である。It is a figure for demonstrating the drive state of the engine with respect to the engine water temperature in the hybrid vehicle which concerns on other embodiment of this invention.
　以下、本発明の実施形態を図面に基づいて説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
《第１実施形態》
　本実施形態に係るハイブリッド車両１は、複数の動力源を車両の駆動に使用するパラレル方式の電気自動車である。また、本例のハイブリッド車両は、外部充電装置２００からの電力により、車両に設けられたバッテリ３０を充電可能なプラグインハイブリッド車両である。このハイブリッド車両１は、図１に示すように、内燃機関（以下、「エンジン」という）１０、第１クラッチ１５、モータジェネレータ（電動機・発電機）２０、第２クラッチ２５、バッテリ３０、インバータ３５、自動変速機４０、プロペラシャフト５１、ディファレンシャルギアユニット５２、ドライブシャフト５３、左右の駆動輪５４及びディスプレイ９０を備えている。なお、以下、本発明をパラレル方式のハイブリッド車に適用した場合について説明するが、本発明は他の方式のハイブリッド車両にも適用可能である。また自動変速機４０の代わりに、無段変速機（ＣＶＴ）を用いてもよい。 << First Embodiment >>
The hybrid vehicle 1 according to the present embodiment is a parallel electric vehicle that uses a plurality of power sources for driving the vehicle. The hybrid vehicle of this example is a plug-in hybrid vehicle that can charge the battery 30 provided in the vehicle with the electric power from the external charging device 200. As shown in FIG. 1, the hybrid vehicle 1 includes an internal combustion engine (hereinafter referred to as “engine”) 10, a first clutch 15, a motor generator (electric motor / generator) 20, a second clutch 25, a battery 30, and an inverter 35. , An automatic transmission 40, a propeller shaft 51, a differential gear unit 52, a drive shaft 53, left and right drive wheels 54, and a display 90. Hereinafter, the case where the present invention is applied to a parallel type hybrid vehicle will be described, but the present invention can also be applied to other types of hybrid vehicles. Further, a continuously variable transmission (CVT) may be used instead of the automatic transmission 40.
　エンジン１０は、ガソリン又は軽油を燃料として駆動する内燃機関であり、エンジンコントロールモジュール７０からの制御信号に基づいて、スロットルバルブのバルブ開度、燃料噴射量、点火時期等が制御される。このエンジン１０には、エンジン回転数Ｎｅを検出するためのエンジン回転数センサ１１及びエンジン１０の冷却水の温度を検出するための水温センサ１２が設けられている。 Engine 10 is an internal combustion engine that is driven by gasoline or light oil as fuel, and based on a control signal from engine control module 70, the valve opening of the throttle valve, fuel injection amount, ignition timing, and the like are controlled. The engine 10 is provided with an engine speed sensor 11 for detecting the engine speed Ne and a water temperature sensor 12 for detecting the temperature of the cooling water of the engine 10.
　第１クラッチ１５は、エンジン１０の出力軸とモータジェネレータ２０の回転軸との間に介装されており、エンジン１０とモータジェネレータ２０との間の動力伝達を断接する。この第１クラッチ１５の具体例としては、例えば比例ソレノイドで油流量及び油圧を連続的に制御できる湿式多板クラッチ等を例示することができる。この第１クラッチ１５は、統合コントロールユニット６０からの制御信号に基づいて油圧ユニット１６の油圧が制御されることで、クラッチ板を締結（スリップ状態も含む。）／解放させる。 The first clutch 15 is interposed between the output shaft of the engine 10 and the rotation shaft of the motor generator 20, and connects and disconnects power transmission between the engine 10 and the motor generator 20. As a specific example of the first clutch 15, for example, a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid can be exemplified. The first clutch 15 controls the hydraulic pressure of the hydraulic unit 16 based on a control signal from the integrated control unit 60, thereby engaging / disengaging the clutch plate (including a slip state).
　モータジェネレータ２０は、ロータに永久磁石を埋設し、ステータにステータコイルが巻き付けられた同期型モータジェネレータである。このモータジェネレータ２０には、ロータ回転数Ｎｍを検出するためのモータ回転数センサ２１が設けられている。このモータジェネレータ２０は、電動機としても機能するし発電機としても機能する。インバータ３５から三相交流電力が供給されている場合には、モータジェネレータ２０は回転駆動する（力行）。一方、外力によってロータが回転している場合には、モータジェネレータ２０は、ステータコイルの両端に起電力を生じさせることで交流電力を生成する（回生）。モータジェネレータ２０によって発電された交流電力は、インバータ３５によって直流電流に変換された後に、バッテリ３０に充電される。 The motor generator 20 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 20 is provided with a motor rotation speed sensor 21 for detecting the rotor rotation speed Nm. The motor generator 20 functions not only as an electric motor but also as a generator. When three-phase AC power is supplied from the inverter 35, the motor generator 20 is driven to rotate (powering). On the other hand, when the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration). The AC power generated by the motor generator 20 is converted into a DC current by the inverter 35 and then charged to the battery 30.
　バッテリ３０の具体例としては、リチウムイオン二次電池やニッケル水素二次電池等を例示することができる。このバッテリ３０には電流・電圧センサ３１が取り付けられており、これらの検出結果をモータコントロールユニット８０に出力することが可能となっている。バッテリ３０は、車両の外部に設けられた外部充電装置２００により充電可能なバッテリであり、充電器３２及びスイッチ３３を介して充電ポート３４に接続されている。またバッテリ３０は、例えば自宅の電気機器を動作ための蓄電器としても作用し、停電時の非常用の電源として用いることができる。 Specific examples of the battery 30 include a lithium ion secondary battery and a nickel hydride secondary battery. A current / voltage sensor 31 is attached to the battery 30, and these detection results can be output to the motor control unit 80. The battery 30 is a battery that can be charged by an external charging device 200 provided outside the vehicle, and is connected to a charging port 34 via a charger 32 and a switch 33. The battery 30 also acts as a battery for operating home electrical equipment, for example, and can be used as an emergency power source in the event of a power failure.
　センサ３１はバッテリの状態を検出するための電圧または電流センサである。センサ３１はバッテリ３０と電気的に接続されている。充電器３２は、外部充電装置２００から供給される交流電力を直流電力に変換して、バッテリ３０に電力を供給する充電回路を有している。充電器３２はバッテリコントロールユニット１００により制御される。スイッチ３３は、充電器３２と充電ポート３４との間に接続され、外部充電装置２００とバッテリ３０との電気的な導通及び遮断を切り替えるためのスイッチである。 Sensor 31 is a voltage or current sensor for detecting the state of the battery. The sensor 31 is electrically connected to the battery 30. The charger 32 has a charging circuit that converts AC power supplied from the external charging device 200 into DC power and supplies power to the battery 30. The charger 32 is controlled by the battery control unit 100. The switch 33 is connected between the charger 32 and the charging port 34, and is a switch for switching between electrical connection and disconnection between the external charging device 200 and the battery 30.
　充電ポート３４は、外部充電装置２００の充電ケーブルの先端部分と接続可能なコネクタを有し、車両１の表面部分に設けられている。充電ポート３４に、当該充電ケーブルの先端部分が接続されると、接続されたことを示す信号が、バッテリコントロールユニット（１００）に送信される。 The charging port 34 has a connector that can be connected to the tip of the charging cable of the external charging device 200, and is provided on the surface portion of the vehicle 1. When the leading end of the charging cable is connected to the charging port 34, a signal indicating the connection is transmitted to the battery control unit (100).
　またバッテリ３０を家庭用の電源として用いる場合には、充電ポート３４に、家庭へ電力を供給するための電力制御装置（図示しない）を接続し、当該電力制御装置を介して、バッテリ３０と住宅の分電盤とを電気的に接続する。そして、スイッチ３３をオンにした状態で、当該電力制御装置を介して、バッテリ３０の電力を住宅に供給する。なお、電力制御装置は車両１に搭載してもよい。 When the battery 30 is used as a household power source, a power control device (not shown) for supplying power to the home is connected to the charging port 34, and the battery 30 and the house are connected via the power control device. Electrically connect to the distribution board. And in the state which switched on, the electric power of the battery 30 is supplied to a house through the said electric power control apparatus. The power control device may be mounted on the vehicle 1.
　外部充電装置２００は、車両１の外部に設けられ、自宅の駐車場や、ショッピングセンタ等の商業施設、市役所などの公的施設、工場などの施設などに設置されている。外部充電装置２００は、自宅の駐車場に設けられる場合には、家庭用の交流電源に接続され、交流電源からの電力を、車両１への供給に適した電力に変換し、図示しない充電ケーブルを介して、充電ポート３４に供給する。 The external charging device 200 is provided outside the vehicle 1 and is installed in a parking lot at home, a commercial facility such as a shopping center, a public facility such as a city hall, or a facility such as a factory. When the external charging device 200 is provided in a parking lot at home, the external charging device 200 is connected to a home AC power source, converts power from the AC power source into power suitable for supply to the vehicle 1, and a charging cable (not shown). To the charging port 34.
　自動変速機４０は、前進７速後退１速等の有段階の変速比を車速やアクセル開度等に応じて自動的に切り換える変速機である。この自動変速機４０は、統合コントロールユニット６０からの制御信号に基づいて変速比を変化させる。自動変速機４０の出力軸は、プロペラシャフト５１、ディファレンシャルギアユニット５２、及び左右のドライブシャフト５３を介して、左右の駆動輪５４に連結されている。なお、図１において５５は左右の操舵前輪である。 The automatic transmission 40 is a transmission that automatically switches stepped gear ratios such as forward 7 speed, reverse 1 speed, etc. according to the vehicle speed, accelerator opening, and the like. The automatic transmission 40 changes the gear ratio based on a control signal from the integrated control unit 60. The output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53. In FIG. 1, reference numeral 55 denotes left and right steering front wheels.
　テレマティクスコントロールユニット５０は、センター３００等の外部との送受信を行うための通信機を備えており、後述する車両を管理するセンター３００との間で情報の送受信を行う。また、テレマティクスコントロールユニット５０は統合コントローユニット６０と、ＣＡＮ通信により接続されている。 The telematics control unit 50 includes a communication device for performing transmission / reception with the outside of the center 300 and the like, and transmits / receives information to / from the center 300 that manages a vehicle to be described later. The telematics control unit 50 is connected to the integrated control unit 60 by CAN communication.
　ディスプレイ９０は、統合コントローユニット６０に含まれるナビゲーションシステムで管理された情報等を表示して、情報を乗員に報知するための表示装置である。 The display 90 is a display device for displaying information or the like managed by the navigation system included in the integrated control unit 60 and notifying the passenger of the information.
　本実施形態におけるハイブリッド車両１は、第１及び第２クラッチ１５，２５の締結／解放状態に応じて３つの走行モードに切り替えることが可能となっている。 The hybrid vehicle 1 in the present embodiment can be switched to three travel modes according to the engaged / released state of the first and second clutches 15 and 25.
　第１走行モードは、第１クラッチ１５を解放させると共に第２クラッチ２５を締結させて、モータジェネレータ２０の動力のみを動力源として走行するモータ使用走行モード（以下、「ＥＶ走行モード」と称する。）である。 The first travel mode is referred to as a motor use travel mode (hereinafter referred to as “EV travel mode”) in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a power source. ).
　第２走行モードは、第１クラッチ１５及び第２クラッチ２５のいずれも締結させて、モータジェネレータ２０に加えてエンジン１０を動力源に含みながら走行するエンジン使用走行モード（以下、「ＨＥＶ走行モード」と称する。）である。 The second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which both the first clutch 15 and the second clutch 25 are engaged to travel while including the engine 10 as a power source in addition to the motor generator 20. .)
　第３走行モードは、第２クラッチ２５をスリップ状態として、エンジン１０又はモータジェネレータ２０の少なくとも一方を動力源に含みながら走行するスリップ走行モード（以下、「ＷＳＣ走行モード」と称する。）である。 The third travel mode is a slip travel mode in which the second clutch 25 is in a slip state and travels while including at least one of the engine 10 or the motor generator 20 as a power source (hereinafter referred to as “WSC travel mode”).
　なお、ＥＶ走行モードからＨＥＶ走行モードに移行する際には、解放していた第１クラッチ１５を締結し、モータジェネレータ２０のトルクを利用してエンジン１０を始動させる。 When shifting from the EV travel mode to the HEV travel mode, the released first clutch 15 is engaged, and the engine 10 is started using the torque of the motor generator 20.
　さらに、上記の「ＨＥＶ走行モード」には、「エンジン走行モード」と「モータアシスト走行モード」と「走行発電モード」との３つの走行モードを含む。 Furthermore, the “HEV travel mode” includes three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
　「エンジン走行モード」は、エンジン１０のみを動力源として駆動輪５４を動かす。「モータアシスト走行モード」は、エンジン１０とモータジェネレータ２０の２つを動力源として駆動輪５４を動かす。「走行発電モード」は、エンジン１０を動力源として駆動輪５４を動かすと同時に、モータジェネレータ２０を発電機として機能させる。 In the “engine running mode”, the drive wheels 54 are moved using only the engine 10 as a power source. In the “motor assist travel mode”, the drive wheels 54 are moved using two of the engine 10 and the motor generator 20 as power sources. In the “running power generation mode”, the motor generator 20 is caused to function as a generator at the same time as the drive wheels 54 are moved using the engine 10 as a power source.
　なお、以上に説明したモードの他に、停車時において、エンジン１０の動力を利用してモータジェネレータ２０を発電機として機能させ、バッテリ３０を充電したり電装品へ電力を供給する発電モードを備えてもよい。 In addition to the modes described above, there is a power generation mode for charging the battery 30 and supplying power to the electrical components by causing the motor generator 20 to function as a generator using the power of the engine 10 when the vehicle is stopped. May be.
　本実施形態におけるハイブリッド車両１の制御系は、図１に示すように、統合コントロールユニット６０、エンジンコントロールモジュール７０、及びモータコントロールユニット８０、バッテリコントロールユニット１００を備えている。これらの各コントロールユニット６０，７０，８０、１００は、例えばＣＡＮ通信を介して相互に接続されている。 The control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control module 70, a motor control unit 80, and a battery control unit 100, as shown in FIG. These control units 60, 70, 80, and 100 are connected to each other through, for example, CAN communication.
　エンジンコントロールユニット７０は、エンジン回転数センサ１１からの情報を入力し、統合コントロールユニット６０からの目標エンジントルクｔＴｅ等の指令に応じ、エンジン動作点（エンジン回転数Ｎｅ、エンジントルクＴｅ）を制御する指令を、エンジン１０に備えられたスロットルバルブアクチュエータ、インジェクタ、点火プラグ等に出力する。またエンジンコントロールユニット７０は、水温センサ１２の検出温度に基づいて、インジェクタを制御し、燃料噴射量を調整する。なお、エンジン回転数Ｎｅ、エンジントルクＴｅの情報は、ＣＡＮ通信を介して統合コントロールユニット６０に供給される。 The engine control unit 70 inputs information from the engine speed sensor 11 and controls the engine operating point (engine speed Ne, engine torque Te) in response to a command such as the target engine torque tTe from the integrated control unit 60. The command is output to a throttle valve actuator, an injector, a spark plug, etc. provided in the engine 10. The engine control unit 70 controls the injector based on the temperature detected by the water temperature sensor 12 and adjusts the fuel injection amount. Information on the engine speed Ne and the engine torque Te is supplied to the integrated control unit 60 via CAN communication.
　モータコントロールユニット８０は、モータジェネレータ２０に設けられたモータ回転数センサ２１からの情報を入力し、統合コントロールユニット６０からの目標モータジェネレータトルクｔＴｍ（目標モータジェネレータ回転数ｔＮｍでもよい）等の指令に応じて、モータジェネレータ２０の動作点（モータ回転数Ｎｍ、モータトルクＴｍ）を制御する指令をインバータ３５に出力する。 The motor control unit 80 inputs information from the motor rotation speed sensor 21 provided in the motor generator 20, and receives a command such as a target motor generator torque tTm (may be a target motor generator rotation speed tNm) from the integrated control unit 60. In response, a command for controlling the operating point (motor rotation speed Nm, motor torque Tm) of motor generator 20 is output to inverter 35.
　また、モータコントロールユニット８０は、電流・電圧センサ３１により検出された電流値及び電圧値に基づいてバッテリ３０のＳＯＣを演算及び管理する。このバッテリＳＯＣ情報は、モータジェネレータ２０の制御情報に用いられると共に、ＣＡＮ通信を介して統合コントロールユニット６０に送出される。 Further, the motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31. The battery SOC information is used as control information for the motor generator 20 and is sent to the integrated control unit 60 via CAN communication.
　バッテリコントロールユニット１００は、バッテリの状態を管理するためのコントロールユニットであり、センサ３１の検出値からバッテリの充電状態（ＳＯＣ）を算出し、統合コントロールユニット６０に送信する。バッテリコントロールユニット１００は、充電ポート３４からの信号により、外部充電装置２００が接続されてことを検出すると、スイッチ３３をオンにする。 The battery control unit 100 is a control unit for managing the state of the battery, calculates the state of charge (SOC) of the battery from the detection value of the sensor 31, and transmits it to the integrated control unit 60. When the battery control unit 100 detects from the signal from the charging port 34 that the external charging device 200 is connected, the battery control unit 100 turns on the switch 33.
　また、バッテリコントロールユニット１００は、充電器３２を制御し、外部充電装置２００によるバッテリ３０の充電中、バッテリ３０のＳＯＣを管理し、バッテリ３０が目標ＳＯＣに達すると、スイッチ３３をオフにする。 Further, the battery control unit 100 controls the charger 32, manages the SOC of the battery 30 during charging of the battery 30 by the external charging device 200, and turns off the switch 33 when the battery 30 reaches the target SOC.
　統合コントロールユニット６０は、エンジン１０、モータジェネレータ２０、自動変速機４０、第１クラッチ１５、及び第２クラッチ２５からなるパワートレインの動作点を統合的に制御することで、ハイブリッド車両１を効率的に走行させるための機能を担うものである。 The integrated control unit 60 efficiently controls the hybrid vehicle 1 by integrally controlling the operating point of the power train composed of the engine 10, the motor generator 20, the automatic transmission 40, the first clutch 15, and the second clutch 25. It bears the function to make it run.
　この統合コントロールユニット６０は、ＣＡＮ通信を介して取得される各センサからの情報に基づいてパワートレインの動作点を演算し、エンジンコントロールモジュール７０への制御指令によるエンジンの動作制御、モータコントロールユニット８０への制御指令によるモータジェネレータ２０の動作制御、自動変速機４０への制御指令による自動変速機４０の動作制御、第１クラッチ１５の油圧ユニット１６への制御指令による第１クラッチ１５の締結・解放制御、及び、第２クラッチ２５の油圧ユニット２６への制御指令による第２クラッチ２５の締結・解放制御を実行する。 The integrated control unit 60 calculates the operating point of the power train based on information from each sensor acquired through CAN communication, and controls the operation of the engine according to a control command to the engine control module 70, and the motor control unit 80. Operation control of the motor generator 20 by the control command to the automatic transmission 40, operation control of the automatic transmission 40 by the control command to the automatic transmission 40, engagement / release of the first clutch 15 by the control command to the hydraulic unit 16 of the first clutch 15 Control and engagement / release control of the second clutch 25 by a control command to the hydraulic unit 26 of the second clutch 25 are executed.
　次いで、統合コントロールユニット６０により実行される制御のうち、エンジン１０及びモータジェネレータ２０の駆動制御について説明する。図２は統合コントロールユニット６０の制御ブロック図である。 Next, drive control of the engine 10 and the motor generator 20 among the controls executed by the integrated control unit 60 will be described. FIG. 2 is a control block diagram of the integrated control unit 60.
　図２に示すように、統合コントロールユニット６０は、目標駆動力演算部６１、モード選択部６２、目標充放電演算部６３、動作点指令部６４、及び変速制御部６５を備えている。 2, the integrated control unit 60 includes a target driving force calculation unit 61, a mode selection unit 62, a target charge / discharge calculation unit 63, an operating point command unit 64, and a shift control unit 65.
　目標駆動力演算部６１は、予め定められた目標駆動力マップを用いて、アクセル開度センサ６９により検出されたアクセル開度ＡＰＯと、自動変速機４０の出力回転センサ４２により検出された変速機出力回転数Ｎｏ（＝車速ＶＳＰ）とに基づいて、目標駆動力ｔＦｏ０を演算する。図３に目標駆動力マップの一例を示す。 The target driving force calculation unit 61 uses a predetermined target driving force map to determine the accelerator opening APO detected by the accelerator opening sensor 69 and the transmission detected by the output rotation sensor 42 of the automatic transmission 40. Based on the output speed No (= vehicle speed VSP), the target driving force tFo0 is calculated. FIG. 3 shows an example of the target driving force map.
　モード選択部６２は、モードマップを参照し、目標モードを選択する。図４にモードマップの一例を示す。この図４のモードマップ（シフトマップ）には、車速ＶＳＰとアクセル開度ＡＰＯに応じて、ＥＶ走行モード、ＷＳＣ走行モード、及びＨＥＶ走行モードの領域がそれぞれ設定されている。 The mode selection unit 62 refers to the mode map and selects the target mode. FIG. 4 shows an example of the mode map. In the mode map (shift map) of FIG. 4, regions of the EV travel mode, the WSC travel mode, and the HEV travel mode are set according to the vehicle speed VSP and the accelerator opening APO.
　このモードマップにおいて、エンジン始動線Ｌｏの内側にＥＶ走行モードが割り当てられ、当該エンジン始動線Ｌｏの外側にＨＥＶ走行モードが割り当てられている。従って、モード選択部６２は、ＥＶ走行モードから始動線Ｌｏを超えてＨＥＶ走行モードに移行する場合に、動作点指令部６４に対してエンジン１０を始動させることを要求する。 In this mode map, the EV traveling mode is assigned to the inside of the engine starting line Lo, and the HEV traveling mode is assigned to the outside of the engine starting line Lo. Therefore, the mode selection unit 62 requests the operating point command unit 64 to start the engine 10 when the EV traveling mode is shifted to the HEV traveling mode beyond the starting line Lo.
　エンジン始動線Ｌｏが、エンジン１０を始動させるための閾値に相当し、アクセル開度ＡＰＯ又は車速ＶＳＰが当該閾値より大きい場合には、エンジン１０が始動することになる。 The engine start line Lo corresponds to a threshold value for starting the engine 10, and the engine 10 is started when the accelerator opening APO or the vehicle speed VSP is larger than the threshold value.
　図４に示すように、ＥＶ走行モード及びＨＥＶ走行モード双方の低速領域（例えば１５km/h以下の領域）には上述のＷＳＣ走行モードがそれぞれ割り当てられている。なお、このＷＳＣ走行モードを規定する所定車速ＶＳＰ１は、エンジン１０が自立回転可能な車速である。従って、この所定車速ＶＳＰ１よりも低い領域では、第２クラッチ２５を締結されたままの状態でエンジン１０は自立回転することができない。 As shown in FIG. 4, the above-mentioned WSC travel modes are assigned to low speed regions (for example, regions of 15 km / h or less) in both the EV travel mode and the HEV travel mode. The predetermined vehicle speed VSP1 that defines the WSC travel mode is a vehicle speed at which the engine 10 can rotate independently. Therefore, in a region lower than the predetermined vehicle speed VSP1, the engine 10 cannot rotate independently while the second clutch 25 remains engaged.
　なお、ＥＶ走行モードが選択されている場合であっても、バッテリ３０のＳＯＣが所定値以下である場合には、強制的にＨＥＶ走行モードに移行する場合もある。 Even when the EV travel mode is selected, if the SOC of the battery 30 is equal to or lower than a predetermined value, the mode may be forcibly shifted to the HEV travel mode.
　目標充放電演算部６３は、予め定められた目標充放電量マップを用いて、バッテリ３０のＳＯＣから、目標充放電電力ｔＰを演算する。目標充放電演算部６３は、バッテリの３０のＳＯＣが低い場合には、バッテリ３０を充電するための目標充電電力を演算し、また、バッテリの３０のＳＯＣが高い場合には、バッテリ３０を放電するための目標放電電力を演算して、動作点指令部６４に送信する。また、目標充放電演算部６３は、テレマティクスコントロールユニット５０により受信された外部情報に基づいて、目標充放電電電力を設定する。なお、外部情報に基づく、目標充放電演算部６３の詳細な制御内容は後述する。 The target charge / discharge calculation unit 63 calculates the target charge / discharge power tP from the SOC of the battery 30 using a predetermined target charge / discharge amount map. The target charge / discharge calculation unit 63 calculates a target charging power for charging the battery 30 when the SOC of the battery 30 is low, and discharges the battery 30 when the SOC of the battery 30 is high. The target discharge power to be calculated is calculated and transmitted to the operating point command unit 64. Further, the target charge / discharge calculation unit 63 sets the target charge / discharge power based on the external information received by the telematics control unit 50. The detailed control contents of the target charge / discharge calculation unit 63 based on the external information will be described later.
　動作点指令部６４は、アクセル開度ＡＰＯ、目標駆動力ｔＦｏ０と、目標モードと、車速ＶＳＰと、目標充放電電力ｔＰとから、パワートレインの動作点達成目標として、過渡的な目標エンジントルクｔＴｅ、目標モータジェネレータトルクｔＴｍ（目標モータジェネレータトルクｔＮｍでもよい）、目標第１クラッチ伝達トルク容量ｔＴｃ１、目標第２クラッチ伝達トルク容量ｔＴｃ２、及び、自動変速機４０の目標変速段を演算する。 The operating point command unit 64 uses the target opening torque APO, the target driving force tFo0, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target target for achieving the power train operating point tTe. , Target motor generator torque tTm (may be target motor generator torque tNm), target first clutch transmission torque capacity tTc1, target second clutch transmission torque capacity tTc2, and target gear stage of automatic transmission 40 are calculated.
　目標エンジントルクｔＴｅは統合コントロールユニット６０からエンジンコントロールユニット７０に送出され、目標モータジェネレータトルクｔＴｍ（目標モータジェネレータ回転数ｔＮｍでもよい）は統合コントロールユニット６０からモータコントロールユニット８０に送出される。 The target engine torque tTe is sent from the integrated control unit 60 to the engine control unit 70, and the target motor generator torque tTm (may be the target motor generator rotational speed tNm) is sent from the integrated control unit 60 to the motor control unit 80.
　動作点指令部６４は、モード選択部６２により設定された目標モードの下、目標駆動力を発生させるために、目標第１クラッチ伝達トルク容量ｔＴｃ１及び目標第２クラッチ伝達トルク容量ｔＴｃ２を演算する。目標第１クラッチ伝達トルク容量ｔＴｃ１及び目標第２クラッチ伝達トルク容量ｔＴｃ２については、統合コントロールユニット６０が、当該目標第１クラッチ伝達トルク容量ｔＴｃ１及び目標第２クラッチ伝達トルク容量ｔＴｃ２に対応したソレノイド電流を油圧ユニット１６，２６にそれぞれ供給する。 The operating point command unit 64 calculates a target first clutch transmission torque capacity tTc1 and a target second clutch transmission torque capacity tTc2 in order to generate a target driving force under the target mode set by the mode selection unit 62. For the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2, the integrated control unit 60 generates solenoid currents corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2. Supply to the hydraulic units 16 and 26, respectively.
　また、動作点指令部６４は、ＳＯＣが低下している場合等、モード選択部６２による選択モードと関係なく、システム上の要求としてエンジン１０を始動させることも可能である。例えば、モード選択部６２がＥＶモードを選択しているが、バッテリ３０のＳＯＣが低下しており、目標充放電演算部６３がバッテリ３０を充電するための目標充電電力を演算した場合には、動作点指令部６４は、目標演算トルクを演算して、エンジンコントロールモジュール７０を介して、エンジン１０を始動させる。 Also, the operating point command unit 64 can start the engine 10 as a request on the system regardless of the selection mode by the mode selection unit 62, such as when the SOC is lowered. For example, when the mode selection unit 62 selects the EV mode, but the SOC of the battery 30 is reduced, and the target charge / discharge calculation unit 63 calculates the target charge power for charging the battery 30, The operating point command unit 64 calculates a target calculation torque and starts the engine 10 via the engine control module 70.
　変速制御部６５は、シフトマップに示すシフトスケジュールに沿って目標変速段を達成するように自動変速機４０内のソレノイドバルブを駆動制御する。なお、この際に用いられるシフトマップは、図４に示すように車速ＶＳＰとアクセル開度ＡＰＯに基づいて予め目標変速段が設定されたものである。 The shift control unit 65 drives and controls the solenoid valve in the automatic transmission 40 so as to achieve the target shift stage according to the shift schedule shown in the shift map. Note that the shift map used at this time is one in which a target shift speed is set in advance based on the vehicle speed VSP and the accelerator opening APO as shown in FIG.
　次に、ハイブリッド車両１との間で通信を行うセンター３００の構成を、図５を用いて説明する。図５に、ハイブリッド車両１と、センター３００と、石油会社４００、電力会社５００のブロック図を示す。 Next, the configuration of the center 300 that performs communication with the hybrid vehicle 1 will be described with reference to FIG. FIG. 5 shows a block diagram of the hybrid vehicle 1, the center 300, the oil company 400, and the power company 500.
　図５に示すように、センター３００は、ハイブリッド車両１と通信を行う。センター３００は、データベース３０１とコントローラ３０２とを有している。データベース３０１は地図データなどを記録している。コントローラ３０２はデータベース３０１への情報の記録や車両１への情報の発信等を行う制御部である。センター３００は、石油会社４００及び電力会社５００と有線又は無線により通信可能な状態で、石油会社４００及び電力会社５００とつながっており、石油会社４００及び電力会社５００からそれぞれ送信される情報を受信して、データベース３０１に記録、または、ハイブリッド車両１へ送信する。 As shown in FIG. 5, the center 300 communicates with the hybrid vehicle 1. The center 300 has a database 301 and a controller 302. The database 301 records map data and the like. The controller 302 is a control unit that records information in the database 301 and transmits information to the vehicle 1. The center 300 is connected to the oil company 400 and the electric power company 500 in a state where the center 300 can communicate with the oil company 400 and the electric power company 500 by wire or wirelessly, and receives information transmitted from the oil company 400 and the electric power company 500, respectively. Then, it is recorded in the database 301 or transmitted to the hybrid vehicle 1.
　石油会社４００は、各地に設けられたガソリンスタンドに対して、ガソリンや軽油などのエンジン用の燃料を供給する会社である。石油会社４００は、ガソリンスタンドへの燃料の供給量や、各ガソリンスタンドの営業時間、ガソリンスタンドの営業日等を管理している。地震などの災害が生じ、ガソリンの流通が止まった場合には、石油会社は、ガソリンスタンドへの燃料の供給や営業に関する情報を管理しているため、各地のガソリンスタンドで燃料の供給が滞っていることを認識可能である。また、石油会社４００は、燃料の供給が滞っている地域（燃料が流通していない地域）や、停滞の度合い等も管理している。そして、石油会社４００は、各地のガソリンスタンドで燃料の供給が滞っている場合には、少なくとも燃料の供給が滞っている領域を示す情報を含みつつ、燃料の供給が滞っていることを示す燃料供給停滞情報をセンター３００に送信する。 Oil company 400 is a company that supplies fuel for engines such as gasoline and light oil to gas stations installed in various places. The oil company 400 manages the amount of fuel supplied to the gas station, the business hours of each gas station, the business days of the gas station, and the like. In the event of a disaster such as an earthquake and the stoppage of gasoline distribution, oil companies manage information on fuel supply and sales to the gas stations. Is recognizable. The oil company 400 also manages areas where fuel supply is stagnant (area where fuel is not distributed), the degree of stagnation, and the like. Then, when the fuel supply is stagnant at each gas station, the oil company 400 includes at least information indicating a region where the fuel supply is stagnant, and indicates that the fuel supply is stagnant. Supply stagnation information is transmitted to the center 300.
　電力会社５００は、家庭や工場などの電力の需要施設に対して電力を供給するための会社である。電力会社５００は、電力需要者への電力の供給情報として、電力供給量や停電情報などを管理している。停電情報は、停電している領域を示す停電領域の情報、停電に関する時間の情報を含む。また停電情報は、エリアあたりの予想消費量に対して電力供給量が不足すること等により生じる停電の見込みの情報や、停電が予想される時間の情報、あるいは、停電の復帰が見込まれる時間の情報などを含んでもよい。 The power company 500 is a company for supplying power to power demand facilities such as homes and factories. The power company 500 manages the amount of power supply, power outage information, and the like as power supply information to power consumers. The power outage information includes information on a power outage area indicating an area where a power outage occurs and information on a time related to the power outage. In addition, power outage information includes information on the expected power outage caused by a shortage of power supply relative to the expected consumption per area, information on the time when power outage is expected, or the time expected to recover from power outage. Information may be included.
　電力会社５００は、ある特定の範囲で停電が発生すると少なくとも停電領域を含む停電情報をセンター３００に送信する。センター３００は、電力会社５００から受信した停電情報をハイブリッド車両１に送信する。 The power company 500 transmits power outage information including at least a power outage area to the center 300 when a power outage occurs in a specific range. Center 300 transmits the power failure information received from electric power company 500 to hybrid vehicle 1.
　ハイブリッド車両１の統合コントロールユニット６０は、図２で示した構成の他に、図５に示すように、ナビゲーションシステム６６と、優先モード選択部６７とを有している。ナビゲーションシステム６６は、車両の現在地、目的地及びユーザが自宅として登録した位置等の位置情報を地図データ上で管理するシステムであり、ＧＰＳ機能を有している。 The integrated control unit 60 of the hybrid vehicle 1 includes a navigation system 66 and a priority mode selection unit 67 as shown in FIG. 5 in addition to the configuration shown in FIG. The navigation system 66 is a system that manages position information such as the current position of the vehicle, the destination, and the position registered by the user as a home on map data, and has a GPS function.
　優先モード選択部６７は、統合コントロールユニット６０で設定されるＥＶ走行モードとＨＥＶ走行モードのうち、どちらのモードを優先させるかを選択して、優先モードを設定するための制御部であり、ＨＥＶ優先モードまたはＥＶ優先モードのいずれかを選択する。ＥＶ優先モードは、バッテリ３０からの電力供給よりもエンジンの駆動を優先し、モータジェネレータ２０及びエンジン１０の駆動力で車両１を走行させる、モードである。またＨＥＶ優先モードは、エンジン１０を駆動せず、エンジン１０の駆動よりもバッテリ３０からモータジェネレータ２０への電力の供給を優先しモータジェネレータ２０の駆動力で車両１を走行させる、モードである。 The priority mode selection unit 67 is a control unit for selecting which mode is to be given priority between the EV traveling mode and the HEV traveling mode set by the integrated control unit 60, and setting the priority mode. Select either the priority mode or the EV priority mode. The EV priority mode is a mode in which the driving of the engine is prioritized over the power supply from the battery 30 and the vehicle 1 is driven by the driving force of the motor generator 20 and the engine 10. The HEV priority mode is a mode in which the engine 10 is not driven and the vehicle 1 is driven by the driving force of the motor generator 20 by giving priority to the power supply from the battery 30 to the motor generator 20 over the driving of the engine 10.
　次に、図１、２、５、６を用いて、本例のハイブリッド車両１の制御を説明する。図６は、バッテリ３０のＳＯＣに対する走行モードの関係を説明するための図であり、（ａ）はＥＶ優先モードを（ｂ）はＨＥＶ優先モードを示す。 Next, the control of the hybrid vehicle 1 of this example will be described with reference to FIGS. FIGS. 6A and 6B are diagrams for explaining the relationship of the travel mode with respect to the SOC of the battery 30. FIG. 6A shows the EV priority mode, and FIG. 6B shows the HEV priority mode.
　統合コントローラ６０は、センター３００から燃料供給停滞情報をテレマティクスコントロールユニット５０により受信すると、ナビゲーションシステム６６を用いて、燃料供給停滞情報から燃料の供給が滞っている停滞領域を特定し、車両１の現在地が停滞領域の範囲内にあるか否かを判定する。 When the integrated controller 60 receives the fuel supply stagnation information from the center 300 by the telematics control unit 50, the integrated controller 60 uses the navigation system 66 to identify the stagnation region where the fuel supply is stagnation from the fuel supply stagnation information, and the current location of the vehicle 1. Is determined to be within the stagnation area.
　また、統合コントローラ６０は、センター３００から停電情報をテレマティクスコントロールユニット５０により受信すると、ナビゲーションシステム６６を用いて、停電情報で示される停電領域を特定し、ユーザの自宅またはユーザの目的地等の登録地点が、停電情報で示される停電領域の範囲内であるか否かを判定する。 Further, when the integrated controller 60 receives the power outage information from the center 300 by the telematics control unit 50, the integrated controller 60 uses the navigation system 66 to identify the power outage area indicated by the power outage information and register the user's home or the user's destination. It is determined whether or not the point is within the range of the power outage area indicated by the power outage information.
　車両の現在地が燃料供給の停滞領域の範囲内ある場合には、エンジン１０を駆動させて燃料が不足しても、付近のガソリンスタンドで給油することができない。そのため、優先モード選択部６７は、車両の位置が停滞領域の範囲内にある場合には、ＥＶ優先モードに設定する。 If the current location of the vehicle is within the stagnation region of the fuel supply, even if the engine 10 is driven to run out of fuel, fuel cannot be supplied at a nearby gas station. Therefore, the priority mode selection unit 67 sets the EV priority mode when the position of the vehicle is within the stagnation region.
　さらに、ユーザの自宅または目的地が停電領域の範囲外にある場合には、ＥＶ走行モードで車両を運転し自宅または目的地に到着すれば、自宅または目的地の外部充電装置２００を用いて、バッテリ３０を充電することができる。そのため、優先モード選択部６７は、車両の位置が停滞領域の範囲内にあり、ユーザの自宅または目的地が停電領域の範囲外にある場合には、ＥＶ優先モードを選択する。 Furthermore, when the user's home or destination is outside the range of the power outage area, if the vehicle is driven in the EV driving mode and arrives at the home or destination, the external charging device 200 at the home or destination is used. The battery 30 can be charged. Therefore, the priority mode selection unit 67 selects the EV priority mode when the vehicle position is within the stagnation area and the user's home or destination is outside the power outage area.
　目標充放電演算部６３には、ＨＥＶ走行モードとＥＶ走行モードとを切り替えるためのモード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）が予め設定されている。モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）は、ＳＯＣで規定されている。統合コントールユニット６０は、バッテリ３０のＳＯＣがモード切替閾値（ＳＯＣｃｈ）より低い場合には、目標充放電演算部６３によりシステム要求としてバッテリ１０を充電するための充電電力を設定し、動作点指令値６４でエンジン１０を始動させるよう目標エンジントルクを設定することで、エンジン１０を駆動させてモータジェネレータ２０で電力を発生させて、バッテリ１０を充電する。 In the target charge / discharge calculation unit 63, a mode switching threshold (SOC ch ) and a target charging state (SOC m ) for switching between the HEV traveling mode and the EV traveling mode are set in advance. The mode switching threshold (SOC ch ) and the target charging state (SOC m ) are defined by the SOC. When the SOC of the battery 30 is lower than the mode switching threshold (SOC ch ), the integrated control unit 60 sets the charging power for charging the battery 10 as a system request by the target charge / discharge calculation unit 63, and the operating point command By setting the target engine torque so as to start the engine 10 at the value 64, the engine 10 is driven to generate electric power by the motor generator 20, and the battery 10 is charged.
　目標充放電演算部６３は、バッテリ１０のＳＯＣが目標充電状態（ＳＯＣｍ）に達するまで、エンジンを駆動するよう充電電力を出力している。そして、バッテリ１０のＳＯＣが目標充電状態（ＳＯＣｍ）に達すると、目標充放電演算部６３は目標充放電電力をゼロにする。 The target charging / discharging calculation unit 63 outputs charging power so as to drive the engine until the SOC of the battery 10 reaches the target charging state (SOC m ). When the SOC of the battery 10 reaches the target charge state (SOC m ), the target charge / discharge calculation unit 63 sets the target charge / discharge power to zero.
　また、目標充放電演算部６３は、バッテリ１０のＳＯＣが目標充電状態（ＳＯＣｍ）より高い場合には、バッテリ１０を積極的に使用するよう、バッテリ１０を放電させて、バッテリ１０のＳＯＣが目標充電状態（ＳＯＣｍ）になる目標放電電力を演算する。また、バッテリ１０のＳＯＣが目標充電状態（ＳＯＣｍ）より低くモード切替閾値（ＳＯＣｃｈ）より高い場合には、目標充放電演算部６３は、モータジェネレータ２０の回生時に、バッテリ１０を充電するよう、目標充電電力を演算する。 In addition, when the SOC of the battery 10 is higher than the target charge state (SOC m ), the target charge / discharge calculation unit 63 discharges the battery 10 so that the battery 10 is actively used, and the SOC of the battery 10 is Calculate the target discharge power to achieve the target charge state (SOC m ). When the SOC of battery 10 is lower than the target charge state (SOC m ) and higher than the mode switching threshold (SOC ch ), target charge / discharge calculation unit 63 charges battery 10 during regeneration of motor generator 20. The target charging power is calculated.
　目標充放電演算部６３は、優先モード選択部６７で選択された優先モードに応じて、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）を設定する。優先モード選択部６７によりＥＶ優先モードが選択されている場合には、図６（ａ）に示すように、目標充放電演算部６３は、モード切替閾値（ＳＯＣｃｈ）を４０パーセントに、目標充電状態（ＳＯＣｍ）を６０パーセントに設定する。一方、優先モード選択部６７によりＨＥＶ優先モードが設定されている場合には、図６（ｂ）に示すように、目標充放電演算部６３は、モード切替閾値（ＳＯＣｃｈ）を５０パーセントに、目標充電状態（ＳＯＣｍ）を７０パーセントに設定する。 The target charge / discharge calculation unit 63 sets the mode switching threshold (SOC ch ) and the target charge state (SOC m ) according to the priority mode selected by the priority mode selection unit 67. When the EV priority mode is selected by the priority mode selection unit 67, the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC ch ) to 40% as shown in FIG. Set the state (SOC m ) to 60 percent. On the other hand, when the HEV priority mode is set by the priority mode selection unit 67, as shown in FIG. 6B, the target charge / discharge calculation unit 63 sets the mode switching threshold (SOC ch ) to 50%. Set the target state of charge (SOC m ) to 70 percent.
　すなわち、ＨＥＶ優先モードの場合のモード切替閾値（ＳＯＣｃｈ）はＥＶ優先モードの場合のモード切替閾値（ＳＯＣｃｈ）より高く、ＥＶ優先モードの場合のモード目標充電状態（ＳＯＣｍ）はＥＶ優先モードの場合の目標充電状態（ＳＯＣｍ）より高くなるように、目標充放電演算部６３は、優先モードに応じて、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）をそれぞれ設定する。 That is, the mode switching threshold (SOC ch ) in the HEV priority mode is higher than the mode switching threshold (SOC ch ) in the EV priority mode, and the mode target charging state (SOC m ) in the EV priority mode is the EV priority mode. The target charge / discharge calculation unit 63 sets a mode switching threshold (SOC ch ) and a target charge state (SOC m ) according to the priority mode so as to be higher than the target charge state (SOC m ) in the case of.
　図６に示すように、モード切替閾値（ＳＯＣｃｈ）を低くすると、バッテリ１０のＳＯＣが低い状態でもエンジン１０が駆動されないよう制御され、ＥＶ走行モードで運転される領域が増えるため、エンジン１０の駆動を停止し、バッテリ３０のよる電力供給を優先させたＥＶ優先モードになる。また、モード目標充電状態（ＳＯＣｍ）を低くすると、エンジン１０を駆動させてバッテリ３０を充電する際に、エンジン１０の駆動時間が短くなるため、エンジン１０の駆動を抑えたＥＶ優先モードになる。これにより、統合コントローラ６０は、センター３００から受信した燃料供給の停滞情報に基づいて、車両の位置が停滞領域の範囲内にある場合には、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）を低くすることで、ＥＶ優先モードに設定する。 As shown in FIG. 6, when the mode switching threshold (SOC ch ) is lowered, the engine 10 is controlled not to be driven even when the SOC of the battery 10 is low, and the region operated in the EV traveling mode increases. The driving is stopped, and the EV priority mode in which the power supply by the battery 30 is prioritized is set. Further, when the mode target charge state (SOC m ) is lowered, when the engine 10 is driven and the battery 30 is charged, the drive time of the engine 10 is shortened. . Thereby, based on the fuel supply stagnation information received from the center 300, the integrated controller 60, when the position of the vehicle is within the stagnation region, the mode switching threshold (SOC ch ) and the target charging state (SOC By lowering m ), the EV priority mode is set.
　次に、図７を用いて、本例の統合コントローラ６０の制御フローを説明する。図７は、統合コントロールユニット６０の制御手順を示すフローチャートである。ステップＳ１にて、テレマティクスコントロールユニット５０は、センター３００から燃料供給停滞情報、停電情報を取得する。なお、ステップ２以降の制御フローは、ステップＳ１にて、少なくとも燃料供給停滞情報を取得した際に行われ、燃料供給停滞情報を取得していない場合には、本例の制御処理を終了する。 Next, the control flow of the integrated controller 60 of this example will be described with reference to FIG. FIG. 7 is a flowchart showing a control procedure of the integrated control unit 60. In step S <b> 1, the telematics control unit 50 acquires fuel supply stagnation information and power failure information from the center 300. The control flow after step 2 is performed when at least the fuel supply stagnation information is acquired in step S1, and when the fuel supply stagnation information is not acquired, the control processing of this example is terminated.
　ステップＳ２にて、統合コントロールユニット６０は、車両１の現在地が燃料供給の停滞領域の範囲内にあるか否かを判定する。車両１の現在地が停滞領域の範囲内にある場合には、ステップＳ３にて、自宅または目的地が停電領域の範囲外にあるか否かを判定する。自宅または目的地が停電領域の範囲外にある場合には、ステップＳ４に遷る。またステップＳ１で停電情報を取得していない場合には、ステップＳ３にて、統合コントロールユニット６０は、自宅または目的地が停電領域の範囲外にあると判定する。 In step S2, the integrated control unit 60 determines whether or not the current location of the vehicle 1 is within the range of the fuel supply stagnation region. If the current location of the vehicle 1 is within the stagnation area, it is determined at step S3 whether the home or destination is outside the power outage area. If the home or destination is outside the range of the power outage area, the process proceeds to step S4. If power failure information has not been acquired in step S1, the integrated control unit 60 determines in step S3 that the home or destination is outside the range of the power failure area.
　ステップＳ４にて、統合コントロールユニット６０は、優先モード選択部６７により、ＨＥＶ優先モードを選択し、目標充放電演算部６３により、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）を、ＨＥＶ優先モード時の値と比較して低い値に設定することで、ＥＶ優先モードに設定する。 In step S4, the integrated control unit 60 selects the HEV priority mode using the priority mode selection unit 67, and sets the mode switching threshold (SOC ch ) and the target charge state (SOC m ) using the target charge / discharge calculation unit 63. By setting the value lower than the value in the HEV priority mode, the EV priority mode is set.
　ステップＳ２に戻り、車両の位置が燃料供給の停滞領域の範囲外にある場合、または、ステップＳ３に戻り、自宅または目的地が停電領域の範囲内にある場合には、ステップＳ５にて、統合コントロールユニット６０は、優先モード選択部６７により、ＨＥＶ優先モードを選択し、目標充放電演算部６３により、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）を、ＥＶ優先モード時の値と比較して高い値に設定することで、ＨＥＶ優先モードに設定する。 Returning to step S2, if the vehicle position is outside the range of the fuel supply stagnation region, or returning to step S3, if the home or destination is within the range of the power outage region, integration is performed in step S5. The control unit 60 selects the HEV priority mode by the priority mode selection unit 67, and sets the mode switching threshold value (SOC ch ) and the target charging state (SOC m ) by the target charge / discharge calculation unit 63 as values in the EV priority mode. The HEV priority mode is set by setting a higher value than the above.
　上記のように、本例は、ＨＥＶ優先モードまたはＥＶ優先モードを選択する制御を行い、センター３００から受信した燃料供給停滞情報に基づいて、ＥＶ優先モードを選択する。これにより、燃料の流通が滞っている場合には、エンジン１０の燃料の消費を抑制することができる。 As described above, this example performs control for selecting the HEV priority mode or the EV priority mode, and selects the EV priority mode based on the fuel supply stagnation information received from the center 300. Thereby, when the distribution of fuel is stagnant, fuel consumption of the engine 10 can be suppressed.
　また本例は、車両の位置が燃料供給の停滞範囲内にある場合には、ＥＶ優先モードを選択する。これにより、車両の位置の周囲で、燃料を給油できない場合には、バッテリ３０の電力の供給が優先されるため、燃料の消費を抑制することができる。 Also, in this example, when the position of the vehicle is within the stagnation range of the fuel supply, the EV priority mode is selected. Thereby, when fuel cannot be refueled around the position of the vehicle, supply of power from the battery 30 is prioritized, so that fuel consumption can be suppressed.
　また本例は、自宅が停電領域の範囲外にある場合には、ＥＶ優先モードを選択する。これにより、自宅に戻るまでは、バッテリ３０からの電力の供給を優先してモータ２０を駆動させることで、燃料の消費を抑制することができる。また、自宅では外部充電装置２００によりバッテリ３０を充電することができるため、バッテリ３０の電力供給を優先させることができる。 Also, in this example, when the home is outside the range of the power outage area, the EV priority mode is selected. Thus, fuel consumption can be suppressed by driving the motor 20 with priority given to the supply of electric power from the battery 30 until returning to the home. Moreover, since the battery 30 can be charged by the external charging device 200 at home, the power supply of the battery 30 can be prioritized.
　また本例は、目的地が停電領域の範囲外にある場合には、ＥＶ優先モードを選択する。これにより、目的地に到着するまでは、バッテリ３０からの電力の供給を優先してモータ２０を駆動させることで、燃料の消費を抑制することができる。また、目的地では外部充電装置２００によりバッテリ３０を充電することができるため、バッテリ３０の電力供給を優先させることができる。 Also, in this example, when the destination is outside the range of the power failure area, the EV priority mode is selected. Thus, fuel consumption can be suppressed by driving the motor 20 with priority given to the supply of power from the battery 30 until the destination is reached. Moreover, since the battery 30 can be charged by the external charging device 200 at the destination, the power supply of the battery 30 can be prioritized.
　なお本例は、石油会社４００から送信される情報に基づいて、燃料供給の停滞情報を取得したが、停滞情報は必ずしも石油会社４００から送信される情報である必要はない。例えば、気象庁や国土交通省などの行政機関が提供する地震などの災害情報を、燃料供給の停滞情報としてもよい。すなわち、大地震や津波などが発生した場合には、被災地において優先的に燃料を流通させることで、被災地以外の他の地域で、一時的に燃料供給が停滞する可能性がある。そのため、センター３００は地震情報などの災害情報を受信した場合には、災害の規模に応じて、燃料供給が停滞する可能性があると判断して、ハイブリッド車両１に燃料供給の停滞情報を送信してもよい。 In this example, the stagnation information of the fuel supply is acquired based on the information transmitted from the oil company 400, but the stagnation information is not necessarily information transmitted from the oil company 400. For example, disaster information such as earthquakes provided by administrative agencies such as the Japan Meteorological Agency and the Ministry of Land, Infrastructure, Transport and Tourism may be used as fuel supply stagnation information. That is, in the event of a major earthquake or tsunami, fuel supply may stagnate temporarily in areas other than the disaster area by preferentially circulating fuel in the disaster area. Therefore, when the center 300 receives disaster information such as earthquake information, the center 300 determines that there is a possibility that the fuel supply may stagnate according to the scale of the disaster, and transmits the fuel supply stagnation information to the hybrid vehicle 1. May be.
　なお、本例は、電力会社から送信される情報に基づいて、停電情報を取得したが、停電情報は、必ずしも電力会社から送信される情報である必要はない。例えば、地震などの大災害が発生した場合には、停電が発生する可能性がある。そのため、センター３００は気象庁などから災害情報を受信すると、災害情報に含まれる災害規模（震度等）や災害発生地域などから、停電発生の可能性及び停電領域を特定し、特定した情報を停電情報として、ハイブリッド車両１に送信してもよい。 In addition, although this example acquired the power failure information based on the information transmitted from the power company, the power failure information does not necessarily need to be information transmitted from the power company. For example, when a major disaster such as an earthquake occurs, a power outage may occur. Therefore, when the center 300 receives disaster information from the Japan Meteorological Agency, etc., the possibility of power outage and the power outage area are identified from the disaster scale (earthquake intensity, etc.) and disaster occurrence area included in the disaster information, and the identified information is used as power outage information. May be transmitted to the hybrid vehicle 1.
　また本例は、ＥＶ優先モードを設定する際に、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）を低い値に設定したが、モード切替閾値（ＳＯＣｃｈ）または目標充電状態（ＳＯＣｍ）のいずれか一方の値を低い値に設定してもよい。 In this example, when the EV priority mode is set, the mode switching threshold (SOC ch ) and the target charging state (SOC m ) are set to low values, but the mode switching threshold (SOC ch ) or the target charging state (SOC) is set. Any one value of m ) may be set to a low value.
　また、センター３００が、各地のガソリンスタンドの営業情報（営業時間や営業日など）を管理している場合には、この営業情報から、燃料の供給が滞っているか否かを判定し、燃料供給の停滞情報を車両１に送信してもよい。例えば、特定の地域で、多くのガソリンスタンドが営業していない場合や、ガソリンスタンドの営業時間が短い場合には、燃料の流通が滞っている可能性が高い。そのため、センター３００は、各地のガソリンスタンドの営業時間を管理することで、燃料の供給が滞っているか否かを判定することができる。 In addition, when the center 300 manages the business information (business hours, business days, etc.) of the gas stations in each place, it is determined from this business information whether fuel supply is delayed or not. May be transmitted to the vehicle 1. For example, in a specific area, when many gas stations are not operating or when the gas station is open for a short period of time, there is a high possibility that fuel circulation is stagnant. Therefore, the center 300 can determine whether or not the fuel supply is stagnant by managing the business hours of the gas stations in each region.
　また本例は、優先モードの選択制御を車両１側で行ったが、センター３００側で行ってもよい。車両１の統合コントロールユニット６０は、車両１の現在地に関する位置情報を、テレマティクスコントロールユニット５０を介して、センター３００に送信する。コントローラ３０２は、受信した位置情報、位置情報を送信した車両の識別情報と対応させつつ、データベース３０１に記憶する。コントローラ３０２は、石油会社３００から燃料供給の停滞情報を受信すると、停滞領域の範囲内をデータベース３０１の地図データを用いて特定する。 In this example, the priority mode selection control is performed on the vehicle 1 side, but may be performed on the center 300 side. The integrated control unit 60 of the vehicle 1 transmits position information regarding the current location of the vehicle 1 to the center 300 via the telematics control unit 50. The controller 302 stores the received position information in the database 301 while corresponding to the received position information and the identification information of the vehicle that transmitted the position information. When the controller 302 receives the fuel supply stagnation information from the oil company 300, the controller 302 specifies the range of the stagnation area using the map data of the database 301.
　そして、コントローラ３０２は、ハイブリッド車両１から送信された位置情報に基づく車両の位置が停滞領域の範囲内にあるか否かを判定する。コントローラ３０２は、停滞領域の範囲内にあるハイブリッド車両１がＥＶ優先モードで制御されるように、ＥＶ優先モードを選択する。そして、コントローラ３０２は、このハイブリッド車両１（車両の位置が停滞領域の範囲内にあるハイブリッド車両１）に対して、選択したモードであるＥＶ優先モードを示す制御信号を送信する。そして、当該制御信号を受信したハイブリッド車両１は、上記と同様に、モード切替閾値（ＳＯＣｃｈ）及び目標充電状態（ＳＯＣｍ）を低い値に設定する。これにより、本例は、燃料供給の停滞情報に基づいたＥＶ優先モードの選択制御を、センター３００側で行うこともできる。 Then, the controller 302 determines whether or not the position of the vehicle based on the position information transmitted from the hybrid vehicle 1 is within the stagnation area. The controller 302 selects the EV priority mode so that the hybrid vehicle 1 within the stagnation area is controlled in the EV priority mode. Then, the controller 302 transmits a control signal indicating the EV priority mode, which is the selected mode, to the hybrid vehicle 1 (the hybrid vehicle 1 in which the position of the vehicle is within the stagnation region). Then, the hybrid vehicle 1 that has received the control signal, similarly to the above, sets the mode switching threshold (SOC ch) and the target state of charge (SOC m) to a low value. Thereby, this example can also perform selection control of EV priority mode based on the fuel supply stagnation information on the center 300 side.
　上記の統合コントロールユニット６０が本発明の「制御手段」に相当し、テレマティクスコントロールユニット５０が本発明の「受信手段」に相当し、ナビゲーションシステム６６が本発明の「管理手段」に相当する。 The above integrated control unit 60 corresponds to the “control means” of the present invention, the telematics control unit 50 corresponds to the “reception means” of the present invention, and the navigation system 66 corresponds to the “management means” of the present invention.
《第２実施形態》
　図８は、発明の他の実施形態に係るハイブリッド車両１の制御手順を示すフローチャートである。本例では、上述した第１実施形態に対して、充電施設の位置が車両の位置から所定の範囲内にある場合に、ＥＶ優先モードを選択する点が異なる。これ以外の構成は上述した第１実施形態と同じであり、その記載を援用する。 << Second Embodiment >>
FIG. 8 is a flowchart showing a control procedure of the hybrid vehicle 1 according to another embodiment of the invention. This example differs from the first embodiment described above in that the EV priority mode is selected when the position of the charging facility is within a predetermined range from the position of the vehicle. Other configurations are the same as those in the first embodiment described above, and the description thereof is incorporated.
　統合コントローラ６０は、ナビゲーションシステム６６により、充電施設の場所を管理している。充電施設は、外部充電装置２００等の充電装置を設定した施設である。統合コントローラ６０は、車両の現在地から所定の範囲内に、充電施設があるか否かを判定する。所定の範囲は、例えば車両の現在地を中心とした所定の半径の範囲とした、予め設定された範囲としてよく、あるいは、バッテリ３０のＳＯＣに応じて設定した範囲としてもよい。 The integrated controller 60 manages the location of the charging facility by the navigation system 66. The charging facility is a facility in which a charging device such as the external charging device 200 is set. The integrated controller 60 determines whether or not there is a charging facility within a predetermined range from the current location of the vehicle. The predetermined range may be a predetermined range, for example, a predetermined radius range centered on the current location of the vehicle, or may be a range set according to the SOC of the battery 30.
　そして、優先モード選択部６７は、車両の位置が燃料供給の停滞領域の範囲内にあり、車両の位置から所定の範囲内に充電施設がある場合に、ＥＶ優先モードを選択する。車両の位置が燃料供給の停滞領域の範囲内にあり、車両の位置の周囲に充電施設がある場合には、ＥＶ走行モードで走行し、バッテリ３０のＳＯＣが低下した時には、当該充電施設で充電することができる。そのため、燃料の消費を抑制しつつ、バッテリ３０の電力供給を優先させて、車両１を走行させることができる。 Then, the priority mode selection unit 67 selects the EV priority mode when the position of the vehicle is within the range of the fuel supply stagnation region and the charging facility is within a predetermined range from the position of the vehicle. When the position of the vehicle is within the range of the stagnation region of the fuel supply and there is a charging facility around the position of the vehicle, the vehicle travels in the EV traveling mode and is charged at the charging facility when the SOC of the battery 30 decreases. can do. Therefore, it is possible to run the vehicle 1 with priority on the power supply of the battery 30 while suppressing fuel consumption.
　次に、図８を用いて、本例の統合コントローラ６０の制御フローを説明する。図８は、統合コントロールユニット６０の制御手順を示すフローチャートである。ステップＳ１１、Ｓ１２、Ｓ１４及びＳ１５の制御処理は、図７のステップＳ１、Ｓ２、Ｓ４及びＳ５の制御処理と同様であるため説明を省略する。 Next, the control flow of the integrated controller 60 of this example will be described with reference to FIG. FIG. 8 is a flowchart showing a control procedure of the integrated control unit 60. The control processes in steps S11, S12, S14, and S15 are the same as the control processes in steps S1, S2, S4, and S5 in FIG.
　ステップＳ１２で、車両の位置が燃料供給の停滞領域の範囲内にある場合には、ステップＳ１３にて、統合コントロールユニット６０は、車両の現在の位置から所定の範囲内に充電施設があるか否かを判定する。所定の範囲内に充電施設がある場合には、ステップＳ１４に遷り、所定の範囲内に充電施設がない場合には、ステップＳ１５に遷る。 If it is determined in step S12 that the position of the vehicle is within the range of the fuel supply stagnation region, in step S13, the integrated control unit 60 determines whether the charging facility is within a predetermined range from the current position of the vehicle. Determine whether. If there is a charging facility within the predetermined range, the process proceeds to step S14, and if there is no charging facility within the predetermined range, the process proceeds to step S15.
　上記のとおり、本例は、充電施設の位置が車両の位置から所定の範囲内にある場合には、ＥＶ優先モードを選択する。これにより、ＥＶ走行モードを優先させることで、バッテリのＳＯＣが低下した場合でも、最寄りの充電施設で充電することができるため、燃料の消費を抑制することができる。 As described above, in this example, when the position of the charging facility is within a predetermined range from the position of the vehicle, the EV priority mode is selected. As a result, by giving priority to the EV traveling mode, even when the SOC of the battery is lowered, charging can be performed at the nearest charging facility, so that fuel consumption can be suppressed.
《第３実施形態》
　図９は、発明の他の実施形態に係るハイブリッド車両１のモード選択部６２に格納されているモードマップを示す。本例では、上述した第１実施形態に対して、優先モードに応じてエンジン始動線を設定する点が異なる。これ以外の構成は上述した第１又は第２実施形態と同じであり、その記載を援用する。 << Third Embodiment >>
FIG. 9 shows a mode map stored in the mode selection unit 62 of the hybrid vehicle 1 according to another embodiment of the invention. This example differs from the first embodiment described above in that the engine start line is set according to the priority mode. Other configurations are the same as those of the first or second embodiment described above, and the description thereof is incorporated.
　図９に示すように、本例のエンジン始動線は動線Ｌｏと始動線Ｌｐの二本ある。モード選択部６２は、優先モード選択部６７で選択された優先モードに応じて、エンジン始動線を始動線Ｌｏまたは始動線Ｌｐのいずれか一方の始動線に設定する。具体的には、優先モード選択部６７によりＨＥＶ優先モードが選択された場合には、モード選択部６２は始動線Ｌｐに設定し、ＥＶ優先モードが選択された場合には、モード選択部６２は始動線Ｌｏに設定する。 As shown in FIG. 9, there are two engine start lines in this example, a flow line Lo and a start line Lp. The mode selection unit 62 sets the engine start line to one of the start line Lo and the start line Lp according to the priority mode selected by the priority mode selection unit 67. Specifically, when the HEV priority mode is selected by the priority mode selection unit 67, the mode selection unit 62 sets the start line Lp, and when the EV priority mode is selected, the mode selection unit 62 Set to start line Lo.
　始動線Ｌｐが設定された場合には、ＨＥＶ走行モードの運転領域が、始動線Ｌｏが設定された場合のＨＥＶ走行モードの運転領域と比較して広くなっているため、バッテリ３０の電力供給よりもエンジン１０の駆動が優先されることになる。一方、始動線Ｌｏが設定された場合には、ＥＶ走行モードの運転領域が、始動線Ｌｐが設定された場合のＥＶ走行モードの運転領域と比較して広くなっているため、エンジン１０の駆動よりもバッテリ３０の電力供給が優先されることになる。これにより、統合コントローラ６０は、センター３００から受信した燃料供給の停滞情報に基づいて、車両の位置が停滞領域の範囲内にある場合には、エンジン始動線を始動線Ｌｏに設定することで、エンジンの始動閾値をＨＥＶ優先モード時の始動閾値より高くし、ＥＶ優先モードに設定する。 When the start line Lp is set, the operation region in the HEV travel mode is wider than the operation region in the HEV travel mode when the start line Lo is set. Also, the driving of the engine 10 is prioritized. On the other hand, when the starting line Lo is set, the driving region of the EV traveling mode is wider than the operating region of the EV traveling mode when the starting line Lp is set. The power supply of the battery 30 is prioritized. Thereby, the integrated controller 60 sets the engine start line to the start line Lo when the position of the vehicle is within the range of the stagnation area based on the stagnation information of the fuel supply received from the center 300. The engine start threshold value is set higher than the start threshold value in the HEV priority mode, and the EV priority mode is set.
　上記のように、本例は、ＨＥＶ優先モードまたはＥＶ優先モードを選択する制御を行い、センター３００から受信した燃料供給の停滞情報に基づいて、ＥＶ優先モードを選択し、エンジン始動線を始動線Ｌｏに設定することで、ＥＶ優先モードに設定する。これにより、燃料の流通が滞っている場合には、燃料の消費を抑制することができる。 As described above, this example performs control for selecting the HEV priority mode or the EV priority mode, selects the EV priority mode based on the fuel supply stagnation information received from the center 300, and sets the engine start line to the start line. By setting Lo, the EV priority mode is set. Thereby, when the distribution of fuel is stagnant, the consumption of fuel can be suppressed.
《第４実施形態》
　図１０は、発明の他の実施形態に係るハイブリッド車両１のエンジン１０コントロールニット７０で制御される、エンジン１０の水温に対するエンジン１０の駆動状態を説明するための図である。本例では、上述した第１実施形態に対して、優先モードに応じて、エンジン１０の水温に対するエンジン駆動点を制御する点が異なる。これ以外の構成は上述した第１実施形態と同じであり、第１～第３実施形態の記載を適宜、援用する。なお、図１０の縦軸について、ＯＮはエンジン１０が駆動している状態と示し、ＯＦＦはエンジン１０が停止している状態を示す。また実線はＥＶ優先モード時の特性を示し、点線はＨＥＶ優先モード時の特性を示す。 << 4th Embodiment >>
FIG. 10 is a diagram for explaining the driving state of the engine 10 with respect to the water temperature of the engine 10 controlled by the engine 10 control unit 70 of the hybrid vehicle 1 according to another embodiment of the invention. In this example, the point which controls the engine drive point with respect to the water temperature of the engine 10 differs with respect to 1st Embodiment mentioned above according to priority mode. Other configurations are the same as those of the first embodiment described above, and the descriptions of the first to third embodiments are incorporated as appropriate. Regarding the vertical axis in FIG. 10, ON indicates that the engine 10 is being driven, and OFF indicates that the engine 10 is stopped. The solid line indicates the characteristic in the EV priority mode, and the dotted line indicates the characteristic in the HEV priority mode.
　統合コントロールユニット６０は、システム要求として、エンジン１０の水温が低下している場合には、バッテリのＳＯＣが高い場合でも、エンジン１０を駆動させて、ＨＥＶ走行モードで制御する場合がある。図１０に示すように、エンジン１０の水温に対して、エンジン１０の始動点はヒステリシスの関係になっている。図１０の実線のグラフを参照し、エンジン１０が駆動し水温が上昇傾向にある場合には、エンジン１０の水温が５０℃を超えた場合に、エンジン１０を停止させる。一方、エンジン１０が停止状態で水温が下降傾向にある場合には、エンジン１０の水温が３０℃より低くなった場合に、エンジン１０を駆動させる。 The integrated control unit 60 may control the engine 10 in the HEV running mode by driving the engine 10 even when the battery SOC is high when the water temperature of the engine 10 is lowered as a system request. As shown in FIG. 10, the starting point of the engine 10 has a hysteresis relationship with respect to the water temperature of the engine 10. Referring to the solid line graph in FIG. 10, when the engine 10 is driven and the water temperature tends to rise, the engine 10 is stopped when the water temperature of the engine 10 exceeds 50 ° C. On the other hand, when the engine 10 is stopped and the water temperature tends to decrease, the engine 10 is driven when the water temperature of the engine 10 becomes lower than 30 ° C.
　エンジンコントロールユニット７０は、優先モード選択部６７で選択された優先モードに応じて、エンジン１０を停止させる水温の閾値温度を設定する。具体的には、優先モード選択部６７によりＨＥＶ優先モードが選択された場合には、エンジン１０を停止させる水温の閾値温度を閾値温度（Ｔｐ）に設定し、ＥＶ優先モードが選択された場合には、閾値温度（Ｔｏ）に設定する。閾値温度（Ｔｏ）は、閾値温度（Ｔｐ）より低い温度である。 The engine control unit 70 sets the threshold temperature of the water temperature at which the engine 10 is stopped according to the priority mode selected by the priority mode selection unit 67. Specifically, when the HEV priority mode is selected by the priority mode selection unit 67, the threshold temperature (Tp) of the water temperature at which the engine 10 is stopped is set to the threshold temperature (Tp), and the EV priority mode is selected. Is set to a threshold temperature (To). The threshold temperature (To) is a temperature lower than the threshold temperature (Tp).
　閾値温度（Ｔｐ）が設定された場合には、エンジン１０の水温がそれほど低くなる前に、エンジン１０が始動されるため、エンジン１０が駆動され易い状態になり、バッテリ３０の電力供給よりもエンジン１０の駆動が優先されることになる。一方、閾値温度（Ｔｏ）が設定された場合には、エンジン１０の水温が低くならないとエンジン１０が始動されないため、エンジン１０が駆動されにくい状態となり、エンジン１０の駆動よりもバッテリ３０の電力供給が優先されることになる。これにより、統合コントローラ６０は、センター３００から受信した燃料供給の停滞情報に基づいて、車両の位置が停滞領域の範囲内にある場合には、エンジン１０を停止させる水温の閾値温度を閾値温度（Ｔｏ）に設定することで、水温の閾値温度をＨＥＶ優先モード時の閾値温度より低くして、ＥＶ優先モードに設定する。 When the threshold temperature (Tp) is set, the engine 10 is started before the water temperature of the engine 10 becomes so low that the engine 10 is easily driven, and the engine 10 is more driven than the battery 30 is supplied with power. The driving of 10 will be prioritized. On the other hand, when the threshold temperature (To) is set, the engine 10 is not started unless the water temperature of the engine 10 is lowered, so that the engine 10 is difficult to be driven, and the power supply of the battery 30 is supplied rather than the driving of the engine 10. Will be given priority. Thereby, the integrated controller 60 sets the threshold temperature of the water temperature to stop the engine 10 based on the fuel supply stagnation information received from the center 300 when the vehicle position is within the stagnation region. By setting to To), the threshold temperature of the water temperature is set lower than the threshold temperature in the HEV priority mode, and the EV priority mode is set.
　上記のように、本例は、ＨＥＶ優先モードまたはＥＶ優先モードを選択する制御を行い、センター３００から受信した燃料供給の停滞情報に基づいて、ＥＶ優先モードを選択し、エンジン１０を始動させる水温の閾値温度を閾値温度（Ｔｏ）に設定することで、ＥＶ優先モードに設定する。これにより、燃料の流通が滞っている場合には、燃料の消費を抑制することができる。 As described above, in this example, the control is performed to select the HEV priority mode or the EV priority mode, the EV priority mode is selected based on the fuel supply stagnation information received from the center 300, and the water temperature at which the engine 10 is started. The EV priority mode is set by setting the threshold temperature to the threshold temperature (To). Thereby, when the distribution of fuel is stagnant, the consumption of fuel can be suppressed.
　なお、本例は、優先モードに応じて、図９のグラフ上で、エンジン１０を始動させる水温の閾値温度を設定したが、エンジン１０を停止させる水温の閾値温度（図１０の５０℃に相当）を設定してもよい。すなわち、ＥＶ優先モードを選択した場合には、エンジン１０を停止させる水温の閾値温度を、ＨＥＶ優先モード時の閾値温度より低い温度に設定する。 In this example, the threshold temperature of the water temperature for starting the engine 10 is set on the graph of FIG. 9 according to the priority mode, but the threshold temperature of the water temperature for stopping the engine 10 (corresponding to 50 ° C. in FIG. 10). ) May be set. That is, when the EV priority mode is selected, the threshold temperature of the water temperature at which the engine 10 is stopped is set to a temperature lower than the threshold temperature in the HEV priority mode.
１…ハイブリッド車両
　１０…エンジン
　　１１…エンジン回転数センサ
　　１２…水温センサ
　１５…第１クラッチ
　２０…モータジェネレータ
　　２１…モータ回転数センサ
　２５…第２クラッチ
　３０…バッテリ
　３５…インバータ
　４０…自動変速機
　　４１…入力回転センサ
　　４２…出力回転センサ
　５０…テレマティクスコントロールユニット
　６０…統合コントロールユニット
　　６１…目標駆動力演算部
　　６２…モード選択部
　　６３…目標充放電演算部
　　６４…動作点指令部
　　６５…変速制御部
　　６６…ナビゲーションシステム
　　６７…優先モード選択部
　　６９…アクセル開度センサ
　７０…エンジンコントロールユニット
　８０…モータコントロールユニット
　９０…ディスプレイ
　１００…バッテリコントロールユニット
　２００…外部充電装置
　３００…センター
　　３０１…データベース
　　３０２…コントローラ
　４００…石油会社
　５００…電力会社 DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 10 ... Engine 11 ... Engine speed sensor 12 ... Water temperature sensor 15 ... 1st clutch 20 ... Motor generator 21 ... Motor speed sensor 25 ... 2nd clutch 30 ... Battery 35 ... Inverter 40 ... Automatic transmission 41 ... Input rotation sensor 42 ... Output rotation sensor 50 ... Telematics control unit 60 ... Integrated control unit 61 ... Target driving force calculation unit 62 ... Mode selection unit 63 ... Target charge / discharge calculation unit 64 ... Operating point command unit 65 ... Shift control unit 66 ... Navigation system 67 ... Priority mode selection unit 69 ... Accelerator opening sensor 70 ... Engine control unit 80 ... Motor control unit 90 ... Display 100 ... Battery control unit 200 ... External charging device 300 ... Sen Over 301 ... database 302 ... controller 400 ... Oil Company 500 ... power company

Claims (7)

  1. 　動力源としてエンジン及びモータを備えたハイブリッド車両の制御装置において、
    　前記モータに電力を供給するバッテリと、
    　前記バッテリから前記モータへの電力の供給を優先し前記モータの駆動力で走行するＥＶ優先モード、または、前記エンジンの稼働を優先し前記モータ及び前記エンジンの駆動力で走行するＨＥＶ優先モードを選択する制御手段と、
    　前記エンジンの燃料を供給する施設で燃料の供給が滞っていることを示す燃料供給停滞情報を、外部から受信する受信手段とを備え、
    前記制御手段は、前記燃料供給停滞情報に基づいて前記ＥＶ優先モードを選択する
    ことを特徴とするハイブリッド車両の制御装置。     In a hybrid vehicle control device including an engine and a motor as a power source,
    A battery for supplying power to the motor;
    Select EV priority mode in which power is supplied from the battery to the motor with priority and driving with the driving force of the motor, or HEV priority mode in which the operation of the engine is given priority and driving with the driving force of the motor and the engine Control means to
    Receiving means for receiving fuel supply stagnation information indicating that fuel supply is stagnant at the facility for supplying fuel for the engine from outside,
    The control device selects the EV priority mode based on the fuel supply stagnation information, and controls the hybrid vehicle.
  2. 　前記車両の位置を管理する管理手段をさらに備え、
    前記燃料供給停滞情報は、地図データ上で燃料の供給が滞っている領域を示す燃料供給停滞領域の情報を含み、
    前記制御手段は、
    　前記車両の位置が前記燃料供給停滞領域の範囲内にある場合には、前記ＥＶ優先モードを選択する
    ことを特徴とする請求項１記載のハイブリッド車両の制御装置。     A management means for managing the position of the vehicle;
    The fuel supply stagnation information includes information on a fuel supply stagnation area indicating an area where fuel supply is stagnation on map data,
    The control means includes
    2. The hybrid vehicle control device according to claim 1, wherein the EV priority mode is selected when the position of the vehicle is within the range of the fuel supply stagnation region.
  3. 　ユーザの自宅の情報を管理する管理手段をさらに備え、
    前記受信手段は、電力会社からの電力供給が停止したことを示す停電情報を、外部から受信し、
    前記制御手段は、前記自宅が前記停電情報で示される停電領域の範囲外にある場合には、前記ＥＶ優先モードを選択する
    ことを特徴とする請求項１記載のハイブリッド車両の制御装置。     It further comprises a management means for managing the user's home information,
    The receiving means receives from the outside power outage information indicating that power supply from the power company has stopped,
    2. The control device for a hybrid vehicle according to claim 1, wherein the control unit selects the EV priority mode when the home is outside a range of a power failure area indicated by the power failure information.
  4. 　目的地の情報を管理する管理手段をさらに備え、
    前記受信手段は、電力会社からの電力供給が停止したことを示す停電情報を、外部から受信し、
    前記制御手段は、前記目的地が前記停電情報で示される停電領域の範囲外にある場合には、前記ＥＶ優先モードを選択する
    ことを特徴とする請求項１記載のハイブリッド車両の制御装置。     It further includes a management means for managing destination information,
    The receiving means receives from the outside power outage information indicating that power supply from the power company has stopped,
    2. The control device for a hybrid vehicle according to claim 1, wherein the control unit selects the EV priority mode when the destination is outside a range of a power failure area indicated by the power failure information.
  5. 　前記バッテリを充電する充電施設の位置の情報と前記車両の位置とを管理する管理手段を備え、
    前記制御手段は、
    　前記充電施設の位置が前記車両の位置から所定の範囲内にある場合には、前記ＥＶ優先モードを選択する
    ことを特徴とする請求項１記載のハイブリッド車両の制御装置。     A management means for managing information on a position of a charging facility for charging the battery and a position of the vehicle;
    The control means includes
    2. The hybrid vehicle control device according to claim 1, wherein the EV priority mode is selected when the position of the charging facility is within a predetermined range from the position of the vehicle.
  6. 　動力源としてエンジン及びモータと、前記モータに電力を供給するバッテリとを備えたハイブリッド車両を管理する管理システムにおいて、
    　前記バッテリから前記モータへの電力の供給を優先し前記モータの駆動力で前記車両を走行させるＥＶ優先モード、または、前記エンジンの稼働を優先し前記モータ及び前記エンジンの駆動力で前記車両を走行させるＨＥＶ優先モードを選択する制御手段と、
    　前記エンジンの燃料を供給する施設で燃料の供給が停滞していることを示す燃料供給停滞情報を、外部から受信する受信手段とを備え、
    前記制御手段は、前記燃料供給停滞情報に基づいて前記ＥＶ優先モードを選択し、選択したモードを示す信号を前記車両に送信することを特徴とするハイブリッド車両の管理システム。     In a management system for managing a hybrid vehicle including an engine and a motor as a power source and a battery for supplying electric power to the motor,
    An EV priority mode in which the vehicle is driven by the driving force of the motor with priority on power supply from the battery to the motor, or the vehicle is driven by the driving force of the motor and the engine with priority on the operation of the engine. Control means for selecting the HEV priority mode to be performed;
    Receiving means for receiving fuel supply stagnation information indicating that fuel supply is stagnant at a facility for supplying fuel for the engine from outside,
    The control means selects the EV priority mode based on the fuel supply stagnation information, and transmits a signal indicating the selected mode to the vehicle.
  7. 　動力源としてエンジン及びモータと、前記モータに電力を供給するバッテリとを備えたハイブリッド車両を管理する管理方法において、
    　前記バッテリから前記モータへの電力の供給を優先し前記モータの駆動力で前記車両を走行させるＥＶ優先モード、または、前記エンジンの稼働を優先し前記モータ及び前記エンジンの駆動力で前記車両を走行させるＨＥＶ優先モードを選択する選択工程と、
    　エンジンの燃料を供給する施設で燃料の供給が停滞していることを示す燃料供給停滞情報を、外部から受信する工程と、
    　前記車両に信号送信する送信工程とを含み、
    前記選択工程は、前記燃料供給停滞情報に基づいて前記ＥＶ優先モードを選択し、
    前記送信工程は、前記選択工程により選択したモードを示す信号を前記車両に送信する
    ことを特徴とするハイブリッド車両の管理方法。     In a management method for managing a hybrid vehicle including an engine and a motor as a power source and a battery for supplying electric power to the motor,
    An EV priority mode in which the vehicle is driven by the driving force of the motor with priority on power supply from the battery to the motor, or the vehicle is driven by the driving force of the motor and the engine with priority on the operation of the engine. A selection step of selecting the HEV priority mode to be performed;
    Receiving fuel supply stagnation information indicating that fuel supply is stagnant at a facility for supplying engine fuel from the outside;
    A transmission step of transmitting a signal to the vehicle,
    The selection step selects the EV priority mode based on the fuel supply stagnation information,
    The transmission step transmits a signal indicating the mode selected in the selection step to the vehicle.
PCT/JP2013/060699 2012-04-09 2013-04-09 Control device for hybrid vehicle, management system for hybrid vehicle, and management method for hybrid vehicle WO2013154094A1 (en)

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