JP5368149B2 - Control apparatus and control method - Google Patents

Description

  The present invention relates to a control device and a control method.

  A hybrid vehicle equipped with a control device that controls traveling of the vehicle using an internal combustion engine and an electric motor as drive sources has been put into practical use. Furthermore, in recent years, plug-in hybrid vehicles that suppress the use of fossil fuels have been developed as countermeasures against rising oil prices and global warming.

  Such a hybrid vehicle uses the power from the internal combustion engine for the running torque of the vehicle, and the split power that divides the power from the internal combustion engine to be used as power for power generation that drives the electric motor for charging the battery. A dividing mechanism is provided.

  The control device calculates the required power for traveling based on information based on the driver's operation such as the accelerator opening and the shift position and the remaining capacity of the battery, and when the required power can be output only by the battery, The fuel consumption of the vehicle is improved by running the vehicle only with the driving force of the electric motor fed from the battery without starting the internal combustion engine.

  In recent years, plug-in hybrid vehicles aiming at further improvement in fuel efficiency have been proposed as countermeasures against rising oil prices and global warming.

  The plug-in hybrid vehicle is provided with a charging unit that charges the vehicle battery with electric power from a commercial power supply outside the vehicle, and is configured to be able to be charged efficiently in the midnight hours when the power rate is low.

  Therefore, on a general road in the suburbs, it is possible to run only with the driving force of the electric motor driven by the battery without driving the internal combustion engine, and the driving opportunity of the internal combustion engine is reduced.

  In general, fossil fuels such as gasoline are susceptible to quality due to light, temperature at storage locations, contact with moisture and air, etc., and when stored in a fuel tank for a long time, the octane number decreases and deteriorates. Since there is a possibility of adversely affecting the engine, it is necessary to consider so that it is consumed in an appropriate period.

  Therefore, Patent Document 1 discloses an evaporative fuel supply device that supplies evaporative fuel generated in a fuel tank to an intake system of an internal combustion engine, an operation state detection unit that detects an operation state of the internal combustion engine, and an output of the operation state detection unit. In response, the evaporative fuel supply means for controlling the evaporative fuel supply device in accordance with the operating state of the internal combustion engine, the deterioration information detecting means for detecting the deterioration state of the fuel in the fuel tank, and the deterioration detected by the deterioration information detecting means Correction means for correcting the control amount of the evaporated fuel control means according to the information, detecting a change in the fuel evaporation amount due to the deterioration of the fuel due to repeated heating, and based on the detected change in the fuel evaporation amount An evaporative fuel control device is disclosed that can prevent the air-fuel ratio from deviating by correcting the supply amount of the evaporative fuel to the intake system of the internal combustion engine by the correcting means.

JP-A-5-164004

  However, plug-in hybrid vehicles tend to have limited driving opportunities for internal combustion engines compared to conventional hybrid vehicles, and the fuel filled in the fuel tank is stored without being used for a long period of time. When the internal combustion engine is driven, there is a risk of causing a failure of the internal combustion engine due to occurrence of knocking or the like.

  Therefore, in order to determine how much fuel should be replenished when refueling, the vehicle driver is required to perform a cumbersome task of having to memorize the past refueling timing and refueling amount carefully. .

  In view of the above-described problems, an object of the present invention is to provide a control device and a control method capable of presenting an appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period in which fuel does not deteriorate to a driver.

In order to achieve the above-described object, a characteristic configuration of a control device according to the present invention is a control device that controls traveling of a vehicle using an internal combustion engine and an electric motor as drive sources, a storage unit that stores information related to control, a past predetermined Based on the history information storage process for storing the fuel consumption amount and vehicle operation information for each period in the storage unit, and based on the fuel consumption amount or vehicle operation information for each past predetermined period stored in the storage unit. An appropriate fuel supply amount calculation process for calculating an appropriate fuel supply amount that can be consumed during the fuel consumption period and an output process for outputting information on the fuel supply amount calculated by the appropriate fuel supply amount calculation process to the outside a control unit for, wherein the proper fuel supply amount calculation process, the fuel consumption stored in the storage unit, the value corrected based on past fuel consumption or operating information of the vehicle at predetermined intervals Serial lies in a process for calculating a proper fuel supply quantity.

  According to the above-described configuration, the fuel consumption amount and vehicle operation information for each past predetermined period are stored in the storage unit by the history information storage process, and the fuel consumption amount for each past predetermined period by the appropriate fuel supply amount calculation process or Based on the operation information of the vehicle, the appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period is calculated, and the driver is notified of the appropriate fuel supply amount by the output process. Even if the fuel amount is not stored, it is possible to avoid filling the fuel tank with more fuel than necessary.

  As described above, according to the present invention, it is possible to provide a control device capable of presenting an appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period during which fuel does not deteriorate to the driver.

The whole block diagram of the plug-in hybrid vehicle shown as an example of the vehicle by embodiment of this invention The block block diagram which shows the relationship of each ECU by embodiment of this invention Explanatory drawing of history information storage processing of fuel consumption and vehicle operation information Explanatory diagram of input / output for calculating appropriate fuel supply (A) Characteristic diagram of air conditioner operation frequency [A] according to season (January to December), (b) Characteristic diagram of air conditioner operation frequency [B] according to expected temperature, (c) Air conditioner operation frequency due to user-specific outside air temperature (C) Characteristic diagram of battery degradation degree and internal resistance of battery, (e) Characteristic diagram of average charge state and battery voltage when vehicle is stopped, (f) Average plug-in charge amount and battery voltage Characteristics chart (A) Characteristic diagram of the fuel supply amount by the accumulated travel distance of the internal combustion engine, (b) Characteristic diagram of the fuel supply amount by the accumulated gasoline consumption amount, (c) Characteristic diagram of the fuel supply amount by the air conditioner operating frequency, (d) Battery Characteristic diagram of fuel supply amount by degree of deterioration, (e) Characteristic diagram of fuel supply amount by EV travel distance integrated value, (f) Characteristic diagram of fuel supply amount by number of charge executions, (g) Plug-in charge amount average value Characteristic diagram of fuel supply amount, (h) Battery charge state average value when the vehicle is stopped and fuel supply amount characteristic diagram Flowchart diagram of calculation processing and display processing of appropriate fuel supply amount executed by PIHV-ECU

  Hereinafter, an embodiment in which a control device according to the present invention is mounted on a hybrid vehicle provided with a charging unit that can be charged from a commercial power source in a battery will be described.

  As shown in FIG. 1, a hybrid vehicle 1 (hereinafter referred to as a “plug-in hybrid vehicle”) that is an example of a plug-in vehicle that can directly charge a high-voltage battery 3 mounted on the vehicle from a power source outside the vehicle. .) Includes an internal combustion engine 100, and a first MG (Motor Generator) 110 and a second MG (Motor Generator) 120, which are electric motors.

  Hereinafter, direct charging of the high voltage battery 3 mounted on the vehicle from a power source outside the vehicle is referred to as “plug-in charging”.

  In plug-in hybrid vehicle 1, internal combustion engine 100, first MG 110, and second MG 120 are connected to power split mechanism 130 so that the plug-in hybrid vehicle 1 can travel by driving force from at least one of internal combustion engine 100 and second MG 120.

  1st MG110 and 2nd MG120 are comprised with an alternating current rotating electrical machine, for example, a three phase alternating current synchronous rotating machine provided with a U phase coil, a V phase coil, and a W phase coil is used.

  Power split device 130 includes a sun gear, a pinion gear, a carrier, and a ring gear, and is constituted by a planetary gear mechanism in which the pinion gear engages with the sun gear and the ring gear.

  A carrier that rotatably supports the pinion gear is connected to the crankshaft of the internal combustion engine 100, a sun gear is connected to the rotation shaft of the first MG 110, and a ring gear is connected to the rotation shaft of the second MG 120 and the speed reducer 140. The rotational speeds of the 1MG 110 and the second MG 120 are related so as to be connected by a straight line on the alignment chart.

  As shown in FIGS. 1 and 2, the plug-in hybrid vehicle 1 functions as a system control unit, and controls the power of the vehicle as a plug-in hybrid beagle ECU (hereinafter referred to as “PIHV-ECU”) 10. A plurality of ECUs controlled by the PIHV-ECU 10 are mounted. The ECU is an electronic control unit Electric-Control-Unit; hereinafter referred to as “ECU”. ).

  The plurality of ECUs are mounted to control a power train system, a body system, a safety system, an information system, and the like of the vehicle. For example, the power train system ECU includes an internal combustion engine ECU (hereinafter referred to as “the internal combustion engine ECU”) that controls the internal combustion engine 100. ENG-ECU ”). 11, electric motor ECU (hereinafter referred to as“ MG-ECU ”) for controlling the first MG 110 and the second MG 120 (hereinafter collectively referred to as“ motor ”). ) 12, a charging ECU (hereinafter referred to as “CHG-ECU”) 13 for controlling the battery 3 with electric power supplied from a power source outside the vehicle is mounted.

  The body system ECU includes an air conditioner ECU (hereinafter referred to as “A / C-ECU”) 14 that constitutes an in-vehicle air conditioning system, an antitheft ECU that realizes an antitheft function, and a vehicle that is locked or unlocked with a smart key. A ECU for controlling the vehicle, a meter ECU 16 for displaying information on all the panels of the driver's seat, and the like are mounted. The information system ECU includes a display ECU (hereinafter referred to as “DSP-ECU”) that constitutes a car navigation device having a touch panel. 15) etc. are mounted.

  Each ECU has a single or a plurality of microcomputers including a CPU, a ROM and / or EEPROM in which a control program executed by the CPU is stored, a storage unit including a RAM used as a working area, and an input / output A circuit or the like is provided, and each process of each ECU (function of each functional block such as a control unit described later) described below is realized by the CPU executing a control program.

  The control devices such as the ENG-ECU 11 and the MG-ECU 12 are connected to each other by a CAN (Controller Area Network) which is a bus network that exchanges various types of control information, and the A / C-ECU 14, DSP-ECU 15, and meter. The ECU 16 and the like are connected to each other by BEAN (Body-Electronics-Area-Network), and CAN and BEAN are connected via a gateway ECU (hereinafter referred to as “G / W-ECU”) 17. Thus, various control information necessary for each ECU can be transmitted and received.

  Each ECU is equipped with a DC regulator that generates a predetermined level of control voltage (for example, 5 V) from a DC 12 V DC voltage supplied from a low-voltage battery (not shown), and the output voltage of the DC regulator is supplied to a control circuit such as a CPU. It is configured to be supplied.

  The PIHV-ECU 10 is equipped with a microcomputer that controls and controls the vehicle system. When a starter switch that functions as a system switch is turned on, the IG signal is turned on. The PIHV-ECU 10 is input when the IG signal is turned on. When it is detected that the control has been performed, the control of the vehicle system is executed. On the other hand, when it is detected that the IG signal is input in the OFF state, the control of the vehicle system is terminated.

  The ENG-ECU 11 drives and controls the internal combustion engine 100 so as to satisfy the target rotational speed and the target torque based on the control command from the PIHV-ECU 10.

  The MG-ECU 12 controls the step-up / step-down DC-DC converter, the first inverter 210 and the second inverter 220 based on a control command from the PIHV-ECU 10 to drive and control the second MG 120, or the electric power generated by the first MG 110 Is supplied to the battery 3.

  The CHG-ECU 13 performs plug-in charging based on the charging command value designated by the PIHV-ECU 10.

  The A / C-ECU 14 drives the A / C compressor 21 by outputting a control command to the A / C inverter 20, and based on the temperature inside or outside the vehicle detected by a temperature sensor (not shown), Control is performed to achieve a desired temperature set in an air conditioner (hereinafter referred to as an “air conditioner”) that is an air conditioner of a vehicle.

  The DSP-ECU 15 includes a touch panel for displaying or setting a travel route to a destination based on map information, vehicle position information obtained by GPS, a speaker for voice notification of the travel route, and the like (not shown). A storage medium including an operation display unit and further storing map information displayed on the operation display unit and operation information obtained through the operation display unit, such as a hard disk and a memory, and a Bluetooth (Bluetooth: registered trademark) circuit And a communication control unit that communicates with a communication device.

  The meter ECU 16 displays control information or failure information received from the PIHV-ECU 10 or the like input via the CAN on a display unit at the front of the vehicle.

  The PIHV-ECU 10 monitors the load current and voltage output as local signals from the battery 3 and the temperature of the battery 3 to calculate the remaining battery capacity (hereinafter referred to as “SOC (State of Charge)”). The charge state of the battery 3 is managed.

  The high-voltage battery 3 is a DC power supply that can be charged and discharged, installed at the rear of the vehicle, and is composed of, for example, a secondary battery such as nickel metal hydride or lithium ion, and an AC voltage input from a commercial power supply via a plug 320. The battery 3 is configured to be charged via a charging unit 30 that converts (eg, AC100V) into a predetermined DC voltage (eg, DC288V) and boosts the voltage. In addition, the battery 3 may be installed in the vehicle front part, and arrangement | positioning is not limited.

  It is also possible to use a large-capacity capacitor as the battery, and the configuration is limited if it is a power buffer that can temporarily store the power generated by the first MG 110 and the second MG 120 and supply the stored power to the second MG 120. Is not to be done.

  When the SOC of the high voltage battery 3 is within a predetermined range, the PIHV-ECU 10 uses the MG-ECU 12 to supply the second MG 120 using at least one of the electric power provided to the battery 3 or the electric power generated by the first MG 110. The ENG-ECU 11 and the MG-ECU 12 are controlled to drive and assist the power of the internal combustion engine 100. The driving force of the second MG 120 is transmitted to the driving wheel 160 via the speed reducer 140.

  When the PIHV-ECU 10 determines that the SOC of the battery 3 is lower than a predetermined value, the PIHV-ECU 10 starts the internal combustion engine 100 via the ENG-ECU 11 and generates electric power generated by the first MG 110 driven via the power split mechanism 130. Is stored in the high-voltage battery 3.

  On the other hand, when the PIHV-ECU 10 determines that the SOC of the battery 3 is higher than a predetermined value, the PIHV-ECU 10 stops the internal combustion engine 100 via the ENG-ECU 11 and stores the electric power stored in the battery 3 via the MG-ECU 12. The second MG 120 is driven using

  Also, at the time of running braking of the vehicle, the PIHV-ECU 10 controls the second MG 120 driven by the drive wheels 160 via the speed reducer 140 as a generator, and stores the electric power generated by the second MG 120 in the battery 3. A control command is issued to the MG-ECU 12. That is, the second MG 120 is used as a regenerative brake that converts braking energy into electric power.

  That is, the PIHV-ECU 10 monitors the load current and voltage output from the battery 3 and the temperature of the battery 3, manages the SOC of the battery 3, and based on the required torque of the vehicle, the SOC of the battery 3, etc. The internal combustion engine 100, the first MG 110, and the second MG 120 are controlled.

  Further, when the PIHV-ECU 10 outputs a control command to the ENG-ECU 11 and the MG-ECU 12 to perform the travel control, the PIHV-ECU 10 determines the vehicle travel ratio by the driving force of the internal combustion engine and the vehicle travel ratio by the motor driving force. Each is stored in the storage unit. The travel ratio means the ratio of the travel distance by each driving force to the total travel distance of the vehicle.

  Vehicle travel control using the driving force of the electric motor while the internal combustion engine is stopped is referred to as EV travel control, and vehicle travel control using the drive force of the internal combustion engine is referred to as engine travel control.

  The plug-in hybrid vehicle 1 includes a charging inlet 270 for connecting a charging cable 300 for supplying charging power from a power source outside the vehicle to the battery 3. In FIG. 1, the charging inlet 270 is provided at the rear part of the vehicle body, but it may be provided at the front part of the vehicle body.

  AC power is configured to be supplied from charging inlet 270 to charging unit 30, and charging unit 30 includes CHG-ECU 13, a power conversion unit that converts AC power supplied via charging cable 300 into DC power, and the like. Is provided.

  The power conversion unit can be configured, for example, by including a rectifier circuit that rectifies an AC voltage and a smoothing capacitor, and a DC-DC converter that converts the smoothed DC voltage into a predetermined DC voltage. Note that the power conversion unit is not limited to the above-described configuration, and may have a configuration using a known technique as appropriate.

  The CHG-ECU 13 incorporated in the charging unit 30 controls the power conversion unit to adjust the charging power for the battery 3. The CHG-ECU 13 controls the charging power output from the power converter based on the control command value output from the PIHV-ECU 10.

  The charging cable 300 includes a plug 320 that connects to a power outlet provided in the house on one end side, and a connector 330 that connects to the charging inlet 270 on the other end side.

  The charging cable 300 includes a signal transmission unit that generates a pulse signal corresponding to a rated current that can be supplied to the vehicle from an external power source, and the PIHV-ECU 10 receives a signal from the signal transmission unit, The start of charging can be recognized, and the insertion / extraction state of the charging cable 300 can be detected.

  The PIHV-ECU 10 determines that the charging cable 300 is connected when a pulse signal that is a charging activation signal is input, turns on the system main relay SMR between the battery 3 and the charging unit 30, and passes through the charging unit 30. When the battery 3 is charged and the SOC of the battery 3 reaches the target charge state, the charging process is terminated.

  Also, the PIHV-ECU 10 ends the charging process similarly when the charging cable 300 is pulled out during the charging process.

  The internal combustion engine 100 includes an internal combustion unit and a water temperature sensor that detects the temperature of the cooling water.

  The fuel tank is provided with a fuel gauge sensor that detects the amount of fuel sucked into the internal combustion section and the amount of fuel in the fuel tank, and the detected value of the gauge sensor is output to the meter ECU 16.

  As the fuel gauge sensor, for example, a liquid level sensor that includes a resistance, a float that floats on the liquid level of the fuel, and an arm that functions as a moving contact that changes the resistance value of the resistance is used. The fuel gauge sensor detects a voltage value based on a resistance value that changes according to the fuel level in the fuel tank, and the voltage value is output to the meter ECU 16.

  The meter ECU 16 includes an A / D converter, converts an analog signal input from a fuel gauge sensor, a water temperature sensor, and the like into a digital signal indicating a fuel amount and a water temperature, and a fuel provided in the instrument panel. While outputting to a meter and a water temperature meter, it memorize | stores in the memory | storage part with which meter ECU16 was equipped.

  The PIHV-ECU 10 stores the history of fuel consumption and vehicle operation information for each predetermined period in a storage unit (EEPROM; hereinafter referred to as “memory”) via another ECU such as the meter ECU 16. Execute the process.

  As shown in FIG. 3A, the PIHV-ECU 10 stores, for example, fuel consumption (FC) for two months and vehicle operation information (Operation Data; OP) every two months. The fuel consumption FC and the vehicle operation information OP are stored as history information. The history information is stored whenever there is a change in the fuel consumption FC and the vehicle operation information OP up to the present.

  The operation information of the vehicle includes a travel distance by the internal combustion engine, a plug-in charge amount of the battery 3 that supplies power to the electric motor, a deterioration degree of the battery 3, and an operation frequency of auxiliary equipment such as an air conditioner.

  For example, the PIHV-ECU 10 accumulates the fuel consumption amount, for example, every predetermined period (for example, every two months) from the fuel amount information input from the meter ECU 16, and stores it in the memory. The amount history information.

  The PIHV-EUC 10 calculates the appropriate fuel supply amount that can be consumed in the predetermined fuel consumption period based on the fuel consumption amount in the past predetermined period or the operation information of the vehicle stored in the memory by the history information storage process. A fuel supply amount calculation process is executed.

  The predetermined fuel consumption period means a sufficient period during which the fuel does not deteriorate and adversely affect vehicle travel even when the fuel is stored in the fuel tank. If so, it can be set arbitrarily. For example, it can be set to 2 months, 3 months, 4 months, etc., and can be set not only on a monthly basis but also on a daily basis. Further, it is not necessary to be the same as a predetermined period in the history information storing process (this period may be set as appropriate in a period shorter than a period in which fuel does not deteriorate and adversely affect the vehicle travel).

  For example, if the appropriate fuel supply amount A in a predetermined fuel consumption period after the present (for example, one month) is calculated based on the fuel consumption in the past predetermined period, the average value from FC4 to FC0 is calculated. , Converted into a predetermined fuel consumption period.

  The appropriate fuel supply amount A may be calculated only from the latest fuel consumption amount (FC0) that is in the middle of integration. For example, if the fuel consumption amount (FC0) for 20 days is stored, the appropriate fuel supply amount A in a predetermined fuel consumption period (for example, one month) is (fuel consumption amount FC0 / 20 days) × 30 days ( Alternatively, it can be estimated and calculated in 31 days).

  Alternatively, the average fuel consumption amount of the fuel consumption amounts FC4 to FC1 for each past predetermined period may be estimated and calculated as the latest fuel consumption amount FC0 ′ to be the appropriate fuel supply amount A.

  Further, the latest fuel consumption amount FC0 ″ obtained by correcting the fuel consumption amount FC0 ′ estimated based on the average fuel consumption amount of the fuel consumption amounts FC4 to FC1 in the past predetermined period based on the vehicle operation information OP0. May be the appropriate fuel supply amount A.

  That is, for example, the vehicle operation information OP0 is estimated and calculated as an average value of the vehicle operation information OP4 to OP1 for each predetermined period in the past, and the fuel consumption FC0 ′ is calculated based on the estimated vehicle operation information OP0 ′. Correct.

  That is, the PIHV-ECU 10 calculates an appropriate fuel supply amount that is a value obtained by correcting the latest fuel consumption amount stored in the storage unit based on the fuel consumption amount in the past predetermined period or the vehicle operation information as the appropriate fuel supply amount. The calculation process is executed.

  The PIHV-ECU 10 executes the output process for notifying the DSP-ECU 15 of the fuel supply amount calculated by the appropriate fuel supply amount calculation process and the information related to the fuel supply amount to the DSP-ECU 15 via the CAN, and thereby the navigation device 501 (FIG. 4). (Refer to the display screen) is configured to notify the user of the appropriate fuel supply amount.

  Hereinafter, based on FIG. 4 and FIG. 5, each history information storage process based on calculation of the appropriate fuel supply amount will be described. The PIHV-ECU 10 is stored in the car navigation device 501 every predetermined period (for example, one month). The present date and time and the current temperature detected by the outside air temperature sensor 502 are stored in the memory, and in addition, the start signal according to the outside temperature of the air conditioner that is the auxiliary machine is stored in the A / C-ECU 14 The number of times (hereinafter referred to as “the number of activations of the air conditioner”) is stored.

  The information stored in the car navigation device 501 and the A / C-ECU 14 may be transmitted to the PIHV-ECU 10 every time it is operated and stored in the memory of the PIHV-ECU 10.

  The PIHV-ECU 10 calculates the air conditioner operating frequency based on the three parameters stored in the memory: the current date and time, the current temperature, and the number of times the air conditioner is activated.

  For example, as history information stored in the PIHV-ECU 10, as shown in FIG. 5A, the operation frequency of the air conditioner in the season (January to December) is high in the winter season, and FIG. As shown in FIG. 5B, the air conditioner operation frequency is high even in a cold climate in the predicted temperature and climate information, and as shown in FIG. The frequency increases even when the temperature is low.

  The air conditioner operation frequency control 401 for calculating the air conditioner operation frequency for a predetermined period is executed by averaging the air conditioner operation frequency based on the season information, the climate information, and the outside temperature. For example, it can be seen that the frequency of air conditioner operation at an average temperature of 5 ° C in January is very high.

  The air conditioner operation frequency is defined as a ratio of the number of times the air conditioner is activated to the number of times the vehicle system is activated, and the operation rate is calculated by storing the number of times the vehicle system is activated in a predetermined period (for example, one month). The air conditioner operating frequency can be estimated and calculated by predicting the number of times the vehicle system is activated during a predetermined fuel consumption period.

  As a parameter in the air conditioner operation frequency control 401, a standard air conditioner operation frequency based on the outside air temperature may be used. In that case, standard air conditioner operating frequency characteristic data may be stored in advance in a ROM provided in the PIHV-ECU 10.

  The PIHV-ECU 10 executes a battery deterioration level detection control 402 that calculates a battery deterioration level from an output voltage value 503 received as a local signal from the battery 3 and an internal resistance value calculated based on the output current value 503. Store in memory. As the deterioration of the battery 3 progresses, the amount of stored charge power decreases, so the amount of power that can be used for travel control in the target charge state also decreases proportionally.

  Note that the deterioration degree of the battery 3 is calculated by the following relational expression, and the deterioration degree and the internal resistance of the battery 3 stored by the history information storage process have characteristics as shown in FIG. (K: proportional constant)

  Battery deterioration level = (Voltage change / Current change) × k

  Whenever the starter switch is operated and the IG signal 504 is turned OFF, the PIHV-ECU 10 continuously averages the SOC of the battery 3 for a predetermined period (for example, one month). The battery remaining capacity detection control 403 is executed to store the average value of the remaining battery capacity and the number of times of the OFF input of the IG signal 504 in the memory.

  The average value of the remaining battery capacity when the vehicle is stopped within the predetermined period is calculated by the following relational expression. The average value of the battery voltage and the remaining battery capacity when the vehicle is stopped within the predetermined period is shown in FIG. It shows the following characteristics. (K: proportional constant)

  Average value of remaining battery capacity when vehicle is stopped within predetermined period = (integrated value of SOC of battery 3 when IG signal (off) is input × k) / number of IG signal (off) inputs

  The PIHV-ECU 10 stores, in a memory, an integrated value of the number of times the battery charging activation signal 505 is input from the external power source for a predetermined period via the charging cable 300, that is, the number of times of battery charging. Note that the number of times charging is completed may be stored.

  The battery charging frequency may be a battery charging frequency. That is, it may be stored as a ratio of the number of plug-in charges to the number of system activations.

  The PIHV-ECU 10 accumulates the SOC calculated from the sensor value and the voltage value 503 of the battery 3 every time a battery charging completion signal is input from the external power source for a predetermined period via the charging cable 300, and stores it in the memory. Then, the charging control 404 for calculating and storing the SOC of the battery 3 at the completion of charging, that is, the average value of the plug-in charge amount is executed. In addition, you may memorize | store the charged electric energy.

  The average value of the plug-in charge amount within the predetermined period described above is calculated by the following relational expression, and the average value of the battery voltage and the plug-in charge amount during the predetermined period exhibits characteristics as shown in FIG. (K: proportional constant)

  Average value of plug-in charge amount in predetermined period = (SOC integrated value of battery 3 at completion of charge in predetermined period) × k) / number of times of battery charging in predetermined period

  The PIHV-ECU 10 stores the traveling ratio of the vehicle by the driving force of the electric motor as the traveling distance of the vehicle by the driving force of the electric motor, and when the traveling distance of the predetermined period stored in the meter ECU 16 is input. The driving force of the motor is calculated by calculating the driving distance of the vehicle by the driving force of the electric motors 110 and 120 based on the driving ratio of the motor by the driving force of the electric motors 110 and 120 and integrating the driving distance continuously for a predetermined period. EV travel control 405 for calculating the travel distance for a predetermined period is executed.

  Further, the PIHV-ECU 10 stores the travel ratio of the vehicle by the driving force of the internal combustion engine 100, and when the travel distance for a predetermined period stored in the meter ECU 16 is input, the PIHV-ECU 10 stores the travel ratio of the vehicle by the driving force of the internal combustion engine 100. The travel distance of the vehicle by the driving force of the internal combustion engine 100 is calculated based on the travel ratio, and the travel distance of the vehicle by the driving force of the internal combustion engine 100 is calculated by continuously integrating the travel distance for a predetermined period. The engine running control 406 is executed.

  In addition, about the driving | running | working ratio of the vehicle by each driving force, the driving | running | working distance of the vehicle by each driving force may be integrated | accumulated. If it does so, the driving | running | working ratio of the vehicle by each driving force is computable from the total value of total driving distance and each driving distance.

  The PIHV-ECU 10 calculates and stores the difference in the fuel amount detected by the fuel gauge sensor provided in the fuel tank at the start and end of the predetermined period stored in the meter ECU 16 as the fuel consumption amount.

  For example, if the mileage of the vehicle due to the driving force of the internal combustion engine increases, the appropriate fuel supply amount increases in proportion to the opportunity to travel using fuel. As the battery charge state average value increases, the chance of traveling using the power stored in the battery increases, so the appropriate fuel supply amount decreases in inverse proportion.

  When the PIHV-ECU 10 recognizes that the remaining amount of fuel in the fuel tank has reached a predetermined amount, the PIHV-ECU 10 executes an appropriate fuel supply amount calculation process and outputs information on the appropriate fuel supply amount and the fuel supply amount to the DSP-ECU 15. The output process is executed and displayed on the display unit in order to prompt the driver, that is, the supply of the appropriate fuel supply amount to the outside.

  Note that the output destination of the information related to the fuel supply amount may be a display unit as described above, or a navigation voice synthesis circuit.

  The vehicle operation information and the amount of fuel consumed in accordance with each operation information are represented by the following relational expressions, and the relational expressions have characteristics as shown in FIGS. Hereinafter, the proportionality constants “K1 to K8” are set to arbitrary values, for example, by increasing the value of a parameter having a large influence in calculating the appropriate fuel supply amount and decreasing the value of a parameter having a relatively small influence. For example, the parameter having a great influence on the calculation of the appropriate fuel supply amount in the present embodiment is an integrated value of the travel distance of the vehicle for a predetermined period by the driving force of the internal combustion engine.

(A) Fuel amount based on engine travel accumulated distance = travel distance of vehicle for a predetermined period by driving force of internal combustion engine × K1
(B) Fuel amount based on fuel consumption = Integrated value of fuel consumption × K2
(C) Fuel amount based on air conditioner operation frequency = frequency of operation of air conditioner during a predetermined period × K3
(D) Fuel amount based on the battery deterioration level = Battery deterioration level × K4
(E) Fuel amount based on EV traveling distance integrated value = 1 / Integrated value of traveling distance of vehicle for a predetermined period by driving force of electric motor × K5
(F) Fuel amount based on the number of times of charging = 1 / number of times of battery charging in a predetermined period × K6
(G) Fuel amount based on the battery charge state average value when charging is completed = 1 / Average value of remaining battery capacity when charging is completed × K7
(H) Fuel amount based on battery charge state average value when vehicle is stopped = 1 / average value of remaining battery capacity when vehicle is stopped × K8

  The PIHV-ECU 10 executes an appropriate fuel supply amount calculation process 400 that calculates an appropriate fuel supply amount based on any of the fuel amounts calculated by the eight relational expressions described above.

  For example, if an appropriate fuel supply amount is obtained based on the fuel amounts shown in FIGS. 6 (a) and 6 (b), the remaining fuel amount in the current fuel tank and the average fuel amount in (a) and (b) If the difference is a negative number, the amount of fuel that needs to be supplied, that is, the appropriate amount of fuel that can be consumed in a predetermined fuel consumption period, is obtained by the following equation.

Proper fuel supply amount = remaining fuel amount in the current fuel tank-((a) fuel amount + (b) fuel amount) / 2

  For the fuel consumption and vehicle operation information used in the above relational expression, that is, the number of parameters, all parameters may be used, or a plurality of arbitrarily selected parameters may be used. Only the integrated value of the travel distance of the vehicle for a predetermined period by the driving force of the internal combustion engine, which is a parameter having a large influence in the calculation of the fuel supply amount, may be used.

  For example, as long as it is configured so that the user can select parameters used for the appropriate fuel supply amount calculation process on the touch panel, the appropriate fuel supply amount may be calculated using the parameters selected and designated by the user. Absent.

  In addition, for example, when it is recognized that the battery deterioration degree stored in the history information storage process is in progress immediately after the execution of the appropriate fuel supply amount calculation process, the latest fuel consumption is stored in the battery. The appropriate fuel supply amount may be calculated based on the value corrected by the fuel amount based on the deterioration degree.

  That is, the PIHV-ECU 10 calculates a value obtained by correcting the latest fuel consumption stored in the storage unit based on the fluctuation obtained from the past vehicle operation information. An appropriate fuel supply amount calculation process for calculating the appropriate fuel supply amount is executed.

  Also, if the operating frequency of the air conditioner varies depending on the season, there is a possibility that an error will occur if the appropriate fuel supply amount is calculated based only on the latest fuel consumption. The proper fuel supply amount may be calculated based on a value obtained by correcting the latest fuel consumption based on the above.

  That is, the PIHV-ECU 10 corrects the latest fuel consumption amount stored in the storage unit based on the periodic fluctuation obtained from the past vehicle operation information. An appropriate fuel supply amount calculation process for calculating a value as the appropriate fuel supply amount is executed.

  If history information is not stored, a data table representing the relationship between fuel amount, fuel consumption, and vehicle operation information as shown in FIG. Just keep it.

  In the above description, the appropriate fuel supply amount calculation process has been described so as to calculate the appropriate fuel supply amount when a predetermined period has elapsed, but the operation via the touch panel type operation screen of the navigation device or the mobile phone or the like It may be a case where a display of the appropriate fuel supply amount is requested by a user of the vehicle by an operation via the terminal, or a case where the remaining fuel amount in the fuel tank becomes equal to or less than a predetermined value set in advance. In the former case, an interface for inputting operation information to the PIHV-ECU 10 may be provided.

  Further, an appropriate fuel supply amount may be calculated when opening / closing of the lid of the fuel filler opening is detected.

  In such a case, as shown in FIG. 3B, the fuel consumption FC for each day or several days and the operation information OP of the vehicle are sequentially stored in the memory, and two months from the time when the appropriate fuel supply amount is calculated. Each time, the fuel consumption amount FC and the vehicle operation information OP every two months may be calculated retroactively.

  The appropriate fuel supply amount calculation process for the next predetermined period executed by the PIHV-ECU 10 will be described based on the flowchart of FIG.

  The PIHV-ECU 10 checks the input of the IG signal by operating the starter switch (S1).

  If the IG signal is on in step S1, the PIHV-ECU 10 sets the vehicle state to the running state (S2) and checks the remaining capacity of the battery 3 (S3). If it is determined in step S3 that the remaining amount of the battery 3 is sufficient for traveling, traveling control is executed using the battery 3 (S4). On the other hand, if the remaining amount of the battery 3 is insufficient, the internal combustion engine is Driving control is executed by driving control (S5).

  Next, the PIHV-ECU 10 estimates and calculates an appropriate fuel supply amount based on the operation frequency of the air conditioner by executing the operation frequency control of the air conditioner based on information such as the current date and time and the current temperature (S6). Based on the output voltage and output current of the battery 3, the battery deterioration degree detection control is executed (S7).

  If there is no travel request in step S1, the PIHV-ECU 10 checks whether there is a charge start request (S8). If there is a charge start request, that is, if a charge start signal is input, the PIHV-ECU 10 checks the vehicle state. The charging state is set (S9), and charging control is started (S10).

  In step S8, when there is no charge activation request and the vehicle state is set to the running state (S11), the PIHV-ECU 10 executes battery remaining amount detection control and stores the detected battery remaining capacity in the memory. Store (S12) and set the vehicle state to the stopped state. (S13).

  In step S11, when the state of the vehicle is set to the charging state instead of the traveling state (S14), the capacity detection control at the completion of charging is executed and stored in the storage unit of the PIHV-ECU 10 (S15). Then, the vehicle state is set to the stop state (S13).

  If the PIHV-ECU 10 completes the calculation of the appropriate fuel supply amount up to step S15 and notifies the appropriate fuel supply amount for the next predetermined fuel consumption period (S16), the PIHV-ECU 10 calculates the appropriate fuel supply amount from the remaining fuel amount. The appropriate fuel supply amount calculation process is subtracted (S17), the DSP-ECU 15 is notified of the appropriate fuel supply amount and displayed on the display unit (S18).

  In addition, although demonstrated as displaying on the touch panel of the car navigation apparatus 501 via DSP-ECU15 as a means to display an appropriate fuel supply amount, PIHV-ECU10 outputs an appropriate fuel supply amount to meter ECU16, and is shown. It may be displayed on the front instrument panel, etc., or it may be notified by data transmission / reception via a communication network such as a mobile phone network, a public network or the Internet via Bluetooth (registered trademark). There may be.

  As described above, the PIHV-ECU 10 is a control device that controls traveling of the vehicle using the internal combustion engine 100 and the electric motors 110 and 120 as drive sources, and includes a storage unit that stores information related to control, and a past predetermined period. Based on the history information storage process for storing the fuel consumption amount and the vehicle operation information in the storage unit, and the fuel consumption amount or the vehicle operation information for each past predetermined period stored in the storage unit. An appropriate fuel supply amount calculation process for calculating an appropriate fuel supply amount that can be consumed in the consumption period and an output process for notifying the fuel supply amount calculated by the appropriate fuel supply amount calculation process are executed.

  In the above description, the appropriate fuel supply amount is calculated by the PIHV-ECU 10 by the appropriate fuel supply amount calculation process based on the fuel consumption amount or the vehicle operation information for each predetermined period stored in the storage unit. However, for example, when a user who normally travels in the city travels to a distant place on a trip or the like, the appropriate fuel supply amount is usually calculated based on the latest fuel consumption and vehicle operation information. If calculated, there is a possibility that a large error occurs in the appropriate fuel supply amount.

  In this case, a selection signal for selecting whether or not to execute the appropriate fuel supply amount calculation process can be input to the PIHV-ECU 10, and when the execution of the appropriate fuel supply amount calculation process is not selected, the PIHV -The ECU 10 performs provisional fuel supply amount calculation processing for calculating a fuel supply amount that can be consumed in a predetermined fuel consumption period based on the past average fuel consumption amount excluding the latest fuel consumption amount stored in the storage unit. It is only necessary to execute an output process that executes and notifies the fuel supply amount calculated by the provisional fuel supply amount calculation process.

  For example, the user can select whether or not to execute the appropriate fuel supply amount calculation process by the user on the touch panel, and when selected by the user's selection operation so as not to execute the appropriate fuel supply amount calculation process, the PIHV-ECU 10 By calculating the appropriate fuel supply amount that can be consumed in a given fuel consumption period by averaging the past fuel consumption stored by the history information storage process, excluding the most recent fuel consumption that traveled to a distant place on a trip etc. The fuel consumption calculated by executing the output process is displayed.

  In addition, when there is a possibility that the fuel usage may suddenly increase, and when the estimated travel distance is known in advance, the estimated travel distance is input by the user's input operation via the touch panel described above. The past fuel consumption or the vehicle operation information stored by the history information storage process may be included in the estimated travel distance to execute the appropriate fuel supply amount calculation process.

  In the above, when the PIHV-ECU 10 recognizes that the remaining amount of fuel in the fuel tank has reached a predetermined amount, when the display of the appropriate fuel supply amount is requested by the user's operation from the display screen of the touch panel, the PIHV -The ECU 10 has been described so as to execute the appropriate fuel supply amount calculation process and the output process. However, when the predetermined period (for example, one month) set after the fuel has been supplied to the fuel tank has passed, The fuel supply amount calculation process and the output process may be executed.

  That is, the PIHV-ECU 10 requests the control unit from the driver when the remaining amount of fuel filled in the fuel tank reaches a predetermined amount, or when a set period has elapsed since the fuel was filled in the fuel tank. The appropriate fuel supply amount calculation process is executed in any case when a signal is input.

  Note that if the fuel remaining amount in the current fuel tank is greater than the fuel amount calculated based on the integrated value of fuel consumption, such as when the display of the appropriate fuel supply amount is requested by a user operation, the fuel This time, the user is notified that it is not necessary to supply fuel, the predetermined period for accumulating the fuel consumption is extended, or the extended predetermined period is used as a learning result for the next fuel consumption. What is necessary is just to set as a predetermined period which accumulate | stores quantity.

  Although the above-described storage unit has been described with respect to the memory provided inside the microcomputer, the memory provided outside the microcomputer may be used. Further, a non-volatile memory or a memory to which power is constantly supplied may be any medium that can store data.

  As described above, the control method according to the present invention is a control method for running control of a vehicle using the internal combustion engine 100 and the electric motors 110 and 120 as drive sources, and includes fuel consumption and vehicle operation information for each past predetermined period. Appropriate fuel supply that can be consumed in a predetermined fuel consumption period based on the history information storage process of storing the information in the storage unit and the fuel consumption or vehicle operation information for each predetermined period stored in the storage unit The control method executes an appropriate fuel supply amount calculation process for calculating the amount and an output process for notifying the fuel supply amount calculated by the appropriate fuel supply amount calculation process.

  In the above description, the most recent fuel consumption stored in the storage unit is corrected and calculated as the appropriate fuel supply amount. However, the fuel consumption stored in the storage unit or stored in the storage unit is used. If so, the fuel consumption to be corrected may be any predetermined period.

  For example, the history of fuel consumption stored in the storage unit may be displayed on the display unit, and the user may be able to select the fuel consumption to be corrected in the appropriate fuel supply amount calculation process, or specified by the user If the period is configured to be input to the operation unit, the fuel consumption during the designated period may be the correction target.

  In the above-described embodiments, the plug-in hybrid vehicle has been described. However, the present invention can also be applied to other types of hybrid vehicles.

  For example, a so-called series-type hybrid vehicle that uses the internal combustion engine 100 only to drive the first MG 110 and generates the driving force of the vehicle using only the second MG 120, or regenerative energy among kinetic energy generated by the internal combustion engine 100 The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor-assisted hybrid vehicle in which the electric motor assists the internal combustion engine 100 as the main power if necessary.

  Further, plug-ins can be applied to electric vehicles that are equipped with only an electric motor that does not include the internal combustion engine 100, vehicles that are equipped with a fuel cell, and fuel cell vehicles that are further equipped with a power storage device. The present invention can be applied to any vehicle.

  In addition, the above-described embodiment is merely an example of the present invention, and it goes without saying that the specific configuration of each block can be changed and designed as appropriate within the scope of the effects of the present invention.

1: Plug-in hybrid vehicle 3: Battery 10: PIHV-ECU
30: Charging unit 100: Internal combustion engine 110: First MG (electric motor)
130: Power split mechanism

Claims (6)

A control device for running control of a vehicle using an internal combustion engine and an electric motor as drive sources,
A storage unit for storing information related to control;
History information storage processing for storing fuel consumption and vehicle operation information for each predetermined period in the past in the storage unit;
An appropriate fuel supply amount calculation process for calculating an appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period based on fuel consumption for each predetermined period stored in the storage unit or vehicle operation information;
A control unit that executes an output process for outputting information related to the fuel supply amount calculated by the appropriate fuel supply amount calculation process to the outside;
Equipped with a,
The appropriate fuel supply amount calculation process calculates, as the appropriate fuel supply amount, a value obtained by correcting the fuel consumption amount stored in the storage unit based on the fuel consumption amount in the past predetermined period or vehicle operation information. Control device that is processing. A control device for running control of a vehicle using an internal combustion engine and an electric motor as drive sources,
A storage unit for storing information related to control;
History information storage processing for storing fuel consumption and vehicle operation information for each predetermined period in the past in the storage unit;
An appropriate fuel supply amount calculation process for calculating an appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period based on fuel consumption for each predetermined period stored in the storage unit or vehicle operation information;
A control unit that executes an output process for outputting information related to the fuel supply amount calculated by the appropriate fuel supply amount calculation process to the outside;
With
The appropriate fuel supply amount calculation process is a process of calculating, as the appropriate fuel supply amount, a value obtained by correcting the fuel consumption amount stored in the storage unit based on fluctuations obtained from past vehicle operation information. Equipment . A control device for running control of a vehicle using an internal combustion engine and an electric motor as drive sources,
A storage unit for storing information related to control;
History information storage processing for storing fuel consumption and vehicle operation information for each predetermined period in the past in the storage unit;
An appropriate fuel supply amount calculation process for calculating an appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period based on fuel consumption for each predetermined period stored in the storage unit or vehicle operation information;
A control unit that executes an output process for outputting information related to the fuel supply amount calculated by the appropriate fuel supply amount calculation process to the outside;
With
The appropriate fuel supply amount calculation process is a process of calculating, as the appropriate fuel supply amount, a value obtained by correcting the fuel consumption amount stored in the storage unit based on periodic fluctuations obtained from past vehicle operation information. Some control unit . The operation information of the vehicle, distance traveled by the engine, plug-in charge amount of the battery to power the electric motor, the deterioration degree of the battery, according to any of claims 1 3 including the operating frequency of the accessory Control device. The proper fuel supply amount calculation processing is performed when the remaining amount of fuel filled in the fuel tank reaches a predetermined amount, or when a set period elapses from the time when the fuel is filled in the fuel tank, the driver receives information from the driver. control device according to any one of claims 1 to 4, which is executed when any of the case where the request signal is input. When the control unit is configured to be able to input a selection signal for selecting whether or not to execute the appropriate fuel supply amount calculation process, and when the execution of the appropriate fuel supply amount calculation process is not selected, the control unit Based on the past average fuel consumption amount excluding the fuel consumption amount stored in the storage unit, a provisional fuel supply amount calculation process for calculating a fuel supply amount that can be consumed in a predetermined fuel consumption period is executed, and the provisional fuel supply control device according to any one of claims 1 to execute the output process of notifying the fuel supply amount calculated by the amount calculating process 5.

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