JPH08237810A - Hybrid vehicle - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a hybrid vehicle that can achieve low pollution and energy saving by using the capacity of a battery as much as possible. [Construction] The navigation ECU 30 inputs a schedule regarding a charging start point, a stopping point on the way, and a charging destination (S12), and the charging is started from the positions of the starting point, the stopping point and the destination. Calculate the distance traveled from the starting point to the charging destination (S1
6) Based on the calculated distance, the remaining battery amount is allocated and the power consumption amount per traveling distance is set (S2).
0). Then, the vehicle ECU 20 supplies the electric power of the battery 18 to the motor 12 based on the set electric power consumption amount.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Currently, research is being conducted toward the practical application of electric vehicles from the viewpoints of pollution-free and energy saving. Here, an electric vehicle is significantly inferior to a vehicle using an internal combustion engine in that an internal combustion engine type vehicle can run for several hundred kilometers without lubrication, whereas an electric vehicle can supply several hundred kilometers of electric power. When it is stored in the battery, the weight becomes very heavy, and if the weight is suppressed so that it can be practically used, the traveling distance becomes short. When the traveling distance is short, the probability of stopping on the road is high. However, the internal combustion engine type vehicle can complete refueling in a few minutes, but it takes several hours to charge the electric vehicle. In addition, an electric vehicle does not emit exhaust gas when it travels, but the battery becomes heavy in order to lengthen the traveling distance so that it can be used practically. It got bigger.

In order to solve the problem of the electric vehicle, a hybrid vehicle equipped with an internal combustion engine as an auxiliary machine for a power source of the electric vehicle has been developed. For this hybrid vehicle, a type in which the vehicle was driven by an internal combustion engine when the battery capacity was exhausted was initially proposed. Currently, improvements have been made to hybrid vehicles to combine the output of the internal combustion engine and the output of the motor to generate output by the internal combustion engine when torque is required during acceleration, or to make the internal combustion engine most fuel efficient. By controlling well and generating a required torque by a motor, not only electric vehicles using only a battery but also a vehicle with higher efficiency than existing internal combustion engines have been developed.

[0004]

In this hybrid vehicle, it is ideal that the battery capacity be used up by the next charging, from the viewpoint of low pollution and energy saving. On the other hand, if the battery capacity is exhausted during traveling, the vehicle will be driven only by the internal combustion engine, and not only low pollution and energy saving but also the output that can be generated by the vehicle depends on only the internal combustion engine. Then, the running performance of the hybrid vehicle was also deteriorated. For this reason, the hybrid vehicle is used so that the capacity of the battery does not run out during traveling, and it has not been possible to use the theoretical upper limit value regarding low pollution and energy saving of the hybrid vehicle.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to use a battery capacity as much as possible to achieve low pollution and energy saving. To provide a vehicle.

[0006]

In order to achieve the above object, a hybrid vehicle according to a first aspect of the present invention has a drive engine that uses fuel and a motor drive device that drives a motor with electric power charged in a battery. A battery remaining amount detecting means for detecting a battery remaining amount, a charging starting point, a stop point on the way, and a position holding means for holding information on positions of a charging destination, and the position holding means Distance calculating means for calculating the traveling distance from the charged starting point to the charging destination based on the positions of the starting point, the relay point and the destination held in, and the distance calculated by the distance calculating means. And a power consumption determining means for allocating the remaining battery capacity detected by the remaining battery capacity detecting means, and determining the power consumption per mileage. The apparatus supplies the electric power of the battery to the motor on the basis of the electric power consumption determined by the electric power consumption determining means.

[0007] According to a second aspect, in the first aspect,
The gist is that the power consumption determining means divides the battery remaining amount by the calculated travel distance to determine the power consumption per travel distance.

In order to achieve the above object, a hybrid vehicle according to a third aspect of the present invention includes a drive engine that uses fuel and a motor drive device that drives a motor with electric power charged in a battery, and detects the remaining battery level. Battery remaining amount detecting means, information about the position of the starting point for charging this time, the stop point for stopping this time, and the destination for charging this time, the next starting point, and the stop point for stopping next time, Information about the location with the destination to charge next time,
Position holding means, a charging time determination means for determining whether or not the charging time to be performed this time is less than a time at which the battery can be fully charged from zero capacity, and the current departure point and relay held in the position holding means. From the location of the place and destination to the destination of the current charging from the location of the current charging to the destination of the current charging, and the location of the next starting point, relay point and destination Distance calculation means for calculating the travel distance to the destination to perform, and the charging time determination means,
When it is determined that the current charging time is less than the full charge time of the battery, the current traveling distance calculated by the distance calculating means and the next traveling distance are compared, and when the next traveling distance is long, The battery remaining amount determining means for determining the battery remaining amount at the time of the current traveling in accordance with the comparison between the current traveling distance and the next traveling distance, and the battery remaining amount detected by the battery remaining amount detecting means, And a power consumption amount determining means for allocating an amount obtained by subtracting the battery remaining amount determined by the battery remaining amount determining means, based on the current traveling distance calculated by the distance calculating means, and determining the power consumption amount per traveling distance. The present invention is characterized in that the motor drive device supplies the electric power of the battery to the motor based on the electric power consumption determined by the electric power consumption determining means.

According to claim 4, in claim 3,
The power consumption determining means divides the amount obtained by subtracting the battery remaining amount determined by the battery remaining amount determining device from the battery remaining amount detected by the battery remaining amount detecting device by the current traveling distance to obtain the traveling distance. The point is to determine the power consumption per unit.

A fifth aspect of the present invention is that, in the third or fourth aspect, the battery remaining amount determining means determines that the battery remaining amount during the current traveling can be fully charged by the current charging time. To do.

[0011]

In the hybrid vehicle according to the first aspect of the present invention, the distance calculation means travels from the starting point, the relay point and the destination position held by the position holding means to the charging destination to the charging destination. Calculate the distance. Subsequently, the power consumption determining unit allocates the battery remaining amount detected by the battery remaining amount detecting unit based on the traveling distance calculated by the distance calculating unit to determine the power consumption amount per traveling distance. Then, the motor drive device supplies the electric power of the battery to the motor based on the electric power consumption determined by the electric power consumption determining means. Therefore, the remaining amount of the battery can be efficiently used before the vehicle arrives at the next charging destination.

In the hybrid vehicle of the second aspect, the power consumption determining means divides the battery remaining amount by the calculated mileage to determine the power consumption per mile, so that the vehicle reaches the destination for charging. At this point, the power retained in the battery can be used up.

According to another aspect of the hybrid vehicle, the distance calculating means charges the current charging position from the starting point, the relay point and the destination position of this time held by the position holding means. From the travel distance to the destination and the positions of the next departure place, the relay place, and the destination, the travel distance from the next departure place to the next charging destination is calculated.
When the charging time determining means determines that the current charging time is less than the full charge time of the battery, the battery remaining amount determining means compares the current traveling distance with the next traveling distance and When the distance is longer than this time, the remaining battery level at this time of traveling is determined according to the comparison between the current traveling distance and the next traveling distance. Subsequently, the power consumption determining means calculates, by the distance calculating means, an amount obtained by subtracting the battery remaining amount determined by the battery remaining amount determining means from the battery remaining amount detected by the battery remaining amount detecting means. Allocate based on the current mileage and determine the power consumption per mile. Then, the motor drive device supplies the electric power of the battery to the motor based on the electric power consumption determined by the electric power consumption determining means. For this reason, if the current charging time is shorter than the time required to fully charge the battery from zero capacity, and the next mileage is longer than the current mileage, the battery will be charged for the next run. The power of the battery is used efficiently as a whole by controlling so as to leave the capacity.

According to another aspect of the hybrid vehicle, the power consumption determining means subtracts the remaining battery amount determined by the remaining battery amount determining means from the remaining battery amount detected by the remaining battery amount detecting means. Since the amount is divided by the current traveling distance to determine the power consumption amount per traveling distance, the electric power retained in the battery can be used up to the determined battery remaining.

According to another aspect of the hybrid vehicle of the present invention, when the current charging time is shorter than the time required to fully charge the battery from zero capacity and the next mileage is longer than the current mileage, the remaining battery level is reduced. Since the amount determining means determines that the remaining battery amount during the current traveling can be fully charged according to the current charging time, the fully charged battery capacity can be used during the next traveling with a long traveling distance.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows the configuration of a hybrid vehicle according to a first embodiment of the present invention. This hybrid vehicle has a gasoline internal combustion engine 10 and a motor 14, and these power sources are controlled by a single vehicle ECU 20. Further, in this embodiment, a navigation ECU 30 for calculating the current position and guiding the route to the target point is provided.
The vehicle EC according to the electric power consumption planned by the CU 30
U20 controls the motor 14 and the gasoline internal combustion engine 10 to drive the hybrid vehicle.
The motor 14 is an induction machine, and equivalently operates as a DC machine together with a driver 16 that constitutes an inverter circuit. On the other hand, the gasoline internal combustion engine 10 has three cylinders of 660 cc and four cycles, and drives the axle 13. The motor 14 is mounted on the axle 13 and is controlled by a driver 16 to serve as an electric motor of the axle 1.
A torque is applied to the shaft 3 and operates as a generator to extract electric power from the axle 13. A tire 17 and a vehicle speed sensor 15 are attached to the axle 13 via a differential gear 13a.

A vehicle ECU 20 for controlling the gasoline internal combustion engine 10 and the motor 14 is composed of a one-chip microcomputer and has a throttle 10 of the gasoline internal combustion engine 10.
The output of the gasoline internal combustion engine 10 is controlled by adjusting the opening / closing of a by the throttle signal a. In addition, the vehicle ECU 20
Receives the motor state signal c from the driver 16 and grasps the state of the motor 14. Then, the motor control signal b is sent to the driver 16 so that the electric power of the battery 18 is supplied to the motor 14 side, and the motor 14 is operated as a generator while traveling on a downhill or when braking with a brake. Then, the battery 18 is charged. Further, the vehicle ECU 20 receives the battery state signal d from the battery 18, grasps the remaining amount of the battery 18, and adds it as the battery remaining amount signal g to the navigation ECU 30 side. The vehicle speed signal e from the vehicle speed sensor 15 is applied to the vehicle ECU 20 and the navigation ECU 30.

Navigation EC for calculating the current position and setting a schedule for battery usage described later.
U30 consists of a one-chip microcomputer.
The navigation ECU 30 includes a gyro sensor 3
The gyro signal k from 6 and the current position signal j calculated by the GPS (Global Positioning System) receiver 32 and the vehicle speed signal e from the vehicle speed sensor 15 described above are added, and based on these signals, the current Calculate the position. Further, the navigation ECU 30 has map data in a built-in ROM (not shown), and an image signal i including map information including the calculated position information.
Is sent to the monitor 34 and displayed on the monitor 34 to guide the route. Furthermore, the navigation ECU
30 calculates a target battery remaining amount command h for instructing the battery usage amount based on the calculated current position of the vehicle and the battery remaining amount signal g, and a battery usage amount schedule described later, and gives it to the vehicle ECU 20.

Destination schedule data m is input from the terminal device 40 to the navigation ECU 30. The terminal device 40 is composed of, for example, an electronic notebook, and a schedule is input by the user of the hybrid vehicle. Then, when the user instructs the transfer of the schedule to the hybrid vehicle side,
The destination schedule data m of the hybrid vehicle is sent to the navigation ECU 30 side.

Now, the operation of the navigation ECU 30 of the hybrid vehicle of the first embodiment will be described with reference to FIGS. 2 to 6. Here, the terminal device 40 described above
In the (electronic notebook), the scheduled departure time, the estimated arrival time, the departure point, the destination, and the date shown in FIG.
And data regarding whether or not charging is possible at the destination (the data regarding whether or not charging is possible has already been input to the terminal device 40 where charging can be performed, and when the destination is input, the terminal device automatically It is supposed to be entered).

First, the process of setting the battery use schedule before traveling (calculating the target battery remaining amount) by the navigation ECU 30 will be described with reference to FIG. 4 showing the main routine of the process. First, navigation E
When the destination schedule data m having the content shown in FIG. 3A is transferred from the terminal device 40 described above, the CU 30
Step 12 becomes Yes, and the remaining battery level (S
Input OC) (S14). Here, the battery 18
Is fully charged, and the description will be continued assuming that 100% is input as the SOC value. Then, the route search process is started (S16). In this route search processing, a route from each starting point to the destination is searched based on the destination schedule data m. First, the navigation ECU 3
0 retrieves the position coordinates of the departure point (home) and the destination (company) on January 27 from the built-in ROM and searches the map data of the ROM for the optimum route connecting both position coordinates.
As a result, the route 1 from the home to the company shown in FIG. 2 is determined, and the traveling distance along the route 1 is calculated. Then, it is judged whether or not the creation of all the route data is completed (S18), but here, the judgment in the step 18 is No.
Then, the procedure returns to step 16, and next route 2 connecting the next departure place (company) and destination (home) on January 27 (Fig. 2).
Search). Subsequently, the home-route A route 3 on January 28, the route A-point B route 4, the route B-home route 5, and January 29, which are included in the destination schedule data m, are included on January 29. When all the route data from the home-company route 6 to the company-home route 7 are completed, the determination of the end of the route data in step 18 is Y.
The answer is es, and the process proceeds to the battery remaining amount scheduling process in step 20. FIG. 3B shows a table of the traveling distance (Km) on each route shown in FIG.

The battery remaining amount scheduling processing in step 20 will be described with reference to the flowchart of FIG. 5 showing this subroutine. The navigation ECU 30 first inputs the SOC (remaining battery level) at the current position acquired in step 14 described above, each route data searched in step 16, and the charging schedule site from the destination schedule data m. Then, in step 34, the distance L to the next charging site is calculated. That is, as shown in FIG. 3B, January 2
The distance from the home to the office on the 7th is 10km, and the distance from the office to the home is 10km. Therefore, the distance L from the departure place (home) to the next charging destination home is 20.
Calculate as Km. After that, the navigation ECU 30
The amount of battery used in Route 1 traveling from home to work is calculated (S36). Here, the travel distance (10 km) on Route 1 is the distance L to the next charging site.
The value divided by (20 Km) is multiplied by the battery residual amount value (100%) input in step 14 described above. As a result, the SOC used in Route 1 is 50% and the SOC at the destination is 50% (Fig. 3 (B)).
reference). Next, it is judged whether the destination on the route 1 is the planned charging place (S38), but the destination (company) of the route 1 is not the planned charging place (No at S38), so the process returns to step 36 The SOC value in 2 is calculated. Here, since 50% of SOC is consumed up to the destination (home) of Route 2, the SOC value at the destination is calculated as 0%. After this, the determination in step 38 as to whether the destination is the charging destination is Yes and the process proceeds to step 40.

In step 40, the navigation ECU 3
0 calculates the charging time by obtaining the time from the arrival at the charging destination to the departure. That is, FIG.
PM on January 27th as per the schedule shown in (A)
Arrive at the destination (scheduled charging place) at 6:00 and am the next day
When departing at 10:00, the charging time is calculated as 16 hours. Then, in step 42, the SOC when the charging is completed
To calculate. Here, S at the time of arriving at the charging site
Although the OC is 0% and the capacity is zero, this battery 18
SOC 0% (zero capacity) to SOC 100 in 10 hours
Since it can be charged up to 100% (full charge), it is calculated that SOC can be charged up to 100% in 16 hours calculated in step 40. Then, in step 44, it is determined whether the battery remaining amount scheduling has been completed for all routes. Here, since the processing for January 27 has been completed, the step 44 becomes No and the process proceeds to step 34. Return.

In step 34, the distance L to the next charging site on January 28 is calculated. Here, the mileage of Route 3 is 20km and the mileage of Route 4 is 10km.
And the mileage of route 5 of 20 km are added to calculate 50 km. Then, in step 36, the SOC used when traveling on the route 3 is calculated. Here, the travel distance (20 km) on Route 3 is calculated as the distance L (5
The value divided by 0 km) is multiplied by the SOC value (100%) calculated in step 42 to obtain a value of 40%. Then, after calculating the SOCs on the routes 4 and 5, step 38 becomes Yes and the process proceeds to step 40.

In step 40, the charging time from arrival at the planned place on January 28 to departure on the next day (January 29) is calculated. Here, 8 hours from PM 11:00 to AM 07:00 is calculated as the charging time. Then, in step 42, the SOC at the time of completion of charging is calculated. As described above, it takes 10 hours from zero capacity (SOC 0%) to full charge (SOC 100%).
A value of 80% is calculated from 0% × 8/10. Then, the determination of whether or not the battery remaining amount scheduling has been completed for all routes in step 44 is No, and step 34
Return to.

In step 34, the distance to the next charging scheduled site on January 29 is calculated. And step 3
6 calculates the SOC when running on Route 6,
Here, since the SOC at the time of departure is 80% as calculated in step 42 above, the SOC traveled on route 6 (10 km) is divided by the distance L (20 km) to the next charging site to the SOC. And the SOC value used is calculated as 40%. Therefore, the SOC at the destination is 40%, which is obtained by subtracting 40% from 80%. After that, the same processing as described above is performed to calculate the SOC usage amount in the route 7, whereby the battery remaining amount scheduling for all routes is completed, and the determination in step 44 becomes Yes. As a result, the subroutine processing of the battery remaining amount scheduling shown in FIG. 5, that is, the processing of step 20 in the main routine shown in FIG. 4 is completed, and it is determined Yes in step 22 of FIG. The setting (target battery remaining amount calculation process) of the battery usage schedule before traveling by the navigation ECU 30 is completed.

The above-mentioned battery capacity of zero does not mean that the capacity of the battery is physically zero,
It means the lowest capacity value at which the battery can be repeatedly and economically used, and it depends on the performance and material of the battery. For example, in the case of an alkaline battery, it is possible to use up to a very low capacity value, but in the case of a lead battery, when it is used up to a low capacity value, the life is shortened. . Similarly, full charge (SOC 100%)
Means an upper limit value that can be economically used.

Continuing to refer to the flowchart of FIG. 6 and the block diagram of FIG. 1, the processing of the navigation ECU 30 when the hybrid vehicle is traveling will be described. The navigation ECU 30 first inputs the schedule (target battery remaining amount) regarding the battery usage amount calculated by the above-described processing (S52). Next, the gyro signal k from the gyro sensor 36, the current position signal j calculated by the GPS receiver 32, and the vehicle speed signal e from the vehicle speed sensor 15 are input (S54). Then, the current position is estimated based on these signals (S5).
6). After that, in step 58, the target battery remaining amount at each current position during traveling is calculated based on the battery usage schedule, and is output to the vehicle ECU 20 side as the target battery remaining amount command h. Thereafter, at step 60, it is judged whether or not the vehicle has reached the destination. If the judgment is No, the process returns to step 54, and the output of the target battery remaining amount command h at each current position during traveling is continued. Then, when the vehicle reaches the destination, the determination in step 60 becomes Yes, and all processing is completed.

Here, the above-mentioned navigation ECU 3
The vehicle ECU 2 receives the target battery remaining amount command h from 0.
0 will be described with reference to the flowchart of FIG. 7 and the block diagram of FIG. 1 for the process of controlling the gasoline internal combustion engine 10 and the motor 14. First, the vehicle ECU 20
The state of the accelerator pedal and the brake pedal is input (S71). Next, the voltage and current of the battery 18 are input (S72). Then, the remaining amount C1 of the battery 18 is calculated (S73), and the remaining battery amount C1 is output (S7).
4). Subsequently, the target battery remaining amount command h from the navigation ECU 30 described above is input, and the target battery remaining amount C2 is calculated from this signal (S75). And
The charging request level Lc is set so that the current remaining battery charge C1 approaches the target remaining battery charge C2 (S76).
Thereafter, a command value for controlling the motor 14 and a command for controlling the gasoline internal combustion engine 10 based on the states of the accelerator pedal and the brake pedal input in step 71 and the charge request level Lc set in step 76. The value and are calculated (S77). Subsequently, the motor command value (motor control signal b) is sent to the driver 16 (S7
8) The electric power stored in the battery 18 is supplied to the motor 14. Further, the engine command value (slot signal a) is sent to the slot 10a (S79), and the calculated output is generated for the gasoline internal combustion engine 10. After that, it is determined whether the destination is reached (S80), and until the destination is reached (S80 is No), the steps 71 to 79 are performed.
The process up to is repeated to drive the hybrid vehicle. By repeating this process, the remaining amount of the battery 18 is reduced based on the battery remaining amount schedule described above with reference to FIG. 3B, and is made zero when the destination to be charged is reached. , The capacity of the battery 18 is used up.

Next, a hybrid vehicle according to a second embodiment of the present invention will be described. The configuration of this hybrid vehicle is the same as that of the first embodiment described above with reference to FIG. 1, and therefore illustration and description thereof will be omitted. In the above-described first embodiment, the remaining battery amount is scheduled so that the SOC value becomes 0% when the navigation ECU 30 arrives at each charging site. For this reason, if the charging time is less than 10 hours (full charging time), the SOC will be started next time when the SOC is less than 100%.
On the other hand, in the second embodiment, when the charging time is less than 10 hours, the navigation ECU 30 determines that the mileage of this time (which is earlier than the next time) and the next (time When the mileage of the next time is long, it is 10
Schedule the remaining battery level for this run so that there is enough battery capacity to be fully charged in less than the required charging time. The main routine for scheduling the remaining battery level by the navigation ECU 30 is
Since it is similar to the main routine of the embodiment, the processing of the second embodiment will be described with reference to the flowchart of FIG. 4 and the flowchart of FIG. 9 showing the subroutine of the second embodiment and the table of FIG. explain.

Similar to the first embodiment, the terminal device 40 (electronic notebook) has a scheduled departure time, a scheduled arrival time, a departure place, a destination, and the relevant date on the dates shown in FIG. 8A. Data about whether charging at the destination is possible or not is input. The navigation ECU 30 uses the terminal device 40.
When the destination schedule data m having the contents shown in FIG. 8 (A) is transferred from FIG.
es, and the remaining battery level (SOC) is input (S1
4). Here, the battery 18 is fully charged and S
The description will be continued assuming that 100% is input as the OC value. Then, the route search process is started (S16).
In this route search processing, a route from each starting point to the destination is searched based on the destination schedule data m. First, the navigation ECU 30 searches the built-in ROM for the position coordinates of the departure point (home) and the destination point (company) on March 27, and finds the optimum route connecting both position coordinates.
Search from OM map data. Then, the route 1 from the home to the company shown in FIG. 2 is determined, and the traveling distance on the route 1 is calculated. Then, in step 18, it is determined whether or not all route data has been created. Here, the determination in step 18 is No, the process returns to step 16 and the next departure place (company) on March 27 Route 2 (see FIG. 2) that connects the destination to the destination (home) is searched. Then, 3 included in the destination schedule data m
Route 3 between home-A point on March 28, Route 4 between A-point and B point, Route 5 between B-point and home 5, Route 6 between home-company on March 29, Between company-home When all route data up to route 7 is completed, the step 18
The determination as to whether or not the route data is finished is Yes, and the process proceeds to the battery remaining amount scheduling process of step 20. FIG. 8B shows the travel distance (Km) in each route shown in FIG. 2 in the form of a table.

FIG. 9 showing this subroutine for the battery remaining amount scheduling process in step 20.
This will be described with reference to the flowchart in FIG. The navigation ECU 30 first inputs the SOC (remaining battery level) at the current position acquired in step 14 described above, the route data searched in step 16, and the charging destination of the destination schedule data m (S81). ).
Then, the distance L to the next charging place is calculated (S8).
2). That is, as shown in FIG. 8B, the traveling distance from the home to the office on March 27 is 10 km, and the traveling distance from the office to the home is 10 km, so that the next charging from the departure place (home) is performed. The distance L to the planned home is calculated as 20 km. Then, the amount of battery used in Route 1 traveling from home to the office is calculated (S83). Here, a value obtained by dividing the traveling distance (10 km) on the route 1 by the distance L (20 km) to the next charging planned site is multiplied by the SOC value (100%) input in step 81 described above. As a result, the SOC usage is 50%, and the SOC at the destination is calculated as 50%. Next, it is judged whether the destination on this route 1 is the planned charging place (S84),
Since the destination of the route 1 is not the charging destination (No in S84), the process returns to step 83 and the SOC value of the route 2 is calculated. By calculating the SOC in Route 2,
The determination in step 84 as to whether the destination is the charging destination is Yes and the process proceeds to step 85.

At step 40, the charging time is calculated by obtaining the time from the arrival at the charging destination to the departure. That is, as shown in the schedule of FIG. 8 (A), the vehicle arrives at the destination home (scheduled charging place) at 11:00 PM on March 27, and departs at 07:00 AM the next day, so the charging time is 8 hours. And calculate. Then, it is determined whether the charging time is 10 hours or more for charging from SOC 0% to SOC 100% (S86). Here, the step 8
The judgment of No. 6 is No, and the routine proceeds to step 87. And
In step 87, the distance to the next charging place, that is, the traveling distance L2 on the next day is calculated. here,
The traveling distances L2, 50 are calculated by adding the traveling distances of the route 3, the route 4, and the route 5.

Subsequently, it is determined whether the current traveling distance L calculated in step 82 is larger than the next traveling distance L2 calculated in step 87 (S88). Here, since the current traveling distance L is shorter than the next traveling distance L2 (No in S88), the process proceeds to step 89, and the SOC value that can be increased by the current charging is calculated based on the charging time calculated in step 85. Yes (S89). Here, 10
0% x 8 (charge time) / 10 (full charge time) to 80%
Get the value of. Then, from this value of 80%, the battery remaining amount in the planned site where the battery can be charged to 100% by the current charging for 8 hours is calculated (S90). Here, 1
The value of 20% is calculated by subtracting 80% from 00%. After that, the SOC used during the route traveling calculated in step 83 is recalculated (S91). here,
When the vehicle arrives at the destination for charging, the travel distance (10 km) on route 1 is set to the distance L (20 km) to the next charging destination so that 20% calculated in step 90 remains.
The value divided by is multiplied by the usable SOC value (80%) to calculate a value of 40%. Then, as the target SOC upon arrival at the destination (company) of Route 1, a value of 60% obtained by subtracting the 40% from 100% at the departure is obtained (see FIG. 8B). Next, it is judged whether the destination on the route 1 is the planned charging place (S92). However, since the destination on the route 1 is not the planned charging place (S92 is No), the process returns to step 91 and the SOC on the route 2 is determined. Calculate the value of. When the SOC of the route 2 is calculated, the step 92 becomes Yes, the process proceeds to step 93, and the SO at the time of completion of the charging this time.
Calculate the value of C. Here, since the SOC is 20%, the charging is performed for 8 hours calculated in the above step 85.
Calculate 00%. Thereafter, in step 94, it is determined whether or not the battery remaining amount scheduling for all routes has been completed. Here, since the process for March 27 is about to be completed, the step 94 becomes No and the process proceeds to step 82. Return.

In step 82, the travel distance L to the next charging site on March 28 is calculated. here,
20km for route 3 and 10 for route 4
Km and mileage 20km of route 5 are added to calculate 50km. Then, in step 83, the SOC used when traveling on Route 3 is calculated. Here, the travel distance (20 km) on Route 3 is calculated as the distance L (5
The value divided by 0 km) is multiplied by the SOC value (100%) calculated in step 93 to obtain a value of 40%. Then, after calculating the SOCs in the routes 4 and 5 (Yes in step 84), the process proceeds to step 85.

In step 85, the navigation ECU 3
0 calculates the charging time from the arrival of the planned site on March 28 to the departure on the next day (March 29). Here, PM11:
11 hours from 00 to 10:00 am is calculated as the charging time. Then, it is determined whether the charging time is 10 hours or more (S86). Here, since it is 10 hours or more, the step 86 becomes Yes and the process proceeds to step 93 to calculate the SOC at the time of completion of charging. Here, the capacity is zero (SOC0
%) Can be charged for 10 hours or more, so 100% x 10
A value of 100% is calculated as (charging time) / 10 (full charging time). Then, it is determined whether or not the battery remaining amount scheduling for all routes is completed (S94).
Then, the process returns to step 82.

As a result of the processing after step 82, March 29
When the daily battery remaining amount scheduling is completed, the determination in step 94 becomes Yes, and the battery remaining amount scheduling subroutine process shown in FIG. 9, that is, the process of step 20 in the main routine shown in FIG. 4 is completed. This results in step 2 of FIG.
The determination in Step 2 as to whether or not the schedule is completed is Yes, and the schedule processing relating to the battery usage amount before traveling by the navigation ECU 30 is completed, and FIG.
The remaining battery charge schedule shown in is completed.
Then, according to this schedule, when the vehicle is traveling, the navigation ECU 30 sends the target battery remaining amount command h to the vehicle ECU 20 as described above in the first embodiment, and the vehicle ECU 20 causes the gasoline internal combustion engine 10 and the motor 14 to operate.
Is controlled to reduce the capacity of the battery 18 based on the battery remaining amount schedule. In the hybrid vehicle of the second embodiment, the capacity of the battery 18 can be rationally used in order to control the remaining amount of the battery at the time of reaching the destination to be charged according to the charging time and the traveling distance. It is possible.

In the above-described second embodiment, when the charging time is less than 10 hours (full charge time), the navigation ECU 30 compares the traveling distance of this time with the traveling distance of the next time, and travels the next time. When the distance is long, the battery remaining amount is scheduled so that the remaining battery capacity can be fully charged in less than 10 hours. Instead of this configuration, the remaining battery capacity at this time of travel is determined in proportion to the travel distance according to the comparison between the current travel distance and the next travel distance. It is also possible to let.

In the first and second embodiments described above, the navigation ECU 30 does not judge the road condition etc. when scheduling the battery remaining amount. However, for example, there is a downhill while moving. in case of,
By regeneratively braking the motor on the slope, the battery 18
It is possible to further reduce energy consumption by pre-scheduling the charging of the battery.

Further, in the above-mentioned embodiment, the gasoline internal combustion engine is taken as an example of the drive engine using the fuel, but the present invention is not limited to the internal combustion engine using hydrogen, alcohol, propane gas or the like as the internal combustion engine. , Diesel engines, and even gas turbines can be used. In particular, when hydrogen is used as the fuel, there is an advantage that carbon dioxide CO ₂ is not generated.

[0041]

As described above, according to the hybrid vehicle of the present invention, since the capacity of the battery is used to the maximum based on the operation schedule, the driving of the internal combustion engine can be minimized and the emission of CO ₂ can be suppressed. . Further, since the electric power of the battery can be used rationally, it is possible to reduce the amount of energy used.

[Brief description of drawings]

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

FIG. 2 is an explanatory diagram showing a route searched by a navigation ECU.

FIG. 3 is an explanatory diagram showing a user's schedule input to the navigation ECU and a battery remaining amount schedule created based on the schedule.

FIG. 4 is a flowchart of a target battery remaining amount calculation process by a navigation ECU.

5 is a flowchart of a scheduling process in the target battery remaining amount calculation process of FIG.

FIG. 6 is a flowchart showing a process of calculating a target battery remaining amount by a navigation ECU during traveling.

FIG. 7 is a flowchart showing a process of controlling a gasoline internal combustion engine and a motor by a vehicle ECU.

FIG. 8 is an explanatory diagram showing a user's schedule input to the navigation ECU and a target battery remaining amount schedule created based on the schedule in the second embodiment.

FIG. 9 is a flowchart of a scheduling process in a target battery remaining amount calculation process of the navigation ECU according to the second example.

[Explanation of symbols]

 10 Gasoline Internal Combustion Engine 14 Motor 16 Driver 18 Battery 20 Vehicle ECU 20 30 Navigation ECU 40 Terminal Device

Claims (5)

[Claims] 1. A hybrid vehicle having a drive engine that uses fuel and a motor drive device that drives a motor with electric power charged in a battery, wherein a battery remaining amount detecting means for detecting a battery remaining amount and charging are performed. Position holding means for holding information on the positions of the departure place, the stopover point on the way, and the destination to be charged, and the position of the departure place, the relay place, and the destination held by the position holding means. A distance calculating means for calculating a traveling distance from a charged starting point to a charging destination, and a battery remaining amount detected by the battery remaining amount detecting means based on the distance calculated by the distance calculating means. And a power consumption determining unit that determines a power consumption per mileage, wherein the motor drive device determines the power consumption determined by the power consumption determining unit. Hybrid vehicle, characterized in that the power of the battery based on the usage supplied to the motor. 2. The hybrid vehicle according to claim 1, wherein the power consumption determining means determines the power consumption per traveling distance by dividing the battery remaining amount by the calculated traveling distance. 3. A hybrid vehicle having a drive engine that uses fuel and a motor drive device that drives a motor by electric power charged in a battery, wherein a battery remaining amount detecting means for detecting a battery remaining amount, and a current charging Information on the location of the departure place, the stopover this time on the way, and the destination to charge this time, the position of the next start point, the stoppoint to stop on the next time, and the destination to charge the next time Information relating to the current position, a position holding means for holding the current charging time, a charging time determining means for determining whether the charging time to be performed this time is less than a time at which the battery can be fully charged from zero capacity, and a current holding time held in the position holding means. From the location of the starting point, the relay point, and the destination, the mileage from the starting point that was charged this time to the destination that is charging this time, and the next starting point,
Distance calculation means for calculating the traveling distance from the next departure point to the destination to be charged next time from the positions of the relay point and the destination, and the charging time determination means, the current charging time, the full charge time of the battery When it is determined that the distance is less than, the current mileage calculated by the distance calculating means and the next mileage are compared, and when the next mileage is long, the current mileage and the next mileage are compared. A battery remaining amount determining means for determining a battery remaining amount at the time of traveling this time, and a battery remaining amount determined by the battery remaining amount determining means from the battery remaining amount detected by the battery remaining amount detecting means. An amount of electric power consumption determining means for allocating an amount obtained by subtracting the remaining amount based on the current traveling distance calculated by the distance calculating means, and determining an electric power consumption amount per traveling distance; Hybrid vehicle device, and supplying the power of the battery to the motor based on the power usage determined by said power consumption determining means. 4. The current traveling distance is the amount that the power consumption determining means subtracts the battery remaining amount determined by the battery remaining amount determining device from the battery remaining amount detected by the battery remaining amount detecting device. The hybrid vehicle according to claim 3, wherein the power consumption amount per mileage is determined by dividing by. 5. The hybrid vehicle according to claim 3, wherein the battery remaining amount determining means determines the battery remaining amount during traveling this time so that it can be fully charged by the current charging time.