JP7643180B2 - Hybrid Vehicles - Google Patents

Description

The present invention relates to a hybrid vehicle, and more specifically to a hybrid vehicle equipped with an engine, a motor, an inverter, a battery, and electric power equipment.

Conventionally, this type of hybrid vehicle has been proposed to include an engine, a motor, an inverter, and a battery (see, for example, Patent Document 1). The motor is capable of generating electricity using power from the engine. The inverter drives the motor. The battery is connected to the inverter via a power line. This hybrid vehicle is equipped with a display (alarm device) that displays information. When the shift position is in neutral and the battery's charge storage rate is below a threshold, the display is controlled so that charge storage rate information, which is information indicating the charge storage rate, flashes and shift change request information, which is information that prompts the driver to change the shift position to the parking position, is displayed. This notifies the driver that the charge storage rate is decreasing and prompts the driver to change the shift position to the parking position.

JP 2012-81834 A

In the hybrid vehicle described above, when the shift position is in neutral, the inverter gate is usually shut off (all inverter gates are turned off), so the battery cannot be charged by power generation by the motor. If an air conditioner or other power device is connected to the power line, the battery's charge storage rate will decrease due to the operation of the power device. Therefore, if the shift position is frequently switched to neutral, the battery will be used frequently with a low charge storage rate, causing the battery to deteriorate.

The main purpose of the hybrid vehicle of the present invention is to suppress battery deterioration.

The hybrid vehicle of the present invention employs the following means to achieve the above-mentioned main objective.

The hybrid vehicle of the present invention is
The engine,
a motor capable of generating electricity using power from the engine;
an inverter that drives the motor;
a battery connected to the inverter via a power line;
an electric power device connected to the power line;
An alarm device that notifies information within a vehicle cabin;
a control device that, when a shift position is a neutral position, shuts off a gate of the inverter, and controls the notification device so that a warning is issued when a neutral duration as a duration of the neutral position or a decrease in a charge storage rate of the battery exceeds a first threshold value when the shift position is the neutral position;
A hybrid vehicle comprising:
The control device, when the shift position is the neutral position, lowers the first threshold value when the frequency of use of the neutral position is high compared to when the frequency of use is low, or when the frequency of use exceeds a second threshold value compared to when the frequency of use is equal to or lower than the second threshold value.

In the hybrid vehicle of the present invention, when the shift position is in the neutral position, the inverter is gated off. Also, when the shift position is in the neutral position, the notification device is controlled so that a warning is issued when the neutral duration as the duration of the neutral position or the decrease in the battery's charge storage rate exceeds the first threshold. When the shift position is in the neutral position, the first threshold is lowered when the neutral position is used frequently compared to when it is used infrequently, or when the frequency of use exceeds the second threshold compared to when it is equal to or lower than the second threshold. As a result, when the shift position is in the neutral position, a warning is issued earlier than when the neutral position is used frequently compared to when it is used infrequently, and when the frequency of use exceeds the second threshold compared to when it is equal to or lower than the second threshold, so that the user can be prompted to change the shift position. Since it is considered that in many cases, users who recognize the warning will change the shift position from the neutral position to another position, the use of the neutral position can be suppressed, and the use of the battery in a state where the charge storage rate is low can be suppressed. As a result, the deterioration of the battery can be suppressed. Here, the "first threshold" is a threshold for determining whether or not to issue a warning from the alarm device. The "second threshold" is a threshold for determining whether or not the device is used frequently.

In such a hybrid vehicle of the present invention, the frequency of use may be the ratio of the cumulative value of the duration of the neutral position when the shift position is continuously in the neutral position for a predetermined time or more to the total use time of the vehicle, or the frequency of use may be the ratio of the cumulative value of the travel distance in the neutral position when the shift position is in the neutral position and travels a predetermined distance or more to the total travel distance of the vehicle. In this way, the frequency of use of the neutral position can be set more appropriately.

In addition, in the hybrid vehicle of the present invention, the control device may lower the threshold value when the low storage ratio frequency in which the battery's storage ratio is less than the predetermined ratio is high when the shift position is the neutral position, compared to when the low storage ratio frequency is low, or when the low storage ratio frequency exceeds the third threshold compared to when it is equal to or less than the third threshold. In this way, when the shift position is the neutral position, a warning is issued earlier than when the low storage ratio frequency in which the battery's storage ratio is less than the predetermined ratio is high when the shift position is the neutral position, compared to when it is low, or when the low storage ratio frequency exceeds the third threshold compared to when it is equal to or less than the third threshold, and the user can be prompted to change the shift position. Since it is considered that in many cases, users who recognize the warning will change the shift position from the neutral position to another position, the use of the neutral position can be suppressed, and the use of the battery in a state where the storage ratio is low can be suppressed. This can suppress battery deterioration. Here, the "third threshold" is a threshold value for determining whether the low storage ratio frequency is high enough to cause concern about battery deterioration.

In this case, the low power storage ratio frequency may be the ratio of the accumulated value of the time during which the power storage ratio is less than the predetermined ratio when the shift position is in the neutral position to the total usage time of the vehicle, or the low power storage ratio frequency may be the ratio of the accumulated value of the distance traveled while the shift position is in the neutral position and the power storage ratio is less than the predetermined ratio to the total travel distance of the vehicle. In this way, the low power storage ratio frequency can be set more appropriately.

Furthermore, in the hybrid vehicle of the present invention, the notification device may have a warning sound output unit capable of outputting a warning sound into the vehicle cabin, and the control device may control the warning sound output unit to output the warning sound when the neutral duration or the decrease in the charge storage ratio exceeds the first threshold value when the shift position is the neutral position. In this way, the user can be prompted to change the shift position by the sound.

In the hybrid vehicle of the present invention, the notification device may have a display unit capable of displaying information within the vehicle cabin, and the control device may control the display unit to display information encouraging the user to refrain from using the neutral position when the shift position is the neutral position and the neutral duration or the decrease in the charge storage rate exceeds the first threshold. In this way, the display unit can encourage the user to change the shift position.

1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention; 2 is a diagram showing an outline of the configuration of an electric drive system including motors MG1 and MG2. FIG. 4 is a flowchart showing an example of a threshold setting routine executed by an HVECU 70. 4 is a flowchart showing an example of a usage frequency setting routine executed by an HVECU 70. 4 is a flowchart showing an example of a low ratio frequency setting routine executed by an HVECU 70. 4 is an explanatory diagram showing an example of an SOC-OCV characteristic as a relationship between a charge storage percentage SOC and an open circuit voltage OCV of a battery 50. FIG.

Next, we will explain how to implement the present invention using examples.

Figure 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to one embodiment of the present invention. Figure 2 is a schematic diagram showing the configuration of an electric drive system including motors MG1 and MG2. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as an electricity storage device, an air conditioner 60, a speaker 62, a display 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, diesel, or other fuel, and is connected to the carrier of the planetary gear 30 via a damper 28. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as the "engine ECU") 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors required for controlling the operation of the engine 22, such as the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22, are input to the engine ECU 24 via an input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is configured as a single-pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to the drive shaft 36 which is connected to the drive wheels 39a, 39b via a differential gear 38. As described above, the carrier of the planetary gear 30 is connected to the crankshaft 26 of the engine 22 via the damper 28.

The motor MG1 is configured as, for example, a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2 and are connected to the battery 50 via the power line 54. As shown in FIG. 2, the inverter 41 has six transistors T11 to T16 and six diodes D11 to D16 connected in parallel in the reverse direction to the transistors T11 to T16. The transistors T11 to T16 are arranged in pairs of two each on the source side and the sink side with respect to the positive and negative bus bars of the power line 54. In addition, each of the connection points between the paired transistors of the transistors T11 to T16 is connected to each of the three-phase coils (U phase, V phase, W phase) of the motor MG1. Therefore, when a voltage is applied to the inverter 41, the motor electronic control unit (hereinafter referred to as "motor ECU") 40 adjusts the ratio of the on-time of the paired transistors T11 to T16, forming a rotating magnetic field in the three-phase coils and driving the motor MG1 to rotate. The inverter 42, like the inverter 41, has six transistors T21 to T26 and six diodes D21 to D26. Then, when a voltage is applied to the inverter 42, the motor ECU 40 adjusts the ratio of the on-time of the paired transistors T21 to T26, forming a rotating magnetic field in the three-phase coils and driving the motor MG2 to rotate. A smoothing capacitor 57 is attached to the power line 54.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. To the motor ECU 40, signals from various sensors necessary for driving and controlling the motors MG1 and MG2, such as rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors 45u, 45v, 46u, and 46v that detect the currents flowing through each phase of the motors MG1 and MG2, are input via an input port. From the motor ECU 40, switching control signals to multiple switching elements of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1, θe2, angular velocities ωm1, ωm2, and rotation speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

The battery 50 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as the "battery ECU") 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include the voltage Vb of the battery 50 from a voltage sensor 51a attached between the terminals of the battery 50, the current Ib of the battery 50 from a current sensor 51b attached to the output terminal of the battery 50, and the temperature Tb of the battery 50 from a temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC of the battery 50. The storage ratio SOC of the battery 50 is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50, and is calculated based on the integrated value of the current Ib of the battery 50 from the current sensor 51b.

The air conditioner 60 is connected to the power line 54 and operates using power from the power line 54, conditioning the air inside the vehicle cabin using the refrigeration cycle and heat from the engine 22. The speaker 62 outputs sounds such as warning sounds inside the vehicle cabin. The display 64 is configured as a touch panel type display device and displays various information inside the vehicle cabin.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 88. In addition, an operation signal of the display 64 can also be mentioned. Various control signals are output from the HVECU 70 via the output port. Examples of signals output from the HVECU 70 include a control signal to the air conditioning device 60. Other examples include audio signals to the speaker 62 and display signals to the display 64. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports. Here, the shift positions SP include a drive position (D position) for forward driving, a reverse position (R position) for reverse driving, a neutral position (N position), and a parking position (P position) for parking.

In the hybrid vehicle 20 of the embodiment thus configured, when the shift position SP detected by the shift position sensor 82 is a driving position (D position or R position), the HVECU 70 controls the engine 22 and the motors MG1 and MG2 so that the vehicle runs in a hybrid driving (HV driving) mode with the engine 22 running, or in an electric driving (EV driving) mode with the engine 22 stopped.

In the HV driving mode, the HV ECU 70 first sets the required torque Td* of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and then multiplies the required torque Td* by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2) to set the driving power Pd* required of the drive shaft 36. Next, the charge/discharge required power Pb* of the battery 50 (a positive value when the battery 50 is discharging) is set so that the storage ratio SOC of the battery 50 approaches the target storage ratio SOC*. Specifically, when the power storage ratio SOC is greater than the target power storage ratio SOC*, the charge/discharge required power Pb* is set so that the absolute value becomes greater on the positive side as the power storage ratio SOC becomes greater in order to prevent the power storage ratio SOC of the battery 50 from becoming greater than the allowable upper limit ratio Smax, and when the power storage ratio SOC is smaller than the target power storage ratio SOC*, the charge/discharge required power Pb* is set so that the absolute value becomes greater on the negative side as the power storage ratio SOC becomes smaller in order to prevent the power storage ratio SOC of the battery 50 from becoming smaller than the allowable lower limit ratio Smin. Then, the required power Pe* required by the engine 22 is set by subtracting the required charge/discharge power Pb* from the running power Pd*, and the target rotation speed Ne* and target torque Te* of the engine 22 and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so that the required power Pe* is output from the engine 22 and the required torque Td* (running power Pd*) is output to the drive shaft 36. Furthermore, the target rotation speed Ne* and target torque Te* of the engine 22 are sent to the engine ECU 24, and torque commands Tm1* and Tm2* of the motors MG1 and MG2 are sent to the motor ECU 40. The engine ECU 24 controls the operation of the engine 22 so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. The motor ECU 40 controls the switching of multiple switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*. Through this control, the required torque Td* (driving power Pd*) is output to the drive shaft 36, and the battery 50 is charged and discharged with power equivalent to the required charging and discharging power Pb*.

In the EV driving mode, the HVECU 70 sets the required torque Td* in the same manner as in the HV driving mode, sets the torque command Tm1* of the motor MG1 to a value of 0, sets the torque command Tm2* of the motor MG2 so that the required torque Td* is output to the drive shaft 36, and transmits the torque commands Tm1* and Tm2* of the motors MG1 and MG2 to the motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above. Through this control, the required torque Td* (driving power Pd*) is output to the drive shaft 36, and the battery 50 is discharged with power equivalent to the driving power Pd*.

When the shift position SP detected by the shift position sensor 82 is in the N position, the HVECU 70 controls the engine 22 and the motors MG1 and MG2 to run with gate cutoff control for the inverters 41 and 42 (control to turn off all of the transistors T11 to T16 and T21 to T26) and with the engine 22 stopped.

In the hybrid vehicle 20, when the shift position SP is in the N position, the inverters 41, 42 are gated off, so the battery 50 cannot be charged by power generation by the motors MG1, MG2. Since the air conditioner 60 is connected to the power line 54 between the battery 50 and the inverters 41, 42, when the shift position SP is in the N position, the operation of the air conditioner 60 reduces the storage percentage SOC of the battery 50. In the embodiment, in order to prevent an excessive reduction in the storage percentage SOC of the battery 50, a CPU (not shown) of the HVECU 70 executes a warning control (described later) when the shift position SP is in the N position.

In the warning control, when the neutral duration tnc, which is the time during which the shift position SP continues to be in the N position after changing to the N position, exceeds a threshold value (first threshold value) th, or when the amount of decrease ΔSOC in the battery 50's charge storage rate SOC after the shift position SP changes to the N position exceeds a threshold value (first threshold value) dth, the speaker 62 is controlled to emit a warning sound from the speaker 62, and the display 64 is controlled to display information encouraging the user to operate the shift lever 81 from the N position to another position (encouraging the user to refrain from using the N position). In many cases, users who recognize the warning sound or display are likely to change the shift position SP from the N position to another position. Therefore, by executing the warning control, the use of the N position can be restricted, and the use of the battery 50 when the charge storage rate SOC is low is restricted, thereby restricting deterioration of the battery 50.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when setting the thresholds th and dth used in the warning control, will be described. FIG. 3 is a flowchart showing an example of a threshold setting routine executed by the HVECU 70. This routine is executed at predetermined time intervals (e.g., every few milliseconds) when the shift position is in the N position.

When the threshold setting routine is executed, the CPU (not shown) of the HVECU 70 executes a process to input necessary data such as the use frequency Fn and the low percentage frequency Fsl (step S100). The use frequency Fn and the low percentage frequency Fsl are inputted from the data calculated in the use frequency setting routine and the low percentage frequency setting routine described below. Here, we will temporarily suspend the explanation of the processing routine and explain the use frequency setting routine and the low percentage frequency setting routine.

First, the usage frequency setting routine will be described. FIG. 4 is a flowchart showing an example of a usage frequency setting routine executed by the HVECU 70. This routine is executed when the shift position SP detected by the shift position sensor 82 changes from a position other than the N position to the N position, that is, when the shift lever 81 is operated to the N position.

When the usage frequency setting routine is executed, the CPU (not shown) of the HVECU 70 starts measuring the duration tn of the N position (step S200), inputs the shift position SP from the shift position sensor 82 (step S210), and determines whether the shift position SP has changed (step S220). If the shift position SP has not changed, the process returns to step S210, and steps S210 and S220 are repeated until the shift position SP is changed.

When the shift position SP is changed in step S220, the measurement of the duration tn is terminated (step S230), and it is determined whether the duration tn is equal to or greater than the threshold value tnth (step S240). The threshold value tnth is a threshold value for determining whether the duration tn is long or not, and is set to, for example, 5 seconds, 17.5 seconds, 30 seconds, etc.

When the duration tn is less than the threshold value tnth, it is determined that the duration tn is not long, and the accumulated time tni (previous tni) when the previous use frequency setting routine was executed is set as the accumulated time tni (step S240). When the duration tn is equal to or greater than the threshold value tnth, the accumulated time tni is set to the sum of the previous tni and the duration tn (step S250). Therefore, the accumulated time tni is the accumulated value of the duration tn when the duration tn is equal to or greater than the threshold value tnth.

Once the cumulative time tni is set in this manner, the cumulative time tni is divided by the total usage time tntotal since the hybrid vehicle 20 was manufactured to calculate the usage frequency Fn (step S270), and the usage frequency setting routine is terminated. The usage frequency Fn calculated in this manner is the ratio of the cumulative time tni, which is the cumulative value of the duration tn relative to the total usage time tntotal.

Next, the low ratio frequency setting routine will be described. FIG. 5 is a flowchart showing an example of a low ratio frequency setting routine executed by the HVECU 70. This routine is executed when the shift position SP detected by the shift position sensor 82 becomes the N position, that is, when the shift lever 81 is operated to the N position.

When the low ratio frequency setting routine is executed, the CPU (not shown) of the HVECU 70 inputs the power storage ratio SOC from the battery ECU 52 via communication (step S300) and determines whether the input power storage ratio SOC is less than a threshold value Sth (step S310). The threshold value Sth is a threshold value for determining whether the power storage ratio SOC is low or not, and is set to, for example, 10%, 20%, 30%, etc.

When the power storage ratio SOC is equal to or greater than the threshold value Sth, it is determined that the power storage ratio SOC is not low, and the process proceeds to step S330. When the power storage ratio SOC is less than the threshold value Sth, it is determined that the power storage ratio SOC is low, and the low-ratio time tsl is measured (step S320), and the process proceeds to step S330. In step S320, if the measurement of the low-ratio time tsl has not yet started, the measurement is started, and if the measurement has already started, the measurement is continued. When the shift position SP is in the N position, as described above, the battery 50 cannot be charged by the power generation by the motors MG1 and MG2, and the power consumption of the air conditioning device 60 reduces the power storage ratio SOC of the battery 50. Therefore, if it is determined that the power storage ratio SPC input in step S310 is less than the threshold value Sth, the power storage ratio SOC of the battery 50 will not become greater than the threshold value Sth until the shift position SP is changed from the N position, and the measurement of the low-ratio time tsl will continue.

Next, it is determined whether the shift position SP has been changed (step S330). If the shift position SP has not been changed, the process returns to step S300, and steps S300 to S330 are repeated until the shift position SP is changed. If the shift position SP has been changed in step S330, the measurement of the low-ratio time tsl is terminated (step S340), and the integrated time tsli is set by adding the low-ratio time tsl to the integrated time tsli (previous tsli) set when the low-ratio frequency setting routine was executed the previous time (step S350). Therefore, the integrated time tsli is the integrated value of the time during which the storage ratio SOC became less than the threshold value Sth when the shift position SP was in the N position.

Once the accumulated time tsli is set in this manner, the accumulated time tsli is divided by the total usage time tntotal since the hybrid vehicle 20 was manufactured to calculate the low ratio frequency Fsl (step S360), and the low ratio frequency setting routine is terminated. The low ratio frequency Fsl calculated in this manner is calculated as the ratio of the accumulated time tsli, which is the accumulated value of the time during which the power storage ratio SOC falls below the threshold value Sth when the shift position SP is in the N position, to the total usage time tntotal. The usage frequency setting routine and the low ratio frequency setting routine have been described above.

Returning to the explanation of the threshold setting routine, when the necessary data is input in step S100, it is determined whether the usage frequency Fn exceeds a threshold (second threshold) Fnth and whether the low percentage frequency Fsl exceeds a threshold (third threshold) Fslth (step S110).

However, as described above, when the shift position SP is in the N position, the power storage ratio SOC decreases due to the consumption of power by the electric power equipment. Therefore, when the frequency of use of the N position increases, the frequency of use of the battery 50 when the power storage ratio SOC is low increases, and the characteristics of the battery 50 change. FIG. 6 is an explanatory diagram showing an example of the SOC-OCV characteristic as the relationship between the power storage ratio SOC and the open voltage OCV of the battery 50. In the figure, the solid line is an example of the SOC-OCV characteristic of a battery that is used infrequently when the power storage ratio SOC is low. The dashed line is an example of the SOC-OCV characteristic of a battery that is used frequently when the power storage ratio SOC is low. As shown in the figure, in a battery that is used frequently when the power storage ratio SOC is low, the open voltage OCV at the same power storage ratio SOC decreases in the low power storage ratio SOC range compared to a battery that is used infrequently when the power storage ratio SOC is low. Therefore, when the N position is used frequently or when the battery 50 is used frequently in the N position with the power storage rate SOC low, the voltage of the battery 50 at the same power storage rate SOC is lower than when the N position is used infrequently and the power storage rate SOC is low, and a malfunction may occur in the air conditioner 60 that operates using the power of the battery 50. The threshold values Fnth and Fslth in step S110 are set as threshold values for determining whether the N position is used frequently or whether the battery 50 is used frequently when the power storage rate SOC is low, taking into account such changes in the characteristics of the battery 50.

In step S110, when the usage frequency Fn is equal to or less than the threshold value Fnth and the low proportion frequency Fsl is equal to or less than the threshold value Fslth, it is determined that the frequency of use of the N position or the frequency of use at a low charge proportion of the battery 50 is low, and the threshold value th is set to a value t1 (e.g., 250 sec, 300 sec, 350 sec, etc.) and the threshold value dht is set to a value d1 (e.g., 33%, 35%, 37%, etc.) (step S120), and the threshold setting routine is terminated. When the usage frequency Fn exceeds the threshold value Fnth or when the low proportion frequency Fsl exceeds the threshold value Fslth, it is determined that the N position is used frequently or that the battery 50 is used frequently at a low charge proportion, and the threshold value th is set to a value t2 (e.g., 55 sec, 60 sec, 65 sec, etc.) smaller than the value t1, and the threshold value dht is set to a value d2 (e.g., 23%, 25%, 27%, etc.) smaller than the value d1 (step S130), and the threshold setting routine is terminated. By setting the thresholds Fnth and Fslth to values t2 and d2, in the above-described warning control, compared to when the thresholds Fnth and Fslth are set to values t1 and d1 (compared to when the use frequency Fn is equal to or less than the threshold Fnth and the low ratio frequency Fsl is equal to or less than the threshold Fslth), a warning sound is output from the speaker 62 earlier, and information is displayed prompting the user to operate the shift lever 81 from the N position to another position earlier (prompting the user to refrain from using the N position), and the user is notified of the warning earlier. In many cases, a user who recognizes the warning is likely to change the shift position SP from the N position to another position, so that the use of the N position can be restricted, and the use of the battery 50 when the charge ratio SOC is low can be restricted. This makes it possible to restrict the deterioration of the battery 50.

According to the hybrid vehicle 20 of the embodiment described above, when the shift position SP is the N position, when the usage frequency Fn of the N position exceeds the threshold value Fnth or when the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold values th and dth are lowered compared to when the usage frequency Fn is equal to or lower than the threshold value Fnth and the low proportion frequency Fsl is equal to or lower than the threshold value Fslth, thereby suppressing deterioration of the battery 50.

Furthermore, by setting the frequency of use Fn as the ratio of the accumulated time tni, which is the accumulated value of the duration tn to the total usage time tntotal, the frequency of use Fn can be set more appropriately.

Furthermore, the low ratio frequency Fsl can be set appropriately by setting it to the ratio of the accumulated time tsli, which is the accumulated value of the time during which the charge ratio SOC falls below the threshold value Sth when the shift position SP is in the N position relative to the total usage time tntotal.

When the neutral duration tnc exceeds the threshold th, or when the decrease ΔSOC in the battery 50's charge storage ratio SOC after the shift position SP is changed to the N position exceeds the threshold dth, the speaker 62 is controlled to emit a warning sound from the speaker 62, and the display 64 is controlled to display information encouraging the user to operate the shift lever 81 from the N position to another position (encouraging the user to refrain from using the N position), thereby encouraging the user to change the shift position SP by the warning sound and the display of information.

In the hybrid vehicle 20 of the embodiment, the frequency of use Fn is the ratio of the accumulated time tni, which is the accumulated value of the duration tn to the total usage time tntotal. However, the frequency of use Fn may also be the ratio of the accumulated value of the travel distance when the shift position SP is in the N position and travels a predetermined distance Lref or more to the total travel distance since the hybrid vehicle 20 was manufactured.

In the hybrid vehicle 20 of the embodiment, the low ratio frequency Fsl is calculated as the ratio of the accumulated time tsli, which is the accumulated value of the time during which the storage ratio SOC is less than the threshold value Sth when the shift position SP is in the N position, to the total usage time tntotal. However, the low ratio frequency Fsl may also be calculated as the ratio of the accumulated value of the distance traveled when the storage ratio SOC is less than the threshold value Sth when the shift position SP is in the N position, to the total travel distance since the hybrid vehicle 20 was manufactured.

In the hybrid vehicle 20 of the embodiment, it is determined whether the usage frequency Fn exceeds the threshold value Fnth and whether the low proportion frequency Fsl exceeds the threshold value Fslth, and when the usage frequency Fn exceeds the threshold value Fnth or when the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold value th is set to a value t2 smaller than the value t1, and the threshold value dht is set to a value d2 smaller than the value d1. However, it is also possible to determine whether the usage frequency Fn exceeds the threshold value Fnth without considering the low proportion frequency Fsl, and when the usage frequency Fn exceeds the threshold value Fnth, the threshold value th is set to a value t2 smaller than the value t1, and the threshold value dht is set to a value d2 smaller than the value d1.

In the hybrid vehicle 20 of the embodiment, it is determined whether the usage frequency Fn exceeds the threshold value Fnth and whether the low proportion frequency Fsl exceeds the threshold value Fslth. When the usage frequency Fn exceeds the threshold value Fnth or when the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold value th is set to a value t2 smaller than the value t1, and the threshold value dht is set to a value d2 smaller than the value d1. However, without determining whether the usage frequency Fn exceeds the threshold value Fnth, the threshold value th may be set lower when the usage frequency Fn is high than when it is low. Also, without determining whether the low proportion frequency Fsl exceeds the threshold value Fslth, the threshold value dth may be set lower when the low proportion frequency Fsl is high than when it is low.

In the hybrid vehicle 20 of the embodiment, when the neutral duration tnc after the shift position SP is changed to the N position exceeds the threshold th, or when the decrease amount ΔSOC of the charge storage ratio SOC of the battery 50 after the shift position SP is changed to the N position exceeds the threshold dth, the speaker 62 is controlled to emit a warning sound from the speaker 62, and the display 64 is controlled to display information encouraging the operation of the shift lever 81 from the N position to another position (encouraging the suppression of use of the N position). However, it is sufficient that the warning is notified from at least one of the speaker 62 and the display 64, and for example, only the output of a warning sound from the speaker 62 may be possible without displaying on the display 64. In addition, the warning may be notified from any device that notifies the user of the warning, and therefore the warning may be notified from a device other than the speaker 62 or the display 64.

In the hybrid vehicle 20 of the embodiment, an air conditioner 60 is connected to the power line 54. However, the power device connected to the power line 54 is not limited to the air conditioner 60, and may be any device that consumes power when it is operating, such as a DC-DC converter.

In the embodiment, the present invention is applied to a hybrid vehicle 20 equipped with an engine 22, a planetary gear 30, and motors MG1 and MG2, but the present invention may be applied to any hybrid vehicle 20 having an engine and a motor capable of generating electricity using the engine's power.

The following describes the relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem. In the embodiment, the engine 22 corresponds to the "engine", the motor MG1 corresponds to the "motor", the inverter 41 corresponds to the "inverter", the battery 50 corresponds to the "battery", the air conditioner 60 corresponds to the "electric power equipment", the speaker 62 and the display 64 correspond to the "alarm device", and the motor ECU 40, the battery ECU 52, and the HVECU 70 correspond to the "control device".

The correspondence between the main elements of the Examples and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the Examples are examples for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Means for Solving the Problem column.

The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the invention.

This invention can be used in the hybrid vehicle manufacturing industry, etc.

20 Hybrid vehicle, 22 Engine, 23 Crank position sensor, 24 Engine electronic control unit (engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary gear, 36 Drive shaft, 38 Differential gear, 39a, 39b Drive wheels, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotational position detection sensor, 45u, 45v, 46u, 46v Current sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 57 Capacitor, 60 Air conditioner, 62 Speaker, 64 Display, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, D11-D16, D21-D26 diodes, MG1, MG2 motors, T11-T16, T21-T26 transistors.

Claims (8)

The engine,
a motor capable of generating electricity using power from the engine;
an inverter that drives the motor;
a battery connected to the inverter via a power line;
an electric power device connected to the power line;
An alarm device that notifies information within a vehicle cabin;
a control device that, when a shift position is a neutral position, shuts off a gate of the inverter, and controls the notification device so that a warning is issued when a neutral duration as a duration of the neutral position or a decrease in a charge storage rate of the battery exceeds a first threshold value when the shift position is the neutral position;
A hybrid vehicle comprising:
When the shift position is the neutral position, the control device lowers the first threshold value when the frequency of use of the neutral position is high compared to when the frequency of use is low, or when the frequency of use exceeds a second threshold value compared to when the frequency of use is equal to or lower than the second threshold value. 2. The hybrid vehicle according to claim 1,
The frequency of use is a ratio of an integrated value of a duration of the neutral position when the shift position is continuously in the neutral position for a predetermined time or more to a total usage time of the vehicle.
Hybrid car. 2. The hybrid vehicle according to claim 1,
The frequency of use is a ratio of an accumulated value of a traveling distance in the neutral position when the vehicle is traveled a predetermined distance or more with the shift position in the neutral position to a total traveling distance of the vehicle. A hybrid vehicle according to claim 1,
When the shift position is the neutral position, the control device lowers the first threshold when a low power storage ratio frequency at which the battery's power storage ratio is less than a predetermined ratio is high compared to when the low power storage ratio frequency is low, or when the low power storage ratio frequency exceeds a third threshold compared to when the frequency is equal to or less than the third threshold. 5. The hybrid vehicle according to claim 4,
The low power storage ratio frequency is a ratio of an integrated value of a time during which the power storage ratio is less than the predetermined ratio when the shift position is in the neutral position to a total usage time of the vehicle. 5. The hybrid vehicle according to claim 4,
The low power storage ratio frequency is a ratio of an integrated value of a distance traveled in a state where the power storage ratio is less than the predetermined ratio when the shift position is in the neutral position to a total travel distance of the vehicle. A hybrid vehicle according to any one of claims 1 to 6,
The notification device has a warning sound output unit capable of outputting a warning sound into the vehicle interior,
The control device controls the warning sound output unit to output the warning sound when the neutral duration or the decrease amount of the power storage rate exceeds the first threshold value when the shift position is the neutral position. A hybrid vehicle according to any one of claims 1 to 7,
The notification device has a display unit capable of displaying information within the vehicle interior,
The control device controls the display unit to display information encouraging suppression of use of the neutral position when the shift position is the neutral position and the neutral duration time or the decrease amount of the power storage rate exceeds the first threshold value.

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