JP7768087B2 - Hybrid vehicle control device - Google Patents

Description

This invention relates to a control device for a hybrid vehicle that can run autonomously by automatically controlling driving operations and driving force.

Patent Document 1 describes a control device for a hybrid vehicle that has an engine and a motor as driving power sources and is configured to start the engine when the vehicle speed exceeds a set speed while traveling on motor output. The hybrid vehicle control device described in Patent Document 1 determines a speed threshold for starting the engine depending on the type of autonomous driving mode, with the aim of improving quietness and fuel economy. Specifically, the hybrid vehicle control device described in Patent Document 1 is capable of executing a first autonomous driving mode in which the vehicle travels using automatic steering based on map information, and a second autonomous driving mode in which the vehicle travels while steering by the driver to maintain a target vehicle speed or distance from a preceding vehicle. In the second autonomous driving mode, the speed threshold is set higher than in the first autonomous driving mode.

JP 2018-94988 A

The hybrid vehicle control device described in Patent Document 1 above is capable of autonomous driving in two different autonomous driving modes, and changes the engine start speed threshold to change the timing for switching between the two autonomous driving modes. In other words, by changing the engine start timing, it aims to improve both the quietness and fuel economy of the hybrid vehicle. However, in conventional autonomous vehicles, the passenger (or driver) does not intentionally start the engine during autonomous driving. This can lead to a discrepancy between the driving imagined or desired by the passenger and the actual driving state of the hybrid vehicle, causing discomfort or discomfort to the passenger. For example, when a mode that prioritizes quietness is set in a hybrid vehicle, the hybrid vehicle delays the timing of engine start, i.e., reduces the frequency of engine operation, resulting in a relatively leisurely driving experience. If such a quietness-prioritizing mode is set when the passenger needs to travel quickly, it could cause the passenger to feel dissatisfied.

This invention was conceived in response to the technical challenges described above, and aims to provide a control system for a hybrid vehicle that can be driven autonomously while appropriately reflecting the intentions and requests of the occupants.

In order to achieve the above object, the present invention provides a control device for a hybrid vehicle which has an engine and a motor as power sources, and which is capable of selectively setting an HEV mode in which the vehicle runs with the engine running, and an EV mode in which the vehicle runs using the output of the motor with the engine stopped, and which is capable of running in an automatic driving mode in which driving operations and driving force are automatically controlled, the control device comprising: a controller which controls the hybrid vehicle; and an intermediary device which inputs passengers' intentions regarding the running of the vehicle, including quietness and shortened travel time, and exchanges information and signals indicating the intentions with the controller , and the controller controls the hybrid vehicle based on the input information and signals from the intermediary device. The system determines the occupant's intentions (or intentions, will, inclination, desires, etc. ) regarding driving in both modes , and when performing the automatic driving, if it is determined that the occupant intends to drive in a manner that prioritizes the quietness of the hybrid vehicle, it reduces the frequency of driving in the HEV mode and increases the frequency of driving in the EV mode, and if it is determined that the occupant intends to drive in a manner that prioritizes shortening the travel time of the hybrid vehicle, it increases the frequency of driving in the HEV mode and sets the target acceleration in the automatic control to be greater than a standard acceleration predetermined as the target acceleration during normal automatic driving that does not increase the frequency of driving in the HEV mode .

The present invention also provides a control device for a hybrid vehicle that has an engine and a motor as power sources, is capable of selectively setting an HEV mode in which the vehicle runs with the engine running, and an EV mode in which the vehicle runs using the output of the motor with the engine stopped, and is capable of running in an automatic driving mode in which driving operations and driving force are automatically controlled, and includes a controller that controls the hybrid vehicle, and an intermediary device that inputs passenger intentions regarding the running of the vehicle, including quietness and reduced travel time, and exchanges information and signals indicating the intentions with the controller, and the controller determines the passenger intentions regarding the running of the hybrid vehicle input from the intermediary device, and sets the planned running route from the current location to the destination. The automatic driving is performed based on a preset driving plan for controlling the future driving force in the hybrid vehicle, and if it is determined that the occupant intends to drive in a manner that prioritizes quietness of the hybrid vehicle, the driving plan is formulated so that the frequency of driving in the HEV mode will decrease and the frequency of driving in the EV mode will increase, and if it is determined that the occupant intends to prioritize travel time of the hybrid vehicle (i.e., prioritize shortening travel time), the driving plan is formulated so that the frequency of driving in the HEV mode will increase and the target acceleration in the automatic control will be greater than a standard acceleration that is predetermined as the target acceleration during normal automatic driving that does not increase the frequency of driving in the HEV mode .

The hybrid vehicle controlled by this invention selectively runs in either HEV mode, in which the engine is running, or EV mode, in which the engine is stopped and only the motor is running. Running in HEV mode increases the frequency with which the engine is running. Running in EV mode also increases the frequency with which the engine is stopped. Note that in this invention, in so-called series hybrid vehicles, running the engine as a power source for generating electricity and running using motor output is also included in HEV mode. The hybrid vehicle control device of this invention determines the passenger's intention and, based on that determined intention, determines whether to run in HEV mode or EV mode. In other words, the frequency with the engine running or the frequency with the engine stopped is increased depending on the passenger's intention. This allows the passenger's intentions and requests to be reflected in the automatic driving control.

Specifically, in the hybrid vehicle control device of this invention, if the passenger's intention is to prioritize quietness of the hybrid vehicle, the frequency of driving in HEV mode is reduced and the frequency of driving in EV mode is increased. As a result, the frequency of driving with the engine stopped increases. Therefore, engine vibration and operating noise are reduced during autonomous driving, improving the quietness of the hybrid vehicle. On the other hand, if the passenger's intention is to prioritize shortening travel time in the hybrid vehicle, the frequency of driving in HEV mode is increased. As a result, the frequency of driving with the engine running increases, resulting in a state where large driving force can be obtained from the outputs of both the engine and the motor. Alternatively, a state where sufficient generated power can be obtained and large driving force can be obtained from the output of the motor. At the same time, a target acceleration higher than normal is set. For example, a target acceleration higher than the standard target acceleration set under normal circumstances is set. Therefore, the hybrid vehicle can be driven autonomously with greater driving force and greater acceleration, improving the drivability of the hybrid vehicle and shortening travel time.

The hybrid vehicle control device of the present invention also performs so-called "Level 4" or "Level 5" highly automated driving, which involves formulating a driving plan for a planned driving route and driving the vehicle accordingly. When performing such highly automated driving, the hybrid vehicle control device of the present invention formulates a driving plan to reduce the frequency of driving in HEV mode and increase the frequency of driving in EV mode if the occupant's intention is to prioritize quietness of the hybrid vehicle. As a result, the frequency of driving with the engine stopped increases. Therefore, engine vibration and operating noise can be reduced during autonomous driving, improving the quietness of the hybrid vehicle. On the other hand, if the occupant's intention is to prioritize shortening travel time in the hybrid vehicle, the driving plan is formulated to increase the frequency of driving in HEV mode. As a result, the frequency of driving with the engine running increases, resulting in a state in which high driving force can be obtained from both the engine and motor outputs. Alternatively, sufficient generated power can be obtained, resulting in a state in which high driving force can be obtained from the motor output. At the same time, the driving plan is formulated to set a target acceleration higher than normal. For example, a target acceleration greater than the standard target acceleration set under normal circumstances is set. This allows the hybrid vehicle to be driven autonomously with greater driving force and greater acceleration, improving the hybrid vehicle's driving performance and shortening travel time.

The hybrid vehicle control system of this invention appropriately determines the passenger's preference, such as prioritizing quietness or travel time, through an intermediary device such as an interface or selection switch.

Therefore, the hybrid vehicle control device of this invention can appropriately reflect the passenger's intentions and requests in the control and perform automatic driving.

1 is a diagram showing an outline of a drive system and a control system of a hybrid vehicle that are the subject of control by a hybrid vehicle control device of the present invention; FIG. 2 is a block diagram for explaining a controller in the control device for a hybrid vehicle of the present invention, and in particular, showing each control unit related to automatic driving. 3 is a flowchart illustrating an example of control executed by the control device for a hybrid vehicle of the present invention.

Embodiments of the present invention will be described with reference to the drawings. Note that the embodiments shown below are merely examples of how the present invention can be realized and are not intended to limit the scope of the present invention.

Figure 1 shows an example of a drive system of a vehicle Ve that is the subject of control in an embodiment of the present invention. The vehicle Ve shown in Figure 1 is a hybrid vehicle equipped with an engine (ENG) 1 and a motor (MG) 2 as power sources. The vehicle Ve also includes drive wheels 3, a detector 4, an interface (HMI) 5, and a controller (ECU) 6. The vehicle Ve is an autonomous vehicle capable of running in an autonomous mode that automatically controls driving operations and driving force, and is configured to be able to run in at least one of two modes: an HEV mode in which the vehicle runs with the engine 1 running, and an EV mode in which the vehicle runs using the output of the motor 2 with the engine 1 stopped.

Engine 1 is an internal combustion engine such as a gasoline engine or a diesel engine, and is configured so that its operating state, such as power output adjustment and starting and stopping, is electrically controlled. In the case of a gasoline engine, the throttle valve opening, fuel supply or injection amount, ignition on/off, and ignition timing are electrically controlled. Alternatively, in the case of a diesel engine, the fuel injection amount, fuel injection timing, or throttle valve opening (in an EGR system) are electrically controlled.

Motor 2 is a motor with power generation capabilities (so-called motor generator) and is configured, for example, as a permanent magnet synchronous motor or an induction motor. Motor 2 is configured to be electrically controlled to adjust rotation speed and torque, and to switch between its function as a motor and its function as a generator. Motor 2 is also electrically connected to a battery (not shown) and an inverter and converter (neither of which are shown). This allows motor 2 to function as a generator, with the generated power stored in the battery. It is also possible to supply power stored in the battery to motor 2, causing motor 2 to function as an electric motor and output drive torque.

The vehicle Ve to be controlled in this embodiment of the present invention, i.e., a "hybrid vehicle," may be a so-called parallel-type hybrid vehicle as shown in FIG. 1, or may be a so-called split-type (or series-parallel) hybrid vehicle in which the engine 1 and motor 2 are connected via a power split mechanism (not shown) configured using a planetary gear mechanism (differential mechanism). Alternatively, it may be a so-called series-type hybrid vehicle in which the engine 1 is installed as a power source for generating electricity and the vehicle runs on the output of the motor 2.

The drive wheels 3 generate drive force for the vehicle Ve by transmitting drive torque output by a drive force source (at least the motor 2, or the engine 1 and motor 2). In the embodiment shown in FIG. 1, the drive wheels 3 are connected to the engine 1 and motor 2 via a transmission (TM) 7, a differential gear 8, and a drive shaft 9. Note that the vehicle Ve in this embodiment of the present invention may be a front-wheel drive vehicle in which drive torque is transmitted to the front wheels and drive force is generated at the front wheels, as in the embodiment shown in FIG. 1. Alternatively, the vehicle Ve may be a rear-wheel drive vehicle in which drive torque is transmitted to the rear wheels, for example, via a propeller shaft (not shown), and drive force is generated at the rear wheels. Alternatively, the vehicle Ve may be a four-wheel drive vehicle equipped with a transfer mechanism (not shown) that transmits drive torque to both the front and rear wheels and generates drive force at both the front and rear wheels. Each wheel, including the drive wheels 3, is provided with a brake device (not shown). In addition, a steering device (not shown) is provided on at least one of the front or rear wheels to steer the vehicle Ve.

The detection unit 4 is a device or apparatus for acquiring various data and information required to control the vehicle Ve, and includes, for example, a power supply, a microcomputer, sensors, and an input/output interface. In particular, the detection unit 4 in this embodiment of the present invention detects various data for automatically controlling the driving operation and driving force of the vehicle Ve, i.e., for automatically driving the vehicle Ve. For example, the detection unit 4 includes a vehicle speed sensor (or wheel speed sensor) 4a for detecting the vehicle speed, an acceleration sensor 4b for detecting the acceleration of the vehicle Ve, an engine speed sensor 4c for detecting the RPM of the engine 1, a motor speed sensor 4d for detecting the RPM of the motor 2, an accelerator position sensor 4e for detecting the operation amount (accelerator pedal opening) of the accelerator pedal (not shown), and a brake switch 4f for detecting the operating state of the braking system (not shown). Other sensors and devices include, for example, a steering angle sensor (not shown) for detecting the steering angle of the steering system (not shown), a shift position sensor (not shown) for detecting the shift position of the shift system (not shown), and an on-board camera (not shown) for capturing image information related to the external conditions of the vehicle Ve. The vehicle also includes a GPS receiver (not shown). The GPS receiver receives radio waves from multiple GPS (Global Positioning System) satellites to measure the vehicle Ve's position (e.g., the latitude and longitude of the vehicle Ve). The detector 4 is electrically connected to an interface 5 and a controller 6 (described below), and outputs detection data to the controller 6, such as electrical signals corresponding to detected or calculated values from the various sensors, devices, and equipment mentioned above, as well as command signals based on the operation of the interface 5.

The interface 5 is an intermediary device, such as an HMI (Human Machine Interface), that exchanges information and signals between humans and machines, i.e., between the occupants (driver, passengers, etc.) and the vehicle Ve's controller 6. The interface 5 has, for example, a display (not shown) with a touchscreen or touch panel operation function, and a speaker (not shown) that generates predetermined audio information or notification sounds. The interface 5 may also have functions such as a proximity sensor (not shown), a motion sensor (not shown), or an infrared sensor (not shown). The interface 5 may also have functions such as voice recognition and voice input. Alternatively, the interface 5 may be a simple intermediary device such as an operation switch or button (not shown) operated by the occupant of the vehicle Ve. The display of the interface 5 may also serve as the display device of a navigation system (not shown).

With the above-mentioned functions, the interface 5 detects operations by the occupant of the vehicle Ve, such as touching the surface of the display, turning a selection switch ON/OFF, making gestures or hand movements toward the interface 5, or speaking into the interface 5, and outputs a command signal based on the occupant's operations to the controller 6 (via the detection unit 4). The interface 5 also notifies the occupant of the vehicle Ve of information based on the signal output from the controller 6. For example, it can display specified image information or text information on the display so that the occupant can recognize it, or it can generate specified audio information or notification sounds so that the occupant can recognize it.

The controller 6 is an electronic control device primarily composed of, for example, a microcomputer. In this embodiment of the present invention, the controller 6 controls the overall operation of the vehicle Ve. In particular, it automatically controls the driving operation and driving force of the vehicle Ve. The controller 6 receives various data detected or calculated by the detection unit 4, as well as command signals from the interface 5. The controller 6 performs calculations using the input data, pre-stored data, calculation formulas, and the like. The controller 6 then outputs the results of these calculations as control command signals, and is configured to control the vehicle Ve as described above. Note that while Figure 1 shows an example in which one controller 6 is provided, multiple controllers 6 may be provided, one for each device or equipment to be controlled, or for each control content.

As described above, the vehicle Ve that is the subject of control in this embodiment of the present invention is a "hybrid vehicle." Therefore, by controlling the engine 1 and motor 2, respectively, using the controller 6, the vehicle Ve can select and run in multiple driving modes, including at least a hybrid driving mode (HEV mode) and a motor driving mode (EV mode).

HEV mode is a driving mode in which the vehicle runs with engine 1 running. In the case of vehicle Ve shown in FIG. 1, this HEV mode includes cases where the vehicle runs using only the output torque of engine 1, or cases where the vehicle runs using both the output torque of engine 1 and the output torque of motor 2. In HEV mode, engine 1 operates more frequently, and greater driving force can be generated by adding the output of engine 1 compared to when the driving force of vehicle Ve is generated using only the output of motor 2. Therefore, in HEV mode, greater driving force can be generated and greater acceleration can be generated compared to EV mode. Therefore, compared to EV mode, HEV mode improves the driving performance of vehicle Ve and enables driving that prioritizes travel time of vehicle Ve (i.e., driving that prioritizes driving speed and shortens travel time).

In this embodiment of the present invention, the HEV mode also includes the case where the engine 1 is operated to drive a generator (not shown) in a so-called series-type "hybrid vehicle" as described above. In the case of such a series-type "hybrid vehicle," in HEV mode, electricity is generated using the output of the engine 1, which provides sufficient power to drive the motor 2 and generate driving force for the vehicle Ve. Therefore, even in the case of a series-type "hybrid vehicle," the HEV mode improves the driving performance of the vehicle Ve compared to the EV mode, allowing the vehicle Ve to be driven with priority given to travel time.

On the other hand, EV mode is a driving mode in which the vehicle runs as a so-called electric vehicle, and is a driving mode in which the vehicle runs using the output torque of the motor 2 with the engine 1 stopped (EV driving). In EV mode, the engine 1 is stopped, so no operating noise or vibration is generated from the engine 1. Therefore, compared to HEV mode, EV mode allows for driving that prioritizes quietness of the vehicle Ve.

In addition to the HEV mode and EV mode described above, the vehicle Ve in this embodiment of the present invention can also run in a fuel-efficient driving mode that optimizes the fuel efficiency of the engine 1, i.e., minimizes fuel consumption by the engine 1. For example, the vehicle Ve is set to the fuel-efficient driving mode as the default driving mode, and can switch to the HEV mode or EV mode as appropriate depending on the driving state and circumstances. Furthermore, as described below, the vehicle Ve in this embodiment of the present invention selectively sets the HEV mode or EV mode in accordance with the intentions and needs of the occupant. In this case, the selection of the HEV mode or EV mode is made, for example, by the occupant operating the interface 5. In other words, the frequency with which the vehicle Ve runs in the HEV mode with the engine 1 running and the frequency with which it runs in the EV mode with the engine 1 stopped can each be changed based on the occupant's intentions.

Furthermore, the vehicle Ve that is the subject of control in an embodiment of this invention is capable of autonomous driving, where the vehicle Ve's driving operations and driving force are automatically controlled to drive the vehicle. Autonomous driving, as defined in this embodiment of the invention, refers to autonomous driving in which the vehicle Ve's control system performs all driving operations, such as recognizing the driving environment, monitoring the surrounding conditions, starting, accelerating, steering, and braking and stopping. Specifically, this refers to highly autonomous driving or fully autonomous driving, which corresponds to "Level 4" in the automation levels established by the NHTSA (National Highway Traffic Safety Administration), or "Level 4" and "Level 5" in the automation levels established by the SAE (Society of Automotive Engineers). It can also include, for example, partial autonomous driving at "Level 3" or "Level 2," or automatic operation of the vehicle Ve using a so-called driver assistance system.

At the above-mentioned "Level 4" or "Level 5" highly automated or fully automated driving levels, the vehicle can travel autonomously even when there are no passengers inside, i.e., it is possible to achieve unmanned automated driving. However, in this embodiment of the invention, as will be described later, the vehicle is configured to reflect the passengers' intentions and requests in the control, so unmanned automated driving is not included in the scope of control.

The detailed configuration of the controller 6 that implements the above-described autonomous driving is shown in Figure 2. As shown in Figure 2, the controller 6 is configured to receive detection signals and information signals from the aforementioned detection unit (internal sensor) 4, as well as from external sensors 11, GPS receiver 12, map database 13, and navigation system 14. The controller 6 also includes, as main control units for driving the vehicle Ve in autonomous driving mode, a vehicle position recognition unit 21, an external situation recognition unit 22, a driving state recognition unit 23, a driving plan generation unit 24, a driving control unit 25, and an auxiliary equipment control unit 26. The controller 6 performs calculations using various input data and pre-stored data, and is configured to output control command signals to actuators 31 and auxiliary equipment 32 of various parts of the vehicle Ve based on the calculation results.

The vehicle Ve, using the controller 6 configured as described above, performs autonomous driving based on a "driving plan" that pre-sets future drive force control details (i.e., future drive force requirements) for the planned driving route from the current location to the destination. Details of the controller 6's control units and peripheral devices and equipment (sensors, actuators, etc.) as shown in Figure 2 above are described, for example, in Japanese Patent No. 6460065. Details of autonomous driving based on a "driving plan" are described, for example, in Japanese Patent Application Laid-Open No. 2016-99713.

As mentioned above, the purpose of the hybrid vehicle control system in this embodiment of the invention is to drive the vehicle autonomously while appropriately reflecting the intentions and requests of the occupants. To this end, the controller 6 of the vehicle Ve in this embodiment of the invention is configured to execute the control shown in the flowchart in Figure 3 below, for example.

The control shown in the flowchart in Figure 3 is executed when the vehicle Ve is traveling in autonomous driving mode. For example, if the vehicle Ve is configured to travel only in autonomous driving mode, the control is executed when the vehicle Ve is traveling. Also, if the vehicle Ve is configured to travel in either autonomous driving mode or manual driving mode, the control is executed when the autonomous driving mode is selected and the vehicle Ve is traveling.

In the flowchart of Figure 3, first, as shown in step S1, the vehicle Ve is set to the fuel economy driving mode as its initial or standard operating condition. As described above, the fuel economy driving mode is a driving mode in which the engine 1 is driven to optimize fuel economy. In the fuel economy driving mode, the vehicle Ve is switched between HEV mode and EV mode as appropriate depending on the driving state and circumstances of the vehicle Ve so that the fuel economy of the engine 1 is optimized.

Next, in step S2, it is determined whether the occupant intends (wants) to prioritize quietness of the vehicle Ve. For example, the occupant may operate interface 5 to select an intention to prioritize quietness of the vehicle Ve, or may select an EV mode that is advantageous for quietness of the vehicle Ve, thereby determining that the occupant intends to prioritize quietness of the vehicle Ve.

If the occupant intends to prioritize quietness of the vehicle Ve and the answer to this question in step S2 is affirmative, the process proceeds to step S3.

In step S3, the engine 1 is controlled to start less frequently and to run in EV mode more frequently. Specifically, the frequency with which the vehicle Ve runs in HEV mode is reduced and the frequency with which the vehicle Ve runs in EV mode is increased. For example, a driving plan is formulated in the automatic driving control so that the frequency with which the vehicle Ve runs in HEV mode is reduced and the frequency with which the vehicle Ve runs in EV mode is increased.

Next, in step S4, it is determined whether the occupant intends (wants) to prioritize the travel time of the vehicle Ve, i.e., whether they intend (wish) to prioritize shortening the travel time and speeding up travel (autonomous driving). For example, the occupant may operate interface 5 to select an intention to prioritize shortening the travel time of the vehicle Ve (agility and high-speed driving of the vehicle Ve), or may select the EV mode, which is advantageous for quietness of the vehicle Ve, thereby determining that the occupant intends to prioritize shortening the travel time of the vehicle Ve.

If the passenger's intention is to prioritize shortening the travel time of the vehicle Ve and the answer is affirmative in step S4, the process proceeds to step S5.

In step S5, the engine 1 is started more frequently, and the target acceleration in the automatic control of automatic driving is controlled to be higher than normal. Specifically, the frequency with which the vehicle Ve runs in HEV mode is increased, and the target acceleration during automatic driving is set higher than the standard target acceleration set during normal driving. For example, a driving plan for automatic driving control is formulated so that the frequency with which the vehicle Ve runs in HEV mode is increased, and the target acceleration during automatic driving is set higher than the standard target acceleration.

Once the control of step S5 is executed as described above, the routine shown in the flowchart of Figure 3 is temporarily terminated.

On the other hand, if the above-mentioned step S2 results in a negative determination because the occupant does not intend to prioritize quietness of the vehicle Ve, step S3 is skipped and the process proceeds to step S4. In step S4, as before, it is determined whether the occupant intends to prioritize shortening the travel time of the vehicle Ve.

If a negative determination is made in step S4 because the occupant does not intend to prioritize shortening the travel time of the vehicle Ve, the routine shown in the flowchart in Figure 3 is temporarily terminated without executing subsequent control (i.e., step S5). In other words, in this case (if a negative determination is made in step S2 and also in step S4), automatic driving is performed in the standard fuel-efficient driving mode.

As described above, in the hybrid vehicle control device according to an embodiment of the present invention, when the passenger's intention is to prioritize quietness of the vehicle Ve, the frequency of driving in HEV mode is reduced and the frequency of driving in EV mode is increased. As a result, the frequency of driving with engine 1 stopped increases. Therefore, during autonomous driving, the vibration and operating noise of engine 1 are reduced, improving the quietness of the vehicle Ve. On the other hand, when the passenger's intention is to prioritize shortening the travel time of the vehicle Ve, the frequency of driving in HEV mode is increased. As a result, the frequency of driving with engine 1 running increases, resulting in a state in which large driving force can be obtained from the outputs of both engine 1 and motor 2. Alternatively, sufficient generated power can be obtained, resulting in a state in which large driving force can be obtained from the output of motor 2. At the same time, for example, a target acceleration greater than the standard target acceleration set under normal circumstances is set. Therefore, the vehicle Ve can be driven autonomously with greater driving force and greater acceleration. As a result, the vehicle Ve's drivability and agility can be improved, and travel time during autonomous driving can be shortened.

Therefore, the hybrid vehicle control device according to this embodiment of the present invention allows the vehicle Ve to be driven autonomously by appropriately reflecting the passenger's intentions and requests in the control.

1. Engine (ENG: power source)
2. Motor (MG: power source)
3 Drive wheel 4 Detection unit (internal sensor)
4a (detection section) vehicle speed sensor (or wheel speed sensor)
4b Acceleration sensor (detection part) 4c Engine rotation speed sensor (detection part) 4d Motor rotation speed sensor (detection part) 4e Accelerator position sensor (detection part) 4f Brake switch (detection part) 5 Interface (HMI)
6 Controller (ECU)
7 Transmission (TM)
8 Differential gear 9 Drive shaft 11 External sensor 12 GPS receiver 13 Map database 14 Navigation system 21 Vehicle position recognition unit 22 External situation recognition unit 23 Traveling state recognition unit 24 Traveling plan generation unit 25 Traveling control unit 26 Auxiliary equipment control unit 31 Actuator 32 Auxiliary equipment Ve Vehicle (hybrid vehicle)

Claims (2)

A control device for a hybrid vehicle that has an engine and a motor as power sources, and that can selectively set an HEV mode in which the vehicle runs with the engine running, and an EV mode in which the vehicle runs using the output of the motor with the engine stopped, and that can run in an automatic driving mode in which driving operations and driving force are automatically controlled,
a controller for controlling the hybrid vehicle;
an intermediary device that inputs passengers' intentions regarding the running of the vehicle, including quietness and shortened travel time, and exchanges information and signals indicating the intentions with the controller;
Equipped with
The controller
determining the passenger's intention regarding driving of the hybrid vehicle input from the intermediary device ;
When performing the automatic driving,
When it is determined that the occupant intends to drive the hybrid vehicle with priority given to quietness, the frequency of driving in the HEV mode is reduced and the frequency of driving in the EV mode is increased;
When it is determined that the passenger intends to drive the hybrid vehicle with priority given to shortening the travel time, the frequency of driving in the HEV mode is increased, and the target acceleration in the automatic control is made larger than a standard acceleration predetermined as a target acceleration during normal automatic driving in which the frequency of driving in the HEV mode is not increased.
A control device for a hybrid vehicle. A control device for a hybrid vehicle that has an engine and a motor as power sources, and that can selectively set an HEV mode in which the vehicle runs with the engine running, and an EV mode in which the vehicle runs using the output of the motor with the engine stopped, and that can run in an automatic driving mode in which driving operations and driving force are automatically controlled,
a controller for controlling the hybrid vehicle;
an intermediary device that inputs passengers' intentions regarding the running of the vehicle, including quietness and shortened travel time, and exchanges information and signals indicating the intentions with the controller;
Equipped with
The controller
determining the passenger's intention regarding driving of the hybrid vehicle input from the intermediary device;
The automatic driving is performed based on a driving plan in which control details of the driving force on a planned driving route from the current location to the destination are set in advance, and
When it is determined that the occupant intends to drive the hybrid vehicle while prioritizing quietness of the hybrid vehicle, the driving plan is formulated so that the frequency of driving in the HEV mode decreases and the frequency of driving in the EV mode increases;
A control device for a hybrid vehicle, characterized in that when it is determined that the occupant intends to drive the hybrid vehicle with priority given to shortening the travel time , the driving plan is formulated so that the frequency of driving in HEV mode increases and the target acceleration in the automatic control is greater than a predetermined standard acceleration as the target acceleration during normal automatic driving that does not increase the frequency of driving in HEV mode .