Vehicle control device, vehicle control system, and hybrid vehicle

Abstract

The present invention relates to a vehicle control device, a vehicle control system, and a hybrid vehicle. A vehicle control device includes: a prediction unit that acquires position information of a parking location predicted to have a parking time exceeding a specified threshold on a travel path of the hybrid vehicle; and a target setting unit that sets a target charge rate of a battery, and when the hybrid vehicle satisfies an approach condition to the parking location, changes the setting of the target charge rate to a second charge rate lower than a first charge rate. The vehicle control device controls the charge / discharge amount of the battery when the charge rate of the battery becomes equal to or lower than the second charge rate to be smaller than the charge / discharge amount of the battery when the charge rate of the battery is greater than the second charge rate.

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control system, and a hybrid vehicle for vehicles. Background Art

[0002] In a hybrid vehicle capable of charging a battery with electromotive force generated by an engine, there has been conventionally known a vehicle control device that, when it is determined during traveling using the engine that the vehicle is moving to a parking location where the predicted parking time is longer than a specified time, decreases the target charge rate of the battery and travels electrically from a location a specified distance before approaching the parking location, thereby reducing the charge amount of the battery (for example, refer to Japanese Unexamined Patent Application Publication No. 2017-081416).

[0003] However, even if the hybrid vehicle travels electrically from a location before approaching the parking location, depending on the traveling state from this nearby location to the parking location, there is a possibility that when reaching the parking location, the charge rate of the battery does not decrease to the target charge rate or further decreases beyond the target charge rate. That is, there is a possibility that the charge rate of the battery is not maintained near the target charge rate. Summary of the Invention

[0004] Therefore, an object of the present invention is to obtain a vehicle control device, a vehicle control system, and the hybrid vehicle for vehicles that can maintain the charge rate of the battery near the target charge rate when the hybrid vehicle reaches the parking location.

[0005] The vehicle control device according to Embodiment 1 of the present invention is mounted on a hybrid vehicle that can charge a battery with electric power generated by driving an engine. The vehicle control device includes: a prediction unit that acquires position information of a parking location predicted to have a parking time exceeding a specified threshold on the traveling path of the hybrid vehicle; and a target setting unit that sets the target charge rate of the battery and, when the hybrid vehicle satisfies the approach condition to the parking location, changes the setting of the target charge rate to a second charge rate lower than a first charge rate in normal times. The vehicle control device controls the charge and discharge amount of the battery when the charge rate of the battery becomes below the second charge rate to be smaller than the charge and discharge amount of the battery when the charge rate of the battery is greater than the second charge rate.

[0006] According to the invention of Embodiment 1, the charge and discharge amount of the battery when the charge rate of the battery becomes below the second charge rate is smaller than the charge and discharge amount of the battery when the charge rate of the battery is greater than the second charge rate. That is, at the timing when the charge rate of the battery becomes below the second charge rate, the charge and discharge amount of the battery is stabilized. Therefore, when the hybrid vehicle reaches the parking location, the charge rate of the battery is maintained near the target charge rate.

[0007] In addition, the vehicle control device described in Solution 2 is the vehicle control device described in Solution 1, wherein when the charging rate of the battery becomes equal to or lower than the second charging rate and then the charging rate of the battery becomes greater than the second charging rate, control is performed in such a manner as to maintain the charge-discharge amount of the battery at this time.

[0008] According to the invention described in Solution 2, when the charging rate of the battery becomes equal to or lower than the second charging rate and then the charging rate of the battery becomes greater than the second charging rate, the charge-discharge amount of the battery at this time is maintained. Therefore, when the hybrid vehicle arrives at the parking location, the charging rate of the battery is reliably maintained near the target charging rate.

[0009] In addition, the vehicle control device described in Solution 3 is the vehicle control device described in Solution 1 or Solution 2, wherein from the time when the target setting unit sets the target charging rate to the second charging rate until the charging rate of the battery becomes equal to or lower than the second charging rate, control is performed in such a manner as to discharge at a constant discharge amount.

[0010] According to the invention described in Solution 3, from the time when the target setting unit sets the target charging rate to the second charging rate until the charging rate of the battery becomes equal to or lower than the second charging rate, discharge is performed at a constant discharge amount. Therefore, before the hybrid vehicle arrives at the parking location, the charging rate of the battery can be rapidly decreased to the target charging rate.

[0011] In addition, the vehicle control device described in Solution 4 is the vehicle control device described in any one of Solutions 1 to 3, wherein the upper limit value and the lower limit value of the charge-discharge amount of the battery are determined based on the charging capacity of the battery, the vehicle speed, and the driving characteristics.

[0012] According to the invention described in Solution 4, the upper limit value and the lower limit value of the charge-discharge amount of the battery are determined based on the charging capacity of the battery, the vehicle speed, and the driving characteristics. That is to say, the charge-discharge amount is controlled according to the driving state (vehicle speed) and driving characteristics of the hybrid vehicle. Therefore, even if the target setting unit sets the target charging rate to the second charging rate, the electric energy of the battery is consumed in such a manner as not to deteriorate the battery.

[0013] In addition, the vehicle control system according to Solution 5 of the present invention includes: the vehicle control device described in any one of Solutions 1 to 4, mounted on a hybrid vehicle; and an acquisition unit configured to be able to communicate with the vehicle control device and acquire external information at the parking location.

[0014] According to the invention described in Solution 5, external information at the parking location is acquired by an acquisition unit. Therefore, compared with the case where external information at the parking location is not acquired by the acquisition unit, when the hybrid vehicle arrives at the parking location, the charging rate of the battery can be reliably decreased to the target charging rate, and the charging rate of the battery is maintained near the target charging rate.

[0015] Furthermore, the hybrid vehicle according to Solution 6 of the present invention includes: an engine; a battery that can be charged with the electric power generated by driving the engine; a traveling motor that is driven by the electric power charged to the battery; and a vehicle control device according to any one of Solutions 1 to 4, and the hybrid vehicle travels while switching between driving by the engine and driving by the motor.

[0016] According to the invention described in Solution 6, compared with the case where a vehicle control device is not provided, when the hybrid vehicle arrives at the parking location, the charging rate of the battery can be reliably decreased to the target charging rate, and the charging rate of the battery is maintained near the target charging rate.

[0017] As described above, according to the present invention, when the hybrid vehicle arrives at the parking location, the charging rate of the battery can be maintained near the target charging rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Hereinafter, with reference to the drawings, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described, where the same reference numerals denote the same elements, and:

[0019] Figure 1 is a block diagram showing the vehicle control device and the vehicle control system of the present embodiment.

[0020] Figure 2 is a schematic diagram for explaining the cold charging method of the present embodiment.

[0021] Figure 3 is a graph showing the relationship between the engine water temperature and the engine operating state when preheating operation is performed in the hybrid vehicle of the present embodiment in the case of high SOC and low SOC.

[0022] Figure 4 is a flowchart showing the control process of the present embodiment.

[0023] Figure 5 is a graph showing the charge and discharge amount of the battery with respect to SOC of the present embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

[0025] As Figure 1 shown, the hybrid vehicle 10 is equipped with: an engine 12; a battery (lithium-ion secondary battery (storage battery)) 16 that can be charged with electric power (electrical energy) generated by driving the engine 12; a traveling motor 14 that is driven by the electric power charged to the battery 16; a battery control unit 18 that controls the charging rate (State of Charge (SOC): hereinafter sometimes referred to as "SOC") of the battery 16 by controlling the engine 12 and the motor 14; and a vehicle control device 20 that is an electronic device.

[0026] That is, the hybrid vehicle 10 can travel while appropriately switching between the two driving forces of the engine 12 and the motor 14. And, as described above, the engine 12 is driven not only for traveling but also for charging the battery 16. It should be noted that the battery 16 can also be charged by regeneration of the motor 14.

[0027] The vehicle control device 20 includes: a first control device 22 including an analysis unit 30, a prediction unit 32, a history information storage unit 34, a recording unit 36, and a target setting unit 38; and a second control device 24 including a position detection unit 42 and a communication unit 44. They are composed of an ECU (Electronic Control Unit) and a software program executed on the ECU. And, the vehicle control device 20 is electrically connected to the sensor unit 26, the car navigation system 28, the engine 12, the motor 14, the battery 16, and the battery control unit 18.

[0028] The sensor unit 26 collects at least information related to the external environment and the traveling track of the hybrid vehicle 10 (including vehicle speed, steering angle). It should be noted that the sensor unit 26 may include a steering angle sensor, a yaw rate sensor, a wheel pulse sensor, a radar, a direction indicator, etc.

[0029] The analysis unit 30 obtains and processes the sensed information such as the current position, stop time, start time, and vehicle speed of the hybrid vehicle 10 (hereinafter sometimes referred to as "primary information") to generate traveling history information (hereinafter sometimes referred to as "secondary information"), and records the traveling history information in the history information storage unit 34. It should be noted that the stop time refers to the time indicating the stop of the engine 12, and the start time refers to the time indicating the start of the engine 12.

[0030] In addition, the driving history information (secondary information) includes information related to parking of the hybrid vehicle 10, that is, information indicating the parking date and time (time period and day of the week), parking time, and parking location (destination). Further, the analysis unit 30 predicts one or more parking locations (destinations) of the hybrid vehicle 10 based on the driving history information (secondary information) stored in the history information storage unit 34 and the weather information stored in the weather information storage unit 52 described later.

[0031] The prediction unit 32 predicts the driving route of the hybrid vehicle 10 based on information such as the vehicle speed and steering angle from the sensor unit 26 and the route setting information in the car navigation system 28. Further, the prediction unit 32 acquires the position information of the parking location (destination) predicted to have a parking time exceeding a specified threshold on the driving route of the hybrid vehicle 10 from among the one or more parking locations (destinations) predicted by the analysis unit 30, and sets a location at a specified distance α closer to the front from this position as described later.

[0032] In the history information storage unit 34, the driving history information (secondary information) of the hybrid vehicle 10 is stored based on the vehicle ID of the hybrid vehicle 10. The recording unit 36 appropriately records the primary information. The target setting unit 38 sets the target charge rate.

[0033] Here, a large change in the SOC of the battery 16 causes deterioration of the battery 16. Therefore, an upper limit value CU and a lower limit value CD are set for the SOC (see Figure 2 ). That is, the battery 16 is controlled by the battery control unit 18 so that the SOC of the battery 16 falls within the range (permissible range) from the upper limit value CU to the lower limit value CD.

[0034] The position detection unit 42 acquires the current position (position information) of the hybrid vehicle 10 from the sensor unit 26 and the car navigation system 28. The communication unit 44 periodically transmits information including the vehicle ID of the hybrid vehicle 10 to the management center 50 described later. Note that the vehicle ID only needs to be information that can uniquely identify the hybrid vehicle 10.

[0035] In addition, the vehicle control device 20 is electrically connected to the management center 50 via the communication network 46, thereby constructing the vehicle control system 40. That is, each component of the vehicle control system 40 is centered on a CPU, a memory, a program loaded into the memory, a storage unit such as a hard disk storing the program, and a network connection interface of an arbitrary computer, and is implemented by an arbitrary combination of hardware and software.

[0036] The management center 50 is a server that communicates (sends and receives information) with the vehicle control device 20, and includes a weather information storage unit 52 as an acquisition unit and a communication unit 48. In the weather information storage unit 52, weather information indicating the predicted temperature and the like in various places is stored as external information by obtaining weather information from the meteorological bureau. The communication unit 48 regularly receives information from the vehicle control device 20 and sends the weather information stored in the weather information storage unit 52 to the vehicle control device 20.

[0037] When starting up, the hybrid vehicle 10 equipped with the vehicle control device 20 as described above actively drives the engine 12 for preheating. The engine running that takes into account preheating like this is called "cold running". When the engine 12 gets sufficiently hot (when cold running is completed), it then becomes a running state that achieves the balance of the driving forces of the engine 12 and the motor 14.

[0038] In addition, during cold running, the hybrid vehicle 10 rotates a power generation motor (not shown) by a part of the driving force of the engine 12, and thus simultaneously charges the battery 16 in parallel. Charging the battery 16 using the driving force of the engine 12 during cold running is called "cold charging". Next, the cold charging method will be described.

[0039] As Figure 2 shown, it is assumed that the hybrid vehicle 10 departs from point S at time T0, arrives at point P1 at time T1, arrives at point P2 at time T2, and arrives at point G at time T3. Point S is the departure place, and point G is the destination. In addition, the section from point S to point P1 is set as the cold running section (hereinafter referred to as the "cold section").

[0040] Figure 2 The upper part in Figure 2 represents the driving path of the hybrid vehicle 10, and the lower part represents the change in the SOC of the battery 16. Regarding the SOC, 0% is the minimum value and 100% is the maximum value. An allowable range is set for the SOC. The allowable range is defined by a lower limit value CD and an upper limit value CU. For example, it is assumed that the lower limit value CD of the SOC is about 40% and the upper limit value CU of the SOC is about 80%.

[0041] The target charging rate is set to about 65% for example. It should be noted that hereinafter, the first charging rate, which is the target charging rate in the normal state, is called the "basic target charging rate CM". Therefore, the basic target charging rate CM in this embodiment is 65%. Based on the above, the cold charging method when the target charging rate is fixed to the basic target charging rate CM and the cold charging method when the target charging rate is set to be variable will be described.

[0042] First, the case where the target charging rate is fixed to the basic target charging rate CM will be described. The target charging rate is fixed to the basic target charging rate CM between the lower limit value CD and the upper limit value CU of the SOC. What represents the change in the charge-discharge amount when the target charging rate is the basic target charging rate CM is Figure 2 the SOC-P1 shown in Figure 2 Regarding the SOC-P1 shown in

[0043] As Figure 2 shown, when the hybrid vehicle 10 starts at point S, the hybrid vehicle 10 temporarily performs cold running, that is, runs by the driving force of the engine 12. It should be noted that at this time, the engine 12 also rotates the power generation motor. Since the power generation motor functions as a generator, cold charging can be performed.

[0044] Here, if the actual SOC is lower than the basic target charging rate CM which is the target charging rate, cold charging is performed. However, in this case, the SOC-P1 of the hybrid vehicle 10 at time T0 is close to the basic target charging rate CM, so the cold charging effect can hardly be enjoyed. That is to say, when starting cold running, the actual SOC is already large enough, so there is little room for cold charging.

[0045] Next, the case where the target charging rate is set to be variable will be described. The point where the target charging rate is set to the basic target charging rate CM between the lower limit value CD and the upper limit value CU at point S is the same as the case where the target charging rate is fixed to the basic target charging rate CM. However, the actual SOC in this case drops to near the lower limit value CD. That is, what represents the change in the charge-discharge amount at this time is Figure 2 the SOC-P2 shown in Figure 2 Regarding the SOC-P2 shown in

[0046] As Figure 2 shown, when the hybrid vehicle 10 starts at point S, due to cold charging, the SOC-P2 rises until it reaches the basic target charging rate CM. That is, the actual SOC at startup is low enough compared to the basic target charging rate CM, so the cold charging effect (efficient cold charging) can be enjoyed.

[0047] In addition, due to cold charging, a load can be applied to the engine 12. Therefore, as Figure 3As shown, it also has a secondary effect of promoting the preheating of the engine 12. That is, when the actual SOC at startup is less than 50% for example, compared with when the actual SOC at startup is 50% or more for example, the engine water temperature can reach the target temperature K (°C) more than a specified time J (for example, J = several hundred seconds) in advance, and as a result, the cold section can be shortened (the engine 12 can be stopped earlier).

[0048] Thus, in the hybrid vehicle 10, in order to enjoy the cold charging effect (improve the utilization efficiency of cold charging), it is necessary to sufficiently reduce the actual SOC in advance at the start time of cold driving. Specifically, at least the actual SOC should be made lower than the target charging rate (basic target charging rate CM) in advance. Therefore, ideally, when the hybrid vehicle 10 restarts from point G, the target charging rate also drops to near the lower limit value CD (near the charge-discharge amount = 0: refer to Figure 5 of (B)) the second charging rate (hereinafter referred to as "special target charging rate").

[0049] Thereby, when restarting from point G, the cold charging effect can be enjoyed. And through cold charging, the preheating of the engine 12 is promoted, and as a result, the cold section can be shortened. Thus, enjoying the cold charging effect and shortening the cold section contribute to fuel saving (improvement of fuel efficiency).

[0050] In order for the target charging rate (target SOC) to drop to the special target charging rate when the hybrid vehicle 10 restarts from point G, it is necessary to accurately predict point G (destination). This prediction can be performed, for example, through a prediction model based on Bayesian statistics.

[0051] Specifically, first, the position detection unit 42 obtains the current position (position information) of the hybrid vehicle 10 from the sensor unit 26 and the car navigation system 28. At this time, the analysis unit 30 obtains the vehicle speed, and if there is parking and starting, it also obtains the times of parking and starting. Then, the analysis unit 30 updates the driving history information (secondary information) in the history information storage unit 34.

[0052] Thereby, the driving history information (secondary information) of the hybrid vehicle 10 is accumulated in the history information storage unit 34. It should be noted that when the analysis unit 30 detects parking, the driving frequency from the previous parking location to the current parking location is updated. Thereby, the driving path information is updated. In addition, the sensed information as the primary information is recorded in the recording unit 36.

[0053] In addition, the analysis unit 30 predicts a future parking location based on the prediction information of the most likely driving route based on the current location and driving history information of the hybrid vehicle 10. That is, the analysis unit 30 predicts one or more parking locations as candidate destinations. Furthermore, the analysis unit 30 calculates the scheduled arrival time for each candidate destination. The scheduled arrival time can be calculated by the same algorithm as the algorithm performed by the car navigation system 28 or the like.

[0054] Then, the analysis unit 30 predicts the parking time for each candidate destination, as Figure 4 shown, and predicts the candidate destination with a predicted long parking time as the destination (step S11). It should be noted that the analysis unit 30 can also correct the parking time according to the predicted temperature of the scheduled arrival time of each candidate destination sent from the management center 50. The predicted temperature of each location is stored in the weather information storage unit 52 of the management center 50 as weather information.

[0055] The prediction unit 32 predicts the driving route based on the predicted waypoints and destination, and sets point P2 at a location α ahead of the destination by a predetermined distance. It should be noted that when the prediction of the waypoints and destination changes before reaching the destination, the prediction unit 32 appropriately resets point P2.

[0056] In this way, the hybrid vehicle 10 can predict point G (destination) during driving, and can set point P2 at a location α ahead of point G by a predetermined distance. After setting point P2, the position detection unit 42 periodically detects the current position of the hybrid vehicle 10, and the analysis unit 30 determines whether the hybrid vehicle 10 has reached point P2 (step S12).

[0057] Then, after the analysis unit 30 determines that the hybrid vehicle 10 has actually reached point P2 (when the hybrid vehicle 10 satisfies the approach condition to the parking location, when it satisfies the Figure 4 distance α or less), the target setting unit 38 reduces the target charge rate to a special target charge rate lower than the basic target charge rate CM.

[0058] Thereby, after point P2, the battery control unit 18 controls the charge and discharge amount of the battery 16 to the discharge side, so that the electric energy of the battery 16 is actively consumed. In this embodiment, the discharge amount of the charge and discharge amount of the battery 16 is forcibly specified, so that the control of the charge and discharge amount is reliably executed (step S13).

[0059] That is, as Figure 5As shown in (A) of FIG. , when the target charging rate is set to a special target charging rate (target SOC) by the target setting unit 38, the battery control unit 18 controls the battery 16 so that the charge / discharge amount of the battery 16 becomes the upper limit value UL on the discharge side of the charge / discharge amount of the battery 16 in the normal state (when the target setting unit 38 does not set the target charging rate to the special target charging rate).

[0060] More specifically, as Figure 4 shown, it is determined whether the charging rate (SOC) of the battery 16 has become equal to or lower than the special target charging rate (target SOC) (step S14). Then, as Figure 5 shown by the solid line in (A) of FIG. , until the charging rate (SOC) of the battery 16 becomes equal to or lower than the special target charging rate (target SOC), the discharge amount of the battery 16 is set to the constant upper limit value UL (return to step S13), and the battery 16 continuously discharges at the constant upper limit value UL of the discharge amount.

[0061] It should be noted that in order for the battery 16 to continuously discharge at the constant upper limit value UL of the discharge amount, after the point P2, it is achieved not only by preferentially using the electric energy of the battery 16 as the driving force of the motor 14 for traveling, but also by charging an auxiliary battery (not shown) etc., for example.

[0062] Thereby, before the hybrid vehicle 10 reaches the point G (destination), the electric energy of the battery 16 can be consumed more actively, and the charging rate (SOC) of the battery 16 can be rapidly decreased to the special target charging rate (target SOC). That is, when the hybrid vehicle 10 reaches the point G, the actual charging rate (SOC) can be efficiently and reliably decreased to Figure 2 the vicinity of the lower limit value CD shown in FIG. (special target charging rate).

[0063] Then, after the charging rate (SOC) of the battery 16 has become equal to or lower than the special target charging rate (target SOC), as Figure 5 shown in (B) of FIG. , the charge / discharge amount of the battery 16 returns to the normal state. That is, as Figure 4 shown, the charge / discharge amount of the battery 16 is controlled (specified) to be smaller than when it is set to the constant upper limit value UL of the discharge amount (when the SOC is greater than the special target charging rate) (step S15).

[0064] In other words, at the timing when the charging rate (SOC) of the battery 16 has become equal to or lower than the special target charging rate (target SOC), the charge / discharge amount of the battery 16 is stabilized. Therefore, when the hybrid vehicle 10 reaches the point G, the charging rate (SOC) of the battery 16 can be maintained near the target charging rate (target SOC).

[0065] In addition, when the charging rate (SOC) of the battery 16 becomes lower than the special target charging rate (target SOC) and then the charging rate (SOC) of the battery 16 becomes greater than the special target charging rate (target SOC), the charge and discharge amount of the battery 16 at this time is maintained. Therefore, when the hybrid vehicle 10 reaches point G, the charging rate (SOC) of the battery 16 can be reliably maintained near the special target charging rate (target SOC).

[0066] It should be noted that Figure 4 The cycle process performed by the vehicle control device 20 shown is repeatedly executed at regular intervals, for example, every few seconds. In addition, when long-term parking is not expected and point P2 is not reached, the control in the normal state is set (step S16). That is, as Figure 5 shown in (B) of, at any charging rate (SOC), the charge and discharge amount of the battery 16 is controlled to be within the range between its upper limit value UL (shown by the solid line) and lower limit value DL (shown by the dotted line).

[0067] In addition, the upper limit value UL and lower limit value DL of the charge and discharge amount of the battery 16 in the normal state are determined based on the charging capacity of the battery 16, the vehicle speed of the hybrid vehicle 10 (the rotational speed of the drive shaft that transmits the power generated by the engine 12 to the wheels), and the driving characteristics (such as the accelerator opening of the driver, hereinafter referred to as "request from the driver").

[0068] That is, in the normal state, the charge and discharge amount is controlled not only according to the charging capacity of the battery 16, but also according to the driving state (vehicle speed) of the hybrid vehicle 10 and the driving characteristics (request from the driver). Therefore, even if the target setting unit 38 sets the target charging rate to the special target charging rate, the electric energy of the battery 16 can be consumed in a manner that does not deteriorate the battery 16.

[0069] In addition, point P2 can be set at a location that is a predetermined time T before approaching the destination, instead of setting point P2 at a location that is a predetermined distance α before approaching the destination (the approach condition can also be set to time T instead of distance α). In this case, in step S12, the current time is periodically detected, and it is determined whether the time to the destination is less than the predetermined time T. In addition, the approach condition can be determined not only according to the distance α or time T, but also according to the driving characteristics (request from the driver), etc.

[0070] In addition, the communication information with the management center 50 is only weather information. Therefore, the charge and discharge amount of the battery 16 can be controlled in real time, and the risk of control failure caused by communication interruption can be reduced. In addition, when the communication information with the management center 50 includes information of other vehicles, congestion information, etc. can be reflected in the charge and discharge control, so that the target charging rate can be reached with high precision.

[0071] As described above, the vehicle control device 20, the vehicle control system 40, and the hybrid vehicle 10 according to the present embodiment have been described with reference to the drawings. However, the vehicle control device 20, the vehicle control system 40, and the hybrid vehicle 10 according to the present embodiment are not limited to the illustrated content, and design changes can be appropriately made without departing from the gist of the present invention. For example, the GPS function may be used instead of the car navigation system 28.

[0072] In addition, in the vehicle control system 40, the management center 50 may incorporate the analysis function included in the vehicle control device 20. That is, the management center 50 may include the analysis unit 30 and the history information storage unit 34. Thereby, the specifications of the arithmetic processing device on the hybrid vehicle 10 side can be reduced.

[0073] In addition, when external information is used in the management center 50, there are two methods: one is to send all data to the hybrid vehicle 10 side and make a judgment on the hybrid vehicle 10 side; the other is to send only the instruction to the hybrid vehicle 10 side after the judgment is completed in the management center 50. However, the latter can reduce the arithmetic burden on the hybrid vehicle 10 side.

Claims

1. A control device for a vehicle, mounted on a hybrid vehicle, wherein the hybrid vehicle can charge a battery with electric power generated by driving an engine, and the control device for the vehicle has: a prediction unit that acquires position information of a parking location predicted to have a parking time exceeding a specified threshold on the driving path of the hybrid vehicle; and a target setting unit that sets a target charge rate of the battery, and when the hybrid vehicle satisfies the approach condition to the parking location, changes the setting of the target charge rate to a second charge rate lower than a first charge rate in normal times, the control device for the vehicle controls the charge and discharge amount of the battery when the charge rate of the battery becomes equal to or lower than the second charge rate to be smaller than the charge and discharge amount of the battery when the charge rate of the battery is greater than the second charge rate.

2. The control device for a vehicle according to claim 1, wherein when the charge rate of the battery becomes equal to or lower than the second charge rate and then the charge rate of the battery becomes greater than the second charge rate, control is performed in such a way as to maintain the charge and discharge amount of the battery at this time.

3. The control device for a vehicle according to claim 1 or 2, wherein from the time when the target setting unit sets the target charge rate to the second charge rate until the charge rate of the battery becomes equal to or lower than the second charge rate, control is performed in such a way as to discharge at a constant discharge amount.

4. The control device for a vehicle according to claim 1 or 2, wherein the upper limit value and the lower limit value of the charge and discharge amount of the battery are determined based on the charge capacity of the battery, the vehicle speed, and the driving characteristics.

5. A vehicle control system, comprising: the control device for a vehicle according to any one of claims 1 to 4, mounted on a hybrid vehicle; and an acquisition unit configured to communicate with the control device for the vehicle and acquire external information at the parking location.

6. A hybrid vehicle, comprising: an engine; a battery that can be charged with electric power generated by driving the engine; a motor for driving, driven by electric power charged to the battery; and the control device for a vehicle according to any one of claims 1 to 4, the hybrid vehicle travels by switching between driving by the engine and driving by the motor.

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