Hybrid vehicle and control method thereof

Abstract

The invention relates to a hybrid vehicle and a control method thereof. When the second location area control is estimated or planned to be executed within the predetermined distance range, the execution of the first location area control is prohibited, and the engine and the motor are controlled so that the power storage ratio of the power storage device in front of the first location area becomes smaller to travel in the first location area control, and the second location area control is controlled so that the power storage ratio of the power storage device in front of the first location area becomes smaller. And a control unit for controlling a first location area that is estimated or set as a location or area that is preferably reached in a state in which the power storage ratio of the power storage device is small, and for controlling a second location area that stops the engine in the second location area and travels only by power from the motor. The second location area is estimated or set as a location or area for electric travel in which the engine is stopped and travel is performed only by power from the motor.

Description

Technical Field

[0001] The present disclosure relates to a hybrid vehicle and a control method thereof. Background Art

[0002] Conventionally, as such a hybrid vehicle, a hybrid vehicle has been proposed that switches between various modes such as a motor mode for driving with an electric motor alone, an engine mode for driving with an engine alone, and a combined mode for using both according to a mode switching vehicle speed (for example, see Japanese Patent Application Laid-Open No. 06-187595). In such a hybrid vehicle, by switching the vehicle speed according to various environments such as urban areas, suburbs, highways, and tunnels, the vehicle can be driven in a manner suitable for the environment.

[0003] In a hybrid vehicle, when the system is started after a long stop, in order to achieve good energy efficiency, it is preferred to perform a warm-up operation while charging the battery, so sometimes a first control is performed to reduce the battery storage ratio before the location or area where the long-term stop is predicted. In addition, when an electric driving area is set by a local government, a user, etc., in which the engine is stopped and the vehicle is driven only by the power from the motor, sometimes a second control is performed to increase the battery storage ratio before the electric driving area. In the case where such a first control and a second control interfere with each other, which control should be given priority becomes a problem. Summary of the invention

[0004] A main object of the hybrid vehicle and the control method thereof disclosed in the present disclosure is to avoid interference between control for reducing the power storage ratio of the power storage device in advance and control for increasing the power storage ratio of the power storage device in advance.

[0005] The hybrid vehicle and control method thereof of the present disclosure adopt the following means to achieve the above-mentioned main object.

[0006] The hybrid vehicle of the present disclosure comprises:

[0007] An engine capable of outputting power for driving;

[0008] A motor capable of outputting power for driving;

[0009] a power storage device capable of exchanging electric power with the motor; and

[0010] A control device, the control device executing control for a first location area and a second location area, wherein in the control for the first location area, the engine and the motor are controlled to travel in such a manner that the power storage ratio of the power storage device becomes smaller in front of the first location area, the first location area being estimated or set as a location or area preferably reached with the power storage ratio of the power storage device being small, and in the control for the second location area, the engine is stopped in the second location area and the vehicle travels only by power from the motor, the second location area being estimated or set as a location or area where electric travel is set in which the engine is stopped and the vehicle travels only by power from the motor, wherein

[0011] The control device prohibits execution of the first location area control when estimating or planning execution of the second location area control within a predetermined distance range.

[0012] In the hybrid vehicle of the present disclosure, when executing control for a first location area or executing control for a second location area, the control device prohibits execution of the control for the first location area when it is estimated or planned that execution of the control for the second location area is executed within a predetermined distance range. In the control for the first location area, the engine and the motor are controlled so that the power storage ratio of the power storage device becomes small in front of the first location area, and the first location area is estimated or set as a location or area preferably reached with the power storage ratio of the power storage device small. In the control for the second location area, the engine is stopped in the second location area and the vehicle is driven only by the power from the motor. The second location area is estimated or set as a location or area where electric driving is set to stop the engine and drive only by the power from the motor. In this way, interference between the control for the first location area and the control for the second location area can be avoided. Here, "estimation" includes a case based on past records and a case based on prediction, "setting" includes a case set in advance and a case set by the user, and "planning" includes a case planned as a driving route to a destination by a navigation system.

[0013] In the hybrid vehicle of the present disclosure, the first location area may be a location or area predicted to be parked for a long time. Here, "long time" may be a time when the engine and the purification device cool down to a level that the engine and the purification device installed in the exhaust system of the engine need to be preheated.

[0014] In the hybrid vehicle of the present disclosure, the second location area control may be such that the engine and the motor are controlled to travel in such a manner that the power storage ratio of the power storage device becomes larger in front of the second location area. In this way, the engine can be stopped more reliably in the second location area and the vehicle can travel only with the power from the motor.

[0015] The control method of a hybrid vehicle disclosed in the present invention is a control method of a hybrid vehicle as follows, wherein the hybrid vehicle comprises: an engine capable of outputting power for running; a motor capable of outputting power for running; and a power storage device capable of exchanging power with the motor, wherein the control method of the hybrid vehicle comprises:

[0016] The control for the first location area and the control for the second location area can be executed, wherein the engine and the motor are controlled to travel in such a manner that the power storage ratio of the power storage device becomes smaller in front of the first location area, and the first location area is estimated or set as a location or area preferably reached in a state where the power storage ratio of the power storage device is small, and the control for the second location area stops the engine in the second location area and travels only by power from the motor, and the second location area is estimated or set as a location or area where electric travel is set in which the engine is stopped and travels only by power from the motor,

[0017] Furthermore, when the execution of the second location area control is estimated or planned within a predetermined distance range, the execution of the first location area control is prohibited.

[0018] In the control method of the hybrid vehicle of the present disclosure, when executing the control for the first location area or the control for the second location area, the execution of the control for the first location area is prohibited when the execution of the control for the second location area is estimated or planned within a predetermined distance range. In the control for the first location area, the engine and the motor are controlled so that the power storage ratio of the power storage device becomes small in front of the first location area, and the first location area is estimated or set as a location or area preferably reached when the power storage ratio of the power storage device is small. In the control for the second location area, the engine is stopped in the second location area and the vehicle is driven only by the power from the motor. The second location area is estimated or set as a location or area where electric driving is set to stop the engine and drive only by the power from the motor. In this way, the interference between the control for the first location area and the control for the second location area can be avoided. In the control method of the hybrid vehicle, as described above, "estimation" includes a case based on past records and a case based on prediction, "setting" includes a case set in advance and a case set by the user, and "planning" includes a case planned as a driving route to a destination by a navigation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like parts, and in which:

[0020] Figure 1 This is a block diagram showing an example of a hybrid vehicle 20 as one embodiment of the present disclosure in a block format with the hybrid ECU 50 as the center.

[0021] Figure 2 2 is a flowchart showing an example of the motor running range running process executed by the hybrid ECU 50 .

[0022] Figure 3 1 is a flowchart showing an example of a long-term parking process executed by the hybrid ECU 50 .

[0023] Figure 4 It is an explanatory diagram showing an example of a time change in the power storage ratio SOC of the battery 40 in the embodiment and the comparative example when the neighborhood of a home is set as a motor running area. DETAILED DESCRIPTION

[0024] Next, a mode (embodiment) for carrying out the present disclosure will be described. Figure 1 This is a block diagram showing an example of a hybrid vehicle 20 as an embodiment of the present disclosure, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as the center and in a block format. As shown in the figure, the hybrid vehicle 20 of the embodiment has an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has a motor driving mode and a normal driving mode as driving modes, wherein the motor driving mode is a mode in which the vehicle is driven by the power from the motor MG in a state in which the operation of the engine EG is stopped, and the normal driving mode is a mode in which the vehicle is driven by the power from the engine EG and the power from the motor MG by operating the engine EG as needed.

[0025] The hybrid vehicle 20 of the embodiment includes, in addition to a power source, an ignition switch 21, a GPS (Global Positioning System: Global Positioning Satellite) 22, an on-board camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a mode switching switch 36, a battery actuator 38, a battery 40, an air-conditioning electronic control unit (hereinafter referred to as an air-conditioning ECU) 42, an air-conditioning compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a driving state indicator 67, a meter 68, a DCM (Data Communication Module: data communication module) 70, a navigation system 80, and the like.

[0026] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The vehicle-mounted camera 24 is a camera that takes pictures of the surroundings of the vehicle, such as a front camera that takes pictures of the front of the vehicle, a rear camera that takes pictures of the rear of the vehicle, etc. The millimeter wave radar 26 detects the inter-vehicle distance and relative speed between the vehicle in front, or detects the inter-vehicle distance and relative speed between the vehicle in front, or detects the inter-vehicle distance and relative speed between the vehicle in the rear.

[0027] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the front-rear direction of the vehicle or the acceleration in the left-right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The accelerator sensor 32 detects the accelerator opening corresponding to the amount of depression of the driver's accelerator pedal, etc. The brake sensor 34 detects the brake position, etc., which is the amount of depression of the driver's brake pedal. The mode switching switch 36 is a switch that is arranged near the steering wheel of the driver's seat and is used to switch between the motor driving mode and the normal driving mode.

[0028] The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, the charge and discharge current, and the battery temperature, and manages the battery 40 based on these states. The battery actuator 38 calculates the storage ratio SOC, which is the ratio of the remaining storage capacity to the total storage capacity, based on the charge and discharge current, or calculates the maximum allowable output power (output limit Wout) that can be output from the battery 40 and the maximum allowable input power (input limit Win) that can be input to the battery 40 based on the storage ratio SOC, the battery temperature, etc. The battery 40 is configured as a rechargeable and dischargeable secondary battery, and for example, a lithium ion battery, a nickel-hydrogen battery, a lead storage battery, etc. can be used.

[0029] Although not shown in the figure, the air conditioning ECU 42 is configured as a microcomputer centered on a CPU, and in addition to the CPU, it also includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The air conditioning ECU 42 is assembled in an air conditioning device that performs air conditioning in the passenger compartment, and drives and controls the air conditioning compressor 44 in the air conditioning device so that the temperature of the passenger compartment becomes a set temperature.

[0030] The engine EG is configured as an internal combustion engine, for example. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor. Although not shown, the motor MG is connected to the battery 40 via an inverter, and can output driving force using the power supplied from the battery 40, or charge the battery 40 using the generated power.

[0031] Although not shown, the hybrid ECU 50 is configured as a microcomputer centered around a CPU, and in addition to the CPU, it also includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The hybrid ECU 50 sets a driving mode, or sets a target operating point (target speed, target torque) of the engine EG and a torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output limit and input limit from the battery actuator 38. In addition, the hybrid ECU 50 does not start when the accessory is turned on (ACC-ON), but starts when it is ready (Ready On).

[0032] When the hybrid ECU 50 performs motor running, it sets the required driving force and the required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets the torque command of the motor MG to the vehicle so that the required driving force and the required power are output, and sends the set torque command to the accelerator actuator 60. When the hybrid ECU 50 performs hybrid running, it sets the target operating point of the engine EG and the torque command of the motor MG to the vehicle so that the required driving force and the required power are output, and sends the target operating point and the torque command to the accelerator actuator 60. In addition, when the brake pedal is stepped on, the hybrid ECU 50 sets the required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets the regeneration torque command for regenerative control of the motor MG based on the required braking force and the vehicle speed, sets the target braking force of the brake device, sends the torque command to the accelerator actuator 60, and sends the target braking force to the brake actuator 62.

[0033] The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and the torque command set by the hybrid ECU 50. The accelerator actuator 60 controls the intake air amount, fuel injection, ignition, intake valve opening and closing timing, etc., so that the engine EG is operated at the target operating point (target speed, target torque). In addition, the accelerator actuator 60 controls the switching element of the inverter for driving the motor MG so that the motor MG outputs a torque corresponding to the torque command.

[0034] The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 acts on the vehicle through the brake device 64. The brake device 64 is configured as a hydraulically driven friction brake, for example.

[0035] The display device 66 is assembled, for example, on a mounting panel in front of the driver's seat, displays various information, and also functions as a touch panel. Although not shown, the driving state indicator 67 has an EV indicator and an HV indicator. When the motor is driven, the EV indicator is turned on and the HV indicator is turned off. When the hybrid is driven, the EV indicator is turned off and the HV indicator is turned on. The meter 68 is assembled, for example, on a mounting panel in front of the driver's seat.

[0036] The DCM (Data Communication Module) 70 sends the information of the vehicle to the traffic information management center 100, or receives the road traffic information from the traffic information management center 100. The information of the vehicle may include, for example, the position, speed, driving power, driving mode, etc. of the vehicle. The road traffic information may include, for example, information related to current and future congestion, information related to the current average speed in the section on the driving route, information related to the predicted value of the future average speed, information related to traffic restrictions, information related to weather, information related to road surface conditions, information related to maps, etc. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every 1 minute, every 2 minutes, etc.).

[0037] The navigation system 80 is a system for guiding the vehicle to the set destination, and is provided with a display unit 82 and a map information database 84. The display unit 82 is a functional block having a function of displaying the route to the destination, the vehicle position, etc. on the display device 66 based on the map information. The navigation system 80 communicates with the traffic information management center 100 via the DCM (Data Communication Module) 70. When the destination and the via point are set, the navigation system 80 sets the route based on the information of the destination and the via point, the information of the current location (the current position of the vehicle) obtained by the GPS 22, and the information stored in the map information database 84. In addition, the navigation system 80 communicates with the traffic information management center 100 at predetermined intervals (for example, every 3 minutes, every 5 minutes, etc.) to obtain road traffic information, and performs route guidance based on the road traffic information. The map information stored in the map information database 84 includes not only map data but also road slopes, road types, altitudes, etc. for each travel section.

[0038] When the navigation system 80 performs route guidance, every time the road traffic information is obtained from the traffic information management center 100 (or at predetermined intervals), based on the information of each driving section in the driving route obtained from the traffic information management center 100, the information related to the driving load, the vehicle speed of the vehicle, the driving power of the vehicle, the driving mode of the vehicle, etc., the load information required for driving in each driving section is generated as pre-read information, and sent to the hybrid ECU 50. In addition, the pre-read information also includes the information of the vehicle such as the position, speed, driving power, and driving mode of the vehicle, information related to current and future congestion, information related to the current average vehicle speed in the section on the driving route, information related to the predicted value of the future average vehicle speed, information related to traffic restrictions, information related to weather, information related to road surface conditions, information related to maps, etc. The information related to the map also includes the area (motor driving area) determined by the city, town, etc. to be driven by the motor. The navigation system 80 can also set the motor driving area by specifying an area near the home, etc., through user operation. The navigation system 80 stores in the map information a location where the vehicle is parked for a long time to a degree that requires the purification device installed in the exhaust system of the engine EG to be warmed up at the next system start-up as a long-term parking lot. The navigation system 80 sends a signal to the hybrid ECU 50 indicating whether the vehicle is in a motor driving area when the vehicle is traveling.

[0039] Next, the operations in the hybrid vehicle 20 thus constructed, particularly the motor driving area driving process executed when driving in the motor driving area and the long-term parking process executed when parking in a long-term parking place is predicted, are described. Here, the motor driving area driving process includes a process of increasing the power storage ratio SOC of the battery 40 in front of the set motor driving area, and the motor driving in the motor driving area is enabled by this process. The long-term parking process includes a process of reducing the power storage ratio SOC of the battery 40 in front of the long-term parking place, and the engine EG is started immediately when the system is started after parking to preheat the purification device installed in the exhaust system, thereby increasing the load of the engine EG, achieving early preheating completion and improved charging efficiency. Figure 2 is a flowchart showing an example of the motor driving range running process executed by the hybrid ECU 50. Figure 3 1 is a flowchart showing an example of the long-term parking process executed by the hybrid ECU 50. These processes are repeatedly executed.

[0040] When executing the motor driving area driving process, the hybrid ECU 50 first determines whether the pre-read information is updated (step S100). When it is determined that the pre-read information is updated, the information of the planned or estimated driving route within a predetermined range from the current location is obtained (step S110). The predetermined range can be 5km, 10km, 15km, etc. The planned driving route is a driving route that is planned by the navigation system 80 as a route guidance from the current location to the destination by setting the destination, and the estimated driving route is a driving route estimated to be driven from the current location. As the information obtained, in addition to the above-mentioned pre-read information, there is a motor driving area, the starting point and end point of the motor driving area if the motor driving area exists, the place where the charging request is made near the motor driving area, the long-term parking place, etc. Next, it is determined whether there is a motor driving area on the planned or estimated driving route within the predetermined range (step S120). When it is determined that there is a motor driving area, the motor driving flag Fev is set to a value of 1 (step S130), and the process enters step S140.

[0041] If it is determined in step S100 that the pre-read information is not updated, the process proceeds to step S140 while the motor running flag Fev is maintained unchanged. Even if it is determined in step S100 that the pre-read information is updated, if it is determined in step S120 that there is no motor running area on the planned or estimated running route within the predetermined range, the process proceeds to step S140 without setting the motor running flag Fev to 1.

[0042] Next, it is determined whether the motor travel flag Fev is 1 (step S140 ). If it is determined that the motor travel flag Fev is 0, it is determined that there is no motor travel area on the planned or estimated travel route within a predetermined range from the current position, and this process ends.

[0043] When it is determined in step S140 that the motor travel flag Fev is 1, the calculation of the distance Dev to the starting point of the motor travel area is started (step S150). And, after waiting for the distance Dev to the starting point of the motor travel area to be less than the distance Dchg to the charging starting point before the starting point of the motor travel area (step S160), a pre-charge request is made to increase the storage ratio SOC of the battery 40 (step S170). Here, the charging starting point is determined to be a point before a predetermined distance (for example, 1km, 2km, etc.) from the starting point of the motor travel area, and step S160 becomes a determination of whether the distance Dev is less than the predetermined distance. When the pre-charge request is made, the hybrid ECU 50 uses the power obtained by operating the engine EG and generates electricity using the motor MG, and charges the battery 40 with the generated electricity.

[0044] Next, the distance Dev to the starting point of the motor driving area is waited to become less than or equal to 0 (step S180), and a motor driving request is made (step S190). When the motor driving request is made, the hybrid ECU 50 sets the motor driving mode to the driving mode, and controls the vehicle to drive by motor driving with the engine EG stopped, wherein the vehicle drives only by the power from the motor MG.

[0045] Then, the process waits for the motor driving area to be passed or the end condition of the control to be satisfied (step S200), resets the motor driving flag Fev to a value of 0 (step S210), and makes a normal driving request (step S220), and ends the process. The end condition of the control includes when the system is stopped (IG is disconnected). When the normal driving request is made, the hybrid ECU 50 controls the driving mode so that the vehicle drives in the normal driving mode.

[0046] When executing the long-term parking place processing, the hybrid ECU 50 first determines whether the pre-read information is updated (step S300). When it is determined that the pre-read information is updated, the information of the planned or estimated driving route within a predetermined range from the current location is obtained (step S310). The predetermined range, the planned driving route, the estimated driving route, and the obtained information are as described above. Next, it is determined whether there is a long-term parking place on the planned or estimated driving route within the predetermined range (step S320). When it is determined that there is a long-term parking place, the long-term parking flag Fstop is set to a value of 1 (step S330), and the process proceeds to step S340.

[0047] If it is determined in step S300 that the pre-read information is not updated, the process proceeds to step S340 while the long-term parking flag Fstop is maintained unchanged. Even if it is determined in step S300 that the pre-read information is updated, if it is determined in step S320 that there is no long-term parking place on the planned or estimated travel route within the predetermined range, the long-term parking flag Fstop is not set to a value of 1 and the process proceeds to step S340.

[0048] Next, it is determined whether the long-term parking flag Fstop is 1 (step S340 ). If it is determined that the long-term parking flag Fstop is 0, it is determined that there is no long-term parking place on the planned or estimated travel route within a predetermined range from the current location, and this process ends.

[0049] When it is determined in step S340 that the long-term parking flag Fstop is 1, it is determined whether the motor driving flag Fev is 0 (step S350). When it is determined that the motor driving flag Fev is 0, the distance Dstop to the long-term parking place is calculated (step S360). Then, in the state where the motor driving flag Fev is 0, the distance Dev to the long-term parking place is waited for to be less than the distance Ddischg to the discharge start point (steps S370 and S380), and in order to reduce the storage ratio SOC of the battery 40, an SOC reduction request is made (step S390). When the SOC reduction request is made, the hybrid ECU 50 controls so that the storage ratio SOC of the battery 40 is gradually reduced.

[0050] Next, the end condition is waited to be satisfied while the motor driving flag Fev is at a value of 0 (steps S400 and S410), the long-term parking flag Fstop is reset to a value of 0 (step S420), and a normal driving request is made (step S430), and the present process is terminated. The end condition includes the condition of reaching a long-term parking place.

[0051] When the motor travel flag Fev becomes 1 while waiting for the distance Dev to the long-term parking place to be smaller than the distance Ddischg to the discharge start point, it is determined in step S370 that the motor travel flag Fev is 1, the long-term parking flag Fstop is reset to 0 (step S420), and a normal travel request is made (step S430), and the present process is terminated. That is, the control of increasing the storage ratio SOC of the battery 40 for traveling in the motor travel area is prioritized. In addition, even if the distance Dev to the long-term parking place is smaller than the distance Ddischg to the discharge start point and the control of gradually reducing the storage ratio SOC of the battery 40 is started, when the motor travel flag Fev becomes 1 until the termination condition is satisfied, it is determined in step S370 that the motor travel flag Fev is 1, the long-term parking flag Fstop is reset to 0 (step S420), and a normal travel request is made (step S430), and the present process is terminated. In this case as well, priority is given to control for increasing the power storage ratio SOC of the battery 40 in order to travel in the motor travel area.

[0052] When it is determined in step S350 that the motor travel flag Fev is 1, the long-term parking flag Fstop is reset to 0 (step S420), and a normal travel request is made (step S430), and the present process is terminated. That is, even if there is a long-term parking place on the planned or estimated travel route within a predetermined range from the current position, when the motor travel flag Fev is 1, prohibition is performed so that control for the long-term parking place is not performed.

[0053] Figure 41 is an explanatory diagram showing an example of the time change of the power storage ratio SOC of the battery 40 in the embodiment and the comparative example when the vicinity of the home is set as the motor driving area. Consider the case where the vicinity of the home is set as the motor driving area and the home is stored as a long-term parking place. In the figure, from point P4 to the home is the motor driving area, point P3 is the charging start point before the start point of the motor driving area, and point P2 is the discharge start point when the home is a long-term parking place. In addition, the dotted line represents the time change of the power storage ratio SOC when passing through the home, and point P5 represents the point where the passing of the home is determined. The comparative example is a case where the control of increasing the power storage ratio SOC of the battery 40 from the charging start point P3 before the motor driving area and the control of reducing the power storage ratio SOC of the battery 40 from the discharge start point P2 before the long-term parking place interfere with each other. In the comparative example, the control of reducing the power storage ratio SOC of the battery 40 starts from the time T2 when the vehicle arrives at the discharge start point P2 before the long-term parking place, and the power storage ratio SOC gradually decreases. After that, control to increase the battery 40 power storage ratio SOC is started from time T3 when the vehicle reaches the charging start point P3 near the motor driving area, and the power storage ratio SOC gradually increases. Then, when the vehicle reaches the starting point P4 of the motor driving area, the power storage ratio SOC gradually decreases by motor driving. On the other hand, in the embodiment, when it is determined at time T1 when the vehicle reaches the point P1 that there is a home on the planned or estimated driving route within a predetermined range from the current location, the motor driving flag Fev is set to a value of 1. Therefore, even after time T2 when the vehicle reaches the discharge start point P2 near the long-term parking lot, control to reduce the battery 40 power storage ratio SOC is not performed. Control to increase the battery 40 power storage ratio SOC is started from time T3 when the vehicle reaches the charging start point P3 near the motor driving area, and the power storage ratio SOC gradually increases. Then, when the vehicle reaches the starting point P4 of the motor driving area, the power storage ratio SOC gradually decreases by motor driving. In addition, when passing the home, the motor driving is continued until the time T6 when the vehicle reaches the point P5, and then the vehicle drives by normal driving. In the embodiment, the variation in the power storage ratio SOC of the battery 40 is small compared to the comparative example, so the energy efficiency is also good.

[0054] In this way, priority is given to control that increases the battery storage ratio SOC of battery 40 for driving in the motor driving area compared to control that reduces the battery storage ratio SOC of battery 40 for long-term parking places. This is based on the following considerations: the situation of motor driving in the motor driving area determined by towns, villages, users, etc. has a higher priority because the charging efficiency will be improved when the purification device is preheated after long-term parking.

[0055] In the hybrid vehicle of the embodiment described above, the control of increasing the power storage ratio SOC of the battery 40 just before the motor running area is prioritized over the control of decreasing the power storage ratio SOC of the battery 40 just before the long-term parking place. Thus, it is possible to avoid interference between the control of decreasing the power storage ratio SOC of the battery 40 just before the long-term parking place and the control of increasing the power storage ratio SOC of the battery 40 just before the motor running area. Furthermore, even during the execution of the control of decreasing the power storage ratio SOC of the battery 40 just before the long-term parking place, when the execution of the control of increasing the power storage ratio SOC of the battery 40 just before the motor running area is predicted (when the motor running flag Fev is set to a value of 1), the control of decreasing the power storage ratio SOC of the battery 40 just before the long-term parking place is immediately stopped, thereby enabling the control of increasing the power storage ratio SOC of the battery 40 just before the motor running area to be more appropriately performed.

[0056] In the embodiment, the control of increasing the battery power ratio SOC of the battery 40 in the vicinity of the motor travel area is prioritized over the control of reducing the battery power ratio SOC of the battery 40 in the vicinity of the long-term parking place. However, as long as the second control of controlling the engine EG and the motor MG in such a way that the battery power ratio SOC of the battery 40 becomes larger in the vicinity of the second location area is prioritized over the first control of controlling the engine EG and the motor MG in such a way that the battery power ratio SOC of the battery 40 becomes smaller in the vicinity of the first location area, any first control and any second control may be used, the first location area is estimated or set as a location or area preferably reached in a state where the battery power ratio SOC of the battery 40 is small, and the second location area is estimated or set as a location or area preferably reached in a state where the battery power ratio SOC of the battery 40 is large.

[0057] The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is explained. In the embodiment, the engine EG is equivalent to the "engine", the motor MG is equivalent to the "motor", the battery 40 is equivalent to the "power storage device", and the hybrid electronic control unit 50 is equivalent to the "control device".

[0058] In addition, the correspondence between the main elements of the embodiment and the main elements of the invention recorded in the column of means for solving the problem is an example of a way for the embodiment to specifically explain the way in which the invention recorded in the column of means for solving the problem is implemented, and therefore does not limit the elements of the invention recorded in the column of means for solving the problem. That is, the interpretation of the invention recorded in the column of means for solving the problem should be based on the description in that column, and the embodiment is only a specific example of the invention recorded in the column of means for solving the problem.

[0059] As mentioned above, although this disclosure was demonstrated using embodiment, this disclosure is not limited to such embodiment, It is a matter of course that this disclosure can be implemented in various forms within the range which does not deviate from the summary of this disclosure.

[0060] The present disclosure can be used in the hybrid vehicle manufacturing industry and the like.

Claims

1. A hybrid vehicle, comprising: An engine capable of outputting power for driving; A motor capable of outputting power for driving; a power storage device capable of exchanging electric power with the motor; and A control device, the control device performs control for a first location area and control for a second location area, in which the engine and the motor are controlled to travel in such a manner that the power storage ratio of the power storage device becomes smaller in front of the first location area, the first location area is estimated or set as a location or area preferably reached in a state where the power storage ratio of the power storage device is small, and in which the engine is stopped in the second location area and travel is performed only by power from the motor, the second location area is estimated or set as a location or area where electric travel is set in which the engine is stopped and travel is performed only by power from the motor, the hybrid vehicle is characterized in that, The control device prohibits execution of the first location area control when estimating or planning execution of the second location area control within a predetermined distance range.

2. The hybrid vehicle according to claim 1, characterized in that: The first location area is a location or area where long-term parking is predicted.

3. The hybrid vehicle according to claim 1 or 2, characterized in that: The second point area control further controls the engine and the motor to travel so that the power storage ratio of the power storage device becomes larger in front of the second point area.

4. A control method for a hybrid vehicle, the hybrid vehicle comprising: an engine capable of outputting power for running; a motor capable of outputting power for running; and a power storage device capable of exchanging electric power with the motor, the control method for the hybrid vehicle comprising: The control for the first location area and the control for the second location area can be executed, wherein the engine and the motor are controlled to travel in such a manner that the power storage ratio of the power storage device becomes smaller in front of the first location area, and the first location area is estimated or set as a location or area preferably reached in a state where the power storage ratio of the power storage device is small, and the control for the second location area stops the engine in the second location area and travels only by power from the motor, and the second location area is estimated or set as a location or area where electric travel is set in which the engine is stopped and travels only by power from the motor, Furthermore, when the execution of the second location area control is estimated or planned within a predetermined distance range, the execution of the first location area control is prohibited.

Images