HYBRID ELECTRIC VEHICLE AND METHOD FOR CONTROLLING THE SAME

Abstract

The execution of the control for the first location range of performing a travel by controlling an engine and a motor so that the electricity storage ratio of a power storage device becomes smaller before a first location range, which is assumed or set as a location or range to be preferentially achieved in a state where the electricity storage ratio of the power storage device is small, is prohibited when the execution of the control for the second location range of traveling by only the driving force of the motor by stopping the engine is prohibited within a predetermined section in a second location range, which is assumed or set as a location or range in which electrically powered traveling is set.

Description

BACKGROUND OF THE INVENTION1. Field of the InventionThe present disclosure relates to a hybrid electric vehicle and a method of controlling the same.2. Description of Related ArtHeretofore, as a hybrid electric vehicle of this type, there has been proposed a hybrid electric vehicle which switches between the individual operation modes, i.e., between an electric motor operation mode which runs only by an electric motor, an engine operation mode which runs only by an engine, and a combined operation mode which uses both operation modes in accordance with a mode switching speed of the vehicle (see, for example, Japanese Unexamined Patent Application Publication No. 06-187595). The hybrid electric vehicle enables surrounding-adjusted driving by switching the mode switching speed for each of various environments such as a city area, places, a highway, and a tunnel.SUMMARY OF THE INVENTIONIn a hybrid electric vehicle, when a system is activated after being stopped for a long time, it is preferable that the warm-up operation is performed while charging a battery to improve energy efficiency at the time of activation. Therefore, a first control for reducing the power storage ratio of the battery may be performed before a location or a region where a stop for a long time is predicted. When an electrically driven travel range in which the engine is stopped and travel is to be performed only by the driving force of an engine is set by an autonomous device, a user, or the like, a second control for increasing the power storage ratio of the battery may be performed before the electrically driven travel range. When the first control and the second control interfere with each other as above, it becomes a problem as to which control is preferable.A main object of a hybrid electric vehicle and its control method of the present disclosure is to avoid interference between the control of decreasing a power storage device ratio of a power storage device in advance and the control of increasing the power storage device ratio of the power storage device in advance.The hybrid electric vehicle and its control method of the present disclosure have taken the following measures to achieve the above-described main object.A hybrid electric vehicle of the present disclosure includes: an internal combustion engine configured to output a driving force for traveling; a motor configured to output a driving force for traveling; a power storage device configured to exchange power with the motor; and a controller that performs control for a first location area for performing travel by controlling the internal combustion engine and the motor so that an electricity storage ratio of the electricity storage device becomes smaller before a first location area, which is reached as a location or an area preferentially in a state where the electricity storage ratio of the electricity storage device is small, is assumed or set, and control for a second location area of performing the electrically driven travel only by the driving force of the motor by stopping the motor in a second location area, which is assumed or set as a location, or an area where the electrically driven travel is set only by the driving force of the motor by stopping the motor. In the hybrid electric vehicle, the controller prohibits the execution of the first-digit-range control when the execution of the second-digit-range control is started or scheduled within a predetermined section.In the hybrid electric vehicle of the present disclosure, when the control for the first location range of travel is executed by controlling the engine and the motor such that the power storage ratio of the power storage device becomes smaller before the first location range, which is assumed or set as the location range or the range that is preferably achieved in a state in which the power storage ratio of the power storage device is small, or the control for the second location range of travel is executed only by the driving force of the motor by stopping the engine in the second location range, which is assumed or set as the location range or the range in which the electrically driven travel of travel is set only by the driving force of the motor by stopping the motor, the following is performed. Specifically, the controller prohibits the execution of the control for the first location area when the execution of the control for the second location area within the predetermined section is accepted or scheduled. Thereby, the interference between the first location area control and the second location area control can be avoided. Here, the term "adopted" includes a case based on a past history and a case based on prediction, the term "set" includes a case set in advance and a case set by a user, and the term "scheduled" includes a case scheduled as a travel route to a destination from a navigation system.In the hybrid electric vehicle of the present disclosure, the first location area may be a location or an area where a stop for a long time is predicted. Here, as "a long period", a period equal to or greater than an extent to which the internal combustion engine or an exhaust emission control device mounted on an exhaust system of the engine has cooled down to a point at which the engine or the exhaust emission control device needs to be warmed up may be assumed.In the hybrid electric vehicle of the present disclosure, the control for the second location region may be further performed by controlling the engine and the motor so that the power storage ratio of the power storage device becomes larger before the second location region. As a result, the area of the second location can be driven only with the driving force of the engine by stopping the engine more reliably.A hybrid electric vehicle control method according to the present disclosure is a hybrid electric vehicle control method including: an internal combustion engine configured to output a driving force for traveling; a motor configured to output a driving force for traveling; and a power storage device configured to exchange power with the motor. The control method includes: enabling first location area control for performing travel by controlling the internal combustion engine and the motor so that a power storage ratio of the power storage device decreases before a first location area, which is assumed or set to be a location or an area to be reached preferentially in a state where the power storage ratio of the power storage device is small, and the second location area control of performing the electrically driven travel only by the driving force of the motor by stopping the motor in a second location area, which is assumed or set to a location, or an area where the electrically driven travel is set only by the driving force of the motor by stopping the motor, and prohibiting the first location area control, when execution of control for the second location area within a predetermined distance range is accepted or scheduled.In the method for controlling a hybrid electric vehicle of the present disclosure, when the control for the first driving location range is executed by controlling the engine and the motor such that the electricity storage ratio of the electricity storage device becomes smaller before the first driving location range, which is reached as the location range or the range that is preferably achieved in a state in which the electricity storage ratio of the electricity storage device is small, is adopted or set, or the control for the second driving location range is executed only by the driving force of the motor by stopping the engine in the second driving location range, which is adopted or set as the location range or the range in which the electrically driven driving occurs, is adopted or set driven driving of the driving only with the driving force of the motor by stopping the motor, The following is performed. Specifically, the execution of the control for the first location area is prohibited when the execution of the control for the second location area within the predetermined section is accepted or scheduled. Thereby, the interference between the first location area control and the second location area control can be avoided. In the above-described method for controlling the hybrid electric vehicle, the term "adopted" includes a case based on a history of the past and a case based on prediction, the term "set" includes a case set in advance and a case set by the user, and the term "scheduled" also includes a case scheduled as a travel route to a destination from the navigation system.BRIEF DESCRIPTION OF THE DRAWINGSFeatures, advantages, and technical and industrial significance of embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein: FIG. 1 is a block diagram showing an embodiment of a hybrid electric car 20 in the form of blocks centered about a hybrid ECU 50; FIG. 2 is a flowchart showing an example of motor travel range travel processing executed by the hybrid ECU 50; FIG. 3 is a flowchart showing an example of long-term vehicle stop location processing executed by the hybrid ECU 50; and FIG. 4 is an explanatory diagram showing an example of a temporal change of a power storage ratio SOC of a battery 40 in an embodiment and a comparative example when a location in the vicinity of the zuching is set as a motor running range.DETAILED DESCRIPTION OF THE EMBODIMENTSAn embodiment for carrying out the present disclosure will be described below. FIG. 1 is a block diagram showing an embodiment of a hybrid electric car 20 as an embodiment of the present disclosure in the form of blocks arranged around a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50. As illustrated in the drawing, the hybrid electric car 20 of the embodiment includes an engine EG and a motor MG as driving force sources. The hybrid electric car 20 of the embodiment has an engine running mode that runs by a driving force from the engine MG in a state where the operation of the engine EG is stopped, and a normal running mode that runs by a driving force from the engine EG and the driving force from the engine MG by operating the engine EG as needed as running modes.The hybrid electric vehicle 20 of the embodiment includes an ignition switch 21, a global positioning satellite (GPS) 22, an onboard 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 conditioner electronic control unit (hereinafter referred to as an air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a travel state indicator 67, a meter 68, a data communication module (DCM) 70, a navigation system 80, and the like, besides the driving force sources.The GPS 22 is a device that determines the location of a vehicle based on signals transmitted from a plurality of GPS satellites. The onboard camera 24 is a camera that images the periphery of the vehicle, and a front camera that images a location in front of the vehicle, a rear camera that images a location behind the vehicle, and the like correspond to, for example, the same. The millimeter wave radar 26 detects the distance or relative speed between the own vehicle and a preceding vehicle, and detects the distance and relative speed between the own vehicle and a following vehicle.The acceleration sensor 28 is a sensor that detects the acceleration of the vehicle in the front-rear direction and detects the acceleration of the vehicle in the left-right direction (lateral direction), for example. The vehicle speed sensor 30 detects the vehicle speed of the vehicle from the wheel speed and the like. The accelerator sensor 32 detects an accelerator operation amount and the like in accordance with the operation amount of an accelerator pedal by a driver. The brake sensor 34 detects the brake position as an operation amount of a brake pedal by the driver and the like. The mode switching switch 36 is disposed in the vicinity of a steering wheel in a driver seat, and is a switch for switching between the motor running mode and the normal running mode.The battery actuator 38 detects the state of the battery 40, e.g., the voltage across the terminals, the current charging and discharging current, and the battery temperature, and manages the battery 40 based on the above data. The battery actuator 38 calculates the storage ratio SOC as a ratio of the remaining storage capacity to the total storage capacity based on the charge and discharge current, and calculates a maximum allowable output current (output limit Wout) that is allowed to be output from the battery 40 and a maximum allowable input current (input limit Win) that is allowed to be input to the battery 40 based on the storage ratio SOC, the battery temperature, and the like. The battery 40 is configured as a rechargeable and rechargeable secondary battery, and for example, a lithium ion battery, a nickel hydride battery, and a lead battery may be used.The air conditioner ECU 42 is configured as a microcomputer that rotates around a CPU (not illustrated) and includes, besides the CPU, a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like. The air-conditioning ECU 42 is integrated with a passenger compartment air-conditioning device, and controls the drive of the air-conditioning compressor 44 in the air-conditioning device so that the temperature of the passenger compartment reaches a set temperature.The internal combustion engine EG is configured, for example, as an internal combustion engine. The motor MG is configured as an electric motor that also functions as a power generator, e.g., a synchronous drive electric motor. The electric motor MG is connected to the battery 40 via an inverter (not illustrated), and can output a driving force using power supplied from the battery 40, and charge the battery 40 by generated power.The hybrid ECU 50 is configured as a microcomputer that rotates around a CPU (not illustrated) and includes, besides the CPU, a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like. The hybrid ECU 50 sets the running mode and sets a target operating point (a target rotational speed and a target torque) of the engine EG and a torque command of the engine MG based on the set running mode, the accelerator operation amount from the accelerator sensor 32, the braking position from the brake sensor 34, and an output limit and an input limit from the battery actuator 38.When engine travel is performed, the hybrid ECU 50 sets a requested driving force and a requested power based on the accelerator operation amount from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets a torque command of the engine MG to output the requested driving force and the requested power to the vehicle, and transmits the set torque command to the accelerator actuator 60. When hybrid travel is performed, the hybrid ECU 50 sets a target operation point of the engine EG and a torque command of the engine MG to output the requested driving force and the requested power to the vehicle, and transmits the target operation point and the torque command to the accelerator actuator 60, When the hybrid ECU 50 sets a requested braking force based on the braking position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets a regeneration torque command for performing regeneration control of the motor MG based on the requested braking force and the vehicle speed, sets a target braking force by the device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.The accelerator actuator 60 performs drive control of the engine EG and the motor MG by the target operating point and the torque command set by the hybrid ECU 50. The accelerator actuator 60 controls the intake air amount, the fuel injection, the ignition, the opening and closing timing of the intake valve, and the like so that the engine EG is operated at the target operating point (the target rotational speed and the target torque). The accelerator actuator 60 performs switching control of a switching element included in an inverter for driving the motor MG so that a torque corresponding to the torque command is output from the motor MG.The brake actuator 62 controls the device 64 so that the target braking force set by the hybrid ECU 50 acts on the vehicle via the device 64. The device 64 is configured, for example, as a hydraulically driven friction brake.The display device 66 is integrated in, for example, a mounting board on the front side of the driver's seat, and displays various information, and also functions as a touch screen. The running state pointer 67 has an EV pointer and an HV pointer (not shown). The EV pointer lights up and the HV pointer is turned off when motor running is performed, and the EV pointer is turned off and the HV pointer lights up when hybrid running is performed. The meter 68 is integrated into the mounting plate at the front of the driver's seat, for example.The data communication module (DCM) 70 sends information about the own vehicle to a traffic information management center 100, and receives road traffic information from the traffic information management center 100. Examples of the information about the own vehicle include the location, the vehicle speed, the driving performance, the driving mode, and the like of the own vehicle. Examples of the traffic information include information on current and future jams, information on predicted values of the future average speed and the current average speed in a section of the travel route, information on traffic regulation, information on weather, information on the state of the road surface, information on a map, and the like. The DCM 70 communicates with the traffic information management center 100 at a predetermined interval (for example, every 30 seconds, every minute, and every two minutes).The navigation system 80 is a system that guides the own vehicle to a specified destination and includes a display unit 82 and a map information database 84. The display unit 82 is a functional block having a function that displays, on the display device 66, a route to the destination, the own vehicle location, and the like on the basis of map information. The navigation system 80 communicates with the traffic information management center 100 via the data communication module (DCM) 70. When a destination and a transit point are set, the navigation system 80 sets a route based on information about the destination and the transit point, information about a current location (the current location of the own vehicle) acquired by the GPS 22, and information stored in the map information database 84. The navigation system 80 acquires the road traffic information by communicating with the traffic information management center 100 every predetermined time (e.g., every three minutes and every five minutes), and performs the route guidance based on the road traffic information. The information stored in the map information database 84 includes not only data in the form of a map but also the road inclination, the type of road, the height, and the like for each traveling section.When the navigation system 80 performs route guidance, the navigation system 80 generates, from the road traffic information acquired by the traffic information management center 100, load information required for traveling in each traveling section and the like as anticipated information based on information related to a traveling load and information on each traveling section of the traveling route, the vehicle speed of the own vehicle, the traveling performance of the own vehicle, the traveling mode of the own vehicle, and the like, and transmits the anticipated information to the hybrid ECU 50 each time the road traffic information is acquired by the traffic information management center 100 (or each predetermined period of time). The anticipated information includes information on the own vehicle such as the location, the vehicle speed, the driving performance, the driving mode of the own vehicle, information on current and future jams, information on predicted values of the future average speed and the current average speed in a section of the driving route, information on traffic regulation, information on weather, information on road condition, information on map, and the like. The map information also includes an area (motor travel area) in which motor travel is to be performed, which is defined by, for example, a community or the like. The navigation system 80 may also set an engine travel range by indicating ranges such as a range near the home location corresponding to the user operation. The navigation system 80 stores, as a long-term vehicle stop location, a location where stop is performed for a longer time equal to or greater than the extent to which an exhaust emission control device mounted on the exhaust system of the internal combustion engine EG needs to be warmed up at the next activation of the system in the map information. The navigation system 80 sends a signal indicating whether a range is an engine running range to the hybrid ECU 50 when the own vehicle runs.Next, the operation in the hybrid electric vehicle 20 configured as described above, specifically, the operation in the motor running range running processing executed when the motor running range is running and the long-term vehicle stop location processing executed when it is predicted that the vehicle is stopped at the long-term vehicle stop location, will be described. Here, the motor travel range travel processing includes the processing that causes the power storage ratio SOC of the battery 40 to be higher before the set motor travel range, and by this processing, enables the motor to travel in the motor travel range. The long-term vehicle stop location processing includes processing of decreasing the power storage ratio SOC of the battery 40 before the long-term vehicle stop location. By this processing, the processing of stopping the vehicle for a long period of time immediately starts the engine EG when the system is activated after the vehicle is stopped, and causes the load of the engine EG to be greater when the exhaust emission control device mounted on the exhaust system is warmed up, thereby causing the warming-up to be completed early and the charging efficiency to be improved. FIG. 2 is a flowchart showing an example of the motor running range running processing executed by the hybrid ECU 50, and FIG. 3 is a flowchart showing an example of the long-term vehicle stop location processing executed by the hybrid ECU 50. These processings are repeatedly executed. The description will be made in the following order.When the engine travel range travel processing is executed, the hybrid ECU 50 first determines whether the anticipated information is updated (step S 100). When it is determined that the anticipated information is updated, information on a scheduled or to be accepted travel route within a predetermined section from a current location is acquired (step S 110). As the predetermined section, 5 km, 10 km, 15 km, and the like may be used. The planned travel route is a travel route that is planned as route guidance from the current location to a destination by the navigation system 80 after the destination is set, and the assumed travel route is a travel route that is assumed to travel from the current location. The information to be acquired includes, in addition to the above-described anticipated information, the presence of an engine running range, a start location and an end location of the engine running range in the presence of the engine running range, a location at which a travel request is issued before the engine running range, the long-term vehicle stop location, and the like. Next, it is determined whether an engine travel range exists in the scheduled travel route or the assumed travel route within a predetermined section (step S 120). When it is determined that an engine running range is present, an engine running flag Fev is set to a value of 1 (step S 130), and the processing proceeds to step S 140.When it is determined that the anticipated information is not updated in step S 100, the processing proceeds to step S 140 in a state where the engine running flag Fev is unchanged and maintained. When it is determined that an engine travel range does not exist on the scheduled travel route within a predetermined section in step S 120, even if it is determined that the anticipated information is updated in step S 100, the processing proceeds to step S 140 without setting the engine travel flag Fev to a value of 1.Next, it is determined whether the engine running flag Fev has a value of 1 (step S 140). When it is determined that the engine travel flag Fev has a value of 0, it is determined that an engine travel range does not exist on the scheduled travel route within a predetermined section from the current location, and the present processing is ended.When it is determined in step S 140 that the engine running flag Fev is 1, calculation of a distance Dev to the start position of the engine running range is started (step S 150). Then, it is waited until the distance Dev to the start location of the motor running range reaches a distance smaller than a distance Dchg to a charge start location before the start location of the motor running range (step S160), and then a pre-charge request is issued to increase the power storage ratio SOC of the battery 40 (step S170). Here, the charge start point is defined as a point that is a predetermined distance (e.g., 1 km or 2 km) before the start point of the engine running range, and step S 160 is a determination as to whether the distance Dev has reached a distance that is less than a predetermined distance. When a pre-charge request is issued, the hybrid ECU 50 generates electricity by the motor MG using the driving force detected by the driving of the engine EG, and the battery 40 is charged by the generated electricity.Next, it is waited until the distance Dev to the start position of the engine running range becomes 0 or less (step S180), and then an engine running request is issued (step S190). When an engine travel request is issued, the hybrid ECU 50 sets the engine travel mode to the travel mode and performs the control such that the travel by engine travel or travel is performed only by the driving force of the engine MG in a state where the engine EG is stopped.Then, waiting is made until the engine running range is passed or an end condition of control is satisfied (step S200). Then, the engine running flag Fev is reset to a value of 0 (step S 210), a normal running request is issued (step S 220), and the present processing is ended. The end condition of the control includes the time the system is stopped (IG OFF is executed). When a normal travel request is issued, the hybrid ECU 50 performs the control so that the travel is performed by putting the travel mode in the normal travel mode.When the long-term vehicle stop location processing is executed, the hybrid ECU 50 first determines whether the anticipated information is updated (step S 300). When it is determined that the anticipated information is updated, information on a scheduled or to be accepted travel route within a predetermined section from the current location is acquired (step S 310). The predetermined section, the planned travel route, the assumed travel route, and the information to be acquired are described above. Next, it is determined whether a long-term vehicle stop location exists on the scheduled travel route or to be accepted within a predetermined section (step S 320). When it is determined that the long-term vehicle stop location is present, a long-term vehicle stop location flag Fstop is set to a value of 1 (step S330), and the processing proceeds to step S340.When it is determined that the anticipated information is not updated in step S 300, the processing proceeds to step S 340 in a state where the long-term vehicle holding flag Fstop is unchanged and maintained. Even if it is determined that the anticipated information is updated in step S 300, the processing proceeds to step S 340 without setting the long-term vehicle stop location flag Fstop to a value of 1 if it is determined in step S 320 that a long-term vehicle stop location is not present on the scheduled or assumed travel route within a predetermined section.Next, it is determined whether the flag Fstop for the long time of stopping the vehicle has a value of 1 (step S340). When it is determined that the long-term vehicle stop flag Fstop is 0, it is determined that a long-term vehicle stop location does not exist on the scheduled or predicted travel route within a predetermined section from the current location, and the present processing is ended.When it is determined in step S340 that the long-term vehicle stop flag Fstop is 1, it is determined whether the engine running flag Fev is 0 (step S350). When it is determined that the engine running flag Fev is 0, the calculation of a distance Dstop to the long-term vehicle stop location is started (step S 360). Then, it is waited until the distance Dev to the long-term vehicle stop location reaches a distance smaller than a distance Ddislg to a discharge starting place in a state where the engine running flag Fev has a value of 0 (steps S 370, S 380), and then a decrease request SOC is issued to decrease the power storage ratio SOC of the battery 40 (step S 390). When an SOC decrease request is issued, the hybrid ECU 50 performs control to gradually decrease the power storage ratio SOC of the battery 40.Next, a wait is made until an end condition is satisfied in a state where the engine running flag Fev has a value of 0 (steps S 400, S 410). Then, the long-term vehicle stop flag Fstop is reset to a value of 0 (step S 420), a normal travel request is issued (step S 430), and the present processing is ended. The end condition includes a state in which a long-term vehicle stop location is reached.When the engine running flag Fev becomes a value of 1 while waiting until the distance Dev to the long-term vehicle stop location reaches a distance less than the distance Ddischg to the discharging start location, it is determined that the engine running flag Fev becomes a value of 1 in step S 370, the long-term vehicle stop flag Fstop is reset to a value of 0 (step S 420), a normal running request is issued (step S 430), and the present processing is ended. In other words, the control of increasing the power storage ratio SOC of the battery 40 to travel the motor travel range has priority. Even when the distance Dev to the long-term vehicle stop location reaches a distance less than the distance Ddiskg to the discharge start place, and the control of gradually decreasing the power storage ratio SOC of the battery 40 is started, the following is performed when the engine running flag Fev becomes a value of 1 before the end condition is satisfied. Specifically, it is determined in step S 370 that the engine travel flag Fev has a value of 1, the long-term vehicle stop flag Fstop is reset to a value of 0 (step S 410), a normal travel request is issued (step S 420), and the present processing is ended. The control of increasing the electric storage ratio SOC of the battery 40 to travel the motor travel range is prioritized also in this case.When it is determined in step S350 that the engine running flag Fev has a value of 1, the long-term vehicle stop flag Fstop is reset to a value of 0 (step S420), a normal running request is issued (step S430), and the present processing is terminated. In other words, even if a long-term vehicle stop location is present on the scheduled or to be accepted travel route within a predetermined section from the current location, the control with respect to the long-term vehicle stop location is prohibited from being performed when the engine running flag Fev has a value of 1.FIG. 4 is an explanatory diagram showing an example of a temporal change of the power storage ratio SOC of the battery 40 in the embodiment and a comparative example when a location near the home is set as a motor running range. A case where the vicinity of the home is set as an engine running area and the home is stored as a long-term vehicle stop location is conceivable. In the drawing, a range from a location P 4 to the home is the engine travel range, a location P 3 is a start location for charging before the start location of the engine travel range, and a location P 2 is a start location for discharging when the home is the long-term vehicle stop location. The broken lines indicate a temporal change in the power storage ratio SOC when the residence is going to be hagged, and a location P 5 indicates a location where it is determined that the residence is going to be hagged. The comparative example is a case where the control of increasing the storage ratio SOC of the battery 40 from the start point P 3 before the engine running region and the control of decreasing the storage ratio SOC of the battery 40 from the start point P 2 before the long-term vehicle stop location interfere with each other. In the comparative example, the control for decreasing the power storage ratio SOC of the battery 40 is started from the time T 2 at which the vehicle reaches the discharging start point P 2 before the long-term vehicle stop location, and the power storage ratio SOC gradually decreases. Then, the control of increasing the power storage ratio SOC of the battery 40 is started from the time T 3 at which the vehicle reaches the charging start point P 3 before the engine running range, and the power storage ratio SOC gradually increases. Then, when the vehicle reaches the start point P 4 of the engine running range, the electric storage ratio SOC by the engine running range decreases. Meanwhile, in the embodiment, when it is determined that the location on the scheduled or assumed travel route is present within a predetermined section from the current location at time T 1 at which the vehicle reaches a location P 1, the engine travel flag Fev is set to a value of 1. Therefore, the control of decreasing the power storage ratio SOC of the battery 40 is not performed even at the time T 2 at which the vehicle reaches the discharging start point P 2 before and after the long-term vehicle stop location. The control of increasing the power storage ratio SOC of the battery 40 is started from the time T 3 at which the vehicle reaches the charging start point P 3 before the engine running range, and the power storage ratio SOC gradually increases. Then, when the vehicle reaches the start point P 4 of the engine running range, the electric storage ratio SOC by the engine running range decreases. When passing the home, the engine travel is continued until time T6 at which the vehicle reaches point P5, and the travel is thereafter performed as normal travel. In the embodiment, the variation of the power storage ratio SOC of the battery 40 is small as compared with the comparative example, and therefore the energy efficiency becomes satisfactory.The prioritization of the control of increasing the power storage ratio SOC of the battery 40 to travel the engine travel range over the control of decreasing the power storage ratio SOC of the battery 40 with respect to the long-term vehicle stop location as described above is based on the idea that the travel of the engine travel range defined by a community, a user, and the like has a higher priority than the increase in charging efficiency when the exhaust emission control device is warmed up after the vehicle has stopped for a long time.In the hybrid electric vehicle of the above-described embodiment, the control of increasing the storage ratio SOC of the battery 40 before the engine running region takes priority over the control of decreasing the storage ratio SOC of the battery 40 before the long-term vehicle stop location. Thereby, the interference between the control of decreasing the storage ratio SOC of the battery 40 before the long-term vehicle stop location and the control of increasing the storage ratio SOC of the battery 40 before the engine running range can be avoided. Moreover, the control of decreasing the power storage ratio SOC of the battery 40 before the long-term vehicle stop location is immediately stopped when the execution of the control of increasing the power storage ratio SOC of the battery 40 before the engine running region is predicted (when the engine running flag Fev has a value of 1) even when the control of decreasing the power storage ratio SOC of the battery 40 before the long-term vehicle stop location is executed. As a result, the control of increasing the power storage ratio SOC of the battery 40 before the motor running region can be performed more appropriately.In the embodiment, the control of increasing the storage ratio SOC of the battery 40 before the motor running region takes priority over the control of decreasing the storage ratio SOC of the battery 40 before the long-term vehicle stop location. However, the first control and the second control may be any control as long as the second control of controlling the engine EG and the motor MG is performed so that the power storage ratio SOC of the battery 40 becomes larger before the second location range predicted or set as a location or a range that is preferentially obtained in a state in which the power storage ratio SOC of the battery 40 becomes larger than that in the first control of the engine EG and the motor MG so that the power storage ratio SOC of the battery 40 becomes smaller before the first location range predicted or set as a range that is preferentially obtained in a state in which the power storage ratio SOC of the battery 40 is small, assumed or set.The correspondence relationship between the main components of the embodiment and the main components of the invention described in the object solution column will be described. In the embodiment, the engine EG corresponds to an "engine", the engine MG corresponds to an "engine", the battery 40 corresponds to a "power storage device", and the hybrid electronic control unit 50 corresponds to a "controller".The correspondence relationship between the main components of the embodiment and the main components of the invention described in the problem solution column is an example of the concrete description of embodiments of the invention described in the problem solution column by the embodiment, and thus does not limit elements of the invention described in the problem solution. In other words, the configuration of the invention described in the column of the problem solution is to be made based on the formulations in the column, and the embodiment is merely a specific example of the invention described in the column of the problem solution.The present disclosure has been described using the above embodiment, but the present disclosure is by no means limited to such an embodiment, and it goes without saying that the present disclosure can be embodied in various forms without departing from the gist of the present disclosure.The present disclosure may be used in the industry for manufacturing hybrid electric vehicles and the like.

Claims

A hybrid electric vehicle comprising: an internal combustion engine configured to output a driving force for running; a motor configured to output a driving force for running; a power storage device configured to exchange power with the motor; and a controller that controls, for a first location range, running by controlling the internal combustion engine and the motor such that a power storage ratio of the power storage device becomes smaller before the first location range, which is assumed or set as a location or a range that is preferentially achieved in a state in which the power storage ratio of the power storage device is small, and controls, for a second location range, running only by the driving force of the motor by stopping the internal combustion engine in the second location range, which is assumed or set as a location or a range, in the electrically driven driving of driving set only by the driving force of the motor by stopping the engine, the controller prohibits execution of the control for the first location range when execution of the control for the second location range is assumed or scheduled within a predetermined distance range.The hybrid electric vehicle according to claim 1, wherein the first location area is a location or an area where stopping over a longer period of time is predicted.The hybrid electric vehicle according to claim 1 or 2, wherein the second location range controller further performs driving by controlling the engine and the motor such that the power storage ratio of the power storage device becomes larger before that of the second location range.A method for controlling a hybrid electric vehicle, the hybrid electric vehicle comprising: an internal combustion engine configured to output a driving force for traveling; a motor configured to output a driving force for traveling; A power storage device configured to exchange power with the motor, the method for control comprising: enabling driving for a first location area by controlling the engine and the motor such that a power storage ratio of the power storage device becomes smaller before the first location area that is assumed or set as a location or an area that is preferentially achieved in a state in which the power storage ratio of the power storage device is small, and controlling driving for a second location area only by the driving force of the motor by stopping the engine in the second location area that is assumed or set as a location or an area in which electrically driven driving is set from driving only by the driving force of the motor by stopping the engine; and prohibiting execution of the control for the first location area when execution of the control for the second location area is accepted or scheduled within a predetermined distance range.

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