Hybrid vehicle control method and hybrid vehicle control device

Abstract

To improve the acceleration responsiveness of a series hybrid vehicle.SOLUTION: A hybrid vehicle control method is for controlling a hybrid vehicle 100 that includes a traveling motor 3 configured to be operated by electric power of a battery 4, a power generation motor 2 configured to supply generated electric power to at least one of the battery 4 and the traveling motor 3, and an internal combustion engine 1 configured to serve as the drive source of the power generation motor 2, and that travels in an EV mode in which the hybrid vehicle travels in a state where the internal combustion engine 1 is stopped or in a HEV mode in which the hybrid vehicle travels in a state where the internal combustion engine 1 is operated. In a hybrid vehicle control method, a controller 10 infers whether overtaking acceleration is performed during traveling in the EV mode, on the basis of an external factor determined by a relation with a preceding vehicle traveling ahead of a host vehicle and an internal factor determined according to the operation of the driver of the host vehicle; and when it is inferred that the overtaking acceleration is performed, the controller starts motoring to start the internal combustion engine 1.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a hybrid vehicle control method and a hybrid vehicle control device. [Background technology]

[0002] In a series HEV, the engine is operated at a high-efficiency operating point, and the surplus power resulting from the relationship between the generated power and the driving load is used to charge the battery. However, the engine must be stopped at appropriate times to manage the battery's SOC. Also, to counter noise and vibration, battery management is known that keeps the engine running as little as possible in situations where engine noise and vibration are noticeable.

[0003] In a series hybrid vehicle, the engine power is used only for generating electricity, so the acceleration response of the vehicle depends on the power that can be supplied to the motor. In a situation where the required driving force increases, such as when accelerating to overtake, the power supplied from the battery alone may not be sufficient, and it may become necessary to supply power directly from the generator to the motor. In such a situation, if the engine is started to generate electricity after the required driving force increases, there is a delay before the power supply starts, and the acceleration response deteriorates accordingly. In other words, in order to improve the acceleration response of a series hybrid vehicle, it is important to start the power supply from the generator as soon as possible in response to an increase in the required driving force.

[0004] Document 1 discloses that, as a method of controlling a hybrid vehicle, the vehicle is put into EV mode when it is predicted that the required driving force will not change, such as in following driving, and when the situation arises in which the required driving force may change while driving in EV mode, the vehicle is switched to HEV mode and driven. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2017-177976 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, the control described in the above document is applied to a parallel hybrid vehicle, which is often driven in HEV mode, and therefore the control described in the above document is performed only in specific cases, such as when following a vehicle.

[0007] Therefore, when the control described in the above document is applied to a series hybrid vehicle in which the engine is stopped frequently as described above, there is room for improvement in acceleration responsiveness in situations other than when accelerating from following driving.

[0008] SUMMARY OF THE PRESENT EMBODIMENTS Accordingly, an object of the present invention is to provide a control capable of improving the acceleration response of a series hybrid vehicle. [Means for solving the problem]

[0009] According to one aspect of the present invention, there is provided a hybrid vehicle control method for controlling a hybrid vehicle that includes a driving motor operated by electric power from a battery, a power generation motor that supplies generated electric power to at least one of the battery or the driving motor, and an internal combustion engine that is a drive source for the power generation motor, and that runs in an EV mode in which the internal combustion engine is stopped, or in an HEV mode in which the internal combustion engine is operated. In this method, while running in the EV mode, a controller predicts whether or not overtaking acceleration will be performed based on an external factor determined by the relationship with a vehicle ahead of the vehicle and an internal factor determined by an operation of the driver of the vehicle, and when it predicts that overtaking acceleration will be performed, starts motoring to start the internal combustion engine. Effect of the Invention

[0010] According to the above aspect, the acceleration response of the series hybrid vehicle can be improved. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle. [Diagram 2] FIG. 2 is a time chart showing the difference between accelerating from the HEV mode and accelerating from the EV mode. [Diagram 3] FIG. 3 is a flowchart of the control according to the first embodiment. [Figure 4] FIG. 4 is a time chart for explaining the effect of the control according to the first embodiment. [Diagram 5] FIG. 5 is a time chart showing a situation in which a vehicle catches up with and overtakes a vehicle ahead. [Figure 6] FIG. 6 is a time chart showing a situation in which the vehicle speed is increased due to an increase in the vehicle speed limit, and the vehicle passes the vehicle ahead. [Figure 7] FIG. 7 is a flowchart of the control according to the first embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] [First embodiment] FIG. 1 is a schematic diagram of a hybrid vehicle 100 to which the control of this embodiment is applied.

[0014] The hybrid vehicle (hereinafter simply referred to as "vehicle") 100 comprises a traction motor 3 powered by power from a battery 4, a generator motor 2 that supplies generated power to at least one of the battery 4 or the traction motor 3, and an internal combustion engine 1 that serves as the driving source for the generator motor 2.

[0015] The internal combustion engine 1 is connected to the power generation motor 2 via a reduction gear mechanism (not shown). The power generation motor 2 is driven by the internal combustion engine 1 to generate electricity. The power generation motor 2 can also perform so-called motoring, in which the power generation motor 2 is powered by the electric power of a battery 4 to rotate the internal combustion engine 1.

[0016] The traction motor 3 is connected to drive wheels 5. The traction motor 3 drives the vehicle 100, and also generates regenerative power during deceleration.

[0017] The generator motor 2 and the traction motor 3 are three-phase AC motors, and are controlled by a controller 10 via an inverter (not shown).

[0018] The battery 4 constitutes a power source for the generator motor 2 and the traveling motor 3. The battery 4 is charged with electric power generated by the generator motor 2 and electric power regenerated by the traveling motor 3.

[0019] As described above, the hybrid system of the vehicle 100 is of a series type in which the internal combustion engine 1 is used exclusively to drive the generator motor 2, and the drive wheels 5 are exclusively driven by the traction motor 3.

[0020] The controller 10 is composed of one or more microcomputers equipped with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 10 performs integrated control of the internal combustion engine 1 and an inverter (not shown) and the like by executing a program stored in the ROM or RAM by the CPU.

[0021] The controller 10 receives signals from various sensors and switches, including an SOC sensor 20 for detecting the state of charge (SOC) of the battery 4, a coolant temperature sensor 21 for detecting the temperature of the coolant in the engine 1, an outside air temperature sensor 22 for detecting the temperature outside the vehicle, an accelerator pedal opening sensor 23 for detecting the accelerator pedal operation amount, a vehicle speed sensor 24 for detecting the vehicle speed, and a turn signal switch 25 for detecting the operation state of a turn signal. The controller 10 is also connected to a navigation system 6, a camera 7, a radar 8, a communication device 9, and the like, and receives various information from these. The above signals and information are used for various controls by the controller 10. The controller 10 also performs acceleration prediction and start control of the internal combustion engine 1, which will be described later, as an acceleration prediction unit and a start control unit.

[0022] In the above-described series type hybrid vehicle 100, the controller 10 basically controls the internal combustion engine 1 to generate electricity so as to maintain the SOC of the battery 4 within an appropriate range, and charges the battery 4 with the generated electric power of the generator motor 2. When high output is required, such as during acceleration to overtake, the controller 10 supplies the generated electric power of the generator motor 2 to the traction motor 3.

[0023] Incidentally, direct injection downsizing turbocharging is known as a method for achieving both fuel economy and output performance of the internal combustion engine 1. Direct injection enables a high compression ratio, improving thermal efficiency. Downsizing increases the throttle valve opening for the same output, reducing pumping loss. Downsizing also reduces mechanical loss. In the case of a series hybrid in which the internal combustion engine 1 is used exclusively for power generation, it is possible to operate the internal combustion engine 1 at a fixed point with low load and high efficiency, which allows for further improvement in fuel economy.

[0024] On the other hand, as a method for improving output performance, it is known to enlarge the turbocharger. However, the larger the turbocharger, the worse the turbocharger response becomes, and it becomes difficult to satisfy the response to the driver's acceleration request (hereinafter, also referred to as acceleration response). Although a method of using battery power until the turbocharger starts supercharging can be considered, this requires an increase in battery output, which leads to an increase in costs.

[0025] Also, the controller 10 increases the frequency of operation at the operating point where the efficiency is highest, and charges the battery 4 with surplus power resulting from the relationship between the generated power and the driving load, etc., but from the viewpoint of battery energy management, which is to maintain the SOC within an appropriate range, it is impossible to charge the battery 4 permanently, so the internal combustion engine 1 is stopped at appropriate intervals to switch to EV mode. In order to satisfy the acceleration responsiveness, it is necessary to start the power supply immediately in response to an acceleration request, but in EV mode, the power supply starts after the internal combustion engine 1 is started. For this reason, the acceleration responsiveness is reduced compared to the HEV mode in which the internal combustion engine 1 is operating.

[0026] Figure 2 is a time chart showing acceleration from HEV mode and acceleration from EV mode. The dashed line in the figure shows the HEV mode, and the solid line in the figure shows the EV mode.

[0027] When an acceleration request is generated at time T1, power supply can start immediately in HEV mode, whereas in EV mode, only power can be supplied from the battery 4 until time T2 when the internal combustion engine 1 is started in response to the acceleration request. Then, it is not until time T3 that power supply equivalent to that in HEV mode becomes possible. For this reason, acceleration is slower in EV mode than in HEV mode by the difference in power supply between times T1 and T3. In other words, even in EV mode, if the start timing of the internal combustion engine 1 can be advanced, acceleration responsiveness can be improved.

[0028] Therefore, in this embodiment, in order to improve the acceleration response in the EV mode without increasing the battery output, the control described below is executed.

[0029] 3 is a flowchart showing a control routine that is executed by the controller 10, which functions as an acceleration prediction unit and a start control unit, during running in the EV mode in this embodiment. The control routine is preprogrammed in the controller 10.

[0030] In step S100, the controller 10 determines whether the inter-vehicle distance to a vehicle traveling ahead of the host vehicle (hereinafter also referred to as a forward vehicle) is equal to or less than the approach threshold 1 and whether the relative vehicle speed to the forward vehicle is equal to or less than the approach threshold 2. If both are satisfied, the process of step S110 is executed, and if not, the determination of step S100 is repeated. The inter-vehicle distance and the relative vehicle speed can be calculated based on the detection data of the camera 7 or the radar 8.

[0031] Both the approach threshold 1 and the approach threshold 2 can be set arbitrarily, but for example, the approach threshold 1 is about 10 to 20 [m], and the approach threshold 2 is about -3 [m / s]. The relative vehicle speed is a value obtained by subtracting the vehicle speed of the host vehicle from the vehicle speed of the vehicle ahead, and is a negative value when the host vehicle is faster than the vehicle ahead. The relative vehicle speed is equal to or less than the approach threshold 2 means that the absolute value of the relative vehicle speed is greater than the absolute value of the approach threshold 2. The inter-vehicle distance and the relative vehicle speed are examples of external factors, and the rate of change of the inter-vehicle distance may be used instead of the inter-vehicle distance, and the relative acceleration may be used instead of the relative vehicle speed.

[0032] In this embodiment, the process proceeds to step S100 when both the conditions that the vehicle distance is within approach threshold 1 and the relative vehicle speed is within approach threshold 2 are satisfied, but the present invention is not limited to this, and for example, the process may proceed to step S110 when either one of the conditions is satisfied. However, in order to predict acceleration with higher accuracy, it is desirable to satisfy both conditions.

[0033] In step S110, the controller 10 determines whether the turn signal is on or not, and if it is on, executes the process of step S120, and if it is not on, returns to the process of step S100. The operation of the turn signal is an example of an internal factor. For example, in the case of a driving assistance control that performs lane changing and overtaking on the condition of the driver's approval, if there is a switch other than the turn signal that is operated to approve the lane change proposal, whether or not the switch is pressed is also an internal factor. In this case, in this step, if the turn signal is on or the switch is pressed, the process proceeds to step S120.

[0034] In step S120, the controller 10 generates a motoring request and starts motoring. Motoring refers to rotating the internal combustion engine 1 with the generator motor 2.

[0035] The rotation speed of the internal combustion engine 1 by motoring (hereinafter also referred to as motoring rotation speed) may be a preset fixed value, or may be varied according to the situation. For example, the required power, which is the power required for overtaking acceleration, is estimated based on the vehicle speed and the accelerator opening change rate at the time when it is determined in step S110 that the turn signal is on, and the motoring rotation speed is increased as the required power increases.

[0036] In step S130, the controller 10 determines whether firing is possible, and if firing is possible, executes the process of step S140, and if not, returns to the process of step S100. Firing refers to spark ignition in the internal combustion engine 1 during motoring. Firing is determined to be possible when all of the following conditions are met.

[0037] (1) Battery 4 is not in lithium deposition protection mode.

[0038] (2) Battery 4 is not subject to input / output restrictions caused by battery temperature.

[0039] (3) The required driving force becomes equal to or greater than the third threshold value within a preset waiting time from the start of turn signal operation.

[0040] The input / output restriction caused by the battery temperature in condition (2) refers to a state in which the input / output to the battery 4 is significantly restricted because the battery temperature is in an extremely low or high temperature state.

[0041] The waiting time in condition (3) can be set arbitrarily, for example, to about 5 seconds, and the third threshold can be set arbitrarily, for example, to 0 [Nm].

[0042] Conditions (1) and (2) are conditions for protecting the battery 4, and condition (3) is a condition for confirming that there is an actual intention to accelerate. In other words, if the battery 4 is not in the protection mode and an actual intention to accelerate is confirmed, it is determined that filing is possible.

[0043] In step S140, the controller 10 performs firing (spark ignition) to start the internal combustion engine 1. Note that the controller 10 may start motoring in step S140 without starting motoring at the time when the motoring request is generated in step S120.

[0044] As described above, in this embodiment, before an actual intention to accelerate is confirmed, the internal combustion engine 1 is started by predicting that overtaking acceleration will be performed based on external factors and internal factors. This makes it possible to improve acceleration responsiveness compared to conventional control in which the internal combustion engine 1 is started after an actual intention to accelerate is confirmed. Note that the conventional control here refers to control that determines whether to start or stop the internal combustion engine 1 according to a map that uses the SOC of the battery 4, the vehicle speed, and the required driving force as parameters.

[0045] 4 is a time chart comparing the control according to this embodiment with the conventional control with respect to the changes in engine speed and engine output when an acceleration request is made. The solid line in the figure indicates the control according to this embodiment, and the dashed line indicates the conventional control. It is assumed that a motoring request is generated at timing T0 (step S120), and an acceleration request is generated at timing T1 based on the accelerator depression amount, etc.

[0046] In the control according to this embodiment, motoring is started at timing T0 and the motoring state is maintained. Then, when an acceleration request is generated at timing T1, it is determined that firing is possible, firing is performed, and the engine output starts to increase.

[0047] In contrast, in conventional control, the internal combustion engine 1 starts at timing T1 when an acceleration request is actually generated, so the increase in engine output is delayed compared to the control according to this embodiment.

[0048] That is, according to the control of this embodiment, it is possible to start the power supply more quickly than with the conventional control.

[0049] 5 and 6 are both time charts in the case where the control according to this embodiment is executed.

[0050] FIG. 5 shows a case where a vehicle on a highway or the like catches up with a vehicle ahead and accelerates to overtake.

[0051] At timing T1 while the vehicle is traveling at a constant speed in HEV mode, the driver determines that the vehicle has caught up with the vehicle ahead and reduces the accelerator opening to zero. This causes the internal combustion engine 1 to stop and the vehicle to switch to EV mode. In addition, the vehicle starts coasting, so the required driving force becomes negative and the vehicle speed decreases.

[0052] Although the vehicle speed of the host vehicle continues to decrease after time T1, the vehicle distance decreases and becomes within the approach threshold value 1 at time T2. In addition, as the vehicle speed decreases, the relative vehicle speed approaches zero.

[0053] At timing T3, the accelerator is depressed to maintain the vehicle distance, and at timing T4, the blinker is activated. In this case, the vehicle distance is equal to or less than approach threshold 1 at timing T2, and the relative vehicle speed is equal to or less than approach threshold 2 before timing T4. Therefore, when the blinker is activated at timing T4, it is determined that there is an intention to overtake, a motoring request is generated, and motoring is started. Then, at timing T5 before the waiting time has elapsed, when the requested driving force becomes equal to or greater than 0 [Nm], it is determined that there is an intention to accelerate, firing is performed, and the mode is switched to HEV mode. In other words, at the point in time when it is determined that there is an intention to accelerate, the internal combustion engine 1 is motoring, and therefore it is possible to immediately output power by firing.

[0054] In this way, the internal combustion engine 1 is started when the required driving force becomes 0 [Nm] or more, so that at the timing when the power supply from the generator motor 2 is required, it is possible to immediately supply power to the driving motor 3. Therefore, it is possible to improve the acceleration response compared to the conventional control in which the internal combustion engine 1 is not started until the required driving force becomes large enough for overtaking acceleration. Note that the reason why the inter-vehicle distance and the relative vehicle speed become zero in a stepwise manner after timing T5 is because the vehicle that was recognized as the preceding vehicle disappears in front of the host vehicle due to the lane change.

[0055] FIG. 6 shows a case where the vehicle speed limit is increased and the vehicle accelerates to overtake while maintaining a constant distance from the vehicle ahead.

[0056] At time T1 while driving at a constant speed in EV mode, the driver slightly increases the accelerator opening because the vehicle speed limit has increased. This reduces the distance to the vehicle ahead and increases the absolute value of the relative vehicle speed. The driver then turns on the turn signal at time T2 and further increases the accelerator opening at time T3 in order to accelerate to overtake.

[0057] In this situation, the distance to the vehicle ahead becomes equal to or less than approach threshold 1 before timing T2, the relative vehicle speed becomes equal to or less than approach threshold 2, and the driving force is equal to or greater than zero [Nm] from timing T0, so that if the turn signal is activated at timing T2, the controller 10 determines that there is an intention to accelerate and operates the internal combustion engine 1. As a result, when the accelerator opening becomes larger at timing T3, the state becomes one in which power can be supplied to the driving motor 3.

[0058] As described above, in this embodiment, a hybrid vehicle control method is provided that controls a hybrid vehicle that includes a driving motor 3 operated by power from a battery 4, a power generation motor 2 that supplies generated power to at least one of the battery 4 and the driving motor 3, and an internal combustion engine 1 that is a drive source for the power generation motor 2, and that runs in an EV mode in which the internal combustion engine 1 is stopped, or in an HEV mode in which the internal combustion engine 1 is operated. In this method, while running in the EV mode, the controller 10 predicts whether or not overtaking acceleration will be performed based on an external factor determined by the relationship with a vehicle ahead of the vehicle and an internal factor determined by the operation of the driver of the vehicle, and when it predicts that overtaking acceleration will be performed, starts motoring to start the internal combustion engine 1. This makes it possible to quickly start power supply in a situation where large acceleration is required, such as overtaking acceleration.

[0059] In this embodiment, the controller 10 estimates the required power, which is the power required for the predicted overtaking acceleration, and increases the motoring speed as the required power increases, thereby making it possible to supply the power required for acceleration.

[0060] In this embodiment, the controller 10 stops motoring when the internal factor is cancelled after motoring has started, or when a predetermined time has elapsed without overtaking acceleration. This prevents the motoring time from becoming unnecessarily long, thereby reducing the amount of power consumption due to motoring.

[0061] In this embodiment, the controller 10 prohibits firing after motoring starts when a condition that causes deterioration of the battery 4 is satisfied. This makes it possible to suppress deterioration of the battery 4.

[0062] [Second embodiment] Next, a second embodiment of the present invention will be described. The difference from the first embodiment is that after a motoring request is generated, motoring is started after determining whether motoring is possible. The following description will focus on this difference.

[0063] FIG. 7 is a flowchart showing a control routine executed by the controller 10, which functions as an acceleration prediction unit and a start control unit, during running in the EV mode in this embodiment.

[0064] The difference from Fig. 3 is that between steps S120 and S130, step S122 is performed to determine whether motoring is possible, and step S124 is performed to start motoring if it is determined that motoring is possible. Note that steps S100 to S120 and steps S130 to S140 are the same as in Fig. 3, so their explanation will be omitted.

[0065] The controller 10 determines in step S122 whether motoring is possible, and if it is possible, proceeds to step S124 to start motoring, and if not, returns to the processing of step S100.

[0066] Motoring is deemed possible when all of the following conditions are met:

[0067] (1) Battery 4 is not subject to input / output restrictions caused by battery temperature.

[0068] (2) Not subject to exhaust emission or noise and vibration requirements.

[0069] (3) Motoring does not cause the SOC of battery 4 to fall below the lower threshold.

[0070] The condition (1) is the same as the condition (2) used to determine whether firing is possible in the first embodiment.

[0071] The restriction due to the exhaust emission requirement in condition (2) is, for example, a restriction due to the temperature of the exhaust catalyst. That is, when motoring is performed, only air is discharged from the internal combustion engine 1 and flows into the exhaust catalyst, which causes a drop in the temperature of the exhaust catalyst, so motoring is restricted when there is a risk that the temperature of the exhaust catalyst will fall below its activation temperature. In addition, the restriction due to the noise and vibration requirement in condition (2) is, for example, a restriction on motoring in situations where the noise or vibration generated by motoring is noticeable, such as when driving at low speeds.

[0072] The lower limit threshold in condition (3) is the lower limit SOC determined from the viewpoint of battery protection. As in general battery management, in this embodiment, an upper limit threshold above which deterioration of the battery 4 is accelerated and a lower limit threshold below which deterioration of the battery 4 is accelerated are set, and the SOC is managed so as not to deviate from the range. For this reason, when motoring causes the SOC of the battery 4 to fall below the lower limit threshold, motoring must be restricted.

[0073] As described above, by the controller 10 performing the determination in step S122, it is possible to prevent deterioration of the battery 4, and deterioration of exhaust emissions, noise, and vibrations caused by motoring.

[0074] As described above, in this embodiment, the controller 10 does not perform motoring when at least one of the conditions that the battery 4 deteriorates, the condition that the discharge of the battery 4 is limited, the condition that the emission performance decreases, or the condition that the sound vibration performance decreases is satisfied. This makes it possible to protect the battery 4, suppress the decrease in the emission performance, and suppress the decrease in the sound vibration performance.

[0075] Although the embodiments of the present invention have been described above, the above-mentioned embodiments merely show some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above-mentioned embodiments. [Explanation of symbols]

[0076] REFERENCE SIGNS LIST 1 internal combustion engine, 2 power generating motor, 3 driving motor, 4 battery, 6 navigation system, 7 camera, 8 radar, 9 communication device, 10 controller

Claims

1. A driving motor operated by power from a battery; a power generation motor that supplies generated electric power to at least one of the battery and the driving motor; an internal combustion engine that is a drive source of the generator motor; A hybrid vehicle control method for controlling a hybrid vehicle running in an EV mode in which the hybrid vehicle runs with the internal combustion engine stopped or in an HEV mode in which the hybrid vehicle runs with the internal combustion engine operating, The controller is During the running in the EV mode, a prediction is made as to whether or not overtaking acceleration will be performed based on an external factor determined by a relationship with a preceding vehicle running in front of the host vehicle and an internal factor determined in response to an operation of a driver of the host vehicle; When it is predicted that the overtaking acceleration will be performed, motoring is started to start the internal combustion engine. A hybrid vehicle control method.

2. 2. The hybrid vehicle control method according to claim 1, The controller estimates a required power, which is the power required for the predicted overtaking acceleration, and increases the rotation speed of the motoring as the required power increases. A hybrid vehicle control method.

3. 2. The hybrid vehicle control method according to claim 1, The controller: after the start of the motoring, if the internal factor is cancelled or if a predetermined time has elapsed without the overtaking acceleration being performed, the motoring is stopped. A hybrid vehicle control method.

4. 2. The hybrid vehicle control method according to claim 1, The controller: When at least one of a condition that the battery deteriorates, a condition that the discharge of the battery is limited, a condition that the emission performance is deteriorated, or a condition that the sound vibration performance is deteriorated is satisfied, the motoring is not performed. A hybrid vehicle control method.

5. 2. The hybrid vehicle control method according to claim 1, The controller: prohibiting firing after the start of motoring when a condition that causes deterioration of the battery is satisfied; A hybrid vehicle control method.

6. A driving motor operated by power from a battery; a power generation motor that supplies generated electric power to at least one of the battery and the driving motor; an internal combustion engine that is a drive source of the generator motor; A hybrid vehicle control device that controls a hybrid vehicle that runs in an EV mode in which the internal combustion engine is stopped or in an HEV mode in which the internal combustion engine is operated, an acceleration prediction unit that predicts whether or not overtaking acceleration will be performed based on an external factor determined by a relationship with a preceding vehicle traveling in front of the host vehicle and an internal factor determined in response to an operation of a driver of the host vehicle while the host vehicle is traveling in the EV mode; a start control unit that starts motoring to start the internal combustion engine when it is predicted that the overtaking acceleration will be performed; The present invention is characterized in that it comprises Hybrid vehicle control device.

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