Hybrid vehicle and control method of the same

Abstract

To avoid interaction between control for decreasing in advance an electricity accumulation ratio of a power storage device and control for increasing in advance the electricity accumulation ratio of the power storage device.SOLUTION: When control for a second point region where an engine is stopped and a vehicle travels only by power from a motor is estimated or planned to execute in a prescribed range of the second point region that is estimated or configured to be a point or a region where the engine is stopped and electrical driving only using the power from the motor is set, control for a first point region where the vehicle travels through controlling the engine and the motor to decrease an electricity accumulation ratio of a power storage device is prohibited before the first point region that is estimated or configured to be a point or a region at which the vehicle preferably arrives in a state where the electricity accumulation ratio of the power storage device is small.SELECTED DRAWING: Figure 3

Description

Technical Field

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

Background Art

[0002] Conventionally, as this type of hybrid vehicle, there has been proposed one that switches between each mode of an electric motor mode for traveling only with an electric motor, an engine mode for traveling only with an engine, and a combined mode using both, according to a mode switching vehicle speed (see, for example, Patent Document 1). In this hybrid vehicle, by switching the mode switching vehicle speed for each of various environments such as urban areas, suburbs, highways, tunnels, etc., it is possible to perform traveling suitable for the environment.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a hybrid vehicle, at the start of the system after parking for a long time, it is preferable to perform warm-up operation while charging the battery in order to improve energy efficiency. Therefore, in some cases, a first control is performed to reduce the power storage ratio of the battery before a point or area where long-term parking is predicted. Also, when an electric driving area is set by a local government, a user, etc., to stop the engine and travel only with the power from the motor, in some cases, a second control is performed to increase the power storage ratio of the battery before the electric driving area. When such first control and second control interfere with each other, the problem becomes which control to prioritize.

[0005] The hybrid vehicle and its control method according to the present disclosure mainly aim 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.

Means for Solving the Problems

[0006] The hybrid vehicle and its control method according to the present disclosure have adopted the following means to achieve the above main object.

[0007] The hybrid vehicle according to the present disclosure an engine capable of outputting power for running, a motor capable of outputting power for running, a power storage device capable of exchanging power with the motor, a first point area control for controlling the engine and the motor to run so that the power storage ratio of the power storage device decreases before a first point area estimated or set as a point or area where it is preferable to reach in a state where the power storage ratio of the power storage device is small, and in a second point area estimated or set as a point or area where electric running is set to run only with the power from the motor by stopping the engine, a control device that executes a second point area control for running only with the power from the motor by stopping the engine A hybrid vehicle comprising When the execution of the second point area control is estimated or planned within a predetermined distance range, the control device prohibits the execution of the first point area control. Characterized by this.

[0008] In the hybrid vehicle of the present disclosure, when the control device executes the control for the first point area to control the engine and the motor so that the state of charge of the power storage device becomes low before the first point area estimated or set as a point or area where it is preferable to reach in a state where the state of charge of the power storage device is small, or executes the control for the second point area to stop the engine and travel only with the power from the motor within the second point area estimated or set as a point or area where electric driving is set to travel only with the power from the motor, when the execution of the control for the second point area is estimated or planned within a predetermined distance range, the execution of the control for the first point area is prohibited. Thereby, it is possible to avoid interference between the control for the first point area and the control for the second point area. Here, "estimation" includes cases based on past history and cases based on prediction, "setting" includes cases set in advance and cases set by the user, and "planning" includes cases planned as a travel route to the destination by the navigation system.

[0009] In the hybrid vehicle of the present disclosure, the first point area may be a point or area where long-term parking is predicted. Here, as the "long time", it is possible to assume a time longer than the time for which the engine and the purification device cool to the extent that warming up of the engine and the purification device attached to the exhaust system of the engine is required.

[0010] In the hybrid vehicle of the present disclosure, the control for the second point area may further control the engine and the motor so that the state of charge of the power storage device increases before the second point area. By doing so, it is possible to more reliably stop the engine and travel only with the power from the motor in the second point area.

[0011] The control method of the hybrid vehicle of the present disclosure is a control method for a hybrid vehicle including an engine capable of outputting power for traveling, a motor capable of outputting power for traveling, and a power storage device capable of exchanging power with the motor, Before a first point area estimated or set as a point or area where it is preferable to reach in a state where the power storage ratio of the power storage device is small, the engine and the motor are controlled so that the power storage ratio of the power storage device becomes small, and the first point area control for traveling is executed. In a second point area estimated or set as a point or area where electric travel is set, in which the engine is stopped and the vehicle travels only with the power from the motor, it is possible to execute the second point area control in which the engine is stopped and the vehicle travels only with the power from the motor. Furthermore, when the execution of the second point area control is estimated or planned within a predetermined distance range, the execution of the first point area control is prohibited. It is characterized by this.

[0012] In the control method of the hybrid vehicle of the present disclosure, before a first point area estimated or set as a point or area where it is preferable to reach in a state where the power storage ratio of the power storage device is small, the engine and the motor are controlled so that the power storage ratio of the power storage device becomes small, and the first point area control for traveling is executed. Or, when executing the second point area control in which the engine is stopped and the vehicle travels only with the power from the motor in a second point area estimated or set as a point or area where electric travel is set, when the execution of the second point area control is estimated or planned within a predetermined distance range, the execution of the first point area control is prohibited. Thereby, it is possible to avoid interference between the first point area control and the second point area control. Also in this hybrid vehicle control method, as described above, "estimation" includes cases based on past history and cases based on prediction, "setting" includes cases set in advance and cases set by the user, and "planning" includes cases planned as a travel route to the destination by the navigation system.

Brief Description of Drawings

[0013]

Figure 1

Figure 2

Figure 3

Figure 4

Mode for Carrying Out the Invention

[0014] Next, a mode (embodiment) for carrying out the present disclosure will be described. FIG. 1 is a block diagram showing, as a block centered around a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50, an example of a hybrid vehicle 20 according to an embodiment of the present disclosure. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has, as driving modes, a motor driving mode in which the vehicle travels by the power from the motor MG with the operation of the engine EG stopped, and a normal driving mode in which the engine EG is operated as necessary and the vehicle travels by the power from the engine EG and the power from the motor MG.

[0015] The hybrid vehicle 20 of the embodiment includes, in addition to the power source, an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an in-vehicle 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 switch 36, a battery actuator 38, a battery 40, an electronic control unit for air conditioner (hereinafter referred to as 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 driving state indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0016] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The in-vehicle camera 24 is a camera that images the surroundings of the vehicle, and examples include a front camera that images the front of the vehicle and a rear camera that images the rear of the vehicle. The millimeter-wave radar 26 detects the inter-vehicle distance and relative speed between the host vehicle and the vehicle ahead, or detects the inter-vehicle distance and relative speed between the host vehicle and the vehicle behind.

[0017] The acceleration sensor 28 is a sensor that detects, for example, the acceleration of the vehicle in the front-rear direction or the acceleration of the vehicle in the left-right direction (lateral direction). The vehicle speed sensor 30 detects the vehicle speed of the vehicle based on the wheel speed or the like. The accelerator sensor 32 detects the accelerator opening or the like according to the amount of depression of the driver's accelerator pedal. The brake sensor 34 detects the brake position or the like as the amount of depression of the driver's brake pedal. The mode switch 36 is disposed near the steering wheel of the driver's seat and is a switch for switching between the motor driving mode and the normal driving mode.

[0018] The battery actuator 38 detects the state of the battery 40, such as the voltage between terminals, charge / discharge current, and battery temperature, and manages the battery 40 based on these. The battery actuator 38 may calculate the state of charge SOC as the ratio of the remaining charge capacity to the total charge capacity based on the charge / discharge current, or calculate the maximum allowable output power (output limit Wout) that may be output from the battery 40 or the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the state of charge SOC, battery temperature, etc. The battery 40 is configured as a rechargeable secondary battery, and for example, a lithium-ion battery, nickel-metal hydride battery, lead-acid battery, etc. can be used.

[0019] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it includes a ROM, RAM, flash memory, input port, output port, communication port, etc. The air conditioner ECU 42 is incorporated into an air conditioning device that air-conditions the passenger compartment, and drives and controls the air conditioner compressor 44 in the air conditioning device so that the temperature of the passenger compartment becomes the set temperature.

[0020] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor / generator. The motor MG is connected to the battery 40 via an inverter (not shown), and can output driving force using the power supplied from the battery 40 or charge the battery 40 with the generated power.

[0021] The hybrid ECU 50 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The hybrid ECU 50 sets the driving mode, and based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, the output limit and input limit from the battery actuator 38, it sets the target operating points (target rotational speed and target torque) of the engine EG and the torque command of the motor MG. Note that the hybrid ECU 50 does not start when the accessory is on and starts when the radio is on.

[0022] When the hybrid ECU 50 is in motor driving, based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, it sets the required driving force and required power, sets the torque command of the motor MG so as to output the required driving force and required power to the vehicle, and transmits the set torque command to the accelerator actuator 60. When the hybrid ECU 50 is in hybrid driving, it sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and required power to the vehicle, and transmits the target operating point and the torque command to the accelerator actuator 60. Also, when the brake pedal is depressed, 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 torque command for regeneration to control the motor MG for regeneration based on the required braking force and the vehicle speed, sets the target braking force by the braking device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

[0023] The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 50. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc., so that the engine EG operates at the target operating point (target rotational speed and target torque). Further, the accelerator actuator 60 performs switching control of the switching elements of the inverter included in order to drive the motor MG so that torque corresponding to the torque command is output from the motor MG.

[0024] 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 by the brake device 64. The brake device 64 is configured as, for example, a hydraulically driven friction brake.

[0025] The display device 66 is incorporated, for example, in the installation panel in front of the driver's seat, displays various information, and also functions as a touch panel. The driving state indicator 67 has an EV indicator and an HV indicator (not shown). When the vehicle is running on the motor, the EV indicator is lit and the HV indicator is turned off. When the vehicle is running in hybrid mode, the EV indicator is turned off and the HV indicator is lit. The meter 68 is incorporated, for example, in the installation panel in front of the driver's seat.

[0026] The DCM (Data Communication Module) 70 transmits the information of the host vehicle to the traffic information management center 100 and receives the road traffic information from the traffic information management center 100. Examples of the information of the host vehicle include the position of the host vehicle, vehicle speed, driving power, driving mode, and the like. Examples of the road traffic information include information on current and future traffic jams, information on the current average vehicle speed and predicted values of future average vehicle speeds in sections on the driving route, information on traffic regulations, information on weather, information on road surface conditions, information on maps, and the like. 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.).

[0027] The navigation system 80 is a system that guides the host vehicle to a set destination, and includes a display unit 82 and a map information database 84. The display unit 82 is a functional block having a function of displaying on the display device 66 a route to the destination, the position of the host vehicle, and the like 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 waypoints are set, the navigation system 80 sets a route based on the information of the destination and waypoints, the information of the current location (the current position of the host vehicle) acquired by the GPS 22, and the information stored in the map information database 84. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined times (for example, every 3 minutes, every 5 minutes, etc.) to acquire 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 data as a map but also road gradients, road types, elevations, etc. for each driving section.

[0028] When performing route guidance, the navigation system 80 generates, as preview information, load information necessary to travel each driving section, such as information on each driving section within the driving route and information on driving load among the road traffic information acquired from the traffic information management center 100 each time (or at predetermined intervals) it acquires road traffic information from the traffic information management center 100, based on information such as the vehicle speed of the host vehicle, the driving power of the host vehicle, and the driving mode of the host vehicle, and transmits it to the hybrid ECU 50. Note that the preview information also includes information on the host vehicle such as the position, vehicle speed, driving power, and driving mode of the host vehicle, information on current and future traffic jams, information on the current average vehicle speed and predicted values of future average vehicle speeds in sections on the driving route, information on traffic regulations, information on weather, information on road surface conditions, and information on maps. The information on maps also includes areas where motor vehicles should travel (motor vehicle driving areas) defined by municipalities and the like. The navigation system 80 can also set a motor vehicle driving area by designating an area such as an area near the user's home by user operation. The navigation system 80 then stores, in the map information, as a long-term parking location, a point where the vehicle has stopped for a long enough time that it is necessary to warm up the purification device attached to the exhaust system of the engine EG when the system is next started. The navigation system 80 transmits a signal indicating whether or not it is a motor vehicle driving area to the hybrid ECU 50 when the host vehicle is traveling.

[0029] Next, the operation of the hybrid vehicle 20 configured in this way, particularly the operation in the motor driving area running process executed when running in the motor driving area and the long-time parking process executed when long-time parking is predicted at a parking lot, will be described. Here, the motor driving area running process includes a process of increasing the state of charge (SOC) of the battery 40 before the set motor driving area, and this process enables the motor driving area to be motor-drivable. The long-time parking process includes a process of reducing the state of charge (SOC) of the battery 40 before the long-time parking location, and this process increases the load on the engine EG when starting the engine EG immediately at the start of the system after parking to warm up the purification device attached to the exhaust system, aiming to complete the warm-up early and improve the charging efficiency. FIG. 2 is a flowchart showing an example of the motor driving area running process executed by the hybrid ECU 50, and FIG. 3 is a flowchart showing an example of the long-time parking location process executed by the hybrid ECU 50. These processes are repeatedly executed. They will be described in the following order.

[0030] When the motor driving area running process is executed, the hybrid ECU 50 first determines whether the preview information has been updated (step S100). When it is determined that the preview information has been updated, information on the planned or estimated driving route within a predetermined range from the current location is acquired (step S110). As the predetermined range, 5 km, 10 km, 15 km, etc. can be used. The planned driving route is the driving route planned by the navigation system 80 as a route guidance from the current location to the destination when the destination is set, and the estimated driving route is the driving route where driving is estimated from the current location. The information to be acquired includes, in addition to the above-described preview information, the presence or absence of the motor driving area, the start point and end point of the motor driving area if the motor driving area exists, the point where a charging request is made before the motor driving area, and the long-time parking location. Next, it is determined whether there is a motor driving area in the planned or estimated driving route within the predetermined range (step S120). When it is determined that there is a motor driving area, the value 1 is set in the motor driving flag Fev (step S130), and the process proceeds to step S140.

[0031] When it is determined in step S100 that the look-ahead information has not been updated, proceed to step S140 while keeping the motor running flag Fev unchanged. Even if it is determined in step S100 that the look-ahead information has been updated, if it is determined in step S120 that there is no motor running area in the planned or estimated driving route within a predetermined range, proceed to step S140 without setting the value of the motor running flag Fev to 1.

[0032] Subsequently, it is determined whether the motor running flag Fev has a value of 1 (step S140). When it is determined that the motor running flag Fev has a value of 0, it is determined that there is no motor running area in the planned or estimated driving route within a predetermined range from the current location, and this process is terminated.

[0033] When it is determined in step S140 that the motor running flag Fev has a value of 1, the calculation of the distance Dev to the start point of the motor running area is started (step S150). Then, wait until the distance Dev to the start point of the motor running area becomes less than the distance Dchg to the charge start point in front of the start point of the motor running area (step S160), and a pre-charge request is made to increase the state of charge SOC of the battery 40 (step S170). Here, the charge start point is defined as a point a predetermined distance (for example, 1 km or 2 km, etc.) in front of the start point of the motor running area, and step S160 is a determination of whether the distance Dev has reached less than the predetermined distance. When the pre-charge request is made, the hybrid ECU 50 generates electricity by the motor MG using the power obtained by operating the engine EG, and charges the battery 40 with this generated power.

[0034] Subsequently, wait until the distance Dev to the start point of the motor running area becomes 0 or less (step S180), and a motor running request is made (step S190). When the motor running request is made, the hybrid ECU 50 sets the motor running mode to the running mode, and controls to run by motor running in which only the power from the motor MG is used in a state where the engine EG is stopped.

[0035] Then, wait for the vehicle to pass through the motor driving area or for the control end condition to be satisfied (step S200), reset the motor driving flag Fev to value 0 (step S210), issue a normal driving request (step S220), and end this process. The control end condition includes when the system is stopped (IG off). When a normal driving request is issued, the hybrid ECU 50 controls the vehicle to run in the normal driving mode.

[0036] When the long-term parking location process is executed, the hybrid ECU 50 first determines whether the preview information has been updated (step S300). When it is determined that the preview information has been updated, information on the planned or estimated driving route within a predetermined range from the current location is acquired (step S310). The predetermined range, planned driving route, estimated driving route, and information to be acquired have been described above. Next, it is determined whether there is a long-term parking location on the planned or estimated driving route within the predetermined range (step S320). When it is determined that there is a long-term parking location, the long-term parking flag Fstop is set to value 1 (step S330), and the process proceeds to step S340.

[0037] When it is determined in step S300 that the preview information has not been updated, the process proceeds to step S340 while keeping the long-term parking flag Fstop unchanged. Even when it is determined in step S300 that the preview information has been updated, if it is determined in step S320 that there is no long-term parking location on the planned or estimated driving route within the predetermined range, the long-term parking flag Fstop is not set to value 1 and the process proceeds to step S340.

[0038] Subsequently, it is determined whether the long-term parking flag Fstop has a value of 1 (step S340). When it is determined that the long-term parking flag Fstop has a value of 0, it is determined that there is no long-term parking location on the planned or estimated driving route within the predetermined range from the current location, and this process ends.

[0039] When it is determined in step S340 that the long-time parking flag Fstop has a value of 1, it is determined whether the motor running flag Fev has a value of 0 (step S350). When it is determined that the motor running flag Fev has a value of 0, the calculation of the distance Dstop to the long-time parking location is started (step S360). Then, while waiting for the distance Dev to the long-time parking location to become less than the distance Ddischg to the power discharge start point in a state where the motor running flag Fev has a value of 0 (steps S370, S380), a SOC decrease request is made to lower the state of charge SOC of the battery 40 (step S390). When the SOC decrease request is made, the hybrid ECU 50 controls so that the state of charge SOC of the battery 40 gradually decreases.

[0040] Subsequently, while waiting for the end condition to be satisfied in a state where the motor running flag Fev has a value of 0 (steps S400, S410), the long-time parking flag Fstop is reset to a value of 0 (step S410), and a normal running request is made (step S420), and this process ends. The end condition includes the condition of arriving at the long-time parking location.

[0041] While waiting for the distance Dev to the long-term parking location to become less than the distance Ddischg to the discharge start point, if the motor running flag Fev becomes 1, at step S370, it is determined that the motor running flag Fev is 1, and the long-term parking flag Fstop is reset to 0 (step S410), a normal running request is made (step S420), and this process ends. That is, the control to increase the state of charge SOC of the battery 40 to drive in the motor running region is prioritized. Also, even if the control to gradually decrease the state of charge SOC of the battery 40 is started when the distance Dev to the long-term parking location becomes less than the distance Ddischg to the discharge start point, if the motor running flag Fev becomes 1 before the end condition is satisfied, at step S370, it is determined that the motor running flag Fev is 1, and the long-term parking flag Fstop is reset to 0 (step S410), a normal running request is made (step S420), and this process ends. Also in this case, the control to increase the state of charge SOC of the battery 40 to drive in the motor running region is prioritized.

[0042] When it is determined at step S350 that the motor running flag Fev is 1, the long-term parking flag Fstop is reset to 0 (step S410), a normal running request is made (step S420), and this process ends. That is, even if there is a long-term parking location in the planned or estimated driving route within a predetermined range from the current location, when the motor running flag Fev is 1, the control for the long-term parking location is prohibited from being performed.

[0043] FIG. 4 is an explanatory diagram showing an example of the time change of the state of charge (SOC) of the battery 40 in an embodiment and a comparative example when the vicinity of the home is set as the motor driving area. Consider a 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, the area 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. Also, the broken line indicates the time change of the state of charge (SOC) when passing through the home, and point P5 indicates the point for determining the passage through the home. The comparative example is a case where the control to increase the state of charge (SOC) of the battery 40 from the charging start point P3 before the motor driving area and the control to decrease the state of charge (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 to decrease the state of charge (SOC) of the battery 40 is started from the time T2 when the vehicle reaches the discharge start point P2 before the long-term parking place, and the state of charge (SOC) gradually decreases. Thereafter, the control to increase the state of charge (SOC) of the battery 40 is started from the time T3 when the vehicle reaches the charging start point P3 before the motor driving area, and the state of charge (SOC) gradually increases. Then, when the vehicle reaches the start point P4 of the motor driving area, the state of charge (SOC) decreases due to motor driving. On the other hand, in the embodiment, when it is determined at time T1 that the vehicle reaches point P1 and the home exists in the planned or estimated driving route within a predetermined range from the current location, the value 1 is set in the motor driving flag Fev. Therefore, even after the time T2 when the vehicle reaches the discharge start point P2 before the long-term parking place, the control to decrease the state of charge (SOC) of the battery 40 is not performed. The control to increase the state of charge (SOC) of the battery 40 is started from the time T3 when the vehicle reaches the charging start point P3 before the motor driving area, and the state of charge (SOC) gradually increases. Then, when the vehicle reaches the start point P4 of the motor driving area, the state of charge (SOC) decreases due to motor driving. When passing through the home, motor driving is continued until the vehicle reaches point P5 at time T6, and thereafter, it travels by normal driving. In the embodiment, since the variation in the state of charge (SOC) of the battery 40 is smaller than that in the comparative example, the energy efficiency is also good.

[0044] Thus, prioritizing the control to increase the state of charge (SOC) of the battery 40 for traveling in the motor driving region over the control to decrease the SOC of the battery 40 for a long-term parking location is based on the consideration that traveling in the motor driving region defined by municipalities or users, etc. has a higher priority than increasing the charging efficiency during warm-up of the purification device after a long-term parking.

[0045] In the hybrid vehicle of the embodiment described above, the control to increase the state of charge (SOC) of the battery 40 before the motor driving region is prioritized over the control to decrease the SOC of the battery 40 before the long-term parking location. Thereby, interference between the control to decrease the SOC of the battery 40 before the long-term parking location and the control to increase the SOC of the battery 40 before the motor driving region can be avoided. Moreover, when it is predicted that the control to increase the SOC of the battery 40 before the motor driving region will be executed even during the execution of the control to decrease the SOC of the battery 40 before the long-term parking location (when the motor driving flag Fev is set to value 1), by immediately stopping the control to decrease the SOC of the battery 40 before the long-term parking location, the control to increase the SOC of the battery 40 before the motor driving region can be performed more appropriately.

[0046] In the embodiment, the control to increase the state of charge (SOC) of the battery 40 before the motor driving region is prioritized over the control to decrease the SOC of the battery 40 before the long-term parking location. However, any first control and any second control are acceptable as long as the second control that controls the engine EG and the motor MG so that the SOC of the battery 40 increases before the second point region estimated or set as the point or region where it is preferable to reach with the SOC of the battery 40 in a large state is prioritized over the first control that controls the engine EG and the motor MG so that the SOC of the battery 40 decreases before the first point region estimated or set as the point or region where it is preferable to reach with the SOC of the battery 40 in a small state.

[0047] Describe 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 problems. In the embodiment, the engine EG corresponds to "engine", the motor MG corresponds to "motor", the battery 40 corresponds to "power storage device", and the hybrid electronic control unit 50 corresponds to "control device".

[0048] Note that 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 problems is an example for specifically explaining the form for implementing the invention described in the column of means for solving the problems in the embodiment. Therefore, it does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description in that column, and the embodiment is only a specific example of the invention described in the column of means for solving the problems.

[0049] As described above, the present disclosure has been described using embodiments. However, the present disclosure is not limited to such embodiments, and it goes without saying that it can be implemented in various forms without departing from the gist of the present disclosure.

Industrial Applicability

[0050] The present disclosure can be used in the manufacturing industry of hybrid vehicles and the like.

Explanation of Reference Numerals

[0051] 20 Hybrid vehicle, 21 Ignition switch, 22 GPS, 24 On-vehicle camera, 26 Millimeter-wave radar, 28 Acceleration sensor, 30 Vehicle speed sensor, 32 Accelerator sensor, 34 Brake sensor, 36 Mode switch, 38 Battery actuator, 40 Battery, 42 Electronic control unit for air conditioner (Air conditioner ECU), 44 Compressor for air conditioner, 50 Electronic control unit for hybrid (Hybrid ECU), 60 Accelerator actuator, 62 Brake actuator, 64 Brake device, 66 Display device, 67 Driving state indicator, 68 Meter, 70 DCM, 80 Navigation system, 82 Display unit, 84 Map information database, 100 Traffic information management center, EG Engine, MG Motor.

Claims

1. An engine capable of outputting driving power, A motor capable of outputting driving power, A power storage device capable of power exchange with the motor, A first point area control for controlling the engine and the motor to travel so that the power storage ratio of the power storage device becomes small before a first point area estimated or set as a point or area where it is preferable to reach in a state where the power storage ratio of the power storage device is small, and in a second point area estimated or set as a point or area where electric driving is set to travel only with the power from the motor by stopping the engine, a control device that executes a second point area control for traveling only with the power from the motor by stopping the engine, A hybrid vehicle comprising: When the execution of the second point area control is estimated or planned within a predetermined distance range, the control device prohibits the execution of the first point area control. A hybrid vehicle characterized by this.

2. The hybrid vehicle according to claim 1, The first point area is a point or area where long-term parking is predicted. Hybrid vehicle.

3. The hybrid vehicle according to claim 1 or claim 2, 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 increases before the second point area. Hybrid vehicle.

4. A control method for a hybrid vehicle comprising an engine capable of outputting driving power, a motor capable of outputting driving power, and a power storage device capable of power exchange with the motor, Execute the control for the first point area to drive by controlling the engine and the motor so that the state of charge of the energy storage device becomes small before the first point area estimated or set as a point or area where it is preferable to reach in a state where the state of charge of the energy storage device is small, and in the second point area estimated or set as a point or area where electric driving is set to drive only with the power from the motor with the engine stopped, it is possible to execute the control for the second point area to drive only with the power from the motor with the engine stopped. Furthermore, when the execution of the control for the second point area is estimated or planned within a predetermined distance range, prohibit the execution of the control for the first point area. A control method for a hybrid vehicle, characterized by the above.

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