Vehicle control method and vehicle control device

Abstract

To increase a battery charging rate to the extent possible when a vehicle is expected to travel in a situation with a continuous upslope.SOLUTION: A vehicle V comprises: an engine 1; an MG 2 which is driven with the engine 1 to generate electricity; an MG 4 which drives drive wheels 5 with electric power supplied from a battery 3 or the electric power generated with the MG 2; and a controller 10 which controls these pieces of equipment. When the vehicle V is expected to travel on a severe travel section where the vehicle V needs to continuously travel in a state of consuming more electric power than the MG 2 can generate, the controller 10 controls a charging rate R of the battery 3 so that the same becomes a charging rate R1, at the time when the vehicle V starts to travel on the severe travel section, obtained by subtracting from 100% a variation F1 of the charging rate R while the vehicle is traveling on a normal section before reaching the severe travel section.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a hybrid vehicle that uses either an engine or a motor, or both, as a braking / driving force source, and exchanges electric power between the motor and a battery. Patent Document 1 also discloses that an efficiency index is reduced and the battery's state of charge is kept high in anticipation of the amount of energy consumed when traveling uphill, based on uphill information about the vehicle's traveling route. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 3624839 Summary of the Invention [Problem to be solved by the invention]

[0004] The hybrid vehicle of Patent Document 1 can maintain the driving force of the motor on an uphill slope for a long period of time by keeping the battery in a high state of charge.

[0005] However, for example, when it is expected that the vehicle will be traveling on a continuous uphill road, it is necessary to keep the battery charge rate as high as possible.

[0006] The present invention has been made in consideration of such technical problems, and aims to keep the battery charge rate as high as possible when, for example, it is expected that the vehicle will be traveling on a continuous uphill slope. [Means for solving the problem]

[0007] According to one aspect of the present invention, a vehicle includes an engine, a first motor driven by the engine to generate electricity, and a battery charged by the first motor. can The vehicle has a battery and a second motor that drives drive wheels with power supplied from the battery or power generated by a first motor. A method for controlling the vehicle includes, when it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to travel with a power consumption exceeding the amount of power that the first motor can generate, controlling the battery charge rate so that, at the time the vehicle starts traveling through the severe driving section, the battery charge rate is 100% minus the amount of change in the charge rate while traveling through a normal driving section before reaching the severe driving section. When the vehicle reaches the midpoint between the point where charging control is started and the entrance of the severe driving section, the target values ​​of the amount of generated power and the amount of regenerated power are corrected. .

[0008] In another aspect of the vehicle control method of the present invention, when it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to travel at a power consumption exceeding the amount of power that the first motor can generate, the amount of regenerated power that will be regenerated while traveling through a normal driving section before reaching the severe driving section is predicted, and the battery charging rate is controlled so that the battery charging rate becomes 100% by adding an increase in the battery charging rate due to the predicted amount of regenerated power when the vehicle starts traveling through the severe driving section. When the vehicle reaches the midpoint between the point where charging control is started and the entrance of the severe driving section, the target values ​​of the amount of generated power and the amount of regenerated power are corrected. . [Effects of the Invention]

[0009] According to these aspects, when it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to consume more power than the amount of power that the first motor can generate, the battery charge rate can be kept as high as possible. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic configuration diagram of a drive system for a vehicle according to an embodiment of the present invention; [Figure 2] 4 is a flowchart showing a flow of charge control according to the embodiment of the present invention. [Figure 3] FIG. 10 is a diagram illustrating an example of a method for determining a severe driving section. [Figure 4] FIG. 4 is a diagram illustrating an example of control related to correction of a target value in charge control according to an embodiment of the present invention. [Figure 5] 4 is a flowchart showing a control flow relating to correction of a target value in charge control according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0012] A vehicle V according to an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is a schematic diagram of a drive system of the vehicle V according to this embodiment.

[0013] 1, vehicle V includes engine 1 consisting of an internal combustion engine, a first motor generator 2 (hereinafter referred to as MG2) as a first motor, battery 3, a second motor generator 4 (hereinafter referred to as MG4) as a second motor serving as a driving source for traveling, a controller 10 as a control device that controls the operation of these components, a gear mechanism 6 as a power transmission mechanism that transmits power between engine 1 and MG2, and a gear mechanism 7 as a power transmission mechanism that transmits power between MG4 and drive wheels 5. Vehicle V of this embodiment is a series-type hybrid vehicle in which engine 1 is used only for generating electricity and MG4 is used to drive drive wheels 5 and for regenerating electricity.

[0014] The MG2 is a three-phase AC permanent magnet synchronous motor mounted as both a generator and an electric motor. Specifically, the MG2 functions as a generator when it receives rotational power from the engine 1. Furthermore, when it receives power from the battery 3, the MG2 can function as a starter motor for the engine 1 and as a motoring motor that rotates and drives the engine 1.

[0015] Battery 3 is a secondary battery with improved charging speed and suppressed electrodeposition, such as an all-solid-state battery or semi-solid-state battery using a solid electrolyte, or a lithium-ion battery using an electrolyte with an improved negative electrode material using graphene as a conductive additive. Conventional batteries using an electrolyte (organic solvent), such as lithium-ion batteries, have a maximum charging capacity of approximately 90% with a certain safety factor (e.g., approximately 10%) added to the maximum charging capacity (assumed to be 100%) when the battery voltage reaches the upper limit for safe repeated charging and discharging. In contrast, with the secondary battery with improved charging speed described above, the maximum charging capacity (100%) can be almost the same as the maximum charging capacity when the battery voltage reaches the upper limit for safe repeated charging and discharging. Therefore, using a secondary battery with improved charging speed as battery 3 allows for maximum utilization of the battery capacity. Battery 3 is charged with power generated by MG2 and power regenerated by MG4, and supplies the charged power to MG4 or MG2.

[0016] The SOC (charging rate R) of the battery 3 is detected by an SOC sensor 3a and transmitted to the controller 10. The controller 10 controls the charging of the battery 3 based on the SOC (charging rate R), the temperature of the battery 3, and the like. When the SOC of the battery 3 drops to the lower limit of the charging control, the controller 10 drives the engine 1. This drives the MG2, and power generated by the MG2 is supplied to the battery 3, charging the battery 3. When the SOC of the battery 3 rises to the upper limit of the charging control, the controller 10 stops the engine 1. This stops the MG2, and power generation by the MG2 stops.

[0017] The MG4 is a three-phase AC permanent magnet synchronous motor that is powered by the battery 3. The MG4 may also be a wound field motor. The MG4 is driven by power supplied from the battery 3 via an inverter (not shown). The rotational power of the MG4 is transmitted to the drive wheels 5 via a gear mechanism 7, causing the vehicle V to travel. The MG4 also has a regenerative function that generates power to charge the battery 3 when it receives rotational power from the drive wheels 5 during deceleration or braking of the vehicle V.

[0018] Incidentally, when the vehicle V travels for a long period of time, for example, on an uphill road or a highway, if the vehicle V continues to travel with a power consumption that exceeds the power that the MG2 can generate, the SOC (charging rate R) of the battery 3 will continue to decrease (hereinafter, a section where the vehicle V continues to travel with a power consumption that exceeds the power that the MG2 can generate will be referred to as a "severe driving section," and a driving section other than the severe driving section will be referred to as a "normal driving section."). For this reason, if the SOC (charging rate R) of the battery 3 is low when the vehicle V starts traveling in the severe driving section, there is a risk that the vehicle will run out of power midway through the travel, causing problems with the travel.

[0019] Therefore, in this embodiment, charging control of the battery 3 is performed in the normal driving section so that the SOC (state of charge) of the battery 3 is maximized when the vehicle V starts traveling in the severe driving section. This charging control will be specifically described below with reference to flowcharts such as FIG. 2. Note that the control related to the flowcharts shown in FIG. 2 and other figures is performed based on a program pre-stored in the controller 10. Note that "100%" in this embodiment refers to the charge capacity when the battery voltage of the battery 3 has reached the upper limit at which charging and discharging can be safely repeated.

[0020] In step S1, the controller 10 predicts the travel route of the vehicle V. Specifically, the controller 10 acquires route information to the destination from a navigation system (not shown) installed in the vehicle V.

[0021] In step S2, the controller 10 detects the state of charge of the battery 3. Specifically, the controller 10 estimates the SOC of the battery 3 from the state detection signal of the battery 3 detected by the SOC sensor 3a.

[0022] In step S3, the acceleration and deceleration of the vehicle V on the travel route are predicted, and the amount of power regenerated (regenerative power amount) while traveling on the travel route is predicted. Specifically, the acceleration and deceleration of the vehicle V are predicted, and the amount of power regenerated (regenerative power amount) is predicted based on route information acquired from a navigation system (not shown) and learning results of travel data of the vehicle V in the past.

[0023] In step S4, it is determined whether the vehicle V is scheduled to travel through a severe driving section. Specifically, the controller 10 determines whether the distance D from the current position of the vehicle V to the severe driving section is equal to or less than a predetermined value D1, based on route information acquired from a navigation system (not shown). The predetermined value D1 is set to a distance that allows the charging rate R of the battery 3 to reach 100% when the vehicle V reaches the entrance to the severe driving section.

[0024] Here, an example of a method for setting a severe driving section will be described with reference to FIG.

[0025] FIG. 3 shows a change in the power consumption W of the MG4 when, for example, an uphill road is present along the travel route. The power consumption W1 shown in FIG. 3 is the same value as the power generated by the engine 1 (MG2) at maximum, that is, the value at which the balance with the power generated at maximum is zero. When the power consumption by the MG4 is equal to or greater than W1, even if the engine 1 (MG2) generates power at maximum, the power generated by the engine 1 (MG2) alone is insufficient to drive the MG4. In this state, the power of the battery 3 is used, and the charging rate R of the battery 3 decreases. Therefore, in this embodiment, when the state in which the power consumption by the MG4 is equal to or greater than W1, in other words, when the vehicle V travels at an amount of electricity that exceeds the amount of power that can be generated by the MG2, is predicted to continue for a predetermined period of time, the travel section (between points C1 and C4) is determined to be a severe travel section. As shown in Fig. 3, even if the power consumption by the MG4 temporarily falls below W1 (for a predetermined period of time) (between points C2 and C3), if it is predicted that the power consumption by the MG4 will continue to be equal to or greater than W1 for a certain period of time, these driving sections are also determined to be severe driving sections. Note that the power consumption here may be the power consumption of the MG4 alone, or may be the total amount of power consumption of the devices required to drive the vehicle V. Furthermore, the controller 10 may predict severe driving sections and determine whether the vehicle is traveling through a severe driving section based on learning of driving patterns rather than navigation information.

[0026] If it is determined in step S4 that the distance D from the current position of the vehicle V to the severe driving section thus set is equal to or less than the predetermined value D1, the process proceeds to step S5. On the other hand, if it is determined that the distance D is greater than the predetermined value D1, the process proceeds to step S7, where normal control is performed.

[0027] In step S5, the target charging rate R of the battery 3 at the time when the vehicle V starts traveling through the severe driving section (point C1 in FIG. 3 ) is set to R1. The charging rate R1 is set to a value obtained by subtracting a fluctuation F of the predetermined charging rate R from 100%. Even while the vehicle V is traveling through the normal driving section, the charging rate R of the battery 3 varies depending on the driving conditions of the vehicle V due to the power consumed and the power regenerated. Therefore, the charging rate R at the time when the vehicle V starts traveling through the severe driving section may differ from the expected value. However, while the vehicle V is traveling through the normal driving section, the fluctuation range of the charging rate R (fluctuation F) falls within an approximately constant range. Therefore, in this embodiment, the target charging rate R1 is set to a value obtained by subtracting a predetermined fluctuation F (fixed value) from 100%. This prevents problems such as overcharging even if an error occurs between the expected values ​​of power consumption and regenerative power while the vehicle V is traveling through the normal driving section before reaching the severe driving section and the actual values ​​of power consumption and regenerative power. The fluctuation F is set by learning the driving pattern or based on the results of a previous experiment.

[0028] In step S6, charging control is performed so that the charging rate R of the battery 3 becomes the charging rate R1 when the vehicle V starts traveling through the severe traveling section. Specifically, the controller 10 drives the engine 1 to generate electricity using the MG2 and controls the regenerative power of the MG4 so that the charging rate R of the battery 3 becomes the charging rate R1 when the vehicle V starts traveling through the severe traveling section.

[0029] In this way, by performing the charge control of this embodiment, the charging rate R of the battery 3 can be increased as much as possible when the vehicle V starts traveling through the severe traveling section. This makes it possible to prevent the battery 3 from becoming insufficiently charged while traveling through the severe traveling section.

[0030] As described above, in this embodiment, the target value of the charging rate R (charging rate R1) is set to a value obtained by subtracting the preset fluctuation F from 100%. This makes it possible to prevent, for example, the battery 3 from being overcharged (the charging rate R exceeding 100%) due to regenerated power or the like when the vehicle V starts traveling in the severe traveling section. In other words, in this embodiment, by setting the charging rate R1 to such a value, the battery 3 can be prevented from being overcharged and the charging rate R can be brought close to 100%.

[0031] Note that while charging control is being performed in this manner, if the actual power consumption and power regeneration amounts differ significantly from the expected power consumption and power regeneration amounts, i.e., the fluctuation F, depending on the driving conditions of the vehicle V, it may be possible to correct the target power consumption and power regeneration amounts. First, with reference to Fig. 4, the effect of not performing the correction will be described.

[0032] FIG. 4 illustrates a case where the charging rate R is calculated and corrected at a midpoint M between the point (point S) where the vehicle V starts charging control and the entrance to the severe driving section (point I). The thin solid line in FIG. 4 represents a straight line connecting the charging rate R at point S where the charging control starts and the charging rate (charging rate R1) at the entrance to the severe driving section (point I). While this line is shown as a straight line for ease of understanding, in reality, it is a curved line because the amount of power consumed and the amount of regenerated power during driving vary greatly depending on the situation. The thick solid line in FIG. 4 represents the change in the actual charging rate R. The thin dotted line in FIG. 4 represents the change in the charging rate R when charging control (power generation control by MG2 and regeneration control by MG4) is continued at the time charging control starts, in other words, when no correction is performed. The thick dotted line in FIG. 4 represents the change in the charging rate R when correction is performed at midpoint M.

[0033] As shown in Figure 4, if the sum of the actual amount of generated power and the amount of regenerated power from when vehicle V starts charging control until it reaches midpoint M is greater than the preset sum of the amount of generated power and the amount of regenerated power, continuing charging control as is may result in battery 3 being overcharged at the entrance to the severe driving section (point I).

[0034] Conversely, if the sum of the actual amount of generated power and the amount of regenerated power is smaller than the preset sum of the amount of generated power and the amount of regenerated power (not shown), continuing the charging control as is may result in an insufficient charge in battery 3, which may affect driving in severe driving sections.

[0035] For this reason, in this embodiment, the target values ​​for the amount of generated power and the amount of regenerated power are corrected during the execution of charging control. An example of control related to the correction of the target values ​​for the amount of generated power and the amount of regenerated power will be described below with reference to FIG.

[0036] In step S61, it is determined whether the vehicle V has reached the target value correction point. Specifically, the controller 10 determines, based on the current location information of the navigation system, whether the vehicle V has reached the midpoint M between the charge control start point S and the entrance (point I) of the severe driving section. If the vehicle V has reached the target value correction point (midpoint M), the process proceeds to step S62, and if the vehicle V has not reached the target value correction point (midpoint M), the determination in step S61 is repeatedly executed.

[0037] In step S62, the controller 10 calculates the difference between the assumed charging rate Rt and the actual charging rate Rr. Specifically, the assumed charging rate Rt is the charging rate at the midpoint M assumed by the controller 10 at the start point S of the charging control. At the start point S of the charging control, the controller 10 calculates the charging rate Rt, which is the target value of the charging rate R at the midpoint M, based on the charging rate R1, which is the final target value, the amount of power regenerated by the traveling of the vehicle V until the vehicle V reaches the entrance (point I) of the severe traveling section, and the amount of power generated by the MG2. The controller 10 also calculates the actual charging rate Rr based on data on the remaining capacity of the battery 3 detected by the SOC sensor 3a. The controller 10 calculates the difference between the charging rate Rt calculated in this way and the charging rate Rr.

[0038] In step S63, the target values ​​for the amount of power generation and the amount of regeneration are corrected. Specifically, based on the difference between the charging rate Rt and the charging rate Rr calculated in step S62 and the final target value of charging rate R1, the controller 10 corrects the target value for the amount of power generation of MG2 and the target value for the amount of power regeneration of MG4 so that the charging rate becomes R1 at the entrance to the severe driving section (point I). By performing such correction, even if the actual power consumption and the amount of power regeneration differ significantly from the expected power consumption and the amount of power regeneration, that is, the fluctuation F, the charging rate at the entrance to the severe driving section (point I) can be set to charging rate R1.

[0039] In the above embodiment, the correction is made based on the difference between the assumed charging rate Rt and the actual charging rate Rr, but this is not limited to this. For example, the actual amount of power generated by MG2 and the actual amount of power regenerated by MG4 may be calculated, and the above correction may be made based on the difference between these and the assumed amount of power generated by MG2 and the assumed amount of power regenerated by MG4.

[0040] In the above embodiment, the target value correction point is the midpoint M, but it is not limited to this and may be any point. Furthermore, the target value correction point may be a plurality of points, and correction may be performed a plurality of times.

[0041] The vehicle V of this embodiment has the following advantages.

[0042] In this embodiment, the battery 3 is a secondary battery that is an all-solid-state battery, a semi-solid-state battery, or a lithium-ion battery using an electrolyte and has an improved charging rate for the negative electrode material. For safety reasons, batteries using conventional electrolytes (organic solvents), such as lithium-ion batteries, have a maximum charging capacity (approximately 90%) that is a certain safety factor (e.g., approximately 10%) relative to the charging capacity (assumed to be 100%) when the battery voltage reaches the upper limit for safe repeated charging and discharging. In contrast, a secondary battery that is an all-solid-state battery, a semi-solid-state battery, or a lithium-ion battery using an electrolyte and has an improved charging rate for the negative electrode material can be set to the maximum charging capacity (100%) when the battery voltage reaches the upper limit for safe repeated charging and discharging. This allows the charging rate R of the battery 3 to approach 100% at the start of traveling through a severe driving section, compared to a battery using a conventional electrolyte (organic solvent). Therefore, when the vehicle V travels through a severe driving section, the battery 3 can travel with a margin of power compared to a battery using a conventional electrolyte (organic solvent).

[0043] In the above embodiment, the case where the charging rate R1 is set to a value obtained by subtracting the predicted fluctuation F of the charging rate R while traveling through the normal traveling section before reaching the severe traveling section from 100% has been described. However, this is not limiting. For example, the amount of regenerated power that will be regenerated while the vehicle V travels through the normal traveling section before reaching the severe traveling section may be predicted, and the charging rate R of the battery 3 may be controlled so that the charging rate R of the battery 3 becomes 100% by adding an increase in the charging rate due to the predicted amount of regenerated power. By setting the target value (charging rate R1) to such a value, the charging rate R at the time of starting traveling through the severe traveling section can be charged to a value closer to 100% compared to when the charging rate R is set to a value obtained by subtracting the fluctuation F1.

[0044] Furthermore, the amount of power consumed while traveling through the normal traveling section before reaching the severe traveling section may be predicted, and when the vehicle V starts traveling through the severe traveling section, the charging rate R of the battery 3 may be controlled to 100% by adding the increase in the charging rate due to the predicted amount of regenerated power and subtracting the decrease in the charging rate R due to the amount of power consumption. In this case, the battery 3 can be charged more accurately and to a value closer to 100% charging rate than when only the increase in the amount of regenerated power is taken into consideration.

[0045] The configuration, operation, and effects of the embodiment of the present invention configured as above will be described below.

[0046] The vehicle V has an engine 1, an MG2 (first motor) driven by the engine 1 and generating electricity, a battery 3 charged by the MG2 (first motor) and consisting of a secondary battery that is an all-solid-state battery, a semi-solid-state battery, or a lithium-ion battery using an electrolyte and has an improved charging speed for the negative electrode material, an MG4 (second motor) that drives drive wheels 5 using power supplied from the battery 3 or power generated by the MG2 (first motor), and a controller 10 (control device) that controls these.

[0047] When it is predicted that the vehicle V will travel through a severe driving section where the vehicle V will continue to travel with a power consumption that exceeds the amount of power that the MG2 (first motor) can generate, the controller 10 (control device) controls the charging rate R of the battery 3 so that, at the time the vehicle V starts traveling through the severe driving section, the charging rate R of the battery 3 becomes a charging rate R1 obtained by subtracting the fluctuation F1 of the charging rate R while traveling through the normal driving section before reaching the severe driving section from 100%.

[0048] When it is predicted that the vehicle V will travel through a severe driving section where the vehicle V will continue to travel at a power consumption that exceeds the amount of power that the MG2 (first motor) can generate, the controller 10 (control device) predicts the amount of regenerated power that will be regenerated while traveling through a normal driving section before reaching the severe driving section, and controls the charging rate R of the battery 3 so that, at the time the vehicle V starts traveling through the severe driving section, the charging rate R of the battery 3 becomes 100% by adding the increase in the charging rate R due to the predicted amount of regenerated power.

[0049] With these configurations, when it is predicted that the vehicle V will travel through a severe driving section where the vehicle V will continue to travel with a power consumption exceeding the amount of power that the MG2 (first motor) can generate, the charging rate R of the battery 3 can be brought as close to 100% as possible and kept as high as possible. As a result, when the vehicle V travels through a severe driving section, the battery 3 can travel with a surplus of power compared to when a battery using a conventional electrolyte (organic solvent) is used.

[0050] When it is predicted that the vehicle V will travel through a severe driving section, the controller 10 (control device) predicts the amount of power consumption that will be consumed while traveling through a normal driving section before reaching the severe driving section, and controls the charging rate R of the battery 3 so that it becomes 100% by further subtracting the amount of reduction in the charging rate due to the predicted amount of power consumption at the time when the vehicle V starts traveling through the severe driving section.

[0051] In this configuration, while traveling through the normal driving section before reaching the severe driving section, the charging rate R1 is calculated taking into account fluctuations in the charging rate based on the amount of power consumption predicted from 100% and the amount of regenerated power, so the charging rate R of battery 3 can be brought closer to 100% with greater accuracy at the time of starting to travel through the severe driving section.

[0052] When it is predicted that the vehicle V will travel through a severe driving section, the controller 10 (control device) limits the driving force of the MG4 (second motor) to a predetermined value or less at least while the vehicle V is traveling through a normal driving section.

[0053] With this configuration, it is possible to suppress the amount of power consumption before the vehicle V travels through the severe travel section, so that the charging rate R when the vehicle V reaches the severe travel section can be more reliably brought closer to the target value (charging rate R). Furthermore, by limiting the driving force, it is possible to suppress an increase in braking force, so it is possible to suppress an increase in the amount of regenerative power.

[0054] The controller 10 (control device) predicts a severe driving section and determines whether the vehicle is traveling through a severe driving section by learning navigation information or driving patterns.

[0055] When a severe driving section is predicted based on navigation information, for example, even when traveling through that section for the first time, the charging rate R of the battery 3 can be increased before reaching the severe driving section. Also, when a severe driving section is predicted based on learning of driving patterns, the severe driving section can be predicted with greater accuracy.

[0056] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments.

[0057] In the above embodiment, charging control is started by determining whether the distance D from the current position of the vehicle V to the severe driving section has reached a predetermined value D1, but this is not limited to this. For example, charging control may be started based on the arrival time of the vehicle V from its current position to the severe driving section. Furthermore, the severe driving section may be determined when the vehicle V departs.

[0058] Furthermore, in the above embodiment, the severe driving section is predicted based on the power consumption of the MG 4, but this is not limiting, and the severe driving section may be set in advance in the map information.

[0059] Furthermore, in the above embodiment, a series hybrid system has been described as an example of a hybrid system, but the charging control of this embodiment can also be applied to a one-motor, two-clutch parallel hybrid system. [Explanation of symbols]

[0060] V···vehicle, 1···engine, 2···first motor generator (first motor), 3···battery, 3a···SOC sensor, 4···second motor generator (second motor), 10···controller (control device)

Claims

1. The engine and a first motor driven by the engine to generate electricity; a battery charged by the first motor; a second motor that drives drive wheels using electric power supplied from the battery or electric power generated by the first motor, When it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to travel at an amount of power consumption that exceeds the amount of power that the first motor can generate, the charging rate of the battery is controlled so that, at the time when the vehicle starts traveling through the severe driving section, the charging rate of the battery is 100% minus a variation in the charging rate while the vehicle was traveling through a normal driving section before reaching the severe driving section; A vehicle control method that corrects target values ​​for the amount of generated power and the amount of regenerated power when the vehicle reaches a midpoint between the point where charge control is started and the entrance to the severe driving section.

2. The engine and a first motor driven by the engine to generate electricity; a battery charged by the first motor; a second motor that drives drive wheels using electric power supplied from the battery or electric power generated by the first motor, When it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to travel at a power consumption amount exceeding the amount of power that the first motor can generate, the amount of regenerated power that will be regenerated while the vehicle is traveling through a normal driving section before reaching the severe driving section is predicted, and the charging rate of the battery is controlled so that the charging rate of the battery becomes 100% by adding an increase in the charging rate due to the predicted amount of regenerated power at the time when the vehicle starts traveling through the severe driving section, A vehicle control method that corrects target values ​​for the amount of generated power and the amount of regenerated power when the vehicle reaches a midpoint between the point where charge control is started and the entrance to the severe driving section.

3. 3. A vehicle control method according to claim 2, A vehicle control method that, when it is predicted that the vehicle will travel through the severe driving section, predicts the amount of power consumption that will be consumed while traveling through a normal driving section before reaching the severe driving section, and controls the battery's charging rate to be 100% at the time the vehicle starts traveling through the severe driving section, subtracting the decrease in charging rate due to the predicted amount of power consumption.

4. 4. A vehicle control method according to claim 1, further comprising: A vehicle control method for limiting the driving force of the second motor to a predetermined value or less at least while the vehicle is traveling through the normal driving section when it is predicted that the vehicle will travel through the severe driving section.

5. 5. A vehicle control method according to claim 1, comprising: A vehicle control method for predicting the severe driving section and determining whether the vehicle is traveling through the severe driving section by learning navigation information or driving patterns.

6. The engine and a first motor driven by the engine to generate electricity; a battery charged by the first motor; a second motor that drives drive wheels using electric power supplied from the battery or electric power generated by the first motor, When it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to travel at an amount of power consumption that exceeds the amount of power that the first motor can generate, the charging rate of the battery is controlled so that, at the time when the vehicle starts traveling through the severe driving section, the charging rate of the battery is 100% minus a variation in the charging rate while the vehicle was traveling through a normal driving section before reaching the severe driving section; A vehicle control device that corrects target values ​​for the amount of generated power and the amount of regenerated power when the vehicle reaches a midpoint between the point where charge control is started and the entrance to the severe driving section.

7. The engine and a first motor driven by the engine to generate electricity; a battery charged by the first motor; a second motor that drives drive wheels using electric power supplied from the battery or electric power generated by the first motor, When it is predicted that the vehicle will travel through a severe driving section where the vehicle will continue to travel at a power consumption amount exceeding the amount of power that the first motor can generate, the amount of regenerated power that will be regenerated while the vehicle is traveling through a normal driving section before reaching the severe driving section is predicted, and the charging rate of the battery is controlled so that the charging rate of the battery becomes 100% by adding an increase in the charging rate due to the predicted amount of regenerated power at the time when the vehicle starts traveling through the severe driving section, A vehicle control device that corrects target values ​​for the amount of generated power and the amount of regenerated power when the vehicle reaches a midpoint between the point where charge control is started and the entrance to the severe driving section.

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