JP3617475B2 - Control device for hybrid vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a hybrid vehicle.
[0002]
[Prior art]
EV traveling comprising a generator, an engine for driving the generator, a traveling motor, and a battery, and driving the traveling motor with only the electric power stored in the battery without operating the engine; On the other hand, a hybrid vehicle has been proposed in which running with at least one of an engine or a running electric motor is HEV running and the EV running and HEV running can be switched.
[0003]
[Problems to be solved by the invention]
By the way, the merit of the hybrid vehicle is quietness and pollution-free during EV traveling. Therefore, it is desirable to perform EV traveling in a specific place and time zone. For example, if you drive HEV when you work from home early in the morning or when you go home late at night, the noise generated by the engine may cause trouble to neighboring neighbors. There is no inconvenience to the neighborhood.
[0004]
However, there are no documents that describe ideas of how to use hybrid vehicles.
[0005]
Therefore, an external charging device that charges the battery using an external power source is provided at home or at the office, and a map information device (for example, a navigation system) that can recognize the current position of the vehicle on the map data is provided in the vehicle, The location where the power supply is installed is registered as a base on the map data of the map information device, the area where EV driving is possible centered on the base is registered on the map data of the map information device, and an external power source is used. An area where the EV can be run in an area where EV travel is possible when leaving the base in the state of a charged battery, or when the vehicle returns to the base from outside the area where EV travel is possible It is conceivable that EV travel is performed when entering the vehicle.
[0006]
In this case, HEV driving is performed with the charging target as the normal target SOC outside the region where EV driving is possible, but the normal target SOC cannot be set too high. This is because it is not preferable to set the target SOC so high that the battery is likely to be overcharged during regeneration because the margin to the maximum SOC (maximum SOC that can be charged) is small. Accordingly, if the vehicle enters an area where EV travel is possible and is switched to EV travel with the SOC maintained at the normal target SOC, the EV travel distance is limited.
[0007]
Therefore, in the present invention, when the vehicle travels from the outside of the region where EV traveling is possible toward the base, the battery SOC is sufficiently increased in advance during HEV traveling before reaching the region where EV traveling is possible. The purpose is to ensure a long EV travelable distance.
[0008]
[Means for Solving the Problems]
1st invention is equipped with the generator, the engine which drives this generator, the motor for driving | running | working, and the battery, drives the motor for driving | running | working only with the electric power stored in the battery, without driving | running an engine, and drive | working In the hybrid vehicle capable of switching between EV traveling and HEV traveling, the EV traveling is performed by using at least one of the engine and the traveling electric motor while the engine is operated. An external charging device for charging the vehicle using an external power source, a map information device (navigation device) capable of recognizing the current position of the vehicle on map data, and a location where the external power source is installed in the map information device The map information device has a base registration means for registering as a base on the map data, and an area where EV driving is possible centered on the base. EV travel area registration means to be registered on the figure data, and the SOC of the battery during HEV travel before reaching the area where EV travel is possible when traveling from outside the region where EV travel is possible High SOC shift control means for raising the vehicle speed in advance, and EV travel switching means for switching to EV travel when the vehicle enters an area where EV travel is possible.
[0009]
In the second invention, in the first invention, when the high SOC shift control means performs HEV traveling while maintaining the charging target outside the region where EV traveling is possible, Charge target switching means for switching to a high shift target SOC having a value higher than the normal target SOC as the target SOC.
[0010]
In the third invention, the region where EV traveling is possible in the first or second invention is a region where the battery can reach the base before the SOC of the battery decreases to a predetermined lower limit value.
[0011]
In the fourth invention, the region where EV traveling is possible in the first or second invention is determined such that the SOC of the battery coincides with a predetermined lower limit value when the base arrives.
[0012]
In the fifth aspect, the point D at which the high shift target SOC is switched in the second aspect is a point that is back by a predetermined distance L2 from the boundary point B in the region where EV traveling is possible.
[0013]
In a sixth aspect, in the fifth aspect, the predetermined distance L2 is a distance required to increase the current SOC to the high shift target SOC with the generated power of the generator after switching to the high shift target SOC. .
[0014]
In a seventh invention, the means for calculating the predetermined distance L2 in the sixth invention is a value obtained by subtracting the current SOC after switching from the high shift target SOC to the high shift target SOC as a value corresponding to generated power. And a means for calculating the required power generation time t and a means for calculating a value obtained by multiplying the required power generation time t by the average vehicle speed as the predetermined distance L2.
[0015]
In an eighth aspect of the invention, in any one of the second to seventh aspects, the current SOC after switching to the high shift target SOC is substituted for when the vehicle enters an area where EV travel is possible. Based on this, when it is predicted that the point b where EV traveling to the base can be performed is made, the vehicle is switched to EV traveling.
[0016]
In the ninth invention, in the eighth invention, the means for predicting whether or not the point b where the EV traveling to the base can be performed is predetermined as the current SOC after switching to the high shift target SOC. The value obtained by dividing the difference from the lower limit value of the SOC by the value corresponding to the power consumption rate when traveling from the base to the outside of the region where EV traveling is possible (outward path) after switching to the high shift target SOC Depending on the means for calculating the EV travelable distance Lev at the current SOC and whether the EV travelable distance Lev at the current SOC exceeds the remaining distance Lrest on the route from the current position of the vehicle to the base A And means for predicting whether or not the vehicle has reached a point b where EV traveling to the base can be performed.
[0017]
In the tenth invention, when the base station arrives in the eighth or ninth invention, the high shift target SOC is switched based on the transition of the SOC after switching to the EV running so that the SOC coincides with a predetermined lower limit value. The point D is learned and controlled.
[0018]
In an eleventh aspect of the invention, in the tenth aspect of the invention, the learning control switches to HEV running when the SOC decreases to a predetermined lower limit value before reaching the base A, and stores the distance 11 actually traveled by EV. The travel distance lgen required to increase from the normal target SOC to the high shift target SOC is calculated using the power generation rate equivalent value Rgen during HEV travel after switching to the high shift target SOC, A position retroactive from the base A by the sum of the travel distance lgen and the distance 11 actually traveled by EV is updated to the new point D as a new point D for switching to the high shift target SOC.
[0019]
In the twelfth invention, in the tenth invention, the learning control stores the distance l2 actually traveled when the SOC has not decreased to a predetermined lower limit at the base A, and this actual EV travel is being performed. Is calculated as a surplus EV travel estimated distance L4 by using the actual power consumption rate equivalent value Rcon of the SOC at the base A and the HEV after switching to the high shift target SOC. Using the power generation rate equivalent value Rgen at the time of travel, the travel distance lgen required to increase from the normal target SOC to the high shift target SOC is calculated, and this travel distance lgen from the base A and the actual EV This new location is set as a new point D for switching a position that is traced back by the sum of the traveled distance l1 and the surplus EV travel estimated distance L4 to the high shift target SOC It is to update to D.
[0020]
In the thirteenth invention, the remaining capacity is used in place of the SOC in any one of the first to twelfth inventions.
[0021]
【The invention's effect】
According to the first, second, third, fourth, and fifth inventions, a point where an external power source is installed is registered as a base on the map data of the map information device, and EV travel is performed centering on the base. A possible area is registered on the map data of the map information device, and EV driving is performed in an area where EV driving is possible when departing from the base in a state of a battery charged by an external power supply using an external power supply. Alternatively, when the vehicle returns to the base from outside the area where EV driving is possible, EV driving is performed when the vehicle enters the area where EV driving is possible. For example, EV driving can be performed in a wide area such as a home or company. This makes it possible to reduce the noise of the vehicle especially when going to work from home early in the morning or when going home late at night, and can effectively use external charging energy, which has lower operating costs than engine power generation. .
[0022]
According to the first, second, third, fourth, and fifth inventions, when the vehicle travels from outside the region where EV traveling is possible toward the base, the HEV traveling just before reaching the region where EV traveling is possible Sometimes the SOC of the battery is increased in advance, so that the distance that can be EV traveled is longer than when switching to EV travel without increasing the SOC of the battery in advance, and the area in which EV travel is possible is increased accordingly. Can do.
[0023]
According to the sixth and seventh inventions, the SOC at the boundary point B in the region where EV traveling is possible can be increased to the high shift target SOC.
[0024]
According to the eighth aspect of the invention, when it is predicted that the EV travel to the base can be performed based on the current SOC after switching to the high shift target SOC, the EV travel is switched to the base. More opportunities to do
[0025]
According to the ninth aspect of the invention, in order to predict whether or not the point b where EV traveling to the base can be performed has been made, in addition to the current SOC after switching to the high shift target SOC, the value corresponding to the power consumption rate of the forward path Therefore, if the value corresponding to the power consumption rate from when switching to EV driving to reaching the base is the same as the value corresponding to the power consumption rate of the forward path, the EV driving to the base is surely performed. Can do.
[0026]
When switching to EV driving from point b where EV driving to the base can be performed, the power consumption rate equivalent value varies greatly due to the influence of the driving load and auxiliary equipment load after switching. It is possible that the battery has been used up before or b) When the battery reaches the site A, it is possible that the battery will not be used up. In the case of (b), EV driving should have been possible earlier, so the area where EV driving is possible was narrowed unnecessarily. However, according to the tenth and eleventh inventions, the situation of a) can be avoided to suppress the frequency of power generation by the engine, and according to the tenth and twelfth inventions, the situation of a) can be avoided and the EV can be avoided. Can run You can enlarge the area.
[0027]
Since the SOC is a value obtained by dividing the remaining capacity by the maximum remaining capacity in percentage, the maximum remaining capacity, which is the denominator, is reduced when the battery goes into a low temperature state or deteriorates. However, according to the thirteenth invention, the remaining capacity is used instead of the SOC, so that the battery is in a low temperature state or deteriorated. Even in this case, no error occurs in the control.
[0028]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of a vehicle when the present invention is applied to a parallel hybrid vehicle.
[0029]
In a parallel hybrid vehicle, the power train is connected to the engine 1, the starter 2 that is directly connected to the engine 1 and functions as a generator motor that converts the power of the engine 1 into electric power, and supplies power to the starter 2 when the engine is started. A battery 3 for storing the power generated by the starter 2 as a power generation motor, and a drive motor that drives the vehicle with the power of the battery 3 or regenerates the kinetic energy of the vehicle during deceleration to supply power to the battery 3 4 (traveling electric motor), a clutch 5 for fastening or releasing the engine 1 and the drive motor 4, and a continuously variable transmission (CVT) 6.
[0030]
The continuously variable transmission 6 is composed of a metal belt wound around a variable pulley. Torques of the engine 1 and the drive motor 4 are input to the input side of the continuously variable transmission 6, and the reduction gear 7 and the differential gear 8 are connected from the output side. To the drive wheel 9 via
[0031]
The CVT controller 10 controls the gear ratio by adjusting the primary pressure and the secondary pressure with a hydraulic actuator so that the target input rotation speed command value from the integrated controller 16 and the input side rotation speed of the continuously variable transmission 6 are equal. The CVT controller 10 calculates the actual gear ratio from the rotational speed on the input side and the rotational speed on the output side of the continuously variable transmission 6, and sends the result to the integrated controller 16. The engine controller 11 controls the torque by controlling the throttle opening based on the engine torque command value from the integrated controller 16.
[0032]
The drive motor controller 12 controls the torque of the drive motor 4 based on the torque command value from the integrated controller 16, and the battery controller 13 calculates the SOC and the dischargeable power based on the voltage and current of the battery 3 detected by the sensor. The result is sent to the integrated controller 16.
[0033]
A starter controller 14 is provided to control the starter 2 that also functions as a generator motor. The starter controller 14 controls the torque of the starter 2 based on the torque command value from the integrated controller 16. For example, the engine 1 is automatically stopped when the vehicle is temporarily stopped, and the engine 1 is automatically restarted when starting the vehicle thereafter.
[0034]
The clutch controller 15 controls the engagement and disengagement of the clutch 5 based on the clutch engagement command from the integrated controller 16. For example, the clutch 5 is released and the vehicle is driven only by the drive motor 4 at extremely low speeds where the engine efficiency becomes poor. During deceleration, the clutch 5 is released and the drive motor 4 is operated as a generator to recover energy. Further, at the time of full opening acceleration, the clutch 5 is engaged and both the engine 1 and the drive motor 4 are driven.
[0035]
The integrated controller 16 to which signals of an accelerator sensor and a vehicle speed sensor (not shown) are input obtains three command values (target input rotation speed command value, engine torque command value, drive motor torque command value) based on these, and the target input The rotational speed command value is output to the CVT controller 10, the engine torque command value is output to the engine controller 14, and the drive motor torque command value is output to the drive motor controller 12.
[0036]
The vehicle includes a navigation device 17 (map information device). The navigation device 17 includes a navigation controller 18, a gyro (angular velocity sensor) 19, a DVD-ROM 20 storing map data, a GPS antenna 21, a liquid crystal display 22, etc. Among them, the navigation controller 18 includes a signal from the gyro 19 and a vehicle speed signal. In addition to the signal from the GPS antenna 21, the current position and the traveling direction of the vehicle are calculated based on the data from the DVD-ROM 20 storing map information. These pieces of information are displayed on the liquid crystal display 22 when the user needs them. A beacon signal may be used instead of the signal from the GPS antenna 21.
[0037]
Now, in the hybrid vehicle described above, EV driving is performed by driving the drive motor 4 (running electric motor) with only the electric power stored in the battery 3 without operating the engine 1, and the engine 1 is driven for this. In this state, running by at least one of the engine 1 or the drive motor 4 is HEV running, and the EV running and HEV running can be switched. The state in which the engine 1 is driven is all HEV traveling, and HEV traveling is performed in the following cases.
[0038]
(1) When the clutch 5 is connected and the vehicle is driven only by the engine 1,
(2) When the clutch 5 is connected and the vehicle is driven by the engine 1 and the drive motor 4,
(3) When the vehicle is driven only by the drive motor 4 while the clutch 5 is disconnected and the engine 1 generates power,
In this case, in this embodiment, the hybrid vehicle is operated as follows. That is, a place (for example, a home) where charging is periodically performed by a stationary charger 23 (external charging device) that charges a hybrid vehicle using a commercial power source is defined as a base A, and the battery SOC is set to the maximum SOC before departure. (SOC chg) is charged until EV travel is performed from the base A toward the destination (for example, company) C. As a result of EV traveling, the SOC decreases and the lower limit value (SOC low) (when the battery 3 is used up), the vehicle is switched to HEV traveling and the position of the switched vehicle is registered as a point B on the map data. At that time, an EV traveling area (area where EV traveling is possible) centered on the base A is determined based on the point B (described later). After switching to HEV running, power generation control is performed and the SOC is set to the normal target SOC (SOC After reaching (normal), control is performed to maintain the SOC, and then the vehicle heads to the target location. This is shown in the upper part of FIG.
[0039]
On the other hand, when returning from the destination, for example, if the same route is followed, the vehicle enters the EV travel area from the above point B, so the HEV travel is switched to the EV travel, and the EV travels to reach the base A. To. When the location A is reached, the SOC is set to the lower limit value (the battery is used up), and the location A is charged by the installed charger 23 in preparation for the next run.
[0040]
In this way, the external charging is performed at the base A every round trip, but the external charging may be performed by a mobile (portable) charger at a place other than the base A. Even when external charging is performed, recognizing the place where the external charging has been performed as a base is a misrecognition, and a situation may occur in which the original base A where the installed external charger 23 is located cannot be reached in the EV traveling state. . Therefore, the integrated controller 16 and the navigation controller 18 cooperate to register the base A as follows.
<1> Location registration:
1) When both of the following two conditions are satisfied, it is determined that the external charger 23 has been further charged.
[0041]
(1) Indicates that the signal from the select switch or the recognition signal from the external charger is from the stationary charger 23,
(2) The charging pattern matches the charging pattern by the stationary charger 18;
Here, (1) select switch is a selector switch that selects the type of charger (installed type or mobile type) to be used for external charging at the site when the user knows the type of charger in advance. Thus, this signal is input to the integrated controller 16. The recognition signal from the external charger in (1) is a determination signal that is automatically transmitted from the external charger to the integrated controller 16 when the connector is connected, even if the user does not select the type of the charger.
[0042]
The charge pattern of (2) includes CC (Constant Current Charge), CV (Constant Voltage Charge), CP (Constant Power Charge) or a combination of these. It is determined in advance. Whether the charging pattern of the charger to be installed at the site A is stored in advance, and whether the external charging is based on the charger installed at the site depending on whether this matches the current charging pattern, or It can be determined whether it is due to other mobile (portable) chargers.
[0043]
2) When the external charging is completed and the external charging is performed by the stationary charger 23, the position where the external charging is performed is registered as the base A on the map data built in the navigation system.
[0044]
Next, the integrated controller 16 and the navigation controller 18 cooperate to register the EV travel area as follows.
<2> EV travel area registration:
1) When the EV travel after the registration of the base A is started, the SOC decreases to the lower limit value and when the vehicle is switched to the HEV travel, the current position of the vehicle at the switching timing is registered as the point B on the map data built in the navigation system.
[0045]
2) Further, an actual EV travel distance between the base A and the point B is calculated on the map data, a route search is performed from the base A for a position equidistant from the calculated actual EV travel distance, and the searched position is the point Bn. As registered on the map data built in the navigation system. This will be specifically described with reference to FIG.
[0046]
FIG. 2 is a map of the map data built in the navigation system. If there are three routes from the base A to the destination C in FIG. B is on this route 1. Therefore, the actual travel distance L1 between the bases A and B is calculated, and the positions on the different routes 2 and 3 that are equidistant from the actual travel distance L1 with the base A as the center are searched, and these searched positions are calculated. Register as points B1 and B2. The registration of the EV travel area (that is, B, B1, and B2) is performed by knowing the limit of EV travel unique to the vehicle centered on the base A that can be charged using the stationary charger 23. Because. Even when the user returns from the destination C to the base A in place of the other routes 2 and 3, it is possible to switch from the points B1 and B2 to EV driving.
[0047]
The <1> site registration and <2> EV travel area registration executed in cooperation by the integrated controller 16 and the navigation controller 18 will be described in detail based on the following flowchart.
[0048]
FIG. 3 is for executing site registration, and is executed at regular intervals after the start of external charging. Note that the number of bases is not limited to one, but if there are two or more bases, or if one base may move, the control will be complicated accordingly, so here only one base will move. Let's talk about the simple case. In this case, the site registration need only be performed once.
[0049]
In step 1, the base registered flag is viewed. If the base registration completed flag = 0, it means that the base registration has not ended. If the base registration completed flag = 1, this means that the base registration has ended. If the base registration completed flag = 0, the process proceeds to step 2 to see the external charging end flag. Although not shown, the integrated controller 16 sets the external charge end flag = 1 in the following case.
[0050]
(1) If the user disconnects the charging connector during external charging,
(2) If the user turns off the external charger during external charging,
(3) When the integrated controller 16 determines that the external charging is completed based on the SOC from the battery controller 13 during external charging.
When the external charging end flag = 1, the routine proceeds to step 3 where the SOC is compared with a predetermined value (for example, 80% with a margin from the maximum SOC). This is for determining whether or not the electric power necessary for EV traveling is charged in the battery 3. If the SOC is equal to or greater than the predetermined value, the process proceeds to step 5 to check the installed charger flag. The setting of this flag will be described with reference to the flowchart of FIG. The flow of FIG. 4 is executed during standby such as when the vehicle is locked.
[0051]
In FIG. 4, in steps 11 and 12, it is checked whether or not the charging connector is connected, and whether or not the current charging pattern matches the charging pattern stored in advance. The vehicle is provided with a charging port for external charging of the battery 3, and external charging is started by connecting the charging connector of the external charger to the charging port from the outside and turning on the power of the external charger. The In this case, the installation type charger 23 is provided with a detection switch that is turned on when the charging connector is connected to the charging port, and a signal from the detection switch is input to the integrated controller 16 as a connector connection signal. . The charge pattern stored in advance is a charge pattern by the installed charger 23.
[0052]
Therefore, in the integrated controller 16, if the signal from the detection switch is ON and the charging patterns match, it is determined that the charging is performed by the charger installed at the site, and the process proceeds to step 13 where the installation type charger flag = 1 is set. Even if the signal from the detection switch is OFF or the signal from the detection switch is ON, if the charging pattern does not match, it is determined that the charging is not performed by the stationary charger, and the processing proceeds to step 14 to proceed to the stationary charger flag = 0. And
[0053]
Returning to FIG. 3, if the installation type charger flag = 1, the process proceeds to steps 5 and 6 to set the base determination flag = 1 and to instruct the navigation controller 18 to register the current position on the map data as the base A. In response to this instruction, the navigation controller 18 registers the current position as the base A on the map data.
[0054]
Since the base registration is completed, the base registered flag is set to 1 in step 7. Due to this base registration completed flag = 1, it is not possible to proceed from step 1 to step 2 onward next time.
[0055]
On the other hand, when the installed charger flag = 0, the process proceeds from step 4 to step 8 and the process of setting the site determination flag = 0 is terminated. Even when the SOC is charged to a predetermined value or more by the mobile charger, the charged place is not registered as the base. The reason for not registering the site when using a mobile charger is to prevent misrecognition of the site due to the combined use with the mobile charger. In other words, because we are thinking of arriving at the base so that the battery 3 is used up, even if external charging is performed by a mobile charger at a location that is not the base, the location was registered by mistake. This is because there may be a case where the battery 3 is used up before reaching the original base and the vehicle must move to HEV traveling.
[0056]
FIG. 5 is for registering the EV travel area. Even in a hybrid vehicle, driving is started by turning on the ignition switch. Therefore, when the ignition switch is turned on, the flow of FIG. 5 is executed at regular intervals.
[0057]
In addition, since the case where there is only one base and the base is not moved thereafter is targeted, it is sufficient to register the EV travel area here centering on the base once.
[0058]
In step 21, the EV travel area registered flag is checked. If the EV travel area registered flag = 0, it means that the registration of the EV travel area has not ended. If the EV travel area registered flag = 1, this means that the registration of the EV travel area has ended. In the initial state, since the EV travel area registered flag = 0, the process proceeds to step 22 to check the EV travel permission flag. The EV travel permission flag is 0 in the initial state. Therefore, if the EV travel permission flag = 0, the process proceeds to steps 23, 24, and 25 to check whether or not all of the following conditions are satisfied.
[0059]
(1) Base determination flag = 1 (base A is determined)
(2) SOC is a predetermined value (for example, 80%) or more,
(3) The route is set,
Here, the condition {circle around (1)} is that the EV travel area is determined with the base A as the center, and therefore, the EV travel area cannot be determined unless it is determined to be the base A. The reason for (2) is that EV traveling cannot be performed in the entire EV traveling area unless the external charging is completed and the SOC is not less than a predetermined value.
[0060]
The reason {circle over (3)} is that the hybrid vehicle according to the present invention is premised on the user inputting the destination before starting operation (that is, at the base A). When the user inputs a destination, the navigation controller 18 searches for a route to the destination and transmits this information to the integrated controller 16.
[0061]
If any of the above conditions (1) to (3) is not satisfied, the process is terminated as it is (EV travel area registration is not performed). When the conditions (2) and (3) are not satisfied, the user can be prompted to perform external charging again or set a route.
[0062]
When the above conditions (1) to (2) are all satisfied, the routine proceeds to steps 26 and 27, the EV travel permission flag is set to 1, and the operation in the EV mode (that is, EV travel) is instructed. Since the EV travel permission flag = 1, the process proceeds from step 22 to step 28 onward next time. In step 28, the current SOC is compared with the EV traveling lower limit SOC (lower limit value). Here, the EV travel lower limit SOC is the SOC when the remaining battery capacity becomes such that the battery output necessary for EV travel cannot be output.
[0063]
If the current SOC exceeds the EV traveling lower limit SOC, EV traveling is possible, so the routine proceeds to step 29 and the operation in the EV mode is continued. The SOC decreases as the operation continues in the EV mode and leaves the base A. Eventually, if the current SOC becomes equal to or lower than the EV travel lower limit SOC, it is impossible to continue EV travel any more. Therefore, the process proceeds from step 28 to step 30 to switch to HEV mode operation (that is, HEV travel). The navigation controller 18 is instructed to register the current position at this timing as the point B on the map data. In response to this instruction, the navigation controller 18 registers the current position at this timing as the point B on the map data. Point B represents the boundary of the EV travel area.
[0064]
Further, in step 32, the navigation controller 18 is instructed to register the EV travel area centered on the site A. In response to this instruction, the navigation controller 18 registers the EV travel area on the map data as described above with reference to FIG.
[0065]
Next, on the return route from the destination C, the integrated controller 16 and the navigation controller 18 cooperate to perform high SOC shift control before EV traveling, and the navigation controller 17 performs learning control of the EV traveling area. This will be outlined by the control model shown in FIG.
[0066]
In FIG. 6, the upper stage shows the SOC movement in the forward path following the route 1 shown in FIG. 2, and the lower stage in the figure shows the SOC movement in the backward path following the same route 1. As in FIG. 2, A is the base at the left end, B is the point where the EV mode is switched from the EV mode to the HEV mode on the outbound path, and C is the destination at the right end.
<3> High SOC shift control before EV traveling:
1) When the return route from the destination C starts with HEV driving and approaches the point B which is the boundary of the EV driving area, the charging target is an SOC which is the normal target SOC at the point D before the point B. SOC that is the target SOC that is higher than normal Switching to hi stepwise (see the two-dot chain line in FIG. 8), thereby increasing the amount of power generated by the engine 1 and securing the dischargeable capacity (remaining capacity) of the battery 3 in advance.
[0067]
The high shift target SOC is a constant value. This is because the charging during the HEV running or regenerative charging cannot be controlled to an appropriate charging current as in external charging (because the running load changes every moment). Therefore, the SOC that is the maximum SOC (the maximum SOC that can be externally charged) A value about 10 to 20% lower than chg is set as the high shift target SOC. There are two methods for increasing the amount of power generated by the engine 1: a method for increasing the engine rotation speed (generator rotation speed) and a method for increasing the load (absorption torque) of the generator. When the engine speed is increased, the vehicle speed is maintained by appropriately changing the gear ratio of the continuously variable transmission 6.
[0068]
2) The point D that is the position where the high SOC shift control is started is determined as follows.
[0069]
(1) SOC, which is the high shift target SOC The required power generation time t until hi is
t [hr] = (SOC hi [%]-current SOC [%]) / generated power equivalent value [% / h] (1)
However, SOC hi: constant value,
It is calculated by the following formula. The value corresponding to the generated power on the right side of the equation (1) is a value corresponding to the generated power when the power generation amount is increased.
[0070]
The SOC is a percentage value obtained by dividing the remaining capacity by the maximum remaining capacity. However, when the battery 3 goes into a low temperature state or deteriorates, the maximum remaining capacity as the denominator is reduced, so that the remaining capacity is the same. The SOC changes and an error occurs in the control using the SOC accordingly. Therefore, when considering a low temperature state or a deteriorated state, it is necessary to use the remaining capacity [Wh] instead of the SOC [%]. In this case, it is only necessary to replace the SOC [%] in FIG. 6 with the remaining capacity [Wh] and replace the equation (1) with the power generation required time t until the high shift target remaining capacity is obtained.
t [hr] = (high shift target remaining capacity [Wh] −current remaining capacity [Wh]) / generated power [W] (Supplement 1)
What is necessary is just to calculate by the formula. Here, the high shift target remaining capacity changes depending on the condition of the battery (when the maximum remaining capacity is reduced due to low temperature or deterioration). The current remaining capacity is measured using a known means (for example, power integration, measurement of battery internal resistance, etc.).
[0071]
(2) The required travel distance L2 to the high shift target SOC (high shift target remaining capacity)
L2 [km] = t [hr] × average vehicle speed [km / h] (2)
It is calculated by the following formula. For the average vehicle speed on the right side of equation (2), a moving average value for each fixed distance is used.
[0072]
{Circle around (3)} A position dating back to the destination C side by a distance of L2 from the point B is determined as the point D. When the current position reaches the point D, the mode is changed to the power generation mode. By shifting to the power generation mode, the actual SOC follows the high shift target SOC (see the broken line from the point D in the lower part of FIG. 6). This chasing motion is approximated by a straight line for the sake of simplicity, and in the lower part of FIG. Increase towards hi (high shift target SOC) and SOC at point B Although it should reach hi, in reality, it becomes a gentler slope than the broken line as shown by the solid line, and the SOC at the point B A situation occurs that does not reach hi. Such a situation occurs when battery power is used for driving depending on operating conditions (for example, when a driving load such as uphill or sudden acceleration is high) and charging cannot be performed as scheduled. Therefore, considering that such a situation can occur, learning control of the EV traveling area is performed as follows.
<4> EV travel area learning control:
1) While traveling in the power generation mode from the point D, the current SOC (current remaining capacity) is sequentially updated. A distance Lev that can be EV traveled when EV travel is performed with the current SOC (current remaining capacity) is calculated by the following equation.
[0073]
Lev [km] = (current SOC-SOC low) / outward power consumption rate equivalent value [% / km] (3)
However, SOC low: EV traveling lower limit SOC,
It is calculated by the following formula. The value equivalent to the forward power consumption rate in the denominator on the right side of the equation (3) is the slope of the solid line between the base A and the point B in the upper part of FIG.
[0074]
When the remaining capacity is used instead of the SOC, instead of the expression (3), the EV travelable distance Lev is calculated by the following expression when the EV traveling is performed with the current remaining capacity.
[0075]
Lev [km] = (Current remaining capacity−EV traveling lower limit remaining capacity) / Outward power consumption rate [Wh / km] (Supplement 3)
2) At the beginning of the high SOC shift control, the remaining distance Lrest from the current position to the base A is longer than the EV Levable distance Lev (see Lev and Lrest at the point F in the lower stage of FIG. 8), but the high SOC shift The current SOC increases as the control continues (the closer to the base A from the point D), the longer the EV Levable distance Lev becomes. Then, when the remaining distance Lrest from the current position to the base A coincides with the distance Lev where EV travel is possible, EV travel to the base A is possible, so the engine 1 is stopped and the operation is switched to the EV mode. Further, the position when the remaining distance Lrest coincides with the EV Levable distance Lev is registered as the point b (see the lower part of FIG. 8).
[0076]
3) Theoretically, if you enter EV driving from point b, the SOC will be just SOC at site A. low (EV traveling lower limit SOC) should be reached (see the solid line from point b in the lower part of FIG. 8), but the power consumption rate actually changes due to the influence of the traveling load and auxiliary load from point b Therefore, a) The battery 3 is used up before reaching the base A, and the SOC is SOC. (Refer to the solid line from point b in the lower part of FIG. 6) a) When battery A is reached, battery 3 is not used up and SOC is SOC In the case of a), EV traveling to the base A is impossible even though it is in the EV traveling area. In this case, the EV traveling area should have been able to be performed earlier, so the EV traveling area is unnecessarily narrowed. In addition, the situation of a) is the case when the battery power is used excessively for driving an air conditioner (auxiliary load), or when the driving force is required more than a flat ground due to going uphill. The situation occurs, for example, when the vehicle is going downhill and the battery is charged by regeneration.
[0077]
Therefore, in the cases of a) and b), the SOC will be the SOC at the base A from the next time. The boundary of the EV travel area is updated so as to coincide with low (battery 3 is used up).
[0078]
A) SOC before reaching location A If it goes low:
In this case, a method for updating the boundary of the EV travel area will be described with reference to the lower part of FIG.
[0079]
(1) SOC From the position where low (EV traveling lower limit SOC) is reached, the SOC While maintaining low, the engine 1 is started and switched to HEV running (driving in the HEV mode) that generates electric power necessary for driving in real time.
[0080]
(2) The travel distance from the point b to the position switched to the HEV mode is stored as the actual distance traveled l1.
[0081]
(3) A position that is traced back from the base A to the destination C by the actual EV travel distance l1 is searched for as a point bb.
[0082]
(4) Further, the power generation rate equivalent value Rgen from point D to point b (representing the slope of the solid line from point D to point b in the lower part of FIG. 6),
Rgen = (SOC b-SOC normal) / Lgen (4)
However, SOC b: SOC at point b,
SOC normal: EV traveling lower limit SOC,
Lgen: Distance actually traveled with high shift SOC control on the return path,
The SOC is calculated by the power generation rate equivalent value Rgen (initial value is given in advance). From normal (normal target SOC) to SOC The mileage lgen required to increase to hi (high shift target SOC)
lgen = (SOC hi-SOC normal) / Rgen (5)
It is calculated by the following formula.
[0083]
When the remaining capacity is used instead of the SOC, the power generation rate Rgen from the point D to the point b is replaced with the equation (4).
Rgen = (remaining capacity at point b−normal target remaining capacity) / Lgen (Supplement 4)
The travel distance lgen required to increase from the normal target remaining capacity to the high shift target remaining capacity at this power generation rate Rgen (initial value is given in advance) is replaced with the expression (5). And
lgen = (high shift target remaining capacity−normal target remaining capacity) / Rgen (Supplement 5)
It is calculated by the following formula.
[0084]
{Circle around (5)} A position dating back to the destination C side from the point bb by the distance lgen is set as a new point D and updated to this new point D.
[0085]
For example, if the next driving condition is the same as the route from the same destination C and the driving condition on the return route from the same destination C, the SOC is higher than the updated point D (new D) at the next driving. In order to shift to the shift control, the actual SOC rises from the new D at the same slope as the solid line between the points D and b in the lower part of FIG. Since it reaches hi and is switched to the EV mode at that timing, this time it descends with the same slope as the solid line between point b and point E, and the SOC at the base (see the alternate long and short dash line from the new D in the lower part of FIG. 6). Thus, if the point D is updated as shown in the lower part of FIG. 6, it is assumed that the route from the same destination C and the traveling condition on the return route from the same destination C are the same at the next traveling. EV travel can be performed up to the base during the next travel.
[0086]
B) SOC when the location A is reached If it is not low:
In this case (or SOC at the start of charging using the on-site charger at site A A method of updating the boundary of the EV travel area when the vehicle is not low will be described with reference to FIG.
[0087]
(1) The travel distance from the point b to the base A is stored as the actual distance 12 traveled by EV.
[0088]
(2) The actual power consumption rate equivalent value (average value) Rcon (representing the slope of the solid line from the point b to the site A in FIG. 7) during EV traveling from the point b to the site A,
Rcon = (SOC b-SOC A) / l2 (6)
However, SOC b: SOC at point b,
SOC A: SOC at point A,
Using the actual power consumption rate equivalent value Rcon, the travel distance that would be possible if the EV was still traveled with the current SOC at the base A was set as the surplus EV travel estimated distance L4.
L4 = (SOC A-SOC low) / Rcon (7)
It is calculated by the following formula.
[0089]
When the remaining capacity is used instead of the SOC, the actual power consumption rate (average value) Rcon during EV traveling from the point b to the site A is replaced with the equation (6).
Rcon = (remaining capacity at the point b−remaining capacity at the base A) / l2 (Supplement 6)
Using the actual power consumption rate Rcon, instead of the formula (7), the surplus EV travel estimated distance L4 is set as the surplus EV travel estimated distance L4.
L4 = (Remaining capacity at site A−EV traveling lower limit remaining capacity) / Rcon (Supplement 7)
It is calculated by the following formula.
[0090]
(3) A position that is traced back to the destination C side by the sum of the surplus EV travel estimated distance L4 and the actual EV travel distance l2 from the base A is retrieved as a point bb.
[0091]
After (4), it is the same as (4) and (5) in the above a). That is, the travel distance lgen required to increase from the normal target SOC (normal target remaining capacity) to the high shift target SOC (high shift target remaining capacity) is calculated, and the destination is the distance lgen from the point bb. The position going back to the C side is set as a new point D, and the new point D is updated.
[0092]
For example, if the next driving condition is the same as the route from the same destination C and the driving condition on the return route from the same destination C, the SOC is higher than the updated point D (new D) at the next driving. In order to shift to the shift control, the actual SOC rises from the new D at the same inclination as the solid line between the point D and the point b in FIG. Since it reaches hi and is switched to the EV mode at that timing, it descends at the same inclination as the solid line between point b and site A, and the SOC at the site (refer to the one-dot chain line from the new D in FIG. 7). In this way, if the point D is updated as shown in FIG. 7, if the route from the same destination C and the driving condition on the return route from the same destination C are the same during the next run, The battery 3 can be used up at the base A during the next run.
[0093]
The <3> high SOC shift control before EV travel executed by the integrated controller 16 and the <4> EV travel area learning control executed by the navigation controller 18 will be described in detail based on the following flowchart.
[0094]
In the following flow, description will be given on the case where SOC is used for control.
[0095]
FIG. 9 and FIG. 10 are for performing high SOC shift control before EV traveling, and are executed at regular time intervals when returning to the destination C.
[0096]
In step 31, the high shift target flag is checked. If the high shift target flag = 0, the charge target is the SOC that is the high shift target SOC. If the high shift target flag = 1, this means that the charging target is set to the high shift target SOC. Since the high shift target flag = 0 in the initial state at the destination C, the process proceeds to steps 32, 33 and 34 to check whether or not all of the following conditions are satisfied.
[0097]
(1) Base registered flag = 1
(2) EV travel area registered flag = 1,
(3) The traveling direction of the vehicle is the direction returning to the base A,
When all of the conditions (1) to (3) are satisfied, the process proceeds to step 35, where the SOC is set at the point B as the end point. The power generation time t required to reach hi (high shift target SOC) is calculated by the above equation (1). The travel distance L2 required to reach hi is calculated by the above equation (2). In step 37, the position on the route traced from the point B to the destination C by the travel distance of L2 is determined as the point D.
[0098]
In step 38, the current position is compared with the point D thus determined. If the current position is closer to the destination C side than the point D, proceed to steps 39, 40, 41 and set the charging target to SOC As the normal (normal target SOC), the SOC maintenance mode is set and the high shift target flag = 0. Eventually, if the current position reaches point D, the process proceeds to steps 42, 43 and 44, where the charging target is an SOC which is the high shift target SOC. Switch to hi (eg 90%) and SOC In order to obtain hi, the power generation mode is set and the high shift target flag = 1.
[0099]
When the high shift target flag = 1 is set, the process proceeds from step 31 in FIG. 9 to step 45 in FIG. 10 to see the point b registered flag. Since this flag is the point b registered flag = 0 at the start of the return trip from the destination C, the process initially proceeds to step 46, and the distance Lev that allows EV travel with the current SOC is calculated by the above equation (3). .
[0100]
In step 47, the navigation controller 18 is instructed to calculate the distance on the route from the current position to the base A, and the obtained result is set as the remaining distance Lrest to the base A. The remaining distance Lrest and the distance that can be EV traveled with the current SOC. The Lev is compared in step 48.
[0101]
At the beginning of the high SOC shift control, the remaining distance Lrest to the base A is longer, so the routine proceeds to step 49 and the operation in the power generation mode is performed (described as “power generation control” in FIGS. 6 and 7).
[0102]
When the high SOC shift control is entered, the SOC increases due to the operation in the power generation mode, so the EV travelable distance Lev in the above equation (3) gradually increases, and on the contrary, the current position approaches the base A. Therefore, the remaining distance Lrest to the base A gradually decreases. As a result, if the EV travelable distance Lev exceeds the remaining distance Lrest, EV travel is possible until the vehicle reaches the base A. Therefore, the process proceeds from step 48 to steps 50 and 51 to switch to the EV mode operation. The navigation controller 18 is instructed to register the current position as the point b. In response to this instruction, the navigation controller 18 registers the point b on the map data. Since registration of the point b is completed, the point b registered flag is set to 1 in step 52, and a learning permission flag (initially set to 0 at the start of the return route from the destination C) is set to 1 in step 53. With this point b registered flag = 1, the operation proceeds to steps 45 and 56 from the next time, and the operation in the EV mode is continued.
[0103]
Further, the SOC at the point b where the position is switched to the EV mode is changed to SOC. b is stored in the memory, and the navigation controller 18 is instructed to calculate the distance on the route between the point D and the point b, and the obtained result is used as the distance Lgen actually traveled by the high SOC shift control on the return path. This is also stored in the memory (steps 54 and 55). These SOCs The values of b and Lgen are necessary for learning control of the EV traveling area, which will be described next.
[0104]
FIG. 11 is for performing learning control of the EV travel area (specifically, updating of the point D at which high SOC shift control is started). When the return path from the destination C is reached, the navigation controller 18 executes it at regular intervals. To do.
[0105]
In step 61, the learning permission flag is checked. The learning permission flag is a flag that becomes learning permission flag = 1 at the timing when the point b is registered (see step 53 in FIG. 10).
[0106]
When the learning permission flag = 1, the routine proceeds to step 62, the distance on the route from the current position to the base A is calculated, and the obtained result is set as the remaining distance Lrest to the base A.
[0107]
In steps 63 and 64, the current SOC is changed to SOC before reaching the base A. This is a part for determining whether low (EV traveling lower limit SOC) has been reached. That is, Lrest ≠ 0 (before reaching the base A) and the current SOC is SOC If it matches low, the current SOC will be the SOC before reaching location A. At this time, since it is impossible to continue the EV travel, the process proceeds to step 65 to instruct the integrated controller 16 to switch to the HEV mode. In response to this instruction, the integrated controller 16 switches to operation in the HEV mode.
[0108]
Steps 66 to 70 are portions for updating the point D so that the start timing of the high SOC shift control is optimized during the next round trip. In other words, the result obtained by calculating the distance on the route from the current position to the point b in step 66 is the actual EV travel distance l1, and in step 67 the position traced back from the base A to the destination C side by this actual EV travel distance l1. Is searched on the route, and the searched position is determined as the point bb. In step 68, the SOC already obtained b, Lgen is used to calculate the actual power generation rate equivalent value Rgen during the high SOC shift control by the above equation (4), and the actual power generation rate equivalent value Rgen is used in step 69 to perform the high SOC shift control by the above equation (5). SOC at the actual power generation rate equivalent value Rgen SOC from normal The travel distance lgen required to increase to hi is calculated.
[0109]
In step 70, a position on the route that is traced back to the destination C side by the travel distance lgen from the point bb is searched, and the searched position is updated as a new point D.
[0110]
On the other hand, when the remaining distance Lrest = 0 (when reaching the base A), the routine proceeds from step 63 to step 71, where the current SOC is an SOC representing the SOC at the base A. After moving to A, the distance on the route from the base A to the point b is calculated in step 72 to obtain the actual EV travel distance l2, and the distance from the point b to the base A is determined in step 73 based on the distance of l2. The actual power consumption rate equivalent value (average value) Rcon during EV traveling is calculated by the above equation (6), and the surplus EV traveling estimated distance L4 is calculated by the above equation (7) in step 74 using this actual power consumption rate equivalent value Rcon. Is calculated. L4 is a travel distance from the site A to the time when the battery is used up, assuming that the EV travel is continued until the battery is used up even when the battery is not used up at the site A.
[0111]
Note that L4 includes the case where the battery is used up at the site A. SOC at site A if the battery is depleted A = SOC This is because L4 = 0 from low.
[0112]
In step 75, a position that is traced back from the base A to the destination C side by the sum of the surplus EV travel estimated distance L4 and the actual EV travel distance l2 is searched on the route, and the searched position is determined as a point bb. The process of 68, 69, and 70 is performed and a new point D is searched and updated.
[0113]
Here, the operation of the present embodiment will be described.
[0114]
According to the present embodiment, a point where a commercial power source (external power source) such as a home or a company is installed is registered as the base A on the map data of the navigation device (map information device), and EV driving is performed centering on the base A. This EV is registered when an area (area where EV traveling is possible) is registered on the map data and starts from the base A in the state of the battery 3 charged with the commercial power source by the stationary charger 23 (external charging device). EV travel is performed in the travel area, or when the vehicle enters the EV travel area when returning to the base A from outside the EV travel area, EV travel is performed. This is an area where you can reduce vehicle noise especially when you go to work early in the morning from home or go home late at night, and external operation costs are lower than engine power generation. Energy can be effectively utilized.
[0115]
Further, when the vehicle travels from the outside of the EV traveling area toward the base A, the normal target SOC (SOC) is reached during the HEV traveling just before reaching the EV traveling area. higher than the normal) target SOC (SOC Since the SOC of the battery 3 is increased in advance by switching to hi), the SOC is set to the normal target SOC (SOC The distance over which EV travel is possible becomes longer than when switching to EV travel while maintaining normal (without increasing SOC in advance), and the EV travel area can be increased accordingly.
[0116]
Further, when the point D to be switched to the high shift target SOC is a point that is traced back to the destination C side by a predetermined distance L2 from the point B that is the boundary of the EV travel area, the predetermined distance L2 becomes the high shift target SOC. Since this is the distance required to raise the current SOC to the high shift target SOC with the generated power of the generator after switching, the SOC at the point B which is the boundary of the EV travel area can be increased to the high shift target SOC. it can.
[0117]
In addition, when it is predicted that the point b where EV traveling to the base A can be performed by the current SOC after switching to the high shift target SOC is switched to EV traveling, there is an opportunity to perform EV traveling to the base A. Increase.
[0118]
In addition, in order to predict whether or not the point b where EV traveling to the base can be performed is performed, in addition to the current SOC after switching to the high shift target SOC, it is performed based on the value corresponding to the power consumption rate of the forward path. Therefore, if the value corresponding to the power consumption rate from switching to EV traveling to reaching the location A is the same as the value corresponding to the power consumption rate for the forward path, the EV traveling to the location A can be performed reliably.
[0119]
When switching to EV driving from point b where EV driving to base A can be performed, the power consumption rate equivalent value varies greatly due to the influence of the driving load and auxiliary equipment load after switching. It is conceivable that the battery 3 is used up before reaching the location A, or the battery 3 is not used up when the location A is reached. As a result, it became possible to switch to HEV driving, and the frequency of power generation by the engine increased. In the case of b), EV driving should have been possible earlier, so the EV driving area was narrowed unnecessarily. However, according to the present embodiment, when the base A arrives, the SOC becomes the EV traveling lower limit SOC (SOC The point D for switching to the high shift target SOC is controlled based on the transition of the SOC after switching to EV driving so as to coincide with low), so that the situation of a) can be avoided and the frequency of power generation by the engine can be suppressed. In addition, it is possible to expand the area where EV driving can be avoided while avoiding the situation of b).
[0120]
In addition, the SOC is a percentage of the remaining capacity divided by the maximum remaining capacity, so when the battery goes into a low temperature state or deteriorates, the maximum remaining capacity, which is the denominator, decreases, so the remaining capacity is the same. Although the SOC changes and an error occurs in the control using the SOC accordingly, according to the present embodiment, since the remaining capacity is used instead of the SOC, the battery has deteriorated or deteriorated. There is no error in the control even if it becomes a state.
[0121]
In addition, although the home and the company are cited as the installation location of the external charging device, it is conceivable that a public facility or a gas station may be used as the installation location of the external charging device.
[0122]
In the embodiment, the case where the present invention is applied to a parallel hybrid vehicle has been described.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle according to a first embodiment.
FIG. 2 is a characteristic diagram for explaining registration of an EV travel area.
FIG. 3 is a flowchart for explaining base registration.
FIG. 4 is a flowchart for explaining determination of an installed charger.
FIG. 5 is a flowchart for explaining registration of an EV travel area.
FIG. 6 is a waveform diagram showing a high SOC shift control and EV travel area learning control before EV travel as a model.
FIG. 7 is a waveform diagram showing high SOC shift control and EV travel area learning control before EV travel as a model.
FIG. 8 is a waveform diagram showing a high SOC shift control before EV traveling as a model.
FIG. 9 is a flowchart for explaining high SOC shift control;
FIG. 10 is a flowchart for explaining high SOC shift control.
FIG. 11 is a flowchart for explaining EV travel area learning control;
1 engine
4 Drive motor (traveling motor)
16 Integrated controller
17 Navigation device (map information device)
18 Navigation controller
23 Stationary charger (external charging device)

Claims (13)

A generator,
An engine that drives this generator,
A traveling electric motor;
With a battery,
EV driving is performed by driving the driving motor with only the electric power stored in the battery without driving the engine, and driving by at least one of the engine or the driving motor while the engine is operated. In a hybrid vehicle that can be switched between HEV driving and HEV driving,
An external charging device for charging the battery using an external power source;
A map information device capable of recognizing the current position of the vehicle on map data;
Base registration means for registering a point where the external power supply is installed as a base on the map data of the map information device;
EV traveling region registration means for registering an area where EV traveling around the base is possible on the map data of the map information device;
A high SOC shift control means for increasing the SOC of the battery in advance when the vehicle is traveling toward the base from outside the region where EV traveling is possible and before reaching the region where EV traveling is possible;
A hybrid vehicle control device comprising: an EV travel switching means for switching to EV travel when the vehicle enters an area where EV travel is possible. The high SOC shift control means, when performing HEV traveling while maintaining a charging target outside an area where EV traveling is possible, sets the maintained charging target as a normal target SOC and has a value higher than the normal target SOC. The hybrid vehicle control device according to claim 1, wherein the control device is a charging target switching means for switching to a high shift target SOC. The hybrid vehicle control device according to claim 1, wherein the EV travelable region is a region where the battery can reach the base before the SOC of the battery decreases to a predetermined lower limit value. The hybrid vehicle control device according to claim 1 or 2, wherein an area where EV traveling is possible is determined such that the SOC of the battery coincides with a predetermined lower limit value when the base arrives. The hybrid vehicle control device according to claim 2, wherein the point to be switched to the high shift target SOC is a point that is a predetermined distance back from a boundary point of an area where EV traveling is possible. 6. The hybrid according to claim 5, wherein the predetermined distance is a distance required to raise the current SOC to the high shift target SOC with the generated power of the generator after switching to the high shift target SOC. Vehicle control device. The means for calculating the predetermined distance is a means for calculating a required generation time by dividing a value obtained by subtracting the current SOC after switching from the high shift target SOC to the high shift target SOC by a generated power equivalent value; 7. The hybrid vehicle control device according to claim 6, further comprising means for calculating a value obtained by multiplying the time required for power generation by an average vehicle speed as a predetermined distance. When the vehicle is predicted to be a point where EV traveling to the base can be performed based on the current SOC after switching to the high shift target SOC instead of when the vehicle enters an area where EV traveling is possible. The hybrid vehicle control device according to any one of claims 2 to 7, wherein the hybrid vehicle is switched to EV running. The means for predicting whether or not it is a point where EV traveling to the base can be performed is based on the difference between the current SOC after switching to the high shift target SOC and a predetermined lower limit value of the SOC from the base. A means for calculating a value obtained by dividing a value obtained by dividing the value corresponding to the power consumption rate when traveling outside a region where traveling is possible, as an EV travelable distance at the current SOC after switching to the high shift target SOC; Depending on whether or not the EV travelable distance in the current SOC exceeds the remaining distance on the route from the current position of the vehicle to the base, it is predicted whether or not the EV travelable point to the base can be performed The hybrid vehicle control device according to claim 8, further comprising: The learning control of the point to switch to the high shift target SOC based on the transition of the SOC after switching to EV driving so that the SOC coincides with a predetermined lower limit value when the base arrives. The hybrid vehicle control device according to claim 9. The learning control switches to HEV traveling when the SOC decreases to a predetermined lower limit value before reaching the base, stores the actual EV traveling distance, and HEV traveling after switching to the high shift target SOC. The travel distance required to increase from the normal target SOC to the high shift target SOC is calculated using the power generation rate equivalent value at the time, and the travel distance from the base and the actual EV travel distance are calculated. 11. The control apparatus for a hybrid vehicle according to claim 10, wherein a position retroactive by a total amount is updated to a new point as a new point for switching to the high shift target SOC. The learning control stores the distance actually traveled by EV when the SOC has not decreased to a predetermined lower limit value at the base, and uses the value corresponding to the actual power consumption rate during the actual EV travel. The mileage that would otherwise be able to be EV traveled in the SOC is calculated as the surplus EV travel estimated distance, and the power generation rate equivalent value during HEV travel after switching to the high shift target SOC is used to calculate the travel distance from the normal target SOC. The travel distance required to increase to the high shift target SOC is calculated, and the position retroactive by the sum of the travel distance, the actual EV travel distance, and the surplus EV travel estimated distance from the base is calculated. The hybrid vehicle control device according to claim 10, wherein the new vehicle is updated to the new point as a new point for switching to the high shift target SOC. The hybrid vehicle control device according to any one of claims 1 to 12, wherein a remaining capacity is used instead of the SOC.

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