KR20230039803A - Hybrid vehicle and method of controlling charging amount - Google Patents

Abstract

The present invention relates to a hybrid vehicle, which can control SOC in preparation for front congested sections when driving on a road with a specific environment in a general driving situation in which a destination or a route for a navigation system is not set, and a charging amount control method therefor According to an embodiment of the present invention, the charging amount control method comprises the steps of: determining whether there is a congested section on a road on which the hybrid vehicle is currently driving or a road on which the hybrid vehicle is expected to drive, based on navigation information, if a destination or a route for the navigation system is not set; and setting a state of charge (SOC) as a second SOC higher than a first SOC preset in a set section, which is the previous section of the congested section, when a congestion signal indicating that there is the congested section is provided.

Description

Hybrid vehicle and charging amount control method therefor {HYBRID VEHICLE AND METHOD OF CONTROLLING CHARGING AMOUNT}

The present invention relates to a hybrid vehicle capable of controlling SOC in preparation for a congestion section ahead when driving on a road having a specific environment in a general driving situation where a navigation destination or route is not set, and a charging amount control method therefor.

As interest in the environment has recently increased, many developments have been made for hybrid electric vehicles (HEVs) and electric vehicles (EVs) using electric motors as a driving source.

A hybrid electric vehicle (HEV) generally refers to a car that uses two power sources together, and the two power sources are mainly an engine and an electric motor. Such a hybrid vehicle has been recently developed because it has excellent fuel efficiency and power performance compared to a vehicle equipped with only an internal combustion engine and is advantageous in reducing exhaust gas. In particular, a hybrid vehicle capable of charging a battery through a plug with external power rather than engine power or regenerative braking is referred to as a plug-in hybrid vehicle (PHEV). In the case of an electric vehicle (EV), unlike a hybrid vehicle, since it cannot generate power on its own except for regenerative braking, charging using external power is essential.

1 is a diagram for explaining SOC consumed by a hybrid vehicle (HEV) in a non-congested section and a congested section.

Referring to FIG. 1 , since a hybrid vehicle (HEV) drives while maintaining a vehicle speed above a certain level in a non-congested section, it smoothly maintains a target SOC through efficient engine operation.

In contrast, hybrid vehicles (HEVs) drive mostly with electric motors in congested sections, have a large amount of SOC discharge due to air conditioners, and inefficiently drive the engine for SOC charging when the vehicle speed is lowered below a certain level.

That is, a hybrid vehicle (HEV) that is controlled to follow a target SOC through engine On/Off control has a problem in that inefficient engine operation occurs in an environment with a large amount of SOC discharge, such as during extreme congestion in hot summer.

An object of the present invention is to provide a hybrid vehicle capable of controlling SOC in preparation for a forward congested section on a road having a specific environment in a general driving situation in which route information is not obtained from the vehicle, and a charging amount control method therefor.

In particular, the present invention charges the SOC in advance before entering the extreme congested section on a road with little entry and exit such as a highway in a general driving situation where a navigation destination or route is not set, thereby reducing inefficiency that occurs when the vehicle speed is low or the SOC is low when stopped. It is to provide a hybrid vehicle capable of preventing in-engine driving and a charging amount control method therefor.

The technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below. You will be able to.

In order to solve the above technical problem, a method for controlling the charging amount of a hybrid vehicle according to an embodiment of the present invention, when a destination or route of navigation is not set, the road or driving currently being driven based on the navigation information Determining whether or not there is a congestion section on the expected road, and when a congestion signal indicating that there is a congestion section is provided, a second state of charge (SOC) higher than a preset first state of charge (SOC) in a set section preceding the congestion section (SOC).

In addition, in the hybrid vehicle according to an embodiment of the present invention, when a navigation destination or route is not set, a determination unit for determining whether there is a congestion section on a road currently being driven or a road expected to be driven based on the navigation information. and when a congestion signal indicating that there is a congestion section is provided from the determination unit, charging the second state of charge (SOC) higher than a preset first state of charge (SOC) in a set section that is a section previous to the congestion section. A controller including a SOC setting unit and a display outputting information on the second state of charge (SOC) may be included.

According to at least one embodiment of the present invention configured as described above, the hybrid vehicle is a road having a specific environment in a general driving situation where a navigation destination or route is not set, such as a road with little entry and exit, such as a front extreme congestion section. It is possible to improve fuel efficiency by charging the SOC in advance before entering the vehicle to prevent inefficient engine driving that occurs when the vehicle speed is low or the SOC is low when the vehicle is stopped.

In addition, in at least one embodiment of the present invention, there is a consumer's perception that the hybrid vehicle has a high electric driving ratio at low vehicle speeds due to the characteristics of HEVs. can make it

The effects obtainable in the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description below. will be.

1 is a diagram for explaining SOC consumed by a hybrid vehicle (HEV) in a non-congested section and a congested section.
2 shows an example of a configuration of a hybrid vehicle that can be applied to embodiments of the present invention.
3 is a block diagram showing an example of a control system of a hybrid vehicle that can be applied to embodiments of the present invention.
4 shows an example of a controller structure for controlling to be in an optimal state of charge of a battery according to an embodiment of the present invention.
5 shows an optimal state of charge (SOC) of a battery for each section according to an embodiment of the present invention.
6 illustrates a method for controlling a charging amount of a hybrid vehicle according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily carry out the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. And in order to clearly explain the present invention in the drawings, parts irrelevant to the description are omitted, and similar reference numerals are attached to similar parts throughout the specification.

Throughout the specification, when a certain component is said to "include", it means that it may further include other components without excluding other components unless otherwise stated. In addition, parts denoted with the same reference numerals throughout the specification mean the same components.

In addition, a unit or control unit included in the name of a hybrid controller (HCU: Hybrid Control Unit) is just a term widely used for naming a controller that controls vehicle-specific functions, It does not mean a generic function unit. For example, each controller is a communication device that communicates with other controllers or sensors to control the function in charge, a memory that stores operating system or logic commands and input/output information, and a controller that performs judgment, calculation, and decision necessary for controlling the function in charge. It may include more than one processor.

In embodiments of the present invention, when there is no information on a planned driving route from the perspective of a vehicle controller, a second state of charge higher than a predetermined first state of charge (SOC) before entering a congested section or a congested section ahead in a specific road environment It is proposed to prevent inefficient engine driving that occurs at a low vehicle speed or at a stop by entering a congested section or an extremely congested section by controlling to follow (SOC). For example, a case in which there is no information on a scheduled driving route may mean a case in which a destination is not set through a navigation system or a route according to a destination setting is not determined, but this is illustrative and not necessarily limited thereto. That is, in the embodiments of the present invention, the driving route is already secured in the vehicle, and information on the driving load or traffic situation for the driving route is secured in advance, and the battery SOC is optimally scheduled for the entire route. It should be borne in mind that the situation is assumed. In addition, the specific road environment may refer to a road environment in which entry and exit is relatively small or is not free, such as a highway or an automobile-only road.

Prior to describing the charging amount control method according to an embodiment of the present invention, the structure and control system of a hybrid vehicle that can be applied to the embodiments will be first described with reference to FIGS. 2 and 3 . It is apparent to those skilled in the art that the vehicle structure described later with reference to FIGS. 2 and 3 can be similarly applied to an electric vehicle (EV), except for parts related to an internal combustion engine.

2 shows an example of a configuration of a hybrid vehicle that can be applied to embodiments of the present invention.

Referring to FIG. 2 , the hybrid vehicle according to an embodiment includes an electric motor (or driving motor, 140) and an engine clutch (EC: Engine Clutch, 130) between an internal combustion engine (ICE, 110) and a transmission 150. A parallel type (Parallel Type or TMED: Transmission Mounted Electric Drive) hybrid powertrain equipped with may be provided.

In such a vehicle, generally, when a driver steps on an accelerator after starting, the motor 140 (or driving motor) is first driven by using power from a battery (not shown) while the engine clutch 130 is open, and the motor 140 ) The power of the transmission 150 and the final reducer (FD: Final Drive, 160) moves the wheels (ie, EV mode). When the vehicle is gradually accelerated and gradually greater driving force is required, the start-up motor 120 may operate to drive the engine 110 .

Accordingly, when the rotation speed of the engine 110 and the motor 140 are substantially the same, the engine clutch 130 is engaged so that the engine 110 and the motor 140 together or the engine 110 drives the vehicle. (i.e. transition from EV mode to HEV mode). When a preset engine-off condition, such as a vehicle deceleration, is satisfied, the engine clutch 130 is opened and the engine 110 is stopped (ie, a transition from the HEV mode to the EV mode). In addition, in a hybrid vehicle, driving force of a wheel is converted into electric energy during braking to charge a battery (not shown), which is referred to as braking energy regeneration or regenerative braking.

The starting generator motor 120 serves as a starter motor when the engine 110 is started, and operates as a generator when the rotational energy of the engine 110 is recovered after the engine is started or when the engine 110 is turned off. Generator (HSG: Hybrid Starter Generator)", and in some cases, it may be referred to as "auxiliary motor".

3 is a block diagram showing an example of a control system of a hybrid vehicle that can be applied to embodiments of the present invention. The control system shown in FIG. 3 may be applied to a vehicle to which the power train described above with reference to FIG. 2 is applied.

Referring to FIG. 3 , in a hybrid vehicle to which embodiments of the present invention may be applied, an internal combustion engine 110 is controlled by an engine controller 210, and an engine controller 210 controls a starter motor 120 and a drive motor 140 by a motor controller (MCU). : Torque can be controlled by the motor control unit 220, and the engine clutch 130 can be controlled by the clutch controller 230, respectively. Here, the engine controller 210 may also be referred to as an engine management system (EMS). In addition, the transmission controller 250 controls the transmission 150. In some cases, a controller for the start-up motor 120 and a controller for each of the drive motors 140 may be provided separately.

Each controller, as its upper controller, is connected to a hybrid controller (HCU: Hybrid Controller Unit, 240) that controls the entire mode conversion process, and changes the driving mode under the control of the hybrid controller 240 and controls the engine clutch during gear shifting. Information and/or information required for engine stop control may be provided to the hybrid controller 240 or an operation may be performed according to a control signal.

For example, the hybrid controller 240 may perform overall power train control in vehicle operation. For example, the hybrid controller 240 may determine an open time of the engine clutch 130 . In addition, the hybrid controller 240 may determine the state (Lock-up, Slip, Open, etc.) of the engine clutch 130 and control the fuel injection stop timing of the engine 110 . In addition, the hybrid controller 240 may control the recovery of engine rotational energy by transmitting a torque command for controlling the torque of the start-up motor 120 to the motor controller 220 for engine stop control.

In addition, the hybrid controller 240 determines whether or not there is a congestion section on the road currently being driven or a road expected to be driven based on navigation (including GPS information) information according to embodiments of the present invention, which will be described later, and discharges or Calculate the state of charge (SOC) of the expected battery to be consumed, and if it is determined that there is a congestion section, so that the second state of charge (SOC) is higher than the preset first state of charge (SOC) in the set section, which is the previous section of the congestion section. You can control it.

Of course, it is obvious to those skilled in the art that the above-described connection relationship between controllers and functions/divisions of each controller are illustrative and are not limited to their names. For example, the hybrid controller 240 may be implemented such that a corresponding function is replaced and provided in any one of the other controllers other than the hybrid controller 240, or a corresponding function may be distributed and provided in two or more of the other controllers.

Hereinafter, based on the vehicle structure described above, a more efficient charging amount control method according to an embodiment of the present invention and a vehicle structure therefor will be described.

4 shows an example of a controller structure for controlling to be in an optimal state of charge of a battery according to an embodiment of the present invention. 5 shows an optimal state of charge (SOC) of a battery for each section according to an embodiment of the present invention.

In the drawings and descriptions below including FIG. 4 , it is assumed that the hybrid controller 240 is the controller that determines the state of charge of the target battery. However, this is illustrative and is not necessarily limited thereto. For example, the controller that determines the state of charge of the target battery may be a vehicle control unit (VCU) in the case of an electric vehicle (EV).

The controller structure shown in FIG. 4 may be applied to an EV mode or a charge depleting (CD) mode of a hybrid vehicle or an electric vehicle. Referring to FIG. 4 , the hybrid controller 240 may include a determination unit 241 , a calculation unit 242 and an SOC setting unit 243 .

When a navigation destination or a navigation route is not set, the determination unit 241 may determine whether or not there is a congested section on the road currently being driven or the expected driving road based on navigation/GPS information. Here, the congestion section may mean a section in which an average vehicle speed is equal to or less than a preset vehicle speed, but is not necessarily limited thereto. The determination unit 241 may be electrically connected to an external traffic server (not shown) under the control of the hybrid controller 240 and receive traffic information on road traffic conditions in real time. For example, the external traffic server may include a traffic situation control room server, a traffic broadcasting station server, and the like. The determination unit 241 can quickly and accurately determine the traffic conditions of the road currently being driven or the road expected to be driven based on navigation/GPS information and traffic information provided in real time. Accordingly, the determination unit 241 may generate a congestion signal indicating that there is a congestion section on the currently driving road or the expected driving road. The congestion signal may include various pieces of information related to the congestion section. For example, the congestion signal may include the location of the congestion section, the point at which the congestion section begins, the point at which the congestion section ends, the total distance of the congestion section, the expected speed of the car in the congestion section, the cause of the congestion section, and the like. there is. The expected speed of the vehicle in the congested section may include an average speed, a minimum speed, and the like.

Also, the determination unit 241 may determine the type of a specific road for the currently driving road or driving expected road before generating a congestion signal. For example, a specific type of road is a general road. It may include national roads, highways, express roads, automobile exclusive roads, and the like. The determination unit 241 may determine whether there is a congestion section on these roads when it is determined that an expressway, an expressway, and an automobile-only road with infrequent entry/exit are included in the currently driving road or driving expected road.

In addition, the determination unit 241 may determine whether or not energy is used on the currently driving road or the expected driving road before generating a congestion signal. The used energy may include consumption by a specific electric field load. An electrical load may be defined as all electrical energy that can be consumed while driving or stopping a vehicle. A specific electrical load or used energy may be defined as energy that is greater than all electrical energy that may be consumed while driving or stopping the vehicle, or energy that generates a large load. For example, the specific electric load may include electric load consumption due to use of a vehicle air conditioner. The determination unit 241 generates a congestion signal capable of determining the presence or absence of a congestion section when the road currently being driven or the expected driving road is a specific road and a specific electric load is in operation, and the congestion signal is calculated by the calculation unit 242 Alternatively, it can be provided to the SOC setting unit 243. For example, a specific road or a road having a specific environment may be a road with infrequent entry and exit, and may be, for example, a highway, an expressway, and an automobile-only road.

As described above, the determination unit 241 determines the forward congestion section on a road with little entry and exit, such as a highway, which is a road having a specific environment based on navigation/GPS information in a general driving situation where a navigation destination or navigation route is not set. can judge

When a congestion signal is provided from the determination unit 241, the calculation unit 242 may calculate an expected state of charge (SOC) to be discharged or consumed during the congestion period. The calculation unit 242 may calculate the expected state of charge (SOC) based on the currently used energy used during driving and the congestion signal. The congestion signal may include the location of the congestion section, the starting point of the congestion section, the point at which the congestion section ends, the total distance of the congestion section, and the expected speed of the vehicle in the congestion section.

For example, the calculation unit 242 determines the state of charge (SOC) required in a congested section based on the electric load consumption by using a vehicle air conditioner, the total distance in the congested section received as a congestion signal, and/or the expected speed of the vehicle in the congested section. By calculating SOC, it is possible to predict the expected state of charge (SOC). The state of charge (SOC) may be a state based on the total amount of charge of the battery.

When the SOC setting unit 243 receives a congestion signal indicating that there is a congestion section from the determination unit 241, the second state of charge (SOC) higher than the preset first state of charge (SOC) in the setting section, which is a section prior to the congestion section, is provided. SOC) can be charged. The SOC setting unit 243 may set the state of charge differently according to the divided section. As shown in FIG. 5 , the currently driving road or the expected driving road may be divided into a driving section, a congested section, and a set section. The driving section may be a non-congested section. The set section is a section disposed between the driving section and the congestion section, and may be a section prior to the congestion section.

The SOC setting unit 243 may charge the vehicle to maintain the first charging state during the driving section. The first state of charge may be referred to as a state of charge of the target battery. The SOC setting unit 243 may maintain a preset first charging state through engine on/off control during the driving section.

The SOC setting unit 243 may discharge the battery charged in the second state of charge during the congestion period. That is, the SOC setting unit 243 may gradually discharge from the second charged state to the first charged state until the congestion section is released.

The SOC setting unit 243 may gradually charge the battery from the first charging state to the second charging state during the setting period. The second state of charge may be a higher state of charge than the first state of charge.

The SOC setting unit 243 may set the second state of charge (SOC) based on the expected state of charge (SOC) provided from the calculation unit 242 . The SOC setting unit 243 may set the second state of charge (SOC) to be charged equal to or greater than the total amount of the state of charge (SOC), which is the sum of the first state of charge (SOC) and the expected state of charge (SOC), during the setting period. When the battery is discharged to a state of charge lower than the first state of charge during the congestion period, the engine controller may operate and the engine may operate inefficiently. To prevent this, the SOC setting unit 243 may set the second state of charge (SOC) substantially higher than the sum of the first state of charge (SOC) and the expected state of charge (SOC).

Also, the SOC setting unit 243 may set the range of the setting section based on the expected state of charge (SOC). Since the SOC setting unit 243 needs to additionally charge the first state of charge (SOC) as much as the expected state of charge (SOC) during the setting section prior to the congestion section, the range of the setting section may be set in consideration of this. For example, as the expected state of charge (SOC) increases, the range of the set section may increase, and as the expected state of charge (SOC) decreases, the range of the set section may decrease.

The display (not shown) may be disposed inside the hybrid vehicle. The display may output or display information on the second state of charge (SOC) under the control of the hybrid controller. The display may include a touch screen or the like.

In some cases, the display may display or output information on the first state of charge (SOC) or information on the preliminary state of charge (SOC) together with information on the second state of charge (SOC).

As described above, the present invention can control the SOC in preparation for a congested section ahead on a road with little entry and exit, such as a highway, in a general driving situation where a navigation destination or a navigation route is not set.

6 illustrates a method for controlling a charging amount of a hybrid vehicle according to an embodiment of the present invention.

Referring to FIG. 6 , the method for controlling the charging amount of a hybrid vehicle according to an embodiment of the present invention may include a determination step, a calculation step, and a setting step.

In the determining step, when a navigation destination or a navigation route is not set, it is possible to determine whether or not there is a congested section on the road currently being driven or an expected driving road based on navigation/GPS information.

The determination step may include a first determination step and a second determination step. In the first determination step, it is possible to determine whether a specific electrical load is operating on the road currently being driven or expected to be driven (S11). The specific electrical load may include electrical load consumption due to use of a vehicle air conditioner. That is, in the first determination step, it may be determined whether the air conditioner of the vehicle is turned on or turned off. The first determination step may determine the possibility of SOC discharge due to use of the vehicle's air conditioner. Here, in the first determination step, when the air conditioner of the vehicle is turned off, it may be determined as normal driving (S20).

In the second determination step, it is possible to determine whether a specific road is included in the currently driving road or driving expected road (S12). A specific road may include a highway, an expressway, and an automobile-only road. That is, the second determination step may be a step of confirming the possibility of determining the congestion section. For example, in the second determination step, it is preferable to determine a congestion section on an expressway, an expressway, or an automobile-only road, which is a road with relatively little entry and exit. Here, in the second determination step, if the road currently being driven or the expected driving road is a general road or a national road that does not include an expressway, expressway, or automobile-only road, it may be determined as normal driving (S20).

As described above, in the determination step, in the first determination step, it is determined that a specific electrical load is used, and in the second determination step, a highway, which is a road having a specific environment in a general driving situation in which a navigation destination or a navigation route is not set, etc. When it is determined that a specific road with a small number of entries and exits is included, it may be determined whether there is a congestion section ahead. The determination step may generate a congestion signal when both the first determination step and the second determination step are satisfied and a congestion section exists ahead (S13). Here, the congestion section may include a congestion section in which the speed of the vehicle drops below a certain level and an extreme congestion section in which the vehicle stops. Since the detailed description of the congestion signal has been described above, it will be omitted.

In the determination step, when both the first determination step and the second determination step are satisfied and there is no congestion section ahead, a congestion signal may not be generated (S20).

In the calculating step, an expected state of charge (SOC) that is discharged or consumed during the congestion period may be calculated in advance (S14). That is, the calculating step may calculate an expected state of charge (SOC) that can be discharged during the congestion period based on the energy currently used during driving and the congestion signal. For example, the calculation step refers to the electric load consumption by using the vehicle air conditioner (δW), the distance in the congested section received from the congestion signal (αm), and the expected speed in the congested section (βkm/h) to estimate the required in the congested section. The state of charge (SOC) can be calculated. For example, assuming that the electrical load consumption of the vehicle air conditioner is 1000 W, the distance of the extreme congestion section received as a congestion signal is 1 km, and the expected speed in the congested section is 5 km/h, 0.2 kWh in the congestion section power may be required. Accordingly, in the calculating step, the calculated power amount may be converted into an expected state of charge (SOC) with reference to the high voltage battery specification.

In the setting step, when a congestion signal indicating that there is a congestion section is provided (S15), it may be set to have a second state of charge (SOC) higher than the preset first state of charge (SOC) in the setting section, which is a section prior to the congestion section. (S16). For example, in the setting step, in order to follow the second state of charge (SOC), which is the target SOC, the high voltage battery may be charged by controlling the engine On/Off from the setting section, which is a section prior to the congestion section.

In the setting step, the second state of charge (SOC) may be set so that the second state of charge (SOC) is charged equal to or greater than the total amount of the state of charge (SOC), which is the sum of the first state of charge (SOC) and the expected state of charge (SOC). A detailed description of this will be omitted since it has already been described with reference to FIG. 4 .

Also, in the setting step, a range of the setting section may be set based on the calculated expected state of charge (SOC). In the setting step, the second state of charge (SOC) may be set based on the calculated expected state of charge (SOC).

When entering the congestion section or the polar congestion section (S17), the setting step may discharge the battery charged in the second state of charge (S18). In the setting step, the second state of charge may be discharged from the second state of charge to the first state of charge or a state of charge lower than the first state of charge until the congestion section is released (S19).

When the congestion section or the extreme congestion section is released, the setting step may be converted or switched to normal driving (S20).

The above-described present invention can be implemented as computer readable code on a medium on which a program is recorded. The computer-readable medium includes all types of recording devices in which data that can be read by a computer system is stored. Examples of computer-readable media include Hard Disk Drive (HDD), Solid State Disk (SSD), Silicon Disk Drive (SDD), ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage device, etc. there is

Accordingly, the above detailed description should not be construed as limiting in all respects and should be considered illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention.

240: hybrid controller
241: judgment unit
242: calculation unit
243: SOC setting unit

Claims (17)

If the destination or route of navigation is not set, determining whether there is a congestion section on the road currently being driven or the road expected to be driven based on the navigation information; and
setting a second state of charge (SOC) higher than a preset first state of charge (SOC) in a set section, which is a section prior to the congestion section, when a congestion signal indicating that there is a congestion section is provided;
A method for controlling a charging amount of a hybrid vehicle, comprising: According to claim 1,
and calculating an expected state of charge (SOC) in which consumption is expected during the congestion period. According to claim 2,
The calculation step is
A method for controlling a charge amount of a hybrid vehicle, wherein the estimated state of charge (SOC) is calculated based on the currently used energy during driving and the congestion signal. According to claim 3,
The method of controlling the charging amount of a hybrid vehicle, wherein the used energy includes consumption by a specific electrical load. According to claim 4,
The step of judging is
A first determination step of determining whether the specific electrical load is operating on the road currently being driven or the expected driving road; and
a second determination step of determining whether a specific road is included in the currently driving road or the expected driving road;
A method for controlling a charging amount of a hybrid vehicle, comprising: According to claim 5,
The step of judging is
In the first determination step, it is determined that the specific electrical load is operating;
In the case of determining that the specific road is included in the second determination step,
A method for controlling a charging amount of a hybrid vehicle, wherein the presence or absence of the congestion section is determined. According to claim 3,
In the setting step,
and setting the second state of charge (SOC) based on the calculated expected state of charge (SOC). According to claim 7,
In the setting step,
and setting the second state of charge (SOC) to be charged equal to or greater than a total amount of state of charge obtained by adding the first state of charge (SOC) and the expected state of charge (SOC). method. According to claim 8,
In the setting step,
and setting a range of the setting period based on the calculated expected state of charge (SOC). A computer readable recording medium recording a program for executing the method for controlling the charging amount of a hybrid vehicle according to any one of claims 1 to 9. When a destination or route for navigation is not set, a determination unit that determines whether or not there is a congestion section on the road currently being driven or a road expected to be driven based on the navigation information, and a congestion signal notifying that there is a congestion section from the determination unit When is provided, a controller having a SOC setting unit that charges the second state of charge (SOC) higher than the first set state of charge (SOC) in a setting section that is a section prior to the congestion section; and
a display outputting information on the second state of charge (SOC);
Including, a hybrid vehicle. According to claim 11,
The controller,
and a calculation unit configured to calculate an expected state of charge (SOC) consumed during the congestion period when the congestion signal is provided from the determination unit. According to claim 12,
The calculator,
The hybrid vehicle that calculates the expected state of charge (SOC) based on energy currently used during driving and the congestion signal. According to claim 13,
The energy used includes consumption by a specific electrical load. According to claim 14,
The SOC setting unit,
and setting the second state of charge (SOC) based on the expected state of charge (SOC) provided from the calculation unit. According to claim 15,
The SOC setting unit,
The hybrid vehicle, wherein the second state of charge (SOC) is set to be charged equal to or greater than a total amount of state of charge obtained by adding the first state of charge (SOC) and the expected state of charge (SOC). According to claim 16,
The SOC setting unit,
The hybrid vehicle, wherein a range of the setting section is set based on the expected state of charge (SOC).

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