JP2007253715A - Vehicle controller and vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent brake fade from being generated even when a vehicle has performed decelerating traveling for a long time. <P>SOLUTION: A deceleration torque distribution control part 42 cooperatively distributes regeneration torque, friction brake torque and engine brake torque as deceleration torque, and a motor control ECU 18, a brake control ECU 19 and an engine control ECU 20 respectively makes control according to the distribution rate. Especially, when using the reproduction torque according to the charging rate of a high voltage battery, the distribution rate of the reproduction torque is increased, and the distribution rate of the friction torque is decreased as much as possible. Thus, the use frequency of the friction brake is reduced, and brake fade is hardly generated. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device and a vehicle control method, and more particularly to a vehicle control device and a vehicle control method for controlling a vehicle having a motor generator for driving wheels and a battery for charging electric power generated by the motor generator during braking.

  The hybrid vehicle uses an engine and a motor as a prime mover. In general, a vehicle is driven mainly by an engine and, under certain conditions, is driven by a motor. The motor may assist the engine.

  On the other hand, the motor is supplied with power from a high voltage battery. Further, the motor can function as a generator to generate power using energy when the vehicle is decelerated (during braking of the wheel), and can charge the high-voltage battery. Here, a motor that functions as a generator may be referred to as a motor generator.

  The vehicle deceleration torque is obtained by controlling the regenerative torque obtained by causing the motor to function as a generator, the friction brake torque (friction torque) obtained by the friction of the mechanical brake, and the fuel injection amount to the engine. It consists of three torques (torque (emblem torque)).

  Here, it is known to charge a high-voltage battery by generating a motor generator as much as possible, to increase the driving time of the vehicle by a motor supplied with power from the high-voltage battery as much as possible, and to improve the fuel efficiency of the vehicle. ing. For this reason, when the vehicle is decelerated, the regenerative torque is used as much as possible to charge the high voltage battery.

For example, based on the road conditions on the route from the current point to the destination point where the vehicle will reach in the future and the driving history of the driver, a vehicle speed pattern indicating a change in acceleration or deceleration for each small section is predicted, and the vehicle speed pattern and engine Based on the characteristics of the fuel consumption, a technique has been proposed in which a small section in which the engine operating efficiency is the lowest is determined, and the vehicle is driven by a motor in the small section to improve the fuel consumption of the vehicle (for example, (See Patent Document 1).
JP 2005-168295 A

  However, when the vehicle decelerates on a long downhill road, the regenerative torque is used only as a deceleration torque in order to realize early charging of the high voltage battery. Therefore, charging of the high voltage battery is easy to complete and charging is completed. As a result, the regenerative torque cannot be used easily. As a result, since the regenerative torque can no longer be used, the friction torque generated by the mechanical brake is likely to be used. Therefore, the brake fade that occurs due to excessive use of the friction torque is likely to occur. When this brake fade actually occurs, there is a problem that the vehicle cannot be braked.

  The present invention has been made in view of these points, and an object of the present invention is to provide a vehicle control device and a vehicle control method in which brake fading is unlikely to occur.

  In the present invention, in order to solve the above-mentioned problem, in a vehicle control apparatus for controlling a vehicle having a motor generator for driving wheels and a battery for charging electric power generated by the motor generator during braking, Vehicle deceleration based on the estimated charging rate of the battery at the destination point and whether the brake is on or off, which is predicted from the amount of charge to the battery of the motor generator due to the vehicle decelerating to the destination point where the vehicle will reach in the future There is provided a vehicle control device comprising deceleration torque distribution control means for distributing and controlling a deceleration torque that is sometimes required to a regenerative torque, a friction brake torque by a mechanical brake, and an engine brake torque.

  According to the present invention, in the vehicle control device for controlling a vehicle having a motor generator for driving wheels and a battery charged by the motor generator, the charging rate predicting means is reached by the computer from the current point in the future by the computer. Predicting the charging rate of the battery at the destination point by predicting the amount of charge to the battery by the motor generator from the current point to the destination point based on the vehicle decelerating to the destination point; and The deceleration torque distribution control means determines the deceleration torque required for deceleration of the vehicle based on the charging rate of the battery at the destination point and whether the brake is on or off, regenerative torque, friction brake torque by mechanical brake, and engine brake. A step of distributing control to torque, and Vehicle control method characterized by physical is performed is provided.

  According to such a vehicle control device and a vehicle control method, the amount of charge to the battery by the motor generator from the current point to the destination point is based on the vehicle decelerating from the current point to the destination point where the vehicle will reach in the future. Based on the charging rate and whether the brake is on or off, the deceleration torque distribution control means determines that the deceleration torque required for vehicle deceleration is the regenerative torque or friction brake. Distribution control is performed for torque and engine brake torque.

  The vehicle control device and the vehicle control method of the present invention do not use only the regenerative torque as the deceleration torque required when the vehicle decelerates, and coordinate the regenerative torque, friction brake torque, and engine brake torque by the deceleration torque distribution control means. Therefore, the rechargeable torque that can be used until the battery is fully charged can be used for a long time, and the friction brake torque must be used accordingly. It will be over. Thereby, since the frequency of use of the friction brake is reduced, there is an advantage that brake fade is less likely to occur.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings, taking as an example a case where the present invention is applied to a hybrid vehicle.
First, a system configuration of a vehicle control system that controls a vehicle will be described.

FIG. 1 is a block diagram showing a system configuration of the vehicle control system.
The vehicle control system includes a vehicle control device 10 that controls the vehicle. The vehicle control device 10 includes a tilt sensor 11 that detects the tilt of the vehicle, a brake boost pressure sensor 12 that detects pressure acting on a brake booster that can obtain a large braking force with a small pedal force, and a driver's brake operation. A brake pedal stroke sensor 13 for detecting, a vehicle speed sensor 14 for detecting the vehicle speed, an accelerator sensor 15 for detecting the accelerator opening, a high voltage battery sensor 16 for calculating the charge amount of the high voltage battery, and a car navigation 17 are connected. Yes.

  The vehicle control device 10 is connected to a motor control ECU (Electronic Control Unit) 18, a brake control ECU 19, and an engine control ECU 20. The motor control ECU 18 controls a regenerative torque that is a deceleration torque obtained by causing the motor generator to function as a power generator when the vehicle is decelerated. The brake control ECU 19 controls a friction torque that is a deceleration torque obtained by the friction of the mechanical brake. The engine control ECU 20 controls an emblem torque that is a deceleration torque obtained by controlling the fuel injection amount to the engine.

  According to such a vehicle control system, the signals detected by the inclination sensor 11, the brake boost pressure sensor 12, the brake pedal stroke sensor 13, the vehicle speed sensor 14, the accelerator sensor 15, and the high-voltage battery sensor 16 are acquired by the car navigation 17. Based on the obtained map information, the vehicle control device 10 obtains a charging rate (SOC: State Of Charge) of the high voltage battery at a destination point where the vehicle will reach in the future and a deceleration torque required when the vehicle is decelerated. As this deceleration torque, the vehicle control device 10 distributes and controls regenerative torque, friction torque, and emblem torque according to the SOC.

Next, the hardware configuration of the vehicle control device 10 will be described.
FIG. 2 is a block diagram illustrating a hardware configuration of the vehicle control device.
The vehicle control device 10 includes a microcomputer 30, which is connected to a bus 31 in the vehicle control device 10 and connected to an external bus 33 via an I / F (Interface) 32. Yes.

  The bus 33 is connected to a car navigation 17, a motor control ECU 18, a brake control ECU 19, an engine control ECU 20, and the like (not shown). The bus 33 is connected to a high voltage battery sensor 16 and the like via a motor control ECU 18, and a brake boost pressure sensor 12 and a brake pedal stroke sensor 13 and the like are connected to the bus 33 via a brake control ECU 19, and a vehicle speed sensor 14 and an accelerator sensor. 15 etc. are connected via the engine control ECU 20.

  The brake boost pressure sensor 12, the brake pedal stroke sensor 13, the vehicle speed sensor 14, the accelerator sensor 15, and the high voltage battery sensor 16 may be directly connected to the I / F 32.

  The microcomputer 30 has a CPU (Central Processing Unit) 34, and a ROM (Read Only Memory) 35 and a RAM (Random Access Memory) 36 are connected to each other by a bus 37 in the microcomputer 30. . The CPU 34 is connected to the bus 31 of the vehicle control device 10 via the bus 37.

  The CPU 34 controls the entire vehicle control device 10. The RAM 36 temporarily stores at least part of an OS (Operating System) program and application programs executed by the CPU 34. The RAM 36 stores various data necessary for the processing of the CPU 34. The ROM 35 stores OS programs, application programs, and the like.

This application program includes a program for deceleration torque distribution control processing executed by the vehicle control device 10 and the like.
Next, a functional configuration of the vehicle control device 10 realized by the hardware configuration of FIG. 2 will be described.

FIG. 3 is a block diagram illustrating a functional configuration of the vehicle control device, and FIG. 4 is a diagram illustrating a state of the SOC.
The vehicle control device 10 includes a charging rate prediction unit 40, a brake fade sign determination unit 41, and a deceleration torque distribution control unit 42.

  The charging rate prediction unit 40 predicts the SOC at the destination point. For example, the distance, slope, and road condition of the route from the current point to the destination point, for example, the end point of the downhill road, are acquired by the car navigation 17, and the driver's past driving history from the vehicle speed detected by the vehicle speed sensor 14. Is obtained, and a vehicle speed pattern indicating a change in acceleration or deceleration from the current point to the destination point is predicted based on these road conditions and driving history, and the charging rate predicting unit 40 determines the high pressure according to the vehicle speed pattern. From the charge / discharge of the battery, the amount of charge to the high voltage battery by regenerative power generation when the vehicle travels from the current point to the destination point is predicted. By adding this charge amount to the current charge amount of the high voltage battery calculated using the high voltage battery sensor 16, the charge rate prediction unit 40 predicts the SOC at the destination point.

  In accordance with the SOC at the destination point, as shown in FIG. 4A, when the SOC at the destination point is smaller than the maximum SOC that can charge the high voltage battery, the SOC at the destination point is in an insufficiently charged state. Also, as shown in FIG. 4B, when the SOC at the destination point becomes equal to or greater than the maximum SOC and a surplus occurs, the SOC at the destination point is in a surplus state of charge. Further, as shown in FIG. 4C, when the current SOC is already greater than or equal to the maximum SOC due to the current charge amount of the high-voltage battery, the future charge amount to the high-voltage battery is all surplus, The SOC at the point becomes incapable of regeneration. By predicting the SOC at the destination point in advance, it is possible to schedule the charge amount to the high voltage battery by the regenerative torque.

  Further, the brake fade sign determination unit 41 determines whether or not there is a sign of brake fade at the destination point. For example, the brake fade sign determination unit 41 uses the friction torque during deceleration of the vehicle based on the distance and inclination of the downhill road, the braking force detected by the brake boost pressure sensor 12 and the brake pedal stroke sensor 13, and the vehicle speed. To predict how much the temperature of the brake pad will rise, and compare the predicted temperature with a preset temperature when a brake fade occurs. When the predicted temperature is equal to or higher than the set temperature, the brake fade sign determination unit 41 determines that there is a sign of brake fade. When the predicted temperature is lower than the set temperature, the brake fade sign determination unit 41 determines that there is no sign of brake fade.

  Based on the signals detected by the accelerator sensor 15 and the brake pedal stroke sensor 13, whether the accelerator and the brake are on or off, the determination result by the brake fade sign determination unit 41, and the SOC predicted by the charge rate prediction unit 40 Based on this, the deceleration torque distribution control unit 42 distributes and controls the deceleration torque required when the vehicle is decelerated into the regenerative torque, the friction torque, and the emblem torque at respective distribution ratios.

In accordance with the distribution ratio, the motor control ECU 18, the brake control ECU 19, and the engine control ECU 20 control the regenerative torque, the friction torque, and the emblem torque, respectively.
Next, a process in which the deceleration torque distribution control unit 42 distributes and controls the deceleration torque required when the vehicle is decelerated into the regenerative torque, the friction torque, and the emblem torque will be described.

FIG. 5 is a flowchart showing the deceleration torque distribution control process.
The deceleration torque distribution control unit 42 repeatedly executes the processing according to the following steps by the deceleration torque distribution control processing program.

  [Step S11] The CPU 34 determines whether or not the route through which the vehicle passes in the future is a downhill road according to the inclination of the route detected by the inclination sensor 11 and the car navigation system 17. If the route is a downhill road, the process proceeds to step S12. If the route is not a downhill road, the process waits here.

[Step S12] The SOC at the destination point is predicted by the charging rate prediction unit 40, and the CPU 34 acquires the SOC.
[Step S13] The CPU 34 determines whether the accelerator is off or on according to the signal detected by the accelerator sensor 15. If the accelerator pedal is not depressed and is off, the process proceeds to step S14, and if it is on, the process returns to step S12.

  [Step S14] The CPU 34 determines whether the brake is off or on according to the signal detected by the brake pedal stroke sensor 13. If the brake pedal is not depressed and is off, the process proceeds to step S16, and if it is on, the process proceeds to step S15.

  [Step S15] The CPU 34 acquires the determination result of the brake fade sign determination unit 41. If there is a sign of brake fade, the process proceeds to step S18. If not, the process proceeds to step S17.

[Step S16] The CPU 34 executes a first distribution control process. This process will be described in detail with reference to the flowchart of FIG.
[Step S17] The CPU 34 executes a second distribution control process. This process will be described in detail with reference to the flowchart of FIG.

[Step S18] The CPU 34 executes a third distribution control process. This process will be described in detail with reference to the flowchart of FIG.
As a result of the above processing, when the route through which the vehicle passes in the future is a downhill road and the accelerator pedal is not depressed and the brake pedal is not depressed, the first distribution control process is executed and the brake pedal is depressed. If there is no sign of brake fade, the second distribution control process is executed. If the brake pedal is depressed and there is a sign of brake fade, the third distribution control process is executed.

  Note that the above flowchart is executed when the route through which the vehicle passes in the future is a downhill road in the process of step S11, but may be executed when the route is a flat road. . At this time, for example, when the vehicle completes the downhill road, the charging to the high voltage battery is completed by the regenerative torque, and the regenerative torque cannot be used in the future. The first, second, or third distribution control process is executed.

Here, the first to third distribution control processes in which the deceleration torque distribution control process of FIG.
First, the first distribution control process will be described.

FIG. 6 is a flowchart illustrating the first distribution control process, and FIG. 7 is a diagram illustrating a distribution ratio of the deceleration torque when the brake is off.
The deceleration torque distribution control unit 42 executes processing according to the following steps according to the deceleration torque distribution control processing program.

  [Step S21] The CPU 34 obtains the prediction result of the charging rate prediction unit 40, and determines whether or not the SOC at the destination point is in the insufficient charging state shown in FIG. If the SOC at the destination point is undercharged, the process proceeds to step S24. If not, the process proceeds to step S22.

  [Step S22] The CPU 34 determines whether or not the SOC at the destination point is in the surplus charging state shown in FIG. If the SOC at the destination point is in the surplus charging state, the process proceeds to step S25. If the SOC is not in the surplus charging state, the process proceeds to step S26.

  Here, when the SOC at the destination point is not in an insufficiently charged state or a surplus state of charge, the CPU 34 determines that the SOC at the destination point is in a non-regenerative state shown in FIG.

  [Step S24] As shown in FIG. 4A, since the SOC at the destination point does not exceed the maximum SOC, the regenerative torque can be used to the maximum extent. As shown in A), the distribution ratio of the regenerative torque is largely distributed as the deceleration torque required when the vehicle is decelerated. At this time, since the brake pedal is not depressed, the CPU 34 has a friction torque distribution ratio of 0%. Further, the CPU 34 may distribute some emblem torque in preparation for the case where the deceleration torque cannot be secured only by the regenerative torque.

  The CPU 34 distributes and controls the regenerative torque, the friction torque, and the emblem torque as the deceleration torque with the distribution ratio to the regenerative torque, the friction torque, and the emblem torque as described above. In accordance with this distribution ratio, the motor control ECU 18, the brake control ECU 19, and the engine control ECU 20 control the regenerative torque, the friction torque, and the emblem torque.

  Here, in the insufficient charging state as shown in FIG. 4A, the regenerative torque can be preferentially distributed as the deceleration torque, and energy recovery such as charging to the high-voltage battery is efficiently performed. Can be improved.

  [Step S25] Since the SOC at the destination point may exceed the maximum SOC as shown in FIG. 4B, the CPU 34 uses the deceleration torque as shown in FIG. The regenerative torque and emblem torque are distributed in a coordinated manner. At this time, since the brake pedal is not depressed, the friction torque distribution ratio is 0%.

  [Step S26] As shown in FIG. 4C, the high-voltage battery has already been charged, and the regenerative torque cannot be used as the deceleration torque. As shown, the regenerative torque distribution ratio is set to 0%, and the emblem torque is assigned to 100% as the deceleration torque.

  With the above processing, as shown in FIG. 4, as the SOC at the destination point increases, as shown in FIG. 7, the distribution ratio of the regenerative torque is reduced as the deceleration torque, and in response to this, Increase the distribution ratio of the emblem torque.

  In the above description, the SOC state has been described as being divided into three, but is not limited to three, and may be divided into four or more. At this time, the distribution ratio of the deceleration torque corresponding to each SOC state can be finely set according to the performance of the vehicle.

Next, the second distribution control process will be described.
FIG. 8 is a flowchart showing the second distribution control process, and FIG. 9 is a diagram showing the distribution ratio of the deceleration torque when there is no sign of brake fade.

The deceleration torque distribution control unit 42 executes processing according to the following steps according to the deceleration torque distribution control processing program.
[Step S31] The CPU 34 determines whether or not the SOC at the destination point is in the insufficient charge state shown in FIG. If the SOC at the destination point is undercharged, the process proceeds to step S34. If not, the process proceeds to step S32.

  [Step S32] The CPU 34 determines whether or not the SOC at the destination point is in the surplus charging state shown in FIG. If the SOC at the destination point is in the surplus charging state, the process proceeds to step S35. If the SOC is not in the surplus charging state, the process proceeds to step S34.

  [Step S34] As shown in FIG. 4A, since the SOC at the destination point does not exceed the maximum SOC, the regenerative torque can be used as the deceleration torque. As shown in (A), the regeneration torque distribution ratio is set large. Further, the CPU 34 distributes the friction torque and the emblem torque to some extent in preparation for the case where the deceleration torque cannot be secured only by the regenerative torque.

  [Step S35] As shown in FIG. 4B, since the SOC at the destination point may exceed the maximum SOC, the CPU 34 regenerates torque, as shown in FIG. Friction torque and emblem torque are distributed in a coordinated manner.

  [Step S36] As shown in (C) of FIG. 4, since the charging of the high voltage battery has already been completed, the CPU 34 sets the distribution ratio of the regenerative torque as shown in (C) of FIG. The reduction torque is distributed to cover the friction torque and emblem torque.

  As a result of the above processing, as shown in FIG. 4, as the SOC at the destination point increases, as shown in FIG. 9, the distribution ratio of the regenerative torque is reduced as the deceleration torque, and the rest is the friction torque and emblem torque. To coordinate and distribute.

Next, the third distribution control process will be described.
FIG. 10 is a flowchart showing the third distribution control process, and FIG. 11 is a diagram showing the distribution ratio of the deceleration torque when there is a sign of brake fade.

The deceleration torque distribution control unit 42 executes processing according to the following steps according to the deceleration torque distribution control processing program.
[Step S41] The CPU 34 determines whether or not the SOC at the destination point is in the insufficient charge state shown in FIG. If the SOC at the destination point is undercharged, the process proceeds to step S44. If not, the process proceeds to step S42.

  [Step S42] The CPU 34 determines whether or not the SOC at the destination point is in the surplus charging state shown in FIG. If the SOC at the destination point is in the surplus charging state, the process proceeds to step S45. If the SOC is not in the surplus charging state, the process proceeds to step S44.

  [Step S44] As shown in FIG. 4A, since the SOC at the destination point does not exceed the maximum SOC, the CPU 34 regenerates the deceleration torque as shown in FIG. Set a large torque distribution ratio. Further, the CPU 34 distributes the emblem torque and the friction torque a little in preparation for the case where the deceleration torque cannot be secured only by the regenerative torque.

  [Step S45] Since the SOC at the destination point may exceed the maximum SOC as shown in FIG. 4B, the CPU 34 mainly performs the regenerative torque as shown in FIG. 11B. And emblem torque is distributed in a coordinated manner. In addition, the CPU 34 distributes the friction torque a little in a range in which a brake fade that is likely to be generated does not actually occur in preparation for a case where the deceleration torque cannot be secured only by the regenerative torque and the emblem torque.

  [Step S46] As shown in (C) of FIG. 4, since the charging of the high voltage battery has already been completed, the CPU 34 sets the distribution ratio of the regenerative torque as shown in (C) of FIG. Set to 0% and the distribution ratio of the emblem torque to about 100%. Further, the CPU 34 slightly distributes the friction torque so that the brake fading that tends to occur does not actually occur.

  As a result of the above processing, as shown in FIG. 4, as the SOC at the destination point increases, the regenerative torque is not distributed as the deceleration torque as shown in FIG. Try to distribute.

  In addition, in preparation for when the deceleration torque cannot be secured, the frictional torque is slightly distributed so that the brake fading that tends to occur is not actually generated. Thereby, when the sign of the occurrence of brake fade appears, the friction torque is not used as much as possible, so that the risk of occurrence of brake fade can be reduced.

  In the above description, when the regenerative torque, the friction torque, and the emblem torque are distributed and controlled as the deceleration torque, the regenerative torque is not prioritized. Then, distribution control may be performed.

  In the above description, the vehicle control device 10 is configured independently, but may be incorporated in the motor control ECU 18 that controls the regenerative torque of the motor generator. Further, it may be incorporated in a brake control ECU 19 that controls the friction torque by the mechanical brake or an engine control ECU 20 that controls the emblem torque of the engine.

It is a block diagram which shows the system configuration | structure of a vehicle control system. It is a block diagram which shows the hardware constitutions of a vehicle control apparatus. It is a block diagram which shows the function structure of a vehicle control apparatus. It is a figure which shows the state of SOC. It is a flowchart which shows a deceleration torque distribution control process. It is a flowchart which shows a 1st distribution control process. It is a figure which shows the distribution ratio of the deceleration torque when a brake is OFF. It is a flowchart which shows a 2nd distribution control process. It is a figure which shows the distribution ratio of the deceleration torque when there is no sign of brake fade. It is a flowchart which shows a 3rd distribution control process. It is a figure which shows the distribution ratio of the deceleration torque when there exists a sign of brake fade.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle control apparatus 40 Charging rate prediction part 41 Brake fade sign determination part 42 Deceleration torque distribution control part 18 Motor control ECU
19 Brake control ECU
20 Engine control ECU

Claims (4)

In a vehicle control device for controlling a vehicle having a motor generator for driving wheels and a battery for charging electric power generated by the motor generator during braking,
The predicted charging rate of the battery at the destination point and whether the brake is on or off, which is predicted from the amount of charge to the battery of the motor generator due to the vehicle decelerating from the current point to the destination point where the vehicle will reach in the future A deceleration torque distribution control means for distributing and controlling a deceleration torque required when the vehicle is decelerated to a regenerative torque, a friction brake torque by a mechanical brake, and an engine brake torque;
A vehicle control device comprising:   The deceleration torque distribution control means lowers the distribution ratio to the friction brake torque when the brake fade sign determining means determines whether there is a sign of brake fade or not. 2. The vehicle control apparatus according to claim 1, wherein distribution control is performed in such a manner. In a vehicle control method for controlling a vehicle having a motor generator for driving wheels and a battery for charging electric power generated by the motor generator during braking,
By computer
The charging rate prediction means predicts the amount of charge to the battery by the motor generator from the current point to the destination point based on the vehicle decelerating from the current point to the destination point where the vehicle will reach in the future. Predicting the charging rate of the battery at the destination point;
The deceleration torque distribution control means determines the deceleration torque required for deceleration of the vehicle based on the charging rate of the battery at the destination point and whether the brake is on or off, regenerative torque, friction brake torque by mechanical brake, and engine brake torque. A step of controlling distribution to
The vehicle control method characterized by performing the process of. In a hybrid vehicle having a motor generator for driving wheels and a battery for charging electric power generated by the motor generator during braking,
Based on the vehicle decelerating travel from the current point to the destination point where the vehicle will reach in the future, by predicting the amount of charge to the battery by the motor generator from the current point to the destination point, the vehicle at the destination point A charging rate prediction means for predicting a charging rate of the battery;
Deceleration torque distribution for controlling distribution of deceleration torque required for vehicle deceleration to regenerative torque, friction brake torque by mechanical brake, and engine brake torque based on the charging rate of the battery at the destination and whether the brake is on or off Control means;
Motor control means for controlling the regenerative torque of the motor generator;
Brake control means for controlling the friction brake torque by the mechanical brake;
Engine control means for controlling engine brake torque of the engine;
A hybrid vehicle characterized by comprising:

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