JP2013207847A - Control device of vehicle, and vehicle equipped with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle, capable of suppressing degradation of energy efficiency by originally unnecessary accelerator operation or the like, in a vehicle equipped with a regeneration mechanism and an electricity storage device.SOLUTION: A control device 10 of a vehicle is used for the vehicle equipped with: a regeneration mechanism [a first MG (motor generator) 14 and a second MG 16] for generating electric power by regeneration braking; and a battery 28 for storing electric power generated by the regeneration mechanism. The control device 10 includes: a running route prediction section 46 for predicting a running route of the vehicle; and a learning section 48 for learning amounts of charging and discharging of the battery 28 in the running route on which the vehicle has run. Based on the predicted running route and the learned amounts of charging and discharging, at least one of a control target value and a change predicted value of a charging state SOC in the battery 28 is displayed in a display portion 50.

Description

  The present invention relates to a vehicle control device and a vehicle including the same, and particularly to a vehicle such as a hybrid vehicle including a regenerative mechanism that generates electric power by regenerative braking and a power storage device that stores electric power generated by the regenerative mechanism. The present invention relates to a vehicle control device used and a vehicle including the same.

  2. Description of the Related Art A vehicle including a regenerative mechanism that generates electric power by regenerative braking and a power storage device (battery) that stores electric power generated by the regenerative mechanism is known. For example, in a hybrid vehicle that uses an engine and a motor as a driving force source, and an electric vehicle that uses a motor as a driving force source, in general, the motor is operated as a generator to perform regenerative braking. The stored electric energy can be stored in the battery.

  The battery needs to store a certain amount of electric power so that electric power can be supplied to the motor as needed. On the other hand, at the time of regenerative braking, it is necessary to be able to charge the electric power generated by the motor. For this reason, generally, the state of charge (SOC) of the battery is near the middle between the fully charged state (100%) and the uncharged state (0%) (for example, about 50 to 60%). Thus, charging / discharging of the battery is controlled.

  By the way, due to various road patterns on which the vehicle travels, discharging is frequently performed, or conversely, charging is frequently performed. For example, on an expressway where a vehicle travels normally at high speed, charging by regeneration is frequently performed. However, if the state of charge of the battery is controlled to be near the middle (for example, about 50 to 60%) as in the conventional case, the battery cannot be used efficiently in accordance with the road pattern. Energy efficiency may be reduced. Therefore, it has been studied to predict the travel route to control the target SOC or to display the current SOC.

  For example, in Patent Document 1, in a hybrid vehicle, when the SOC of the power storage device is greater than a predetermined amount, the internal combustion engine is stopped and priority is given to traveling using only the electric motor, and the SOC is temporarily set to a predetermined amount. It is described that the SOC display state is switched between the CD mode and the CS mode in response to switching to the CS mode in which the internal combustion engine and the power generation device are operated to maintain the SOC in the vicinity of a predetermined amount. Yes.

  In Patent Document 2, in a hybrid vehicle, a first mode (EV mode) in which the internal combustion engine is stopped to travel and a second mode (HV mode) in which both the internal combustion engine and the motor are operated are traveled. A first display unit that displays a first state quantity that changes in response to a driver's output request according to the switching, and a second state quantity that indicates switching of the travel mode correspond to the first state quantity. And a second display unit for displaying.

  In Patent Document 3, in the hybrid vehicle, the transition of the SOC (amount of stored electricity) in accordance with the control index plan is corrected based on the current actual SOC of the battery. Alternatively, it is described that replanning is performed when there is a portion that becomes overdischarged.

  In Patent Document 4, a current battery SOC value in a hybrid vehicle, road shape and gradient information around the vehicle, traffic information, learning information, and the like are acquired, and a plurality of types of charging times for the battery based on the acquired information. It describes that the travelable range of the vehicle after charging is calculated every time and the calculated multiple travelable ranges are simultaneously displayed on the liquid crystal display.

  Patent Document 5 describes that, in a hybrid vehicle, a road pattern included in a route from a starting point to a destination is determined, and the output distribution of the prime mover is controlled according to the road pattern to optimally control the SOC. Has been.

  As described above, a technique for controlling the target SOC or displaying the current SOC is known. However, the target SOC has changed internally. For example, when the current SOC is decreasing with respect to the normal SOC, the driver performs an operation to accelerate charging such as performing an accelerator operation without knowing the reason. Conversely, energy efficiency such as fuel consumption rate may deteriorate.

JP 2011-057116 A JP 2008-074321 A JP 2010-125868 A JP 2009-025128 A JP 2009-029154 A

  An object of the present invention is to provide a vehicle control device capable of suppressing a decrease in energy efficiency due to an accelerator operation or the like that is not necessary in a vehicle including a regeneration mechanism and a power storage device, and a vehicle including the same. It is in.

  The present invention is a vehicle control device used in a vehicle including a regenerative mechanism that generates electric power by regenerative braking and a power storage device that stores electric power generated by the regenerative mechanism, and predicts a travel route of the vehicle. Travel route prediction means, and learning means for learning the charge / discharge amount of the power storage device in the travel route traveled, and based on the predicted travel route and the learned charge / discharge amount, the state of charge in the power storage device The vehicle control device displays at least one of a control target value and a change prediction value.

  Further, in the vehicle control device, it is preferable that a user can adjust a setting condition of the control target value of the charging state.

  In addition, the present invention is a vehicle including a regenerative mechanism that generates electric power by regenerative braking, a power storage device that stores electric power generated by the regenerative mechanism, and a control device for the vehicle.

  In the present invention, in a vehicle including a regeneration mechanism and a power storage device, at least one of a control target value and a predicted change value of the state of charge in the power storage device is displayed based on the predicted travel route and the learned charge / discharge amount. Accordingly, an object of the present invention is to provide a vehicle control device capable of suppressing a decrease in energy efficiency and a vehicle including the same.

1 is a schematic configuration diagram illustrating an example of a hybrid vehicle that is an example of a vehicle according to an embodiment of the present invention. It is a flowchart which shows an example of the control method of the vehicle which concerns on embodiment of this invention. In the vehicle control method according to the present embodiment, when the battery is fully charged, the amount of power that should have been charged is stored, and the same calculation is performed the next time when traveling on the same route, It is a flowchart which shows an example of the control in the case of displaying a difference as a fuel consumption rate improvement part. In the vehicle control method according to the present embodiment, it is a flowchart showing an example of control when the user adjusts the setting condition of the SOC control target value. In the vehicle control method according to the present embodiment, when the driver selects a route different from the predicted travel route, the control of the SOC and at least one display of the SOC control target value and the SOC change predicted value are stopped. FIG. 5 is a flowchart showing an example of control in a case where the display is returned to the conventional one and display that the control of the SOC is stopped is displayed. In the vehicle control method according to the present embodiment, an example of the control in the case where the SOC control and the display are not performed from the next travel, such as when the difference between the learned value and the current regeneration amount is larger than a predetermined value, etc. It is a flowchart which shows. In the vehicle control method according to the present embodiment, after the learning is stopped, a flowchart illustrating an example of the control when canceling the learning cancellation when a predetermined criterion is satisfied. It is a figure which shows the profile of target SOC to the destination in the control method of the vehicle which concerns on this embodiment.

  Embodiments of the present invention will be described below. This embodiment is an example for carrying out the present invention, and the present invention is not limited to this embodiment.

  First, as an example of a vehicle according to the present embodiment, an example of a configuration of a hybrid vehicle 10 using an engine and a motor as a driving force source will be described with reference to FIG. The vehicle according to the present embodiment may be an electric vehicle using a motor as a driving force source in addition to the hybrid vehicle.

  The hybrid vehicle 10 is equipped with an engine 12, a first electric motor (hereinafter referred to as a first MG) 14, and a second electric motor (hereinafter referred to as a second MG) 16 as a prime mover. The power of these prime movers is transmitted to the drive wheels 24 via the power transmission mechanism 18 including the power distribution and integration mechanism 20 and the speed reduction mechanism 22, and the vehicle travels. The first MG 14 and the second MG 16 function as a generator, that is, a regeneration mechanism, as will be described below.

  First MG 14 and second MG 16 are connected to battery 28 via inverter 26. The electric power stored in the battery 28 is converted from direct current to alternating current by the inverter 26 and then supplied to the first MG 14 and the second MG 16 to drive the first MG 14 and the second MG 16. In addition, the electric power generated by the first MG 14 and the second MG 16 is converted from alternating current to direct current by the inverter 26 and then sent to the battery 28 for storage.

  The first MG 14 controls the rotational speed of the engine 12 so that the torque necessary to satisfy the vehicle required driving force is efficiently output from the engine 12. At this time, the first MG 14 applies a negative torque to the output of the engine 12, generates electric power as an action of the negative torque, and the generated electric power is supplied to the battery 28 or the second MG 16. Further, the first MG 14 has a function as a starter that applies positive torque to the engine 12. On the other hand, the second MG 16 outputs the torque that is insufficient for the torque output from the engine 12 with respect to the vehicle required driving force. Further, the second MG 16 has a function as a so-called regenerative brake that applies a negative torque to the axle as a generator when the vehicle decelerates and charges the battery 28 with the electric power generated thereby.

  The hybrid vehicle 10 includes a hybrid ECU (Electronic Control Unit) 30 that controls the outputs of the prime movers, that is, the engine 12, the first MG 14, and the second MG 16, in accordance with the traveling state. The hybrid ECU 30 is a device corresponding to the control device according to the present invention, and is simply referred to as the control device 30 hereinafter. The control device 30 includes a CPU (Central Processing Unit) and a storage unit such as a memory. The CPU performs calculations according to the program using the input data and the data stored in the memory. Thereby, control device 30 controls the outputs of engine 12, first MG 14 and second MG 16 so that the vehicle is in a desired driving state.

  Various sensors such as an accelerator pedal 32, a brake pedal 34, a shift lever 36, and a vehicle speed sensor 38 are connected to the control device 30. The control device 30 calculates a driver's requested output based on signals from these various sensors. Further, an ammeter 28 a that detects the current of the battery 28 and a voltmeter 28 b that detects the voltage of the battery 28 are connected to the control device 30. Control device 30 calculates a state of charge (SOC) of battery 28 based on signals detected by ammeter 28a and voltmeter 28b. Then, control device 30 obtains the output distribution of engine 12, first MG 14 and second MG 16 from the driver's requested output and SOC, and controls the output of engine 12, first MG 14 and second MG 16.

  Connected to the control device 30 is a car navigation system 40 for searching and guiding a route on which the vehicle is to travel from the current position to the destination. The car navigation system 40 includes a CPU, a car navigation storage unit such as a memory storing map information, a display unit 50 including a display screen, and an input unit 52 that allows a user to input an operation. A car speed sensor 38, a gyro sensor 42, and a GPS (Global Positioning System) 44 that detects the current position of the vehicle are connected to the car navigation 40. The car navigation 40 calculates the current position based on signals from these devices, and displays map information including the position information on the display unit 50. In addition, the car navigation system 40 receives input of destination information by the user, searches for an appropriate route based on the map information, and guides the route. The map information includes road patterns and the like. The road pattern includes, for example, a general road on which the vehicle normally travels, a highway on which the vehicle normally travels at a high speed, and a mountain road on which the vehicle travels on a gradient. Information on the current position and the route including the road pattern is sent from the car navigation system 40 to the control device 30.

  The control device 30 according to the present embodiment includes a travel route prediction unit 46 that predicts the travel route of the vehicle, and a learning unit 48 that learns the charge / discharge amount of the power storage device in the travel route traveled. Based on the learned charge / discharge amount, for example, a display device such as the display unit 50 of the car navigation 40 is controlled so as to display at least one of the SOC control target value and the SOC change predicted value in the battery 28. Note that the control device 30 may have a storage unit such as a memory. The storage unit may be provided as a device different from the control device 30. Details of this control will be described next.

  The control operation of the control device 30 will be specifically described with reference to FIG. FIG. 2 is a flowchart illustrating an example of a vehicle control method according to the present embodiment.

  First, in step S <b> 100, the travel route prediction unit 46 of the control device 30 predicts (prefetchs) a travel route on which the vehicle will travel based on vehicle position information (latitude, longitude information, etc.) detected by the GPS 44. In step S102, when the travel route to be traveled is predicted successfully, in step S104, the charge / discharge amount learned by the learning unit 48 during the past travel is predicted for each predetermined section on the predicted travel route. A predetermined distance (for example, 3 km ahead) is integrated along the travel route to calculate an integrated value ΔSOC. In step S106, if ΔSOC is positive (ΔSOC> 0), that is, charging is expected when the vehicle has traveled a predetermined distance from the current position of the vehicle (the amount of charge increases from the current SOC), step S106 is performed. In S108, control device 30 calculates, for example, SOC control target value = standard SOC target value−ΔSOC, controls the SOC, and combines the current SOC (current SOC) with the SOC control target value and SOC change. For example, a display device such as the display unit 50 of the car navigation system 40 is controlled so as to display at least one of the predicted values (ΔSOC or current SOC + ΔSOC), and the process ends. When the driver selects a route different from the predicted travel route, the control device 30 stops the SOC control and at least one display of the SOC control target value and the SOC change predicted value, and newly selects it. Similarly, the processing from step S100 may be performed on the route that has been made. When the prediction of the travel route to be traveled in step S102 fails, the control device 30 ends the process. In step S106, if ΔSOC is 0 or less (ΔSOC ≦ 0), that is, charging is not expected when the vehicle has traveled from the current position of the vehicle to a predetermined distance away (the amount of charge does not increase beyond the current SOC), control is performed. The device 30 ends the process.

  The control device 30 according to the present embodiment includes a route traveled during past travel, a state for each predetermined section of the route (gradient amount, gradient distance, etc.), and charging / discharging of the battery 28 for each predetermined section of the route. Information (such as charge / discharge amount, increase / decrease in charge / discharge amount), operation by the driver, vehicle state (vehicle speed, etc.) is learned by the learning unit 48 and stored in a storage unit such as a memory. When the vehicle travels, the travel route on which the vehicle will travel is predicted (prefetched), and the display device is controlled to display at least one of the SOC control target value and the SOC change predicted value on the predicted travel route. The prediction (prefetching) of the travel route on which the vehicle travels is made by selecting a route that has traveled in the past, and when there are a plurality of routes that have traveled in the past, by selecting a route with a large number of travels Done. Examples of the section recognition method include a method of recognizing a predetermined segment in map information as one section, and a method of recognizing a predetermined continuous section within a certain range as a section.

  Thus, by displaying at least one of the SOC control target value and the predicted change value of the SOC, for example, when it is predicted that the vehicle travels on a long downhill, the SOC before the long downhill is predicted. After suppressing the full charge by lowering the control target value, the driver has reduced the current SOC so that the driver can accelerate the charge by stepping on the accelerator without knowing the reason for the decrease in the SOC. It can suppress that energy efficiency, such as a fuel consumption rate, falls.

  The learned information may be stored in a database corresponding to a predetermined section. Moreover, you may utilize as information which learned the state (gradient amount, gradient distance, etc.) for every predetermined section of the travel route from which the vehicle will travel, which is included in the map information of the car navigation system 40.

  As the display device, in addition to the display unit 50 of the car navigation system 40, a display device such as a vehicle meter provided as a device separate from the car navigation system 40 can be used.

  In the present embodiment, the control device 30 displays the predicted travel route on an information device such as a car navigation system having map information and a display unit, or a portable information terminal such as a smartphone or a tablet, and the route is on the route. The information device may be controlled so that display such as color-coded display is performed so that the user can recognize the regenerative section in which charging is predicted or the consumption section in which discharge is predicted. Thereby, the user can easily recognize the regeneration section, the consumption section, and the like.

  When the battery 28 is fully charged, the control device 30 according to the present embodiment stores the amount of power that could have been charged from the vehicle speed, the gradient of the travel route, etc., and travels the same route next time Further, for example, a display device such as the display unit 50 of the car navigation 40 may be controlled so that the same calculation is performed and the difference is displayed as an improvement in energy efficiency such as the fuel consumption rate. As a result, the user can easily recognize the effect of improving the energy efficiency. Details of this control will be described below with reference to FIG.

  First, in step S200, control device 30 detects the current SOC of battery 28. When determining that the battery 28 is fully charged in step S202, the control device 30 calculates an energy amount X that should have been regenerated after full charging in step S204, and uses the energy amount X and the GPS 44 to calculate the energy amount X. Information such as detected vehicle position information, vehicle speed, and route gradient information is learned by the learning unit 48 and stored. Here, for example, when the SOC reaches the upper limit value, or when the regeneration amount is 0 or lower than a predetermined reference value, it may be determined that the battery is fully charged. In the next traveling, the control device 30 detects the position information of the vehicle by the GPS 44 in step S206, and performs the processing from step S100 according to the flowchart shown in FIG. In step S208, the control device 30 compares the position information of the vehicle detected by the GPS 44 with the stored position information of the vehicle. If the two positions are the same, and the processing according to the flowchart shown in FIG. If it is determined that the control of the SOC is performed as control target value = standard SOC target value−ΔSOC, energy that should have been regenerated after full charge is calculated in step S210, and the energy amount Y is stored. Next, in step S212, control device 30 compares energy amount X and energy amount Y. If Y is smaller than X (X> Y), that is, the SOC is controlled. When the amount of electric power that could not be regenerated decreases, in step S214, for example, a display device such as the display unit 50 of the car navigation system 40 is controlled so as to display the value of XY as the control effect, and the process is terminated. . If it is determined in step S202 that the battery is not fully charged, the control device 30 ends the process. In step S208, if the position is different, or if it is determined that the SOC is not controlled in the control according to the flowchart shown in FIG. 2, the control device 30 ends the process. In step S212, when X is equal to or less than Y (X ≦ Y), that is, when the amount of electric power that cannot be regenerated does not decrease due to the control of the SOC, the control device 30 The process ends.

  In the control device 30 according to the present embodiment, it is preferable that the user can adjust the setting condition of the SOC control target value. Details of this control will be described below with reference to FIG.

  For example, when the user setting SOC control target value = standard SOC target value− (ΔSOC × Z) or the user setting SOC control target value = (standard SOC target value−ΔSOC) × Z, the user can adjust Z as a setting condition. do it. Although Z can be arbitrarily variable, an upper limit value and a lower limit value set in accordance with system restrictions are provided for the user-set SOC control target value, and Z can be arbitrarily varied between the upper limit value and the lower limit value. It is good. The user-set SOC control target value set by the user may be turned on / off by a switch or the like. The user adjusts the setting condition of the user-set SOC control target value through, for example, the input unit 52 of the car navigation system 40. The input unit 52 may be provided as a device separate from the car navigation system 40.

  First, in step S300, the control device 30 determines whether there is a setting condition set by the user. If there is a setting by the user, in step S302, the control apparatus 30 determines whether the setting condition setting by the user is on or off. If it is determined and turned on, in step S304, a user-set SOC control target value is calculated based on a user-set condition. Next, in step S306, the control device 30 performs the processing from step S100 according to the flowchart shown in FIG. 2 with the user setting SOC control target value as the SOC control target value in the processing according to the flowchart shown in FIG. finish. If there is no setting by the user in step S300, in step S308, the control device 30 performs the process from step S100 according to the flowchart shown in FIG. 2, and ends the process. If the setting by the user is off in step S302, in step S308, the control device 30 performs the process from step S100 according to the flowchart shown in FIG. 2, and ends the process. Note that step S302 may be omitted if the setting by the user cannot be turned on / off by a switch or the like.

  As described above, the user can adjust the control range of the SOC control target value in advance or on the spot, so that even if the SOC control is performed (for example, the SOC is reduced by the control), the user is uneasy. Is suppressed. Further, if the control range of the SOC control target value by the user is increased, the energy efficiency reduction effect such as the fuel consumption rate can be increased, and if the control range of the SOC control target value by the user is decreased, the energy efficiency reduction effect is achieved. Can be reduced.

  In the control device 30 according to the present embodiment, when the driver selects a route different from the predicted travel route, the control device 30 controls at least one of the SOC control, the SOC control target value, and the SOC change predicted value. For example, the display device such as the display unit 50 of the car navigation 40 may be controlled so as to cancel one display, return the display to the conventional one, and display that the control of the SOC is stopped. As a result, the display can be corrected so that the user is not anxious. Details of this control will be described below with reference to FIG.

  First, in step S400, the control device 30 determines whether or not the SOC is being controlled. If the SOC is being controlled, in step S402, the control device 30 travels on the travel route predicted by the vehicle. If it is determined that the vehicle is traveling on a route different from the predicted travel route, the SOC control is stopped in step S404. In step S406, the control device 30 stops displaying at least one of the SOC control target value and the SOC change predicted value, returns the display to the conventional one, and displays that the control of the SOC is stopped, for example. The display device such as the display unit 50 of the car navigation system 40 is controlled, and the process ends. If the SOC is not controlled in step S400, control device 30 ends the process. If it is determined that the vehicle is traveling on the predicted travel route in step S402, the control device 30 ends the process.

  In the control device 30 according to the present embodiment, when the difference between the learning value and the current regeneration amount is larger than a predetermined value or when the sign is different, for example, the learning value is several times from the next run. It is not necessary to perform SOC control and display until it falls within a predetermined range. Thereby, the accuracy of SOC control and display can be improved. Details of this control will be described below with reference to FIG.

  First, in step S500, the control device 30 determines whether or not there is a learned charge / discharge amount in a predetermined section on the currently traveling route, and there is a learned charge / discharge amount in the current predetermined section. In this case, the learned charge / discharge amount is set to P in step S502. Next, in step S504, the control device 30 calculates the current charge / discharge amount of a predetermined section on the currently traveling route, and sets it as Q. Next, in step S506, the control device 30 calculates PQ from the learned charge / discharge amount P and the current charge / discharge amount Q, and the value of PQ is greater than a predetermined reference value R. (PQ> R), that is, when the difference between the learning value and the current regeneration amount is larger than a predetermined value, or when the signs of P and Q are different, that is, the learning value and the current regeneration amount. In step S508, the learning stop flag is turned on, learning is stopped, and the process ends. In step S500, control device 30 ends the process when there is no learned charge / discharge amount in the current predetermined section. In step S506, the controller 30 determines that the value of PQ is equal to or smaller than a predetermined reference value R (PQ ≦ R), that is, the difference between the learning value and the current regeneration amount is equal to or smaller than a predetermined value. If so, the process ends.

  Examples of the section recognition method in step S500 include a method of recognizing a predetermined segment in map information as one section, and a method of recognizing a predetermined continuous section within a certain range such as a gradient as one section.

  After the learning is stopped as described above, the learning stop may be canceled when a predetermined criterion is satisfied. Details of this control will be described below with reference to FIG.

  First, in step S600, the control device 30 determines whether or not there is a learning stop flag. If there is a learning stop flag, the control data is stored separately from the normal learning data in step S602. deep. Next, in step S604, the control device 30 determines whether or not a predetermined release criterion is satisfied. If it is determined that the release condition is satisfied, the control device 30 turns off the learning stop flag in step S606 and performs learning. Cancel the suspension, resume learning, and end the process. In step S600, if there is no learning stop flag, the control device 30 ends the process. In step S604, when it is determined that the release condition is not satisfied, the control device 30 ends the process.

  As a determination method for canceling the learning stop in step S604, for example, a method for determining that the learning stop is canceled when the number of learning times stored separately from the number of times of learning of normal learning data is larger. Can be mentioned.

  Note that, in the control device according to the present embodiment, the SOC is controlled by predicting (prefetching) the travel route on which the vehicle travels, and a specific target SOC setting procedure is, for example, as follows.

1. Determining the target SOC at the destination The larger one of the target SOC (1) at the following destination and the target SOC (2) at the following destination may be set as the target SOC at the destination.
Target SOC at destination (1) = (Target SOC at normal time) − (Predicted charging SOC by potential energy at the next driving) − (Predicted charging SOC at stop (for example, at warming up))
Note that a constant or a learned value may be used as the predicted charging SOC.
Target SOC at destination (2) = SOC left for next start
The predicted charging SOC may be a constant or a value obtained by learning a parking period of the vehicle and the like.

2. Obtaining the Target SOC Profile For example, as shown in FIG. 8, the target SOC profile to the destination is obtained. For example, when taking a route from the current location to an intermediate location (for example, arriving at the entrance of a parking lot with a destination) to an arrival at an destination to an ignition off, the current location to an intermediate location (for example, an entrance to a parking lot with a destination) Then, a profile of the target SOC between the midway point, the destination (in the parking lot), and the stop (for example, arrival at the destination to ignition off) is obtained. The profile of the target SOC between the midway location (for example, the entrance of the parking lot where the destination is located) and the destination may be generated from the consumed SOC at the midway location (eg, in the parking lot), for example, using a constant. Also good. As the profile of the target SOC during stoppage (for example, destination arrival to ignition off), for example, a profile may be generated from the learned consumption SOC during stoppage, or a constant may be used.

3. Setting the SOC target value according to the probability to the destination For example, the SOC target value may be set as follows.
SOC target value = (target SOC profile to the destination−normal target SOC) × (probability of going to the destination) + (normal target SOC)
As a result, the target SOC can be controlled according to the probability of going to the destination, so that even if the destination is not predicted, a decrease in energy efficiency such as the fuel consumption rate can be minimized. As a result, energy efficiency can be improved.

  DESCRIPTION OF SYMBOLS 10 Hybrid vehicle, 12 Engine, 14 1st MG, 16 2nd MG, 18 Power transmission mechanism, 20 Power distribution integration mechanism, 22 Reduction mechanism, 24 Drive wheel, 26 Inverter, 28 Battery, 28a Ammeter, 28b Voltmeter, 30 control device, 32 accelerator pedal, 34 brake pedal, 36 shift lever, 38 vehicle speed sensor, 40 car navigation, 42 gyro sensor, 44 GPS, 46 travel route prediction unit, 48 learning unit, 50 display unit, 52 input unit.

Claims (3)

A vehicle control device used in a vehicle including a regenerative mechanism that generates electric power by regenerative braking and a power storage device that stores electric power generated by the regenerative mechanism,
Travel route prediction means for predicting the travel route of the vehicle;
Learning means for learning the charge / discharge amount of the power storage device in the travel route traveled;
With
A vehicle control device that displays at least one of a control target value and a predicted change value of a state of charge in the power storage device based on the predicted travel route and the learned charge / discharge amount. The vehicle control device according to claim 1,
A vehicle control apparatus, wherein a user can adjust a setting condition of a control target value of the charging state. A regenerative mechanism for generating electric power by regenerative braking;
A power storage device that stores electric power generated by the regeneration mechanism; and
The vehicle control device according to claim 1 or 2,
A vehicle comprising:

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