JP2018027714A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle where a pre-change control plan is updated when a plan update timing comes, which suppresses improper end of pre-change control by update of the plan.SOLUTION: In an electric vehicle provided with a travelling motor driven by electric power of a power storage device, HV-ECU acquires information on a travelling-scheduled route, determines whether or not a control target section satisfying extraction conditions exists in the acquired travelling-scheduled route, and executes a pre-change control for preliminarily changing the state of charge of the power storage device before approaching the control target section when a prescribed update timing comes. The HV-ECU relaxes the extraction conditions when the pre-change control is in execution and also the vehicle is traveling in the control target section.SELECTED DRAWING: Figure 8

Description

  The present invention relates to an electric vehicle including a traveling rotary electric machine driven by electric power of a power storage device.

  Conventionally, various controls have been developed to support energy-saving operation of an electric vehicle by a user. One of them is pre-change control (prefetch SOC control) described below. Pre-change control refers to a travel plan obtained by acquiring information on a planned travel route from a navigation device when an electric vehicle having a travel motor driven by electric power of a power storage device reaches a predetermined plan update timing. It is determined whether or not there is a control target section that satisfies a predetermined extraction condition on the scheduled route. If there is a control target section, the state of charge (SOC) of the power storage device is entered before entering the control target section. Is controlled in advance according to the control target section.

  The pre-change control includes downstream pre-discharge control and upstream pre-charge control. Downlink pre-discharge control determines whether or not there is a target downlink section that satisfies the downlink extraction condition on the scheduled travel route. If there is a target downlink section, the target is prepared for recovery of regenerative power in the target downlink section. In this control, the SOC of the power storage device is lowered in advance before entering the down section. The uplink precharge control determines whether there is a target uplink section that satisfies the uplink extraction condition on the scheduled travel route. If there is a target uplink section, the target uphill is prepared for power consumption in the target uplink section. In this control, the SOC of the power storage device is increased in advance before entering the section.

  For example, Japanese Patent Laying-Open No. 2005-160269 (Patent Document 1) discloses an electric vehicle configured to be able to perform the above-described downward pre-discharge control. In this electric vehicle, the downward extraction condition used for determining the target downward section is set to a condition that the altitude difference is equal to or greater than a predetermined value. In other words, in this electric vehicle, a descending section having an altitude difference equal to or greater than a predetermined value is determined as the target descending section, and the SOC is lowered in advance before entering the target descending section.

JP 2005-160269 A JP 2008-279803 A

  The pre-change control plan (a process for searching for a control target section and determining timing for starting and ending pre-change control) is performed when the predetermined plan update timing is reached as described above.

  However, when the pre-change control plan is updated while the vehicle is traveling in the control target section and the plan update timing is updated, the control target section before the update is deviated from the control target section after the update, There is a concern that the pre-change control may end improperly by updating the plan. The reason is as follows.

  For example, a case is assumed in which the downlink extraction condition is set to a condition that the elevation difference is equal to or greater than a predetermined value as in Patent Document 1. In this case, if the plan is updated while the vehicle is traveling in the target downlink section, the vehicle has already traveled a part of the target downlink section before the update, so the remaining of the target downlink section before the update is left. The altitude difference in the section (non-running section) is reduced below a predetermined value. As a result, there is a concern that the remaining section of the target downlink section before the update is deviated from the target downlink section after the update, and that the pre-discharge control is improperly terminated by the plan update.

  The present invention has been made in order to solve the above-described problems. The purpose of the present invention is to control the pre-change control in an electric vehicle in which the pre-change control plan is updated when the plan update timing comes. It is to suppress unjustified termination by updating.

  An electric vehicle according to the present disclosure includes a traveling rotating electrical machine connected to drive wheels, a power storage device electrically connected to the rotating electrical machine, and a navigation device that outputs information on a scheduled traveling route divided into a plurality of sections. And a control device. The control device acquires information on the planned travel route from the navigation device when the predetermined update timing is reached, and determines whether the acquired planned travel route includes a single or a plurality of continuous sections that satisfy the extraction condition. Pre-change control is executed to change the charge state of the power storage device in advance before entering the section that is determined to satisfy the extraction condition.

  The pre-change control includes at least one of downlink pre-discharge control and uplink pre-charge control. The down pre-discharge control determines whether there is a single or a plurality of continuous sections satisfying the down extraction condition on the scheduled travel route, and charging the power storage device before entering the section determined to satisfy the down extraction condition. This is control for reducing the state in advance. The upstream precharge control determines whether there is a single or a plurality of continuous sections that satisfy the upstream extraction condition on the scheduled travel route, and charges the power storage device before entering the section that is determined to satisfy the upstream extraction condition. This is control for increasing the state in advance. The control device relaxes the extraction condition when the pre-change control is being executed and the vehicle is traveling in the section determined to satisfy the extraction condition.

  According to the above configuration, the control device relaxes the extraction condition of the control target section when the pre-change control is being performed and the section (control target section) determined to satisfy the extraction condition is running. To do. Here, relaxing the extraction condition of the control target section means that it is easily determined as the control target section by deleting or changing part or all of the extraction condition. As a result, even if the plan for pre-change control is updated while the vehicle is traveling in the control target section, the pre-change control plan is determined to be the control target section even after the update. It becomes easy. As a result, it is possible to suppress the pre-change control from being terminated improperly due to the plan update.

1 is an overall configuration diagram of a vehicle. It is a block diagram which shows the detailed structure of HV-ECU, various sensors, and a navigation apparatus. It is a flowchart which shows the process sequence of traveling control. It is the figure which showed an example of the calculation method of charging / discharging request | requirement power Pb. It is a figure for demonstrating downstream pre-discharge control. It is a figure for demonstrating the relaxation method of a downhill extraction condition. It is a flowchart which shows an example of the process sequence of downstream pre-discharge control. It is a flowchart which shows an example of the procedure of the search process of a target downhill area. It is a flowchart which shows an example of the procedure of the OFF process of a mitigation flag. It is a figure which shows the object downhill area (pattern A) where a downhill continues. It is a figure which shows the object downhill area (pattern B) containing a flat road on the way. It is a figure which shows the object downhill area (pattern C) including an uphill on the way.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated.

  FIG. 1 is an overall configuration diagram of a vehicle 1 according to the present embodiment. The vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as “first MG”) 20, a second motor generator (hereinafter referred to as “second MG”) 30, a power split device 40, and a PCU (Power Control Unit). 50, a power storage device 60, and drive wheels 80.

  The vehicle 1 is a hybrid vehicle that travels by at least one of the power of the engine 10 and the power of the second MG 30. Note that, in the present disclosure, the case where the vehicle 1 is a hybrid vehicle will be representatively described. However, a vehicle to which the present disclosure can be applied may be an electric vehicle including a motor generator for traveling. It is not limited.

  The engine 10 is an internal combustion engine that outputs power by converting combustion energy generated when an air-fuel mixture is burned into kinetic energy of a moving element such as a piston or a rotor. Power split device 40 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 40 splits the power output from engine 10 into power for driving first MG 20 and power for driving drive wheels 80.

  First MG 20 and second MG 30 are AC rotating electric machines, for example, three-phase AC synchronous motors in which a permanent magnet is embedded in a rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power split device 40. The electric power generated by first MG 20 is supplied to second MG 30 or power storage device 60 via PCU 50.

  Second MG 30 mainly operates as an electric motor and drives drive wheels 80. Second MG 30 is driven by receiving at least one of the electric power from power storage device 60 and the generated electric power of first MG 20, and the driving force of second MG 30 is transmitted to driving wheels 80. On the other hand, the second MG 30 operates as a generator to perform regenerative power generation when braking the vehicle 1 or reducing acceleration on a downhill. The electric power generated by second MG 30 is collected by power storage device 60 via PCU 50.

  PCU 50 converts the DC power received from power storage device 60 into AC power for driving first MG 20 and second MG 30. PCU 50 converts AC power generated by first MG 20 and second MG 30 into DC power for charging power storage device 60. PCU 50 includes, for example, two inverters provided corresponding to first MG 20 and second MG 30, and a converter that boosts a DC voltage supplied to each inverter to a voltage higher than that of power storage device 60.

  Power storage device 60 is a rechargeable DC power source, and includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. Power storage device 60 is charged by receiving power generated by at least one of first MG 20 and second MG 30. Then, power storage device 60 supplies the stored power to PCU 50. An electric double layer capacitor or the like can also be used as the power storage device 60.

  In addition, the power storage device 60 is provided with a voltage sensor, a current sensor, and a temperature sensor that detect the voltage, input / output current, and temperature of the power storage device 60, and the detection values of each sensor are output to the BAT-ECU 110. .

  The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, and an HMI (Human Machine Interface) device 140.

  FIG. 2 is a block diagram showing a detailed configuration of HV-ECU 100, various sensors 120, and navigation device 130 shown in FIG. The HV-ECU 100, the BAT-ECU 110, the navigation device 130, and the HMI device 140 are configured to be able to communicate with each other through a CAN (Controller Area Network) 150.

  The various sensors 120 include, for example, an accelerator pedal sensor 122, a vehicle speed sensor 124, and a brake pedal sensor 126. The accelerator pedal sensor 122 detects an accelerator pedal operation amount (hereinafter also referred to as “accelerator opening”) ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects a brake pedal operation amount BP by the user. Each of these sensors outputs a detection result to HV-ECU 100.

  The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and an input / output port for inputting and outputting various signals. (Not shown) and the like, and predetermined arithmetic processing is executed based on information stored in a memory (ROM and RAM) and information from various sensors 120. And HV-ECU100 controls each apparatus, such as the engine 10, PCU50, and HMI apparatus 140, based on the result of a calculation process.

  In addition, the HV-ECU 100 performs pre-reading SOC control (pre-change control) as control for supporting energy saving operation of the vehicle 1. Pre-read SOC control (pre-change control) is a control target that acquires information on a planned travel route from the navigation device 130 when a predetermined plan update timing is reached, and satisfies a predetermined extraction condition for the acquired planned travel route. In this control, it is determined whether or not there is a section, and when there is a control target section, the SOC of the power storage device 60 is changed in advance according to the control target section before entering the control target section. . Details of the pre-read SOC control will be described in detail later.

  The BAT-ECU 110 also includes a CPU, a ROM, a RAM, an input / output port, and the like (all not shown), and calculates the SOC of the power storage device 60 based on the input / output current and / or voltage detection value of the power storage device 60. . The SOC is expressed, for example, as a percentage of the current storage amount with respect to the full charge capacity of the storage device 60. Then, BAT-ECU 110 outputs the calculated SOC to HV-ECU 100. Note that the HV-ECU 100 may calculate the SOC.

  The navigation device 130 includes a navigation ECU 132, a map information database (DB) 134, a GPS (Global Positioning System) receiving unit 136, and a traffic information receiving unit 138.

  The map information DB 134 is configured by a hard disk drive (HDD) or the like, and stores map information. The map information includes data on “nodes” such as intersections and dead ends, “links (sections)” connecting the nodes, and “facility” (buildings, parking lots, etc.) along the links. The map information includes position information of each node, distance information of each link, gradient information of each link, and the like.

  The GPS receiving unit 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown), and outputs a signal indicating the current position of the vehicle 1 to the navigation ECU 132.

  The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic jam information, and may also include other road regulation information and parking lot information. This road traffic information is updated every 5 minutes, for example.

  The navigation ECU 132 includes a CPU, a ROM, a RAM, an input / output port (not shown), and the like. Based on various information and signals received from the map information DB 134, the GPS receiving unit 136, and the traffic information receiving unit 138, the navigation ECU 132 The position, surrounding map information, traffic jam information, and the like are output to the HMI device 140 and the HV-ECU 100.

  In addition, when the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 searches for a route (scheduled travel route) from the current position of the vehicle 1 to the destination based on the map information DB 134. This scheduled travel route is configured by a set of nodes and links from the current position of the vehicle 1 to the destination. Then, navigation ECU 132 outputs a search result (a set of nodes and links) from the current position of vehicle 1 to the destination to HMI device 140.

  Further, the navigation ECU 132, in response to a request from the HV-ECU 100, maps information and road traffic information (hereinafter simply referred to as “scheduled travel route”) from the current position to a point within a predetermined distance (eg, about 10 km) in the planned travel route. Information ") is output to the HV-ECU 100. The planned travel route information is divided into a plurality of sections (links).

  The HMI device 140 is a device that provides a user with information for supporting driving of the vehicle 1. The HMI device 140 is typically a display (visual information display device) provided in the vehicle 1 and includes a speaker (auditory information output device) and the like. The HMI device 140 provides various information to the user by outputting visual information (graphic information, character information), auditory information (voice information, sound information), and the like.

  The HMI device 140 functions as a display for the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1 and its surrounding map information and traffic jam information from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and traffic jam information of the surrounding area. .

  The HMI device 140 also operates as a touch panel that can be operated by the user. The user touches the touch panel to change the scale of the displayed map or input the destination of the vehicle 1, for example. can do. When the destination is input in the HMI device 140, information on the destination is transmitted to the navigation device 130 through the CAN 150.

  The HV-ECU 100 requests the navigation ECU 132 to output the planned travel route information described above when the predetermined plan update timing is reached. The navigation ECU 132 outputs the above-mentioned scheduled travel route information to the HV-ECU 100 in response to a request from the HV-ECU 100. When the HV-ECU 100 receives the planned travel route information from the navigation ECU 132, the HV-ECU 100 searches for a control target section (target downhill section, target uphill section, etc.) in the planned travel route based on the received travel planned route information, and plans to travel. When the control target section exists in the route, the above-described prefetch SOC control is executed. Details of the pre-read SOC control will be described in detail later.

<Running control>
Prior to the detailed description of the pre-read SOC control, first, the travel control of the vehicle 1 executed by the HV-ECU 100 will be described.

  FIG. 3 is a flowchart showing a processing procedure of travel control executed by the HV-ECU 100. A series of processing shown in this flowchart is repeatedly executed at predetermined time intervals when the system switch of the vehicle 1 is turned on, for example.

  The HV-ECU 100 acquires the detected values of the accelerator opening degree ACC and the vehicle speed VS from the accelerator pedal sensor 122 and the vehicle speed sensor 124, respectively, and acquires the SOC of the power storage device 60 from the BAT-ECU 110 (step S10).

  Next, the HV-ECU 100 calculates a required torque Tr for the vehicle 1 based on the acquired detected values of the accelerator opening ACC and the vehicle speed VS (step S15). For example, a map indicating the relationship between the accelerator opening ACC, the vehicle speed VS, and the required torque Tr is prepared in advance and stored as a map in the ROM of the HV-ECU 100, and the accelerator opening ACC is used using the map. The required torque Tr can be calculated based on the detected value of the vehicle speed VS. Then, the HV-ECU 100 calculates the traveling power Pd (required value) for the vehicle 1 by multiplying the calculated required torque Tr by the vehicle speed VS (step S20).

  Subsequently, HV-ECU 100 calculates charge / discharge required power Pb for power storage device 60 (step S25). This charge / discharge required power Pb is calculated based on the difference ΔSOC between the SOC (actual value) of power storage device 60 and its target. When charge / discharge required power Pb is a positive value, It indicates that charging is required, and when the charge / discharge required power Pb is a negative value, it indicates that the power storage device 60 is required to be discharged.

  FIG. 4 is a diagram showing an example of a method for calculating charge / discharge required power Pb for power storage device 60. When the difference ΔSOC between the SOC (actual value) of power storage device 60 and the target SOC indicating the SOC control target is a positive value (SOC> target SOC), charge / discharge request power Pb becomes a negative value (discharge request). ), The larger the absolute value of ΔSOC, the larger the absolute value of the charge / discharge required power Pb. On the other hand, when ΔSOC is a negative value (SOC <target SOC), charge / discharge required power Pb becomes a positive value (charge request), and the absolute value of charge / discharge required power Pb increases as the absolute value of ΔSOC increases. . In this example, when the absolute value of ΔSOC is small, a dead zone in which the charge / discharge required power Pb is 0 is provided.

  Returning to FIG. 3, the HV-ECU 100, as shown in the following equation (1), the traveling power Pd calculated in step S 20, the charge / discharge required power Pb calculated in step S 25, and the system loss Ploss, Is calculated from the required engine power Pe required for the engine 10 (step S30).

Pe = Pd + Pb + Ploss (1)
Next, the HV-ECU 100 determines whether or not the calculated engine required power Pe is larger than a predetermined engine start threshold value Peth (step S35). The threshold value Peth is set to a value at which the engine 10 can be operated with an operation efficiency higher than a predetermined operation efficiency.

  If it is determined in step S35 that engine required power Pe is greater than threshold value Peth (YES in step S35), HV-ECU 100 controls engine 10 to start engine 10 (step S40). If the engine 10 is already in operation, this step is skipped. Then, HV-ECU 100 controls engine 10 and PCU 50 so that vehicle 1 travels using outputs from both engine 10 and second MG 30. That is, vehicle 1 performs hybrid travel (HV travel) using the outputs of engine 10 and second MG 30 (step S45).

  On the other hand, when it is determined in step S35 that engine required power Pe is equal to or less than threshold value Peth (NO in step S35), HV-ECU 100 controls engine 10 to stop engine 10 (step S50). . If the engine 10 is already stopped, this step is skipped. Then, HV-ECU 100 controls PCU 50 so that vehicle 1 travels using only the output of second MG 30. That is, vehicle 1 performs electric motor travel (EV travel) using only the output of second MG 30 (step S55).

  In the above, when the actual SOC is higher than the target SOC (ΔSOC> 0), the charge / discharge required power Pb becomes a negative value, so that the engine is compared with the case where the SOC is controlled to the target SOC. It will be understood that the engine 10 becomes difficult to start when the required power Pe decreases. As a result, the discharge of power storage device 60 is promoted, and the SOC tends to decrease.

  On the other hand, when the actual SOC is lower than the target SOC (ΔSOC <0), the charge / discharge required power Pb is a positive value, so that the engine required power Pe is compared to when the SOC is controlled to the target SOC. It will be understood that the engine 10 is likely to be started by increasing. As a result, charging of the power storage device 60 is promoted, and the SOC tends to increase.

<Details of pre-read SOC control>
Next, details of the prefetch SOC control executed by the HV-ECU 100 will be described. The pre-read SOC control (pre-change control) includes “down pre-discharge control” (downhill SOC control) and “uphill precharge control” (uphill SOC control).

  The down pre-discharge control determines whether or not there are a plurality of single or continuous sections satisfying the down extraction condition (hereinafter referred to as “target downhill sections”) in the planned travel route of the vehicle 1 acquired from the navigation device 130. When there is a target downhill section, the SOC of the power storage device 60 is reduced in advance before entering the target downhill section. When the vehicle 1 travels in the target downward section, the SOC of the power storage device 60 increases due to the increase in the regenerative power of the second MG 30. However, since the SOC of the power storage device 60 is lowered in advance before entering the target downward section by the downward pre-discharge control, the SOC reaches the upper limit value SU (see FIG. 5) during the traveling of the target downward section (SOC Overflow) is suppressed. Therefore, the regenerative electric power of the second MG 30 can be appropriately recovered in the power storage device 60 without wasting it.

  The upstream precharge control determines whether or not there is a single or continuous plurality of sections (hereinafter referred to as “target uphill sections”) that satisfy the upstream extraction condition in the planned travel route of the vehicle 1 acquired from the navigation device 130. When there is a target uphill section, the SOC of the power storage device is increased in advance before entering the target uphill section. When the vehicle 1 travels the target uphill section, the SOC of the power storage device 60 decreases due to the increase in power consumption of the second MG 30. However, since the SOC of the power storage device 60 is increased in advance before entering the target uphill section by the upstream pre-discharge control, the SOC decreases to the lower limit value SL (see FIG. 5) while traveling in the target uphill section. (SOC underflow) is suppressed, and forced charging of power storage device 60 in a state where the operating efficiency of engine 10 is low is suppressed. Note that the forced charging means that the engine 10 is forcibly started and the power storage device 60 is charged by the first MG 20 even if the engine 10 cannot be operated at the optimum operating point when the SOC decreases to the lower limit value SL. It is control which performs.

  The down pre-discharge control and the up pre-charge control are different in the road gradient (whether it is down grade or up grade) and the SOC change direction (increase or fall direction) to be controlled. There are many similarities in other contents. Therefore, in the following, the downstream pre-discharge control will be mainly described in detail.

<Downstream pre-discharge control>
FIG. 5 is a diagram for explaining the downstream pre-discharge control. In FIG. 5, the horizontal axis indicates each point on the planned travel route of the vehicle 1. The HV-ECU 100 acquires the scheduled travel route information divided into a plurality of sections (links) from the navigation device 130 when a predetermined plan update timing (hereinafter also referred to as “prefetch information update timing”) is reached. In the example shown in FIG. 5, an example is shown in which the scheduled travel route information is divided into eight sections (links) 1 to 8. The vertical axis indicates the altitude of the road on the planned travel route of the vehicle 1 and the SOC of the power storage device 60. In the figure, line L21 indicates the target SOC of power storage device 60. A line L22 indicates the transition of the SOC when the downward pre-discharge control is executed, and the dotted line L23 indicates a transition of the SOC when the downward pre-discharge control is not executed as a comparative example.

  When the HV-ECU 100 acquires the current position of the vehicle 1, the planned travel route, and map information thereof from the navigation device 130 as the planned travel route information, the HV-ECU 100 is within a predetermined distance (for example, 10 km) from the current position of the vehicle 1 in the planned travel route. In addition, a “control target search process” for determining whether or not a target downhill section exists is performed.

  In order to enhance the support effect by the down pre-discharge control, it is desirable to extract a section having a large down slope and a long distance and having no long flat as a target down slope section. Therefore, in the present embodiment, the extraction condition of the target downhill section (hereinafter, also referred to as “downhill extraction condition”) is that the start point is a downhill with a large gradient, and then continues to be flat for a certain distance or more. It is set as a condition that there is an altitude difference and a distance that are above a certain level in the interval.

  That is, when performing the control object search process, the HV-ECU 100 identifies a section from the start point of the descending slope having a large gradient until the flatness of a certain distance or more continues, and the elevation difference of a certain level or more in the identified section. If there is a distance, the identified section is extracted as the target downhill.

  More specifically, the HV-ECU 100 refers to the gradient information of each section, and determines the start point of the section where the downhill where the magnitude of the gradient (absolute value) is larger than the magnitude (absolute value) of the threshold Gth1 starts. The “downhill starting point” is specified, and then the end point of the section immediately before the flatness of a certain distance or more continues is specified as the “downstream end point”. Then, when the elevation difference ΔH between the descending start point and the descending end point is larger than the threshold value ΔHth1 and the descending distance DG between the descending start point and the descending end point is larger than the threshold value DGth1, the HV-ECU 100 moves from the descending start point to the descending end point. Is identified as the target downhill.

  FIG. 5 illustrates a case where the target downhill section is searched at the point P20 and the sections 4 to 6 are identified as the target downhill section. HV-ECU 100 sets the target SOC of power storage device 60 to value Sn during normal travel (for example, section 1). If the vehicle 1 enters the downhill section (section 4 to section 6) while the SOC of the power storage apparatus 60 is controlled to the value Sn, the regenerative power generation is performed by the second MG 30 in the downhill section, whereby the power storage apparatus 60 is Since the battery is charged, the SOC increases from the value Sn (dotted line L23). When the SOC reaches the upper limit value SU during traveling in the downhill section (point P25a), the electric power regenerated by the second MG 30 can be stored in the power storage device 60 even though the SOC is traveling downhill. (Overflow occurs), recoverable energy is discarded, and deterioration of the power storage device 60 can be promoted.

  Therefore, in the vehicle 1 according to this embodiment, when the target downhill section (section 4 to section 6) is specified and the vehicle 1 reaches the point P21a a predetermined distance before the start point P23 of the target downhill section, the HV -ECU 100 changes the target SOC to a value Sd lower than value Sn (line L21). Then, the SOC becomes higher than the target SOC (ΔSOC> 0), and as described above, the discharge of power storage device 60 is promoted, and the SOC decreases (line L22).

  The predetermined distance is set to a distance sufficient to bring the SOC closer to the value Sd before the vehicle 1 reaches the start point P23 of the target downhill section. In FIG. 5, the SOC decreases to the value Sd before the vehicle 1 reaches the start point P23 of the target downhill section. This suppresses the SOC from reaching the upper limit value SU during traveling in the target downhill section (section 4 to section 6), resulting in a decrease in fuel consumption due to discarding recoverable energy and deterioration due to overcharging of the power storage device 60. It is suppressed.

  When the vehicle 1 reaches the end point P26 of the target downhill section, the HV-ECU 100 ends the down pre-discharge control and returns the target SOC to the value Sn.

  In addition, the section from the point P21a (point where the downward pre-discharge control is started) where the target SOC is changed from the value Sn to the value Sd to the start point P23 of the target downhill section is also referred to as a “pre-use section”. And the target downhill section (section in which the target SOC is changed from the value Sn to the value Sd) is also referred to as a “down pre-discharge control section”.

<Relaxation of extraction conditions for control target section>
The pre-change control plan (a process for searching for a control target section and determining timing for starting and ending pre-change control) is updated when the prefetch information update timing is reached, as described above. Note that the pre-read information update timing is, for example, when the travel route is changed, when the planned travel route information (road traffic information, etc.) is updated, when a predetermined time has elapsed, when traveling for a predetermined distance, And so on.

  However, if the pre-change control plan is updated at the pre-reading information update timing while the control target section is traveling, the section included in the control target section before the update is removed from the control target section after the update. Therefore, there is a concern that the pre-change control may be terminated improperly by updating the plan.

  Therefore, the HV-ECU 100 according to the present embodiment relaxes the extraction conditions for the control target section while traveling in the control target section. Here, relaxing the extraction condition of the control target section means that it is easily determined as the control target section by deleting or changing part or all of the extraction condition. Thereby, it becomes easy to determine the section included in the control target section before the update as the control target section even after the update. As a result, it is possible to prevent the program from being illegally terminated by updating the pre-change control plan being executed.

  FIG. 6 is a diagram for explaining a method for easing the downhill extraction condition when the prefetch information update timing is reached while the vehicle 1 is traveling in the target downhill section. The horizontal axis of FIG. 6 shows each point of the planned travel route of the vehicle 1, and the vertical axis shows the altitude of each point. FIG. 6 shows an example in which the section from the descending start point Ps (point P2) to the descending end point Pf (point P4) is determined as the target downhill section before the update.

  As described above, in the present embodiment, the elevation difference ΔH between the descending start point Ps and the descending end point Pf is larger than the threshold value ΔHth1, and the descending distance DG between the descending origin point Ps and the descending end point Pf is larger than the threshold value DGth1. In this case, the section from the descending start point Ps to the descending end point Pf is determined as the target downhill section.

  However, if the pre-discharging control plan is updated at the pre-reading information update timing at the point P3 where the vehicle 1 is traveling in the target downhill section, the vehicle 1 may be able to copy a part of the target down section before the update. Since the vehicle has already traveled before the update, the altitude difference ΔH and the downlink distance DG in the remaining section (section from the point P3 to the point P4) of the target downlink section before the update are reduced. Due to this influence, the section from the point P3 to the point P4 included in the target downlink section before the update is originally the section that should be determined as the target downlink section, but the target downlink section after the update There is a concern that the pre-discharge control will end unjustly due to the plan update.

  Therefore, the HV-ECU 100 according to the present embodiment has a first condition that the down pre-discharge control is started when the prefetch information update timing is reached at the point P3 where the vehicle 1 is traveling in the target downhill section. , And the starting point Ps (the start point of the target downhill section before the update; hereinafter, also simply referred to as “downlink start point”), the target downhill before the update is satisfied. The conditions for extracting the target downhill section are relaxed as if the section is traveling. Thereby, even if it is a case where it becomes a prefetch information update timing in the point P3 in the middle of the vehicle 1 which is drive | working the object downhill area, it is a point from the point P3 included in the object downhill area before the update. It becomes easy to determine the section up to P4 as the target downhill section even after the update. As a result, since the downstream pre-discharge control is continued, the downstream pre-discharge control is suppressed from being terminated inappropriately (earlier than the plan before the update).

<Processing flow of downstream pre-discharge control>
FIG. 7 is a flowchart showing an example of the processing procedure of the down pre-discharge control executed by the HV-ECU 100. The series of processing shown in this flowchart is repeatedly executed at predetermined time intervals when the system switch of the vehicle 1 is turned on, for example.

  The HV-ECU 100 determines whether it is the prefetch information update timing (step S110). As described above, the read-ahead information update timing is, for example, when the travel route is changed, when the planned travel route information is updated, when a predetermined time has elapsed, when traveling for a predetermined distance, and passing through the control target section. When etc.

  If it is determined in step S110 that it is the prefetch information update timing (YES in step S110), HV-ECU 100 determines whether the control start flag is on and the down start flag is on (step). S111).

  The control start flag is a flag that indicates whether or not the first condition (condition that the downstream pre-discharge control is started) is satisfied. Specifically, it indicates that the first condition is satisfied when the control start flag is on, and indicates that the first condition is not satisfied when the control start flag is off.

  The descending start flag is a flag indicating whether or not the second condition (a condition that the descending start point is passed) is satisfied. Specifically, it indicates that the second condition is satisfied when the downward start flag is on, and indicates that the second condition is not satisfied when the downward start flag is off.

  If it is determined in step S111 that the control start flag is on and the descending start flag is on (YES in step S111), HV-ECU 100 sets the mitigation flag on (step S112). The relaxation flag is a flag indicating whether a condition for relaxing the downlink extraction condition is satisfied, that is, whether both the first condition and the second condition described above are satisfied. Thereafter, the HV-ECU 100 proceeds to step S115.

  If it is not determined in step S111 that the control start flag is on and the down start flag is on (NO in step S111), the HV-ECU 100 proceeds to step S115 without executing step S112. Transition.

  Next, the HV-ECU 100 executes a search process for a control target (target downhill section) based on the planned travel route information acquired from the navigation device 130 (step S115). Details of the search process will be described later in detail. After executing the search process, the HV-ECU 100 shifts the process to step S116.

  If it is determined in step S110 that it is not the prefetch information update timing (NO in step S110), the HV-ECU 100 proceeds to step S116 without executing the processes in steps S111, S112, and S115.

  When the search process for the control target (target downhill section) ends, the HV-ECU 100 sets the control start flag to OFF and sets the downward start flag to OFF (step S116).

  Next, the HV-ECU 100 determines whether or not there is a control target (target downhill section) on the planned travel route (step S120). Specifically, the HV-ECU 100 controls the planned travel route when there is a section determined as “valid” (see steps S240 and S211 in FIG. 8 described later) as the target downhill by the search process of the control target. It is determined that the target (target downhill section) exists.

  If it is determined in step S120 that there is no control target (target downhill section) on the planned travel route (NO in step S120), the HV-ECU 100 shifts the process to return without executing a series of subsequent processes. To do.

  If it is determined in step S120 that there is a control target (target downhill section) in the planned travel route (YES in step S120), HV-ECU 100 determines the control target from the current position of vehicle 1 based on the planned travel route information. A distance dtag to (target downhill section) is calculated (step S125).

  Next, the HV-ECU 100 determines whether or not the distance dtag calculated in step S125 is shorter than the distance Dsoc (step S130). The predetermined distance Dsoc is set to a distance sufficient to bring the SOC close to the value Sd (see FIG. 5) until the vehicle 1 reaches the start point of the control target (target downhill section), for example, set to about 5 km. Is done.

  When the distance dtag is equal to or greater than the distance Dsoc (NO in step S130), the HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S130 that distance dtag is shorter than distance Dsoc (YES in step S130), HV-ECU 100 starts down pre-discharge control (step S135). Specifically, as described with reference to FIG. 5, HV-ECU 100 changes target SOC of power storage device 60 from value Sn to value Sd lower than value Sn. Thus, the SOC of power storage device 60 is lowered before vehicle 1 enters the control target (target downhill section). Note that, when the downlink pre-discharge control is already being executed, the execution of the downlink pre-discharge control is continued.

  Next, the HV-ECU 100 sets the control start flag to ON (step S136).

  Next, the HV-ECU 100 determines whether or not the vehicle 1 has passed the descent start point of the control target (target downhill section) (step S137). When it is determined in step S137 that the vehicle 1 has not passed the descending start point of the control target (target downhill section) (NO in step S137), the HV-ECU 100 shifts the process to return.

  If it is determined in step S137 that vehicle 1 has passed the descending start point of the control target (target downhill section) (YES in step S137), HV-ECU 100 sets the descending start flag to ON (step S138).

  Next, the HV-ECU 100 determines whether or not the vehicle 1 has passed the end point of the control target (target downhill section) (step S140). If it is determined in step S140 that vehicle 1 has not passed the end point of the control target (target downhill section) (NO in step S140), HV-ECU 100 shifts the process to return.

  If it is determined in step S140 that vehicle 1 has passed the end point of the control target (target downhill section) (YES in step S140), HV-ECU 100 ends the down pre-discharge control (step S145). Specifically, HV-ECU 100 returns target SOC of power storage device 60 from value Sd to value Sn.

<Search processing flow for control target (target downhill section)>
FIG. 8 is a flowchart illustrating an example of a procedure of a search process of the control target (target downhill section) (the process of step S115 in FIG. 7) executed by the HV-ECU 100.

  The HV-ECU 100 acquires the scheduled travel route information from the navigation device 130 and initializes the search target section i to “0” (step S200). The planned travel route information includes information on a plurality of sections (links) within a predetermined distance (for example, about 10 km) from the current position of the vehicle 1. Hereinafter, the total number of sections included in the scheduled travel route information is also referred to as “total number of pre-read data”.

  The HV-ECU 100 determines whether or not the mitigation flag is off (step S210). Note that, as described above, the mitigation flag indicates whether or not the condition for mitigating the downlink extraction condition is satisfied, that is, the first condition (condition that the downlink pre-discharge control is started) and the second condition (downlink). This is a flag indicating whether or not both of the conditions that the vehicle has passed the starting point are satisfied.

  If it is determined in step S210 that the mitigation flag is off (YES in step S210), HV-ECU 100 executes the processes of subsequent steps S220 to S238, so that the target downhill exists in the planned travel route. It is determined whether or not.

  Specifically, the HV-ECU 100 determines whether or not the gradient Gi of the search target section i acquired from the map information is smaller than the threshold value Gth1 (step S220). Here, the threshold value Gth1 is set to a negative predetermined value. Therefore, “the gradient Gi is smaller than the threshold value Gth1” represents that the downward gradient is a downward slope larger than the magnitude (absolute value) of the threshold value Gth1.

  If it is determined in step S220 that the gradient Gi is smaller than the threshold value Gth1 (YES in step S220), the HV-ECU 100 determines whether or not the descending start point is 0 (step S230).

  If it is determined in step S230 that the descending start point is 0 (YES in step S230), the HV-ECU 100 sets the descending start point to the current search target section i, and sets the altitude difference ΔH and the descending distance DG to 0. Reset (step S232). Thereafter, the HV-ECU 100 proceeds to step S234.

  If it is determined in step S230 that the descending starting point is not 0 (NO in step S230), HV-ECU 100 proceeds to step S234 without executing step S232. In this case, the descending origin is maintained at the current value.

  Next, the HV-ECU 100 calculates the elevation difference ΔH and the descending distance DG from the descending start point to the end point of the current search target section i, and resets the flat origin point k and the flat distance DF (described later) to 0 (step S234). ).

  As shown in the following equation (2), the HV-ECU 100 sets the current value of the elevation difference ΔH (the elevation difference from the descending start point to the end point of the section i-1 immediately before the current search target section i) A value obtained by adding the altitude difference ΔHi of the search target section i is calculated as the current value of the altitude difference ΔH (the altitude difference from the descending start point to the end point of the current search target section i). The elevation difference ΔH is calculated as a magnitude (absolute value).

ΔH (current value) = ΔH (previous value) + ΔHi (2)
The elevation difference ΔHi of the current search target section i is calculated from the distance information and the gradient information of the current search target section i.

  As shown in the following equation (3), the HV-ECU 100 sets the current value of the downward distance DG to the current value (downward distance from the downward start point to the end point of the section i-1 immediately before the current search target section i). A value obtained by adding the down distance DGi of the search target section i is calculated as the current value of the down distance DG (down distance from the down start point to the end point of the current search target section i).

DG (current value) = DG (previous value) + DGi (3)
Note that the downlink distance DGi of the current search target section i is calculated from the distance information and the gradient information of the current search target section i.

  Next, the HV-ECU 100 determines whether or not the elevation difference ΔH calculated in step S234 is larger than the threshold value ΔHth1 (step S236). Further, the HV-ECU 100 determines whether or not the down distance DG calculated in step S234 is larger than the threshold value DGth1 (step S238).

  When it is determined in step S236 that the altitude difference ΔH is greater than the threshold value ΔHth1 (YES in step S236), and in step S238, it is determined that the downlink distance DG is greater than the threshold value DGth1 (YES in step S238). The HV-ECU 100 determines that the target downhill is “valid” (step S240). Thereafter, the HV-ECU 100 shifts the process to step S250.

  If it is determined in step S236 that the altitude difference ΔH is smaller than the threshold value ΔHth1 (NO in step S236), or if it is determined in step S238 that the down distance DG is smaller than the threshold value DGth1 (NO in step S238), HV -ECU100 transfers a process to step S250, without performing the process of step S240.

  Next, the HV-ECU 100 increments the number of the search target section i by one (step S250).

  Next, the HV-ECU 100 determines whether or not the search target section i is larger than the total number of prefetched data (the total number of sections included in the scheduled travel route information) (step S252).

  If it is determined in step S252 that the search target section i is equal to or less than the total number of prefetched data (NO in step S252), the HV-ECU 100 returns the process to step S210 and repeats the processes after step S210.

  If it is determined in step S252 that the search target section i is larger than the total number of prefetched data (YES in step S252), the HV-ECU 100 determines that the target downhill is “valid” and the descending end point is 0. It is determined whether or not there is (step S254).

  If it is determined in step S254 that the target downhill is valid and the descending end point is 0 (YES in step S254), HV-ECU 100 determines that the descending end point is section i-1 immediately before search target section i. (Step S256). Thereafter, the HV-ECU 100 ends the process.

  If it is determined in step S254 that the target downhill is not valid or the descending end point is not 0 (NO in step S254), HV-ECU 100 ends the process without executing the process of step S256.

  If it is determined in step S220 that the gradient Gi is larger than the threshold value Gth1 (NO in step S220), the subsequent steps S260 to S280 are executed to perform a flat road (or uphill) that continues for a certain distance (threshold value DFth). It is determined whether or not (slope) exists. Note that the threshold value Gth1 is set to a predetermined negative value as described above. Therefore, “the gradient Gi is greater than the threshold value Gth1” indicates that the downward gradient is a flat road (or uphill) smaller than the magnitude (absolute value) of the threshold value Gth1.

  First, the HV-ECU 100 determines whether or not the flat starting point k is 0 (step S260). If it is determined in step S260 that the flat starting point k is 0 (YES in step S260), the HV-ECU 100 sets the flat starting point k to the current search target section i (step S262).

  When it is determined in step S260 that flat starting point k is not 0 (NO in step S260), HV-ECU 100 proceeds to step S270 without executing step S262. In this case, the flat starting point k is maintained at the current value.

  Next, the HV-ECU 100 calculates a flat distance DF from the flat start point k to the end point of the current search target section i (step S270).

  As shown in the following equation (4), the HV-ECU 100 sets the previous value of the flat distance DF (the flat distance from the flat start point k to the end point of the section i-1 immediately before the current search target section i) at the present time. A value obtained by adding the flat distance DFi of the search target section i is calculated as the current value of the flat distance DF (flat distance from the flat start point to the end point of the current search target section i).

DF (current value) = DF (previous value) + DFi (4)
Next, the HV-ECU 100 determines whether or not the flat distance DF calculated in step S270 is larger than the threshold value DFth (step S272).

  If it is determined in step S272 that flat distance DF is equal to or smaller than threshold value DFth (NO in step S272), HV-ECU 100 proceeds to step S250.

  If it is determined in step S272 that the flat distance DF is greater than the threshold value DFth (YES in step S272), the HV-ECU 100 determines whether or not the target downhill is “valid” (step S274).

  If it is determined in step S274 that the target downhill is not “valid” (NO in step S274), HV-ECU 100 determines whether or not the descending starting point is 0 (step S276).

  If it is determined in step S276 that the descending starting point is 0 (YES in step S276), HV-ECU 100 proceeds to step S250.

  When it is determined in step S276 that the descending starting point is not 0 (NO in step S276), HV-ECU 100 resets the descending starting point to 0 (step S278). Thereafter, the HV-ECU 100 shifts the process to step S250.

  If it is determined in step S274 that the target downhill is “valid” (YES in step S274), the HV-ECU 100 sets the section k-1 immediately before the flat start point k as the down end point (step S280). . Thereafter, the HV-ECU 100 ends the process. That is, in the present embodiment, the HV-ECU 100 determines that the search target section i is the time point when a set of descending start point and descending end point is specified on the planned travel route (that is, one target downhill section is specified). Even if the prefetched data total has not been reached, the controlled object search process is terminated.

  As described above, in the present embodiment, when the mitigation flag is off (YES in step S210), the start gradient condition “the gradient of the start point is greater than threshold Gth1” determined in step S220. The three conditions, the elevation difference condition “elevation difference ΔH is greater than threshold ΔHth1” determined in step S236, and the distance condition “downlink distance DG is greater than threshold DGth1” determined in step S238 are: Included in extraction conditions. When all these three conditions are satisfied, it is determined that the target downhill is valid.

  On the other hand, when the relaxation flag is on (NO in step S210), HV-ECU 100 relaxes the downlink extraction condition by deleting all the above three conditions (start gradient condition, elevation difference condition, distance condition). To do. That is, when the mitigation flag is on (NO in step S210), HV-ECU 100 determines that the target downhill is valid unconditionally without determining whether the start gradient condition, the elevation difference condition, and the distance condition are successful. Then, the descending start point is set to the current search target section i (step S211). Thereafter, the HV-ECU 100 determines the descending end point by shifting the process to step S260.

  FIG. 9 is a flowchart illustrating an example of a procedure of mitigation flag off processing (processing to change from on to off). The HV-ECU 100 determines whether or not the mitigation flag is on (step S291).

  If the mitigation flag is on (YES in step S291), HV-ECU 100 determines whether or not the mitigation flag off condition is satisfied (step S292). The mitigation flag OFF condition is a condition that there is no target downhill section on the planned travel route after the plan update (reroute time, etc.), and a condition that the down pre-discharge control is terminated by passing through the target downhill section , A condition that the travel route guidance is completed upon arrival at the destination, a condition that a system abnormality has occurred, and the like are set.

  If the mitigation flag off condition is satisfied in step S292 (YES in step S292), HV-ECU 100 sets the mitigation flag to off (step S293).

  FIG. 10 is a diagram illustrating a target downhill section (pattern A) in which a downhill continues. When the prefetch information update timing is reached at a point PA in the middle of the target downhill section, if the three downward extraction conditions such as the start gradient condition, the elevation difference condition, and the distance condition are applied as they are, the three conditions At least one is not established, and there is a concern that the section from the point PA to the downlink end Pf may be excluded from the target downlink section after the update. However, in the present embodiment, the start gradient condition, the elevation difference condition, and the distance condition are deleted. Therefore, the section from the point PA to the downlink end Pf is determined as the target downlink section, and the downlink pre-discharge control is continued.

  FIG. 11 is a diagram illustrating a target downhill section (pattern B) including a flat road on the way. When the prefetch information update timing is reached at the point PB on the flat road in the middle of the target downhill section, if the three downward extraction conditions of the start gradient condition, the elevation difference condition, and the distance condition are applied as they are, at least The start gradient condition is not satisfied, and after the update, the section from the point PB to the descending end Pf deviates from the target descending section. However, in the present embodiment, the start gradient condition, the elevation difference condition, and the distance condition are deleted. Therefore, even after the update, the section from the point PB to the downlink end Pf is determined as the target downlink section, and the downlink pre-discharge control is continued.

  As described above, the HV-ECU 100 according to the present embodiment has passed through the first condition that the mitigation flag is on, that is, the downlink pre-discharge control is started, and the downlink start point at the prefetch information update timing. If the second condition is satisfied, the extraction condition of the target downhill section is relaxed on the assumption that the target downhill section is traveling. As a result, even if the plan of the down pre-discharge control is updated while the vehicle 1 is traveling on the target downhill section and the pre-read information update timing is updated, the target downhill section before the update is updated. In this case, it is easy to determine the target downhill section. As a result, since the downstream pre-discharge control is continued, the downstream pre-discharge control is suppressed from being terminated inappropriately (earlier than the plan before the update).

  In the above-described embodiment, the downlink pre-discharge control is mainly described in detail. However, when the present disclosure is applied to the uplink pre-charge control, the contents described in the downlink pre-discharge control are used for the uplink pre-charge control. What is necessary is just to change suitably to the suitable content. Specifically, “down” described in the downlink pre-discharge control is read as “up” in the uplink pre-charge control, and the target SOC value Sn of the downlink pre-discharge control is changed to “value Sh” in the uplink pre-charge control. (See FIG. 5), and various threshold values used in the downlink pre-discharge control may be changed to values suitable for the uplink pre-charge control.

<Modification>
In the above-described embodiment, an example in which three conditions of the start gradient condition, the elevation difference condition, and the distance condition are deleted as a method of relaxing the extraction condition of the control target section has been described. However, the method for relaxing the extraction condition of the control target section is not limited to this.

  For example, when the condition for determining the descending end point includes a condition that “the altitude is higher than the starting point”, the condition for extracting the control target section can be relaxed by deleting the condition.

  FIG. 12 is a diagram illustrating a target downhill section (pattern C) including an uphill on the way. When the pre-reading information update timing is reached at the point PC on the uphill in the middle of the target downhill section, if it is determined that the point that satisfies the above-mentioned condition that “the altitude is higher than the starting point” is the descending end point, After the update, a point where the altitude is higher than the starting point PC exists immediately after the point PC, and the section after the point PC deviates from the target downlink section. However, in this modification, the condition that “the altitude is higher than the starting point” is deleted from the condition for determining the descending end point. Therefore, even after the update, the section from the point PC to the downlink end Pf is determined as the target downlink section, and the downlink pre-discharge control can be continued.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1 vehicle, 10 engine, 20 1st MG, 30 2nd MG, 40 power split device, 50 PCU, 60 power storage device, 80 drive wheel, 100 HV-ECU, 110 BAT-ECU, 120 various sensors, 122 accelerator pedal sensor, 124 Vehicle speed sensor, 126 Brake pedal sensor, 130 Navigation device, 132 Navigation ECU, 134 Map information DB, 136 GPS receiver, 138 Traffic information receiver, 140 HMI device, 150 CAN.

Claims (1)

An electric vehicle,
A rotating electric machine for traveling connected to the drive wheel;
A power storage device electrically connected to the rotating electrical machine;
A navigation device that outputs information of a planned travel route divided into a plurality of sections;
When the predetermined update timing is reached, information on the planned travel route is acquired from the navigation device, and it is determined whether or not the acquired planned travel route includes a plurality of single or continuous sections that satisfy the extraction condition. And a control device that executes pre-change control for changing the charge state of the power storage device in advance before entering the section determined to satisfy the extraction condition,
The pre-change control includes at least one of downstream pre-discharge control and upstream pre-charge control,
The downlink pre-discharge control determines whether there is a single or a plurality of continuous sections satisfying a downlink extraction condition on the planned travel route, and before entering the section determined to satisfy the downlink extraction condition, It is a control to reduce the state of charge of the power storage device in advance,
The upstream precharge control determines whether there is a single or a plurality of continuous sections that satisfy the upstream extraction condition on the scheduled travel route, and before entering the section that is determined to satisfy the upstream extraction condition, It is a control to increase the state of charge of the power storage device in advance,
The control device relaxes the extraction condition when the pre-change control is being executed and the vehicle is traveling in a section determined to satisfy the extraction condition.

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