JP7526685B2 - Vehicle control method and vehicle control system - Google Patents

Description

The present invention relates to a vehicle control method and vehicle control system capable of controlling the charging and discharging of a battery.

Conventionally, there are vehicles that perform battery charge/discharge control according to the travel route. For example, there are vehicles that charge the battery by regenerative power generation when going downhill. For such vehicles, technology has been proposed that reduces the battery's SOC at a predetermined timing to prevent regenerative power generation from being lost when going downhill. For example, technology has been proposed that performs control to reduce the SOC of the battery so that the SOC does not reach an upper limit when the planned travel route of the vehicle can be predicted (for example, see Patent Document 1).

JP 2017-087915 A

In the conventional technology described above, when it is difficult to predict the planned travel route of the vehicle, discharge increase control is prohibited. In this way, when discharge increase control is prohibited, control to reduce the SOC while traveling is not executed. For this reason, it is expected that control to reduce the SOC will not be executed even if, for example, the battery SOC is close to the upper limit value on the route before a long downhill slope. In this case, regenerative power generation on the long downhill slope may be missed, and the efficiency of power consumption (electricity cost) may deteriorate.

The purpose of the present invention is to improve power efficiency by implementing appropriate charge and discharge control.

One aspect of the present invention is a method for controlling a vehicle having at least one of an internal combustion engine and a motor as a braking/driving force source, and a battery that transfers electric power to and from the motor. This control method includes a calculation step of calculating a predicted SOC transition value for each route along which the vehicle is predicted to travel, based on the current location of the vehicle; a selection step of selecting, from each route, a maximum route along which the predicted SOC transition value is maximized and a minimum route along which the predicted SOC transition value is minimized; and a control step of increasing the amount of discharge of the battery between a first point on the maximum route along which the predicted SOC transition value is maximized and the current location of the vehicle when the maximum value of the predicted SOC transition value on the maximum route exceeds the upper SOC limit of the battery, and increasing the amount of charge of the battery between a second point on the minimum route along which the predicted SOC transition value is minimized and the current location of the vehicle when the minimum value of the predicted SOC transition value on the minimum route falls below the lower SOC limit of the battery.

The present invention makes it possible to improve power efficiency by implementing appropriate charge and discharge control.

FIG. 1 is a schematic diagram showing the main parts of a vehicle. FIG. 2 is a diagram showing a number of routes along which a vehicle is expected to travel. FIG. 3 is a diagram showing an example of transition between the predicted SOC value along the maximum route and the predicted SOC value along the minimum route. FIG. 4 is a diagram showing an example of transition between the predicted SOC value along the maximum route and the predicted SOC value along the minimum route. FIG. 5 is a diagram showing an example of pre-discharge control when traveling along the maximum route. FIG. 6 is a diagram showing an example of pre-discharge control when traveling along the maximum route. FIG. 7 is a diagram illustrating an example of pre-charging control when traveling along a minimum route. FIG. 8 is a diagram illustrating an example of pre-charging control when traveling along a minimum route. FIG. 9 is a flowchart illustrating an example of a procedure for the charge/discharge control process performed by the integrated controller. FIG. 10 is a flowchart illustrating an example of a procedure for a pre-discharge control process performed by the integrated controller. FIG. 11 is a flowchart illustrating an example of a procedure for a pre-charge control process performed by the integrated controller. FIG. 12 is a diagram showing an example of charge/discharge control when the balance mode is set. FIG. 13 is a diagram showing an example of charge/discharge control when the balance mode is set. FIG. 14 is a diagram illustrating an example of discharge control when the fuel efficiency priority mode is set. FIG. 15 is a diagram showing an example of charge control when the noise avoidance priority mode is set. FIG. 16 is a flowchart illustrating an example of a procedure for charge/discharge control processing by the integrated controller.

The following describes an embodiment of the present invention with reference to the attached drawings.

[Vehicle configuration example]
1 is a schematic diagram showing a main portion of a vehicle 1. The vehicle 1 includes an internal combustion engine 2, a generator motor 3, a traction motor 4, a battery 5, and drive wheels 6.

The internal combustion engine 2 may be either a gasoline engine or a diesel engine. The power generating motor 3 generates electricity by being driven by the power of the internal combustion engine 2. The traction motor 4 is driven by the power of the battery 5 to drive the drive wheels 6. The traction motor 4 also has a so-called regenerative function, in which the motor 4 is rotated along with the rotation of the drive wheels 6 during deceleration, etc., to regenerate deceleration energy as electricity. The battery 5 is charged with the electricity generated by the power generating motor 3 and the electricity regenerated by the traction motor 4. In this embodiment, the case where the vehicle 1 generates electricity regeneratively on a downhill slope will be described as power generation by downhill regeneration.

The vehicle 1 has a first power transmission path 21 and a second power transmission path 22. The first power transmission path 21 transmits power between the traveling motor 4 and the drive wheels 6. The second power transmission path 22 transmits power between the internal combustion engine 2 and the generator motor 3. The first power transmission path 21 and the second power transmission path 22 are power transmission paths independent of each other, that is, power is not transmitted from one of the first power transmission path 21 and the second power transmission path 22 to the other.

The first power transmission path 21 is composed of a first reduction gear 11 provided on the rotating shaft 4a of the driving motor 4, a second reduction gear 12 meshing with the first reduction gear 11, a third reduction gear 13 provided coaxially with the second reduction gear 12 and meshing with the differential gear 14, and a differential gear 14 provided in a differential case 15.

The second power transmission path 22 is configured with a fourth reduction gear 16 provided on the output shaft 2a of the internal combustion engine 2, a fifth reduction gear 17 meshing with the fourth reduction gear 16, and a sixth reduction gear 18 provided on the rotating shaft 3a of the generator motor 3 and meshing with the fifth reduction gear 17.

Each of the first power transmission path 21 and the second power transmission path 22 does not have an element that blocks the power transmission. In other words, each of the first power transmission path 21 and the second power transmission path 22 is always in a state in which power is transmitted.

The vehicle 1 further includes a controller 30. The controller 30 includes an engine controller 31 that controls the internal combustion engine 2, a power generation motor controller 32 that controls the power generation motor 3, a driving motor controller 33 that controls the driving motor 4, and an integrated controller 34 that integrates the control of the vehicle 1.

The engine controller 31 is composed of a microcomputer equipped with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input/output interface (I/O interface). The same is true for the power generation motor controller 32, the running motor controller 33, and the integrated controller 34. The engine controller 31, the power generation motor controller 32, and the running motor controller 33 are connected to each other via a CAN standard bus via the integrated controller 34 so that they can communicate with each other.

Signals from various sensors and switches are input to the controller 30, including a rotation speed sensor 81 for detecting the rotation speed NE of the internal combustion engine 2, an accelerator opening sensor 82 for detecting the accelerator opening APO, which indicates the amount of depression of the accelerator pedal, a water temperature sensor 83 for detecting the water temperature THW of the internal combustion engine 2, and a vehicle speed sensor 84 for detecting the vehicle speed VSP. These signals are input to the integrated controller 34 directly or via another controller such as the engine controller 31.

The vehicle 1 is a series hybrid vehicle that uses the power of the generator motor 3, which is driven by the power of the internal combustion engine 2 to generate electricity, to drive the drive wheels 6 with the traction motor 4.

During series running, the integrated controller 34 executes switching control between the engine stop mode and the engine power generation mode. Here, the engine stop mode is a control mode in which the internal combustion engine 2 is stopped and power is supplied to the driving motor 4 from the battery 5. The engine power generation mode is a control mode in which the internal combustion engine 2 is driven and the power generated by the power generation motor 3 is charged to the battery 5. Note that, when the engine power generation mode is set, power is supplied to the driving motor 4 from both the battery 5 and the power generation motor 3 as necessary. In this embodiment, running in the engine stop mode is described as EV (Electric Vehicle) running. Note that the section where EV running is possible is an example of a section where discharge is possible while the vehicle 1 is running. Also, the section where charging by downhill regeneration is possible is an example of a section where charging is possible while the vehicle 1 is running.

The integrated controller 34 executes a process of searching for a route along which the vehicle 1 is estimated to travel. For example, the integrated controller 34 can obtain a route along which the vehicle 1 is estimated to travel as a predicted route based on map information stored in a storage device (not shown) and various information transmitted from a data center (not shown). The map information includes, for example, road environment information such as road curvature radius, gradient, intersections, signals, railroad crossings, pedestrian crossings, speed limits, and toll booths, and road attribute information (highways, trunk roads, general roads, residential areas, rough road surfaces, clean road surfaces, etc.). The storage device may also store drive data (accelerator operation, vehicle speed, etc.) of the vehicle 1 in past travel sections and use the data for route prediction. Information from the data center can be obtained by wireless communication via a communication device (not shown) and a specified network (not shown). Information from the data center can include traffic information, statistical traffic data, and road conditions (traffic jam information, etc.).

Vehicle 1 may be equipped with a navigation device that has the function of automatically determining the location of vehicle 1, comparing it with map information, displaying a route on a map on the screen of an input/output device (not shown), providing directions by voice or the like, and guiding the driver to the destination.

[Example of calculation of predicted SOC transition value for each route]
Fig. 2 is a diagram showing a number of routes along which the vehicle 1 is expected to travel. Fig. 2 shows only a simplified version of a number of routes along which the vehicle 1 is expected to travel. Specifically, branch points B1 to B12 and sections R1 to R25 between the branch points are shown. The current location of the vehicle 1 is assumed to be near the branch point B1. The current location of the vehicle 1 can be identified based on information acquired from various sensors or information acquired from an external source, such as GPS information.

In this embodiment, an example is shown in which the target routes are routes that are expected to be traveled by vehicle 1 and are within a predetermined range based on the current location of vehicle 1. Here, the predetermined range can be, for example, the range of travel distance of vehicle 1 that is set based on the range of battery capacity from the lower SOC limit value to the upper SOC limit value of battery 5 (usable SOC range). For example, the predetermined range can be a distance that is shorter than the distance that vehicle 1 can travel based on a battery capacity that is twice the usable SOC range.

The specified range can be, for example, a range of driving distance of vehicle 1 that is set based on the amount of SOC decrease of battery 5 due to EV driving of vehicle 1. For example, the specified range can be an EV driving distance where the amount of SOC decrease of battery 5 is less than twice the usable SOC range. Also, for example, the specified range can be an EV driving distance where the amount of SOC decrease of battery 5 is less than the sum of the difference between the current SOC of battery 5 and the SOC lower limit value and the usable SOC range.

Furthermore, for these target routes, the predicted SOC increase/decrease value is calculated for each section between the branch points, and the predicted SOC increase/decrease value for each section is integrated to calculate the predicted SOC trend value for the target route. Furthermore, among the target routes, the route with the largest predicted SOC trend value is selected as the maximum route, and the route with the smallest predicted SOC trend value is selected as the minimum route.

Here, a method for calculating the predicted SOC change value for the target route will be described. First, a method for calculating the predicted SOC increase/decrease value for each section between branch points will be described. The predicted SOC increase/decrease value for the section to be calculated (hereinafter referred to as the target section) can be obtained based on the amount of power that can be generated by the power generating motor 3 in the target section (estimated power generation amount) and the amount of power consumed by the driving motor 4 in the target section (estimated consumption amount). In other words, the sum of the increase in SOC based on the estimated power generation amount in the target section and the decrease in SOC based on the estimated consumption amount in the target section can be used as the predicted SOC increase/decrease value in the target section. Note that the section in the target section where power generation is performed by the power generating motor 3 (for example, a downhill slope or a rough road surface) will be referred to as the power generation section.

The estimated amount of power generated by the power generating motor 3 in the target section can be calculated by a known calculation method. For example, the amount of power consumed in the target section can be calculated based on the distance traveled by the vehicle 1 in the power generating section in the target section, the gradient (i.e., the difference in elevation) of the target section, and the statistical vehicle speed (statistically predicted vehicle speed) of the vehicle 1 in the target section. The estimated amount of power consumed by the driving motor 4 in the target section can be calculated by a known calculation method. For example, the estimated amount of power consumed in the target section can be calculated based on the distance traveled by the vehicle 1 in the target section, the gradient of the target section, and the statistical vehicle speed of the vehicle 1 in the target section. The amount of power consumed in the target section may be calculated taking into account energy consumption other than that for driving (for example, consumption of air conditioners, audio equipment, navigation devices, cooling systems, etc.). The information used in each of these calculations can be obtained from map information stored in a storage device or information transmitted from a data center.

In place of the statistical vehicle speed used in each of these calculations, speed information from the Vehicle Information and Communication System (VICS, registered trademark) or vehicle speed limits may be used. Also, the vehicle speed may be estimated based on at least one of the road type, road width, number of lanes, and temperature.

The SOC change prediction value of the target route can be calculated by accumulating the SOC increase/decrease prediction value for each section calculated in this way. For example, the SOC change prediction values calculated for the target sections R1 to R4 are S1, S2, S3, and S4. In this case, the SOC change prediction value of the target route R1 → R2 → R3 → R4 can be obtained by adding S1 to S4, that is, S1 + S2 + S3 + S4. In addition, the SOC change prediction value can be calculated similarly for other target routes. Among the SOC change prediction values obtained in this way, the target route (maximum route) with the maximum SOC change prediction value and the target route (minimum route) with the minimum SOC change prediction value are selected. In FIG. 2, an example is shown in which the target route R1 → R2 → R3 → R11 → R22 shown by the thick line is selected as the maximum route, and the target route R5 → R6 → R15 → R17 → R20 → R25 shown by the thick line is selected as the minimum route. An example of the predicted SOC trends for the maximum and minimum routes selected in this way is shown in Figures 3 and 4.

[Example of predicted SOC transition values for maximum and minimum routes]
3 and 4 are diagrams showing examples of transitions between the predicted SOC values of the maximum route and the minimum route. In FIG. 3 and FIG. 4, a line connecting the straight lines corresponding to the predicted SOC gain and loss values for each section in the maximum route is simplified and shown by a solid line L1. Also, a line connecting the straight lines corresponding to the predicted SOC gain and loss values for each section in the minimum route is simplified and shown by a solid line L2. Note that the vertical axis of the graphs shown in FIG. 3 and FIG. 4 indicates the SOC value of the battery 5, and the horizontal axis indicates the travel distance of the vehicle 1. The same applies to the horizontal and vertical axes of the graphs shown in FIG. 5 to FIG. 8 and FIG. 12 to FIG. 15.

Figure 3 shows an example of pre-discharge control when vehicle 1 travels along the maximum route. Figure 4 shows an example of pre-charge control when vehicle 1 travels along the minimum route. Even when pre-charge/discharge control is being executed, if the SOC of battery 5 reaches the SOC upper limit while vehicle 1 is traveling, forced discharge is started at that timing, and if the SOC of battery 5 reaches the SOC lower limit, forced charging is started at that timing.

For example, when the vehicle 1 is traveling along a route that passes through many downhill sections, the power regenerated by the traction motor 4 on the downhill sections is charged to the battery 5, and as shown by the solid line L1, the SOC of the battery 5 increases as the vehicle 1 travels downhill. However, when the battery 5 is charged on a downhill section in this manner, the SOC upper limit of the battery 5 may be exceeded, and forced discharge may be performed. In this way, when the SOC upper limit of the battery 5 is exceeded and forced discharge is performed, the power regenerated by the traction motor 4 cannot be charged, and the regenerative energy cannot be recovered.

Therefore, in this embodiment, the SOC transition prediction value is calculated for multiple routes on which the vehicle 1 is predicted to travel, and the charge/discharge control of the battery 5 is performed based on the maximum and minimum SOC transition prediction values. For example, in FIG. 3, the point where the SOC transition prediction value is predicted to be maximum is shown as position D2. In this case, the discharge amount of the battery 5 is increased between position D2 and the current location of the vehicle 1. For example, the battery 5 is pre-discharged before the vehicle 1 reaches a downhill slope. In FIG. 3, after the vehicle 1 passes position D1, the battery 5 is pre-discharged as shown by the arrow A1. That is, when the SOC transition prediction value exceeds the SOC upper limit value, pre-discharge is performed so that the SOC is reduced by the amount of the excess. As a result, as shown by the dotted line L3, it is possible to prevent the SOC upper limit value of the battery 5 from being reached even when the battery 5 is charged on a downhill slope, and it is possible to prevent the regenerative energy from being lost.

Here, we assume that the vehicle 1 is traveling along a route that passes through a section where the vehicle 1 travels at a low speed due to congestion or the like (hereinafter referred to as a low-speed area). The low-speed area is a road on which the sound caused by the contact sound between the wheels of the vehicle 1 and the road surface (so-called noise generated during driving, road noise) is small, and the occupants can easily notice the sound generated by the vehicle 1.

In this way, when the vehicle 1 is traveling along a route that passes through a low-speed area, the internal combustion engine 2 is not driven in the low-speed area, and EV driving is performed using the traction motor 4, using the power of the battery 5, in consideration of the influence of road noise. In this way, in the low-speed area, the traction motor 4 is driven without generating electricity using the internal combustion engine 2, so power from the battery 5 is used. For this reason, as shown by the solid line L2, the SOC of the battery 5 decreases as the vehicle 1 drives in the low-speed area. However, when the battery 5 is discharged in this way in the low-speed area, the SOC may fall below the lower limit of the battery 5, and forced charging may be performed. In this way, when the SOC of the battery 5 falls below the lower limit, forced charging is performed by driving the internal combustion engine 2, and the driving noise of the internal combustion engine 2 may cause discomfort to the occupants.

Therefore, in this embodiment, as described above, pre-charging control of the battery 5 is performed based on the minimum SOC transition prediction value. For example, in FIG. 4, the point where the SOC transition prediction value is predicted to be the minimum is shown as position D4. In this case, the charge amount of the battery 5 is increased between position D4 and the current location of the vehicle 1. For example, pre-charging of the battery 5 is performed before the vehicle 1 reaches the low-speed area. In FIG. 4, after the vehicle 1 passes position D3, pre-charging of the battery 5 is performed as shown by arrow A2. That is, when the SOC transition prediction value exceeds the SOC lower limit, pre-charging is performed so that the SOC increases by the amount of the excess. As a result, as shown by the dotted line L4, it is possible to prevent the battery 5 from reaching the SOC lower limit even when the vehicle 1 travels in a low-speed area, and it is possible to prevent forced charging from being performed.

[Example of pre-discharge control when traveling the maximum route]
5 and 6 are diagrams showing an example of pre-discharge control during driving on the maximum route. In Fig. 5 and Fig. 6, solid lines L11 and L15 are simplified lines connecting straight lines corresponding to predicted SOC gain and loss values for each section on the maximum route. Also, solid lines L12 and L16 are simplified lines connecting straight lines corresponding to predicted SOC gain and loss values for each section on the minimum route.

Here, the pre-discharge control shown in FIG. 5 is started when the vehicle 1 continues to travel along the maximum route and reaches position D11. The pre-discharge control shown in FIG. 6 is started when the vehicle 1 continues to travel along the maximum route and reaches position D13. Similarly, when the pre-charge control shown in FIG. 7 and FIG. 8 is executed, it is started when the vehicle 1 continues to travel along the minimum route and reaches the predetermined positions D21 and D25. That is, after the minimum route and the maximum route are created, if the vehicle 1 travels along a route other than the minimum route and the maximum route, a new SOC transition prediction value is calculated based on the current location of the vehicle 1, and a new maximum route and minimum route are set. The same applies to the pre-charge and discharge control shown in FIG. 12 to FIG. 15.

In FIG. 5, as shown by arrow A11, an example is shown in which pre-discharge control is performed once before the predicted SOC transition value exceeds the SOC upper limit value. Also, in FIG. 6, as shown by arrows A12 and A13, an example is shown in which pre-discharge control is performed twice before the predicted SOC transition value exceeds the SOC upper limit value.

In the example shown in FIG. 5, as shown by solid line L11, the predicted SOC value at position D12 on the maximum route is the maximum value. The arrow indicates the difference value DV1 between the predicted SOC value at position D12 and the upper SOC limit value. In other words, the difference value DV1 can be referred to as the SOC excess amount or excess SOC.

In such a case, the SOC excess amount of the maximum route, which can be predicted based on the predicted SOC transition value, is pre-discharged. Specifically, in order to perform regenerative power generation on downhill sections, pre-discharge is planned on sections other than downhill sections, and pre-discharge control is started at a point where the total discharge amount matches the SOC excess amount. In the example shown in FIG. 5, as shown by arrow A11, pre-discharge control is started at a timing before the predicted SOC transition value exceeds the SOC upper limit value (the timing of passing position D11). In this case, the total discharge amount DV2 is set to the same value as the SOC excess amount (difference value DV1). The predicted SOC transition value after the execution of pre-discharge control is indicated by a solid line L13.

In the example shown in FIG. 6, the predicted SOC value at position D14 on the maximum route is the maximum value, as shown by solid line L15. The arrow also indicates the difference (SOC excess amount) DV3 between the predicted SOC value at position D14 and the SOC upper limit value.

In such a case, as in the example shown in FIG. 5, the maximum route SOC excess amount is pre-discharged. However, in the example shown in FIG. 6, the dischargeable section (e.g., a section with small SOC gain/loss amount) immediately before the predicted SOC transition value exceeds the SOC upper limit value is short. Therefore, as shown by arrow A12, pre-discharge control is started at the timing when the dischargeable section just before the dischargeable section passes (the timing when position D13 is passed). In this case, the total discharge amount DV4 is set to the same value as the SOC excess amount (difference value DV3). The predicted SOC transition value after the execution of pre-discharge control is shown by solid line L17.

[Example of pre-charging control when driving a minimum route]
7 and 8 are diagrams showing an example of pre-charge control when traveling along the minimum route. In Fig. 7 and Fig. 8, solid lines L21 and L25 are simplified lines connecting straight lines corresponding to predicted SOC gain and loss values for each section along the maximum route. Also, solid lines L22 and L26 are simplified lines connecting straight lines corresponding to predicted SOC gain and loss values for each section along the minimum route.

In addition, FIG. 7 shows an example in which pre-charging control is performed once before the predicted SOC transition value exceeds the SOC lower limit value, as indicated by arrow A21. Also, FIG. 8 shows an example in which pre-charging control is performed twice before the predicted SOC transition value exceeds the SOC lower limit value, as indicated by arrows A25 and A26.

In the example shown in FIG. 7, the predicted SOC value at position D22 on the minimum route is the minimum value, as shown by the solid line L22. The arrow also indicates the difference (SOC excess amount) DV21 between the predicted SOC value at position D22 and the SOC lower limit value.

In such a case, the vehicle is pre-charged by the SOC excess amount of the minimum route that can be predicted based on the predicted SOC transition value. Specifically, since discharging is performed in congested and low-speed areas, a plan is made to pre-charge in areas other than congested and low-speed areas, and pre-charge control is started at a point where the total charge amount matches the SOC excess amount. In the example shown in FIG. 7, as shown by arrow A21, pre-charge control is started before the predicted SOC transition value exceeds the SOC lower limit value (when passing position D21). In this case, the total charge amount value DV22 is set to the same value as the SOC excess amount (difference value DV21). The predicted SOC transition value after execution of pre-charge control is shown by a solid line L23.

In the example shown in FIG. 8, the predicted SOC value at position D26 on the minimum route is the minimum value, as shown by the solid line L26. The arrow also indicates the difference (SOC excess amount) DV25 between the predicted SOC value at position D26 and the SOC lower limit value.

In such a case, as in the example shown in FIG. 7, pre-charging is performed by the SOC excess amount of the minimum route. However, in the example shown in FIG. 8, the chargeable section (e.g., a section with small SOC gain and loss) immediately before the predicted SOC transition value exceeds the SOC lower limit is short. Therefore, as shown by arrow A25, pre-charging control is started at the timing when the chargeable section immediately before that chargeable section is passed (the timing when position D25 is passed). In this case, the total charge amount DV26 is set to the same value as the SOC excess amount (difference value DV25). The predicted SOC transition value after execution of pre-charging control is shown by solid line L27.

[Example of charge/discharge control processing]
9 is a flowchart showing an example of a procedure for the charge/discharge control process by the integrated controller 34. The procedure is executed based on a program stored in a storage unit (not shown). In the present embodiment, an example is shown in which the charge/discharge control process is executed by the integrated controller 34, but the charge/discharge control process may be executed by one or more other controllers.

The processing procedure shown in FIG. 9 is started at a predetermined timing. For example, this processing procedure may be performed when the vehicle 1 starts traveling without a destination being set. This processing procedure may also be performed when a deviation occurs from the route guided by the navigation function after the destination of the vehicle 1 is set by the occupant using the navigation function. Note that deviation means, for example, that the vehicle 1 has traveled along a route different from the guided route. This processing procedure may also be performed when the vehicle 1 is traveling along the minimum or maximum route and has exceeded a predetermined number of branch points on the travel route.

In step S301, the integrated controller 34 searches for routes that are estimated to be traveled by the vehicle 1, and calculates a predicted SOC transition value for each searched route. Note that route search may be performed using a navigation device, MPP (most probable path), or a data center. For example, as shown in FIG. 2, multiple routes are searched.

In step S302, the integrated controller 34 selects, from among the searched routes, the maximum route in which the predicted SOC transition value is maximized and the minimum route in which the predicted SOC transition value is minimized. For example, as shown in FIG. 2, the route R1 → R2 → R3 → R11 → R22 is selected as the maximum route, and the route R5 → R6 → R15 → R17 → R20 → R25 is selected as the minimum route.

In step S303, the integrated controller 34 determines whether the maximum value of the SOC trend prediction value on the maximum route exceeds the SOC upper limit value and the minimum value of the SOC trend prediction value on the minimum route is below the SOC lower limit value. If the maximum value of the SOC trend prediction value on the maximum route exceeds the SOC upper limit value and the minimum value of the SOC trend prediction value on the minimum route is below the SOC lower limit value, the process proceeds to step S304. On the other hand, if the maximum value of the SOC trend prediction value on the maximum route does not exceed the SOC upper limit value or if the minimum value of the SOC trend prediction value on the minimum route does not fall below the SOC lower limit value, the process proceeds to step S306. For example, in the examples shown in Figures 3 to 8, the maximum value of the SOC trend prediction value on the maximum route exceeds the SOC upper limit value and the minimum value of the SOC trend prediction value on the minimum route is below the SOC lower limit value.

In step S304, the integrated controller 34 determines whether the vehicle 1 is traveling along the maximum route. If the vehicle 1 is traveling along the maximum route, the process proceeds to step S320. On the other hand, if the vehicle 1 is not traveling along the maximum route, the process proceeds to step S305.

In step S320, the integrated controller 34 executes a pre-discharge control process. That is, the integrated controller 34 executes control to increase the discharge amount of the battery 5 between the first point on the maximum route where the predicted SOC transition value is maximized and the current location of the vehicle 1. For example, in the example shown in FIG. 3, it is predicted that the predicted SOC transition value on the maximum route will be maximized when the vehicle 1 passes position D2. In this case, the first point on the maximum route is position D2. This pre-discharge control process will be described with reference to FIG. 10.

In step S305, the integrated controller 34 determines whether the vehicle 1 is traveling along the minimum route. If the vehicle 1 is traveling along the minimum route, the process proceeds to step S330. On the other hand, if the vehicle 1 is not traveling along the minimum route, the charge/discharge control process ends. That is, if the vehicle 1 is not traveling along either the maximum route or the minimum route, the integrated controller 34 executes the charge/discharge control process shown in FIG. 9 again. That is, the integrated controller 34 selects new maximum and minimum routes based on the current location of the vehicle 1, and executes the charge/discharge control process for the new maximum and minimum routes.

In step S330, the integrated controller 34 executes a pre-charge control process. That is, the integrated controller 34 executes control to increase the charge amount of the battery 5 between the second point on the minimum route where the predicted SOC transition value is the smallest and the current location of the vehicle 1. For example, in the example shown in FIG. 4, it is predicted that the predicted SOC transition value on the minimum route will be the smallest when the vehicle 1 passes position D4. In this case, the second point on the minimum route is position D4. This pre-charge control process will be described with reference to FIG. 11.

In step S306, the integrated controller 34 determines whether the maximum value of the predicted SOC trend on the maximum route exceeds the SOC upper limit. If the maximum value of the predicted SOC trend on the maximum route exceeds the SOC upper limit, the process proceeds to step S307. On the other hand, if the maximum value of the predicted SOC trend on the maximum route does not exceed the SOC upper limit, the process proceeds to step S308.

In step S307, the integrated controller 34 determines whether the vehicle 1 is traveling along the maximum route. If the vehicle 1 is traveling along the maximum route, the process proceeds to step S320. On the other hand, if the vehicle 1 is not traveling along the maximum route, the charge/discharge control process ends.

In step S308, the integrated controller 34 determines whether the minimum value of the predicted SOC trend on the minimum route is below the SOC lower limit. If the minimum value of the predicted SOC trend on the minimum route is below the SOC lower limit, the process proceeds to step S309. On the other hand, if the minimum value of the predicted SOC trend on the minimum route is not below the SOC lower limit, the charge/discharge control process ends.

In step S309, the integrated controller 34 determines whether the vehicle 1 is traveling along the minimum route. If the vehicle 1 is traveling along the minimum route, the process proceeds to step S330. On the other hand, if the vehicle 1 is not traveling along the minimum route, the charge/discharge control process ends.

[Example of pre-discharge control processing]
Fig. 10 is a flowchart showing an example of a procedure of a pre-discharge control process by the integrated controller 34. This procedure is the pre-discharge control process (the procedure of step S320 shown in Fig. 9) among the procedures shown in Fig. 9.

In step S321, the integrated controller 34 calculates the amount of SOC decrease that can be discharged while the vehicle 1 is traveling on the maximum route of the vehicle 1 for each dischargeable section.

For example, the integrated controller 34 extracts a section in which the vehicle 1 can discharge while traveling between the first point on the maximum route where the SOC transition prediction value is maximum and the current location of the vehicle 1. Here, the section in which the vehicle 1 can discharge is, for example, a low-speed area in which the vehicle 1 runs in EV mode, a congested section, etc. However, sections in which an increase in SOC is expected, such as a section in which downhill regeneration is possible and a high-speed high-load running section, are excluded from the section in which the vehicle 1 can discharge. In addition, sections in which energy consumption other than driving (e.g., consumption of an air conditioner, a cooling system, etc.) is expected to be high (e.g., a cold region in winter, a running section in midsummer) are also considered as sections in which the battery 5 can discharge. The integrated controller 34 then calculates the SOC decrease amount of the battery 5 for each extracted section in which the battery 5 can discharge. The method of calculating the SOC decrease amount is the same as the method of calculating the SOC increase/decrease prediction value described above.

In step S322, the integrated controller 34 calculates the total SOC decrease amount. For example, the integrated controller 34 sequentially accumulates (i.e., adds) the SOC decrease amount for the dischargeable sections extracted in step S321, starting from the section closest to the first point toward the current location of the vehicle 1, and sets the accumulation result as the total SOC decrease amount (accumulated SOC decrease amount).

In step S323, the integrated controller 34 determines whether the total SOC decrease is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC trend prediction value on the maximum route. If the total SOC decrease is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC trend prediction value, the process proceeds to step S324. On the other hand, if the total SOC decrease is less than the SOC excess amount from the SOC upper limit value of the SOC trend prediction value, the process proceeds to step S325.

In step S324, the integrated controller 34 executes pre-discharge control in the dischargeable sections so that the total SOC decrease is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC transition prediction value on the maximum route. In other words, because the total SOC decrease is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC transition prediction value, discharge is not executed in all dischargeable sections, but only in some of the dischargeable sections.

In this case, the integrated controller 34 performs pre-discharge in the section closest to the first point among the dischargeable sections extracted in step S321. That is, the integrated controller 34 performs pre-discharge in each section from the dischargeable section extracted in step S321 that is closest to the first point to the section in which the total SOC decrease amount is equal to or greater than the SOC excess amount from the SOC upper limit value of the maximum SOC transition prediction value.

For example, assume that 10 sections IN1 to IN10 are extracted as sections in which discharge is possible in step S321. The section closest to the current location of the vehicle 1 is section IN1, and the section closest to the first point is section IN10. In this case, by performing pre-discharge in sections IN6 to IN10 on the first point side, the total SOC decrease amount is equal to or greater than the SOC excess amount from the SOC upper limit value of the maximum SOC transition prediction value. In this case, the integrated controller 34 performs pre-discharge in sections IN6 to IN10 out of the sections IN1 to IN10 in which discharge is possible extracted in step S321. Thus, in this embodiment, when the total SOC decrease amount is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC transition prediction value, pre-discharge is performed in the section closer to the first point where the SOC transition prediction value is predicted to be maximum.

However, the section for pre-discharge may be selected based on other conditions. For example, a section with high discharge efficiency may be selected, or a section for pre-discharge may be selected at a predetermined interval. Also, only the section on the vehicle 1 side or the section located halfway between vehicle 1 and the first point may be selected.

The discharge amount may also be determined based on other criteria. For example, the discharge amount may be determined based on the usable SOC range. That is, when the total SOC decrease amount is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC transition prediction value, pre-discharge may be performed in each section where discharge is possible, so that the total SOC decrease amount falls within the usable SOC range. In this case, it is preferable to perform pre-discharge in each section closer to the first location.

In step S325, the integrated controller 34 performs pre-discharge control in the dischargeable section as well as in sections other than the dischargeable section so that the total SOC decrease amount is equal to or greater than the SOC excess amount from the SOC upper limit value of the SOC trend prediction value on the maximum route.

For example, assume that 10 intervals IN1 to IN10 are extracted as intervals in which discharge is possible in step S321. In this case, the integrated controller 34 performs pre-discharge in all of the intervals IN1 to IN10 in which discharge is possible. However, even if such pre-discharge is performed, the total value of the SOC decrease amount does not become equal to or exceeds the SOC excess amount from the SOC upper limit value of the maximum value of the SOC transition prediction value. Therefore, the integrated controller 34 determines whether discharge is possible in other intervals, and if there is an interval in which discharge is possible, performs discharge in that interval. This interval is, for example, an interval in which energy consumption other than driving (for example, consumption of an air conditioner, cooling system, etc.) can be increased. Note that, if there is no interval in which discharge is possible, the integrated controller 34 performs pre-discharge only in the intervals IN1 to IN10 in which discharge is possible.

In step S326, the integrated controller 34 determines whether the vehicle 1 has deviated from the maximum route. If the vehicle 1 has deviated from the maximum route, the operation of the pre-discharge control process is terminated. On the other hand, if the vehicle 1 has not deviated from the maximum route, i.e., if the vehicle 1 is traveling along the maximum route, the process proceeds to step S327.

In step S327, the integrated controller 34 continues to execute the pre-discharge control. That is, while the vehicle 1 is traveling along the maximum route, the integrated controller 34 continues to execute the pre-discharge control process of step S324 or S325 according to the determination result of step S323.

[Example of pre-charge control processing]
Fig. 11 is a flowchart showing an example of a procedure for pre-charging control processing by the integrated controller 34. This procedure is the pre-charging control processing (the procedure of step S330 shown in Fig. 9) of the procedures shown in Fig. 9.

In step S331, the integrated controller 34 calculates the SOC increase that can be charged while the vehicle 1 is traveling on the shortest route for each chargeable section.

For example, the integrated controller 34 extracts a section where charging is possible while the vehicle 1 is traveling between the second point on the shortest route where the predicted SOC transition value is the smallest and the current location of the vehicle 1. Here, the chargeable section is, for example, a downhill slope where power is generated by downhill regeneration, or a rough road surface where charging is possible without being affected by noise inside the vehicle in an environment with a large influence of road noise. However, sections where a decrease in SOC is expected, such as EV driving in a congested area or a low-speed area, are excluded from the chargeable section. The integrated controller 34 then calculates the SOC increase amount of the battery 5 for each of the extracted chargeable sections. The method of calculating the SOC increase amount is the same as the method of calculating the predicted SOC increase/decrease amount described above.

In step S332, the integrated controller 34 calculates the total SOC increase. For example, for the chargeable sections extracted in step S331, the integrated controller 34 sequentially accumulates (i.e., adds) the SOC increase in the sections closest to the second point toward the current location of the vehicle 1, and sets the accumulation result as the total SOC increase (accumulated SOC increase).

In step S333, the integrated controller 34 determines whether the total SOC increase is equal to or greater than the SOC excess amount from the SOC lower limit of the SOC trend prediction value on the minimum route. If the total SOC increase is equal to or greater than the SOC excess amount from the SOC lower limit of the SOC trend prediction value, the process proceeds to step S334. On the other hand, if the total SOC increase is less than the SOC excess amount from the SOC lower limit of the SOC trend prediction value, the process proceeds to step S335.

In step S334, the integrated controller 34 executes pre-charging control in the chargeable sections so that the total SOC increase is equal to or greater than the SOC excess amount from the SOC lower limit value of the SOC transition prediction value on the minimum route. In other words, since the total SOC increase is equal to or greater than the SOC excess amount from the SOC lower limit value of the SOC transition prediction value, charging is not performed in all chargeable sections, but only in some of the chargeable sections.

In this case, the integrated controller 34 performs pre-charging in the section closest to the second point among the sections where heavy electric current is possible that were extracted in step S331. That is, the integrated controller 34 performs pre-charging in each section from the section closest to the second point among the sections where heavy electric current is possible that were extracted in step S331 to the section where the total SOC increase amount is equal to or greater than the SOC excess amount from the SOC lower limit value of the minimum value of the SOC transition prediction value.

For example, assume that 10 sections IN11 to IN20 are extracted as chargeable sections in step S331. The section closest to the current location of the vehicle 1 is section IN11, and the section closest to the second point is section IN20. In this case, by performing pre-charging in sections IN16 to IN20 on the second point side, the total SOC increase amount is equal to or greater than the SOC excess amount from the SOC lower limit value of the minimum SOC transition prediction value. In this case, the integrated controller 34 performs pre-charging in sections IN16 to IN20 of the chargeable sections IN11 to IN20 extracted in step S331. Thus, in this embodiment, when the total SOC increase amount is equal to or greater than the SOC excess amount from the SOC lower limit value of the SOC transition prediction value, pre-charging is performed in the section closer to the second point where the SOC transition prediction value is predicted to be the minimum.

However, the section for pre-charging may be selected based on other conditions. For example, a section with high charging efficiency may be selected, or a section for pre-charging may be selected at a predetermined interval. Also, only the section on the vehicle 1 side or the section located halfway between vehicle 1 and the second point may be selected.

The charge amount may also be determined based on other criteria. For example, the charge amount may be determined based on the usable SOC range. That is, when the total SOC increase is equal to or greater than the SOC overshoot from the lower SOC limit of the SOC transition prediction value, pre-charging may be performed in each section where charging is possible with a charge amount that brings the total SOC increase within the usable SOC range. In this case, it is preferable to perform pre-charging in each section closer to the second point.

In step S335, the integrated controller 34 executes pre-charging control in sections other than the chargeable section as well as in the chargeable section so that the total SOC increase is equal to or greater than the SOC excess amount from the SOC lower limit value of the SOC trend prediction value on the minimum route.

For example, assume that in step S331, 10 sections IN11 to IN20 are extracted as sections that can be charged. In this case, the integrated controller 34 performs pre-charging in all sections IN11 to IN20 that can be charged. However, even if such pre-charging is performed, the total value of the SOC increase does not exceed the SOC excess amount from the SOC lower limit value of the minimum value of the SOC trend prediction value. Therefore, the integrated controller 34 determines whether charging is possible in other sections, and if there is a section where charging is possible, performs charging in that section. Note that if there is no section where charging is possible, the integrated controller 34 performs pre-charging only in the sections IN11 to IN20 where charging is possible.

In step S336, the integrated controller 34 determines whether the vehicle 1 has deviated from the minimum route. If the vehicle 1 has deviated from the minimum route, the operation of the pre-charge control process is terminated. On the other hand, if the vehicle 1 has not deviated from the minimum route, i.e., if the vehicle 1 is traveling along the minimum route, the process proceeds to step S337.

In step S337, the integrated controller 34 continues to execute the pre-charge control. That is, while the vehicle 1 is traveling along the shortest route, the integrated controller 34 continues to execute the process of step S334 or S335 according to the determination result of step S333.

10 and 11 show an example in which it is determined whether or not to continue to perform pre-charge/discharge control based on whether or not the vehicle 1 deviates from the maximum route or the minimum route, but other determination conditions may be used. For example, it may be determined whether or not to continue to perform pre-charge/discharge control based on whether or not the difference value between the SOC transition prediction value and the SOC of the battery 5 is equal to or greater than a threshold value. For example, even if the vehicle 1 is traveling on the maximum route, if the difference value between the SOC transition prediction value on the maximum route and the current SOC of the battery 5 is equal to or greater than a threshold value (for example, a value of about 1/4 to 10 of the usable SOC), the predicted value and the actual measured value are greatly deviated from each other. For this reason, the pre-charge/discharge control is stopped. Then, new maximum and minimum routes are selected, and pre-charge/discharge control is performed based on the SOC transition prediction value on the new maximum and minimum routes.

[Example of pre-charge/discharge control according to the setting mode]
Next, an example of executing the pre-charge/discharge control in accordance with a driving mode set by an operation of a vehicle occupant will be described. In this embodiment, an example will be described in which any one of a fuel efficiency priority mode, a balanced mode, and a noise avoidance priority mode is set by a user operation.

Here, the fuel economy priority mode is a mode for executing charge and discharge control that prioritizes the fuel economy and power consumption of the vehicle 1 while it is running. That is, the fuel economy priority mode is a mode for executing charge and discharge control that prioritizes the efficiency of power consumption while the vehicle 1 is running. Also, the noise avoidance priority mode is a mode for executing charge and discharge control that prioritizes EV driving (i.e., avoiding forced charging) in congested areas and low-speed areas. That is, the noise avoidance priority mode is a mode for executing charge and discharge control that prioritizes avoiding noise emitted by the vehicle 1. Note that the noise avoidance priority mode can also be referred to as a forced charging avoidance mode. Also, the balance mode is a mode for executing appropriate charge and discharge control according to the SOC of the battery 5.

[Example of charge/discharge control when set to balance mode]
12 and 13 are diagrams showing an example of charge/discharge control when the balanced mode is set. In Fig. 12 and Fig. 13, lines connecting straight lines corresponding to predicted SOC gain/loss values for each section on the maximum route are simplified and shown as solid lines L51 and L55. Also, lines connecting straight lines corresponding to predicted SOC gain/loss values for each section on the minimum route are simplified and shown as solid lines L52 and L56.

In addition, in FIG. 12, the arrow indicates the maximum value of the predicted SOC transition at position D52 and the difference value (SOC excess amount) DV51 between the upper SOC limit value. In addition, in FIG. 13, the arrow indicates the minimum value of the predicted SOC transition at position D56 and the difference value (SOC excess amount) DV55 between the lower SOC limit value.

Here, when the balance mode is set, pre-discharge control or pre-charge control is executed according to the SOC of the battery 5. Specifically, when the SOC of the battery 5 is within the range from the median value of the usable SOC range to the upper SOC value, pre-discharge control is executed. On the other hand, when the SOC of the battery 5 is within the range from the lower SOC limit value to the median value of the usable SOC range, pre-charge control is executed. Note that when the SOC of the battery 5 is the median value of the usable SOC range, pre-discharge control or pre-charge control is executed based on the set conditions.

Here, if the SOC of battery 5 reaches the range from the median of the usable SOC range to the lower SOC limit as a result of pre-discharge, this may interfere with forced charging that takes into account the lower SOC limit. Therefore, when the balanced mode is set, the maximum discharge amount by pre-discharge is limited to half the usable SOC range. In other words, in the pre-discharge control when the balanced mode is set, the discharge amount is limited to the amount until the SOC of battery 5 reaches near the median of the usable SOC range.

In addition, when the SOC of battery 5 reaches the range from the median of the usable SOC range to the upper SOC limit value due to the execution of pre-charge control, there is a possibility that it will interfere with the forced discharge that takes into account the upper SOC limit value. Therefore, when the balance mode is set, the maximum charge amount by pre-charge is limited to half of the usable SOC range. In other words, in the pre-charge control when the balance mode is set, the charge amount is limited to the amount until the SOC of battery 5 reaches near the median of the usable SOC range.

In the example shown in FIG. 12, the SOC of battery 5 when the maximum route and the minimum route are selected is in the range above the median of the usable SOC range. Therefore, as shown by arrow A51, pre-discharge control is performed once at a timing of position D51 before the predicted SOC trend value exceeds the SOC upper limit value.

In the example shown in FIG. 12, if the same discharge amount as the difference value DV51 is pre-discharged, it will be in the range below the median of the usable SOC range. Therefore, pre-discharge is performed only for the discharge amount DV52, which is within the range from the SOC upper limit to the median of the usable SOC range. The predicted SOC trend value after pre-discharge control is performed is shown by solid line L53. However, even the predicted SOC trend value (solid line L53) after pre-discharge control is performed exceeds the SOC upper limit before the vehicle 1 reaches position D52. In this way, if the SOC of the battery 5 reaches the SOC upper limit after pre-discharge control is performed, forced discharge is started at that timing.

In the example shown in FIG. 13, the SOC of battery 5 when the maximum route and the minimum route are selected is within a range below the median of the usable SOC range. Therefore, as shown by arrow A55, pre-charging control is performed once at a timing of position D55 before the predicted SOC trend value exceeds the lower SOC limit value.

In the example shown in FIG. 13, if the battery 5 is pre-charged with the same charge amount as the difference value DV55, the range will be equal to or greater than the median of the usable SOC range. Therefore, pre-charging is performed only for the charge amount DV56, which is within the range from the SOC lower limit to the median of the usable SOC range. The predicted SOC trend value after pre-charging control is performed is shown by the solid line L57. However, even the predicted SOC trend value (solid line L57) after pre-charging control is performed falls below the SOC lower limit before the vehicle 1 reaches position D56. In this way, if the SOC of the battery 5 reaches the SOC lower limit after pre-charging control is performed, forced charging is started at that timing.

[Example of discharge control when fuel efficiency priority mode is set]
14 is a diagram showing an example of discharge control when the fuel efficiency priority mode is set. In FIG. 14, a line connecting straight lines corresponding to the predicted SOC gain and loss values for each section on the maximum route is simplified and shown as a solid line L61. Also, a line connecting straight lines corresponding to the predicted SOC gain and loss values for each section on the minimum route is simplified and shown as a solid line L62.

In addition, in FIG. 14, the arrow indicates the difference value (SOC excess amount) DV61 between the maximum value of the predicted SOC trend at position D62 and the SOC upper limit value.

Here, when the fuel economy priority mode is set, only pre-discharge control is executed. Furthermore, in the pre-discharge control when the fuel economy priority mode is set, the SOC excess amount that occurs on the upper limit side of the maximum route SOC trend prediction value is lost as little as possible. Therefore, when the fuel economy priority mode is set, the discharge amount of pre-discharge is set close to the SOC lower limit value, and the discharge amount is limited so that the SOC of battery 5 is within the usable SOC range. In other words, the maximum discharge amount when the fuel economy priority mode is set is the same as the usable SOC range.

In the example shown in FIG. 14, as shown by arrow A61, pre-discharge control is performed at a timing of a position D61 before the SOC trend prediction value exceeds the SOC upper limit value by a discharge amount DV62 equal to the difference value DV61 between the maximum SOC trend prediction value and the SOC upper limit value. The SOC trend prediction value after the pre-discharge control is performed is shown by a solid line L63. However, as a backlash from the pre-discharge, if the travel route of the vehicle 1 deviates from the maximum route, the SOC of the battery 5 may reach the SOC lower limit value and forced charging may be required, so it is preferable to set an appropriate discharge amount taking this into consideration.

[Example of charging control when noise avoidance priority mode is set]
Fig. 15 is a diagram showing an example of charging control when the noise avoidance priority mode is set. In Fig. 15, a line connecting straight lines corresponding to the predicted SOC gain and loss values for each section on the maximum route is simplified and shown by a solid line L65. Also, a line connecting straight lines corresponding to the predicted SOC gain and loss values for each section on the minimum route is simplified and shown by a solid line L66.

In addition, in FIG. 15, the arrow indicates the difference value (SOC excess amount) DV65 between the maximum value of the predicted SOC trend at position D66 and the SOC upper limit value.

Here, when the noise avoidance priority mode is set, only pre-charge control is executed. Furthermore, in the pre-charge control when the noise avoidance priority mode is set, the forced charging time that occurs at the lower limit of the minimum route SOC trend prediction value is minimized. Therefore, when the noise avoidance priority mode is set, the charge amount of pre-charge is set close to the upper SOC limit value, and the charge amount is limited so that the SOC of battery 5 is within the usable SOC range. In other words, the maximum charge amount when the noise avoidance priority mode is set is the same as the usable SOC range.

In the example shown in FIG. 15, as shown by arrow A65, pre-charging control is performed at a timing of a position D65 before the SOC trend prediction value exceeds the SOC lower limit value, by a charging amount DV66 equal to the difference value DV65 between the minimum value of the SOC trend prediction value and the SOC lower limit value. The SOC trend prediction value after the pre-charging control is performed is shown by a solid line L67. However, as a backlash from the pre-charging, if the traveling route of the vehicle 1 deviates from the minimum route, the SOC upper limit value may be reached and regenerative energy may be missed, so it is preferable to set an appropriate charging amount taking this into consideration.

[Example of charge/discharge control processing]
16 is a flowchart showing an example of a procedure for the charge/discharge control process by the integrated controller 34. The procedure is executed based on a program stored in a storage unit (not shown). In the present embodiment, an example is shown in which the charge/discharge control process is executed by the integrated controller 34, but the charge/discharge control process may be executed by one or more other controllers.

The processing procedure shown in FIG. 16 is started at a predetermined timing. For example, this processing procedure may be performed when the mode is changed by a user operation. This processing procedure may also be performed when the vehicle 1 starts traveling without a destination being set. This processing procedure may also be performed when a deviation occurs from the route guided by the navigation function after the destination of the vehicle 1 is set by the occupant using the navigation function.

In step S401, the integrated controller 34 determines whether or not the fuel efficiency priority mode is set. If the fuel efficiency priority mode is set, the process proceeds to step S404. On the other hand, if the fuel efficiency priority mode is not set, the process proceeds to step S402.

In step S402, the integrated controller 34 determines whether or not the noise avoidance priority mode is set. If the noise avoidance priority mode is set, the process proceeds to step S405. On the other hand, if the noise avoidance priority mode is not set, the process proceeds to step S403. If neither the fuel efficiency priority mode nor the noise avoidance priority mode is set, this means that the balance mode is set.

In step S403, the integrated controller 34 determines whether the current SOC of the battery 5 is in a range above the median of the usable SOC range. If the current SOC of the battery 5 is in a range above the median of the usable SOC range, the process proceeds to step S404. On the other hand, if the current SOC of the battery 5 is equal to or lower than the median of the usable SOC range, the process proceeds to step S405.

In step S404, the integrated controller 34 executes only the pre-discharge control process. Specifically, steps S301, S302, S306, S307, and S320 shown in FIG. 9 are executed. In this case, in the pre-discharge control when the fuel economy priority mode is set, the discharge amount of the pre-discharge is set to near the lower SOC limit value in order to minimize loss of the SOC excess amount that occurs on the upper limit side of the maximum route SOC trend prediction value. In addition, in the pre-discharge control when the balance mode is set, the discharge amount is limited to near the median value of the usable SOC range.

In step S405, the integrated controller 34 executes only the pre-charge control process. Specifically, steps S301, S302, S308, S309, and S330 shown in FIG. 9 are executed. In this case, in the pre-charge control when the noise avoidance priority mode is set, the charge amount of the pre-charge is set to near the upper SOC limit value in order to minimize the occurrence of forced charging time that occurs at the lower limit of the predicted SOC transition value of the minimum route. In addition, in the pre-charge control when the balance mode is set, the charge amount is limited to near the median value of the usable SOC range.

As described above, the integrated controller 34 functions as a prediction means for predicting the amount of decrease and increase in SOC in each section extending from a branch point of a road based on road information (information on roads of multiple routes) and road environment obtained by the road information acquisition means. The road information acquisition means is realized by a navigation device or a connected means having a constant connection function to the Internet. The integrated controller 34 also functions as a prediction means for predicting the running load of the vehicle 1 for each route. The integrated controller 34 also functions as an energy consumption calculation means for calculating the energy consumption of the vehicle 1 on each route. The energy consumption calculation means includes, for example, a regenerative energy calculation means for calculating the amount of energy that can be regenerated on a downhill road, a storable amount calculation means for calculating the amount of energy that can be stored in the energy storage means (for example, the battery 5), an energy consumption calculation means on a congested road or a low-speed area, and an energy consumption calculation means on an uphill road. The integrated controller 34 also functions as a charge/discharge plan creation means for creating a charge/discharge plan for the battery 5 based on the road information.

In this embodiment, a series hybrid vehicle has been described as an example, but the present embodiment is not limited to this. For example, the present embodiment can also be applied to a plug-in hybrid vehicle. The present embodiment can also be applied to a parallel hybrid vehicle that uses both an internal combustion engine and a motor as braking/driving force sources to drive the vehicle.

[Configuration and Effects of the Present Embodiment]
The method for controlling a vehicle 1 according to this embodiment is a method for controlling a vehicle that includes a battery 5 that receives and transmits electric power to and from a running motor 4, the running motor 4 serving as a braking/driving force source. This control method includes a calculation step (step S301) of calculating, for each route along which the vehicle 1 is predicted to travel, a predicted SOC transition value for each route based on the current location of the vehicle 1; a selection step (step S302) of selecting, from each route, a maximum route along which the predicted SOC transition value is maximized and a minimum route along which the predicted SOC transition value is minimized; and a control step (steps S303 to S309, S320 to S327, S330 to S337) of increasing the discharge amount of the battery 5 between a first point on the maximum route along which the predicted SOC transition value is maximized and the current location of the vehicle 1 when the maximum value of the predicted SOC transition value on the maximum route exceeds the SOC upper limit value of the battery 5, and increasing the charge amount of the battery 5 between a second point on the minimum route along which the predicted SOC transition value is minimized and the current location of the vehicle 1 when the minimum value of the predicted SOC transition value on the minimum route falls below the SOC lower limit value of the battery 5. The control method for the vehicle 1 according to this embodiment can also be applied to a vehicle that uses at least one of an internal combustion engine and a motor as a braking/driving force source.

According to such a control method for the vehicle 1, the charge/discharge control of the battery 5 can be appropriately performed based on the predicted SOC transition value on the maximum route and the minimum route and the upper and lower SOC limits of the battery 5. That is, the SOC plan and the pre-charge/discharge control can be performed so that the predicted SOC transition value on the maximum route and the minimum route does not exceed the upper and lower SOC limits of the battery 5. For example, pre-discharging based on the predicted SOC transition value on the maximum route can recover regenerative energy on a downhill slope, thereby preventing deterioration of power consumption and fuel efficiency. Also, for example, pre-charging based on the predicted SOC transition value on the minimum route can prevent pre-discharging to the lower SOC limit value, which would otherwise cause forced power generation, and allows EV driving in low-speed areas and the like to be appropriately performed. Even if a destination is not set, appropriate charge/discharge control based on the predicted SOC transition value on the maximum route and the minimum route can be performed, thereby improving power consumption and fuel efficiency.

In the control method for vehicle 1 according to this embodiment, in the control steps (steps S303, S304, S306, S307, S320 to S327), if the maximum value of the SOC transition prediction value on the maximum route exceeds the SOC upper limit value, a section in which discharge is possible while vehicle 1 is traveling between the current location of vehicle 1 and the first point is extracted, the SOC decrease amount of battery 5 is calculated for each dischargeable section, and for the dischargeable sections, an integrated SOC decrease amount is calculated by integrating the SOC decrease amount from the section closest to the first point toward the current location of vehicle 1, and pre-discharge is performed in each dischargeable section between the current location of vehicle 1 and the first point, from the section closest to the first point to the section where the integrated SOC decrease amount is equal to or greater than the excess amount of the maximum value of the SOC transition prediction value from the SOC upper limit value.

This control method for vehicle 1 performs pre-discharge in each section on the first location side, making it possible to prevent pre-discharge to the lower SOC limit value at a location close to the current location of vehicle 1.

In the control method for vehicle 1 according to this embodiment, in the control steps (steps S303, S304, S306, S307, S320 to S327), if the maximum value of the SOC transition prediction value on the maximum route exceeds the SOC upper limit value, a section in which discharge is possible while vehicle 1 is traveling between the current location of vehicle 1 and the first point is extracted, the SOC decrease amount of battery 5 is calculated for each of the dischargeable sections, and an integrated SOC decrease amount is calculated by integrating the SOC decrease amount from the section closest to the first point toward the current location of vehicle 1 for each of the dischargeable sections between the current location of vehicle 1 and the first point, and pre-discharge is performed in each of the dischargeable sections between the current location of vehicle 1 and the first point, from the section closest to the first point to the section in which the integrated SOC decrease amount is within the range of values from the SOC lower limit value to the SOC upper limit value (usable SOC range range).

According to this control method for vehicle 1, the amount of pre-discharge in each section on the first location side is set within the usable SOC range, thereby preventing over-discharging.

In the control method for vehicle 1 according to this embodiment, in the control steps (steps S303, S305, S308, S309, S330 to S327), if the minimum value of the SOC transition prediction value on the minimum route falls below the SOC lower limit value, a section between the current location of vehicle 1 and the second point where charging is possible is extracted while vehicle 1 is traveling, the SOC increase amount of battery 5 is calculated for each of the chargeable sections, and an integrated SOC increase amount is calculated by integrating the SOC increase amount for each of the chargeable sections, starting from the section closest to the second point toward the current location of vehicle 1, and pre-charging is performed in each of the chargeable sections between the current location of vehicle 1 and the second point, from the section closest to the second point to the section where the integrated SOC increase amount is equal to or greater than the excess amount of the minimum value of the SOC transition prediction value from the SOC lower limit value.

This control method for vehicle 1 performs pre-charging in each section on the second point side, making it possible to prevent pre-charging to the SOC upper limit at a location close to the current location of vehicle 1.

In the control method for vehicle 1 according to this embodiment, in the control steps (steps S303, S305, S308, S309, S330 to S327), if the minimum value of the predicted SOC transition value on the minimum route falls below the lower limit SOC value, a section between the current location of vehicle 1 and the second point where charging is possible is extracted while vehicle 1 is traveling, the SOC increase amount of battery 5 is calculated for each chargeable section, and an integrated SOC increase amount is calculated by integrating the SOC increase amount for each chargeable section, starting from the section closest to the second point toward the current location of vehicle 1, and pre-charging is performed for each chargeable section between the current location of vehicle 1 and the second point, from the section closest to the second point to the section where the integrated SOC increase amount is within the range of values from the lower limit SOC value to the upper limit SOC value (usable SOC range range).

According to this control method for vehicle 1, the charge amount for pre-charging in each section on the second point side is set within the usable SOC range, thereby preventing overcharging.

In addition, in the control method for vehicle 1 according to this embodiment, in the control steps (steps S401 and S404), when a setting is made to prioritize the efficiency of power consumption while vehicle 1 is traveling, if the maximum value of the predicted SOC trend on the maximum route exceeds the upper SOC limit value, the discharge amount of the pre-discharge performed between the first location and the current location of vehicle 1 is controlled to be the amount just before the SOC of battery 5 reaches the lower SOC limit value.

This control method for vehicle 1 can prevent the occurrence of an SOC exceedance at the upper limit of the predicted SOC trend value for the maximum route.

In addition, in the control method for vehicle 1 according to this embodiment, in the control steps (steps S402 and S405), when a setting is made to prioritize avoidance of noise emitted by vehicle 1, if the minimum value of the predicted SOC trend on the shortest route falls below the SOC lower limit, the charge amount of the pre-charging performed between the second point and the current location of vehicle 1 is controlled to be an amount just before the SOC of battery 5 reaches the SOC upper limit.

This control method for vehicle 1 can prevent forced charging times from occurring at the lower limit of the predicted SOC trend value for the minimum route.

In addition, in the control method for vehicle 1 according to this embodiment, in the control steps (steps S403 to S405), when neither the setting that prioritizes the efficiency of power consumption during driving of vehicle 1 nor the setting that prioritizes the avoidance of noise emitted by vehicle 1 is set, if the maximum value of the predicted SOC transition value on the maximum route exceeds the upper SOC limit value, pre-discharge is performed between the first location and the current location of vehicle 1 so that the discharge amount is until the SOC of battery 5 reaches the median value, provided that the SOC of battery 5 exceeds the median value of the upper SOC limit value and the lower SOC limit value, and if the minimum value of the predicted SOC transition value on the minimum route falls below the lower SOC limit value, pre-charge is performed between the second location and the current location of vehicle 1 so that the charge amount is until the SOC of battery 5 reaches the median value, provided that the SOC of battery 5 falls below the median value.

This control method for the vehicle 1 allows appropriate charge/discharge control to be performed according to the SOC of the battery 5.

In addition, in the control method for vehicle 1 according to this embodiment, in the calculation step (step S301), a predicted SOC increase/decrease value of battery 5 in each section between branch points is calculated, and the predicted SOC increase/decrease value for each section between branch points on the target route is integrated to calculate a predicted SOC transition value on the target route.

According to this control method for vehicle 1, even if a destination is not set, the predicted SOC transition value for each route can be calculated and the maximum route and the minimum route can be selected.

In the control method for vehicle 1 according to this embodiment, in the calculation step (step S301), when a destination of vehicle 1 is set and vehicle 1 deviates from the guide route to the destination, a predicted SOC transition value is calculated based on the current location of vehicle 1 after the deviation. In the selection step (step S302), a maximum route and a minimum route are selected based on the predicted SOC transition value calculated based on the current location of vehicle 1 after the deviation. In the control steps (steps S303 to S309, S320 to S327, S330 to S337), control is performed to increase the discharge amount of battery 5 or control is performed to increase the charge amount of battery 5 based on the maximum route and the minimum route selected after the deviation.

According to this control method for vehicle 1, when a destination is set by the occupant, even if vehicle 1 deviates from the guided route, a new maximum route and minimum route can be selected, and charge/discharge control can be performed for the maximum route and minimum route, thereby improving electricity consumption and fuel efficiency through appropriate charge/discharge control.

In addition, in the control method for vehicle 1 according to this embodiment, in the calculation step (step S301), a predicted SOC transition value is calculated for each route within the range of the driving distance of vehicle 1 that is set based on the range of battery capacity from the lower limit value of SOC to the upper limit value of SOC (the range of the usable SOC range).

This method of controlling vehicle 1 reduces the computational load on the controller because it performs calculations for each route that is within the range of the vehicle 1's travel distance, which is set based on the range of the usable SOC range.

In addition, in the control method for vehicle 1 according to this embodiment, in the calculation step (step S301), a predicted SOC transition value is calculated for each route within the range of the travel distance of vehicle 1, which is set based on the amount of SOC reduction in battery 5 due to EV travel of vehicle 1.

According to this control method for vehicle 1, the calculation process is performed for each route that is within the range of the travel distance of vehicle 1, which is set based on the amount of SOC reduction in battery 5 due to EV travel of vehicle 1, thereby reducing the calculation load on the controller.

The control system for the vehicle 1 according to the present embodiment is a vehicle control system including a battery 5 that uses the driving motor 4 as a braking/driving force source, exchanges power with the driving motor 4, and an integrated controller 34 that executes charge/discharge control of the battery 5. The integrated controller 34 calculates the predicted SOC transition value for each route along which the vehicle 1 is predicted to travel, based on the current location of the vehicle 1. The integrated controller 34 also selects the maximum route along which the predicted SOC transition value is maximized and the minimum route along which the predicted SOC transition value is minimized from among the routes. When the maximum value of the predicted SOC transition value on the maximum route exceeds the SOC upper limit value of the battery 5, the integrated controller 34 increases the discharge amount of the battery 5 between a first point on the maximum route along which the predicted SOC transition value is maximized and the current location of the vehicle 1. When the minimum value of the predicted SOC transition value on the minimum route falls below the SOC lower limit value of the battery 5, the integrated controller 34 increases the charge amount of the battery 5 between a second point on the minimum route along which the predicted SOC transition value is minimized and the current location of the vehicle 1. The control system for vehicle 1 according to this embodiment can also be applied to vehicles that use at least one of an internal combustion engine and a motor as a source of braking/driving force.

According to such a control system for the vehicle 1, the charge/discharge control of the battery 5 can be appropriately performed based on the predicted SOC transition value on the maximum route and the minimum route and the upper and lower SOC limits of the battery 5. That is, the SOC plan and the pre-charge/discharge control can be performed so that the predicted SOC transition value on the maximum route and the minimum route does not exceed the upper and lower SOC limits of the battery 5. For example, pre-discharging based on the predicted SOC transition value on the maximum route can recover regenerative energy on a downhill slope, thereby preventing deterioration of power consumption and fuel efficiency. Also, for example, pre-charging based on the predicted SOC transition value on the minimum route can prevent pre-discharging to the lower SOC limit value, which would otherwise cause forced power generation, and allows EV driving in low-speed areas and the like to be appropriately performed. Even if a destination is not set, appropriate charge/discharge control based on the predicted SOC transition value on the maximum route and the minimum route can be performed, thereby improving power consumption and fuel efficiency.

The processes shown in this embodiment are executed based on a program for causing a computer to execute each processing procedure. Therefore, this embodiment can also be understood as an embodiment of a program that realizes the function of executing each of these processes, and a recording medium that stores the program. For example, the program can be stored in the vehicle's storage device by an update operation for adding a new function to the vehicle. This makes it possible to execute each of the processes shown in this embodiment on the updated vehicle. The update can be performed, for example, during regular vehicle inspection. The program may also be updated via wireless communication.

The above describes embodiments of the present invention, but the above embodiments merely show some examples of applications of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments.

REFERENCE SIGNS LIST 1 vehicle 2 internal combustion engine 3 generator motor 4 traction motor 5 battery 6 drive wheels 30 controller 31 engine controller 32 generator motor controller 33 traction motor controller 34 integrated controller 81 rotational speed sensor 82 accelerator opening sensor 83 water temperature sensor 84 vehicle speed sensor

Claims (13)

A method for controlling a vehicle having at least one of an internal combustion engine and a motor as a braking/driving force source, the method including:
a calculation step of calculating, for each route, a predicted SOC transition value for each route along which the vehicle is predicted to travel, based on a current location of the vehicle;
a selection step of selecting, from among the routes, a maximum route in which the predicted SOC transition value is maximized and a minimum route in which the predicted SOC transition value is minimized;
a control step of increasing the discharge amount of the battery between a first point on the maximum route where the SOC trend prediction value is predicted to be maximum and the current location of the vehicle when a maximum value of the SOC trend prediction value on the maximum route exceeds an upper SOC limit value of the battery, and increasing the charge amount of the battery between a second point on the minimum route where the SOC trend prediction value is predicted to be minimum and the current location of the vehicle when a minimum value of the SOC trend prediction value on the minimum route falls below a lower SOC limit value of the battery. 2. A vehicle control method according to claim 1, comprising:
In the control step,
When the maximum value of the SOC transition prediction value in the maximum route exceeds the SOC upper limit value,
extracting a section in which discharge is possible while the vehicle is traveling between a current location of the vehicle and the first location, and calculating an SOC decrease amount of the battery for each of the sections in which discharge is possible;
Sequentially calculating an integrated SOC decrement amount by integrating the SOC decrement amount from the section closest to the first point toward the current location of the vehicle for the dischargeable section;
performing pre-discharge in each section between the current location of the vehicle and the first location where discharge is possible, from a section close to the first location to a section where the integrated SOC decrease amount is equal to or greater than an excess amount of the maximum value of the SOC transition prediction value from the SOC upper limit value;
How to control a vehicle. 2. A vehicle control method according to claim 1, comprising:
In the control step,
When the maximum value of the SOC transition prediction value in the maximum route exceeds the SOC upper limit value,
extracting a section in which discharge is possible while the vehicle is traveling between a current location of the vehicle and the first location, and calculating an SOC decrease amount of the battery for each of the sections in which discharge is possible;
Sequentially calculating an integrated SOC decrement amount by integrating the SOC decrement amount from the section closest to the first point toward the current location of the vehicle for the dischargeable section;
performing pre-discharge in each section between the current location of the vehicle and the first location where discharge is possible, from a section close to the first location to a section where the integrated SOC decrement falls within a range of values from the SOC lower limit value to the SOC upper limit value;
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 3, comprising:
In the control step,
When the minimum value of the predicted SOC transition value in the minimum route is lower than the SOC lower limit value,
extracting a section between a current location of the vehicle and the second location where the vehicle can be charged while the vehicle is traveling, and calculating an SOC increase of the battery for each of the chargeable sections;
Sequentially calculating an integrated SOC increase amount by integrating the SOC increase amount from the section closest to the second point toward the current location of the vehicle for the chargeable section;
performing pre-charging in each section among the chargeable sections between the current location of the vehicle and the second location, from a section close to the second location to a section in which the integrated SOC increase amount is equal to or greater than an excess amount of the minimum value of the SOC transition prediction value from the SOC lower limit value;
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 3, comprising:
In the control step,
When the minimum value of the predicted SOC transition value in the minimum route is lower than the SOC lower limit value,
extracting a section between a current location of the vehicle and the second location where the vehicle can be charged while the vehicle is traveling, and calculating an SOC increase of the battery for each of the chargeable sections;
Sequentially calculating an integrated SOC increase amount by integrating the SOC increase amount from the section closest to the second point toward the current location of the vehicle for the chargeable section;
performing pre-charging in each section, among the chargeable sections between the current location of the vehicle and the second location, from a section close to the second location to a section in which the integrated SOC increase amount is within a range of a value from the SOC lower limit value to the SOC upper limit value;
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 5, comprising:
In the control step,
When a setting is made to prioritize efficiency of power consumption during driving of the vehicle,
When the maximum value of the SOC transition prediction value on the maximum route exceeds the SOC upper limit value, a discharge amount of the pre-discharge performed between the first point and the current location of the vehicle is controlled so that the SOC of the battery is an amount immediately before the SOC reaches the SOC lower limit value.
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 6, comprising:
In the control step,
When the setting is set to prioritize avoidance of noise emitted by the vehicle,
When a minimum value of the predicted SOC transition value on the minimum route falls below the SOC lower limit value, a charging amount of the pre-charging performed between the second point and a current location of the vehicle is controlled so that the SOC of the battery is an amount immediately before the SOC reaches the SOC upper limit value.
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 7, comprising:
In the control step,
When neither a setting that prioritizes efficiency of power consumption during driving of the vehicle nor a setting that prioritizes avoidance of noise generated by the vehicle is set,
When the maximum value of the SOC transition prediction value on the maximum route exceeds the SOC upper limit value, on condition that the SOC of the battery exceeds a median value between the SOC upper limit value and the SOC lower limit value, a pre-discharge is performed between the first location and a current location of the vehicle so that the SOC of the battery reaches the median value;
When the minimum value of the predicted SOC transition values on the minimum route is below the SOC lower limit value, on condition that the SOC of the battery is below the median value, pre-charging is performed between the second location and the current location of the vehicle so that the SOC of the battery reaches the median value.
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 8, comprising:
In the calculation step, a predicted value of an SOC increase/decrease amount of the battery in each section between branch points is calculated, and the predicted value of an SOC increase/decrease amount of the battery for each section between branch points in a target route is integrated to calculate the predicted value of SOC transition in the target route.
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 9, comprising:
In the calculation step, when a destination of the vehicle is set and the vehicle deviates from a guide route to the destination, the SOC transition predicted value is calculated based on a current location of the vehicle after the deviation;
In the selection step, the maximum route and the minimum route are selected based on the predicted SOC transition value calculated based on a current location of the vehicle after the deviation;
In the control step, a control for increasing a discharge amount of the battery or a control for increasing a charge amount of the battery is executed based on the maximum route and the minimum route selected after the deviation.
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 10, comprising:
In the calculation step, the SOC transition prediction value is calculated for each route within a range of a travel distance of the vehicle that is set based on a battery capacity range from the SOC lower limit value to the SOC upper limit value.
How to control a vehicle. A method for controlling a vehicle according to any one of claims 1 to 10, comprising:
In the calculation step, the SOC transition prediction value is calculated for each route within a range of a travel distance of the vehicle that is set based on an SOC reduction amount of the battery due to EV travel of the vehicle.
How to control a vehicle. A vehicle control system including: at least one of an internal combustion engine and a motor as a braking/driving force source; a battery that exchanges electric power with the motor; and a controller that executes charge/discharge control of the battery,
The controller:
Calculating, for each route, a predicted SOC transition value for each route along which the vehicle is predicted to travel, based on a current location of the vehicle;
selecting a maximum route in which the predicted SOC transition value is maximized and a minimum route in which the predicted SOC transition value is minimized from among the routes;
When a maximum value of the predicted SOC transition value on the maximum route exceeds an upper SOC limit value of the battery, increasing a discharge amount of the battery between a first point on the maximum route where the predicted SOC transition value is predicted to be maximum and a current location of the vehicle;
when a minimum value of the predicted SOC transition value on the shortest route falls below an SOC lower limit value of the battery, increasing the charge amount of the battery between a second point on the shortest route where the predicted SOC transition value is predicted to be minimum and a current location of the vehicle;
Vehicle control system.

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