JP7594941B2 - Hybrid vehicle control method and hybrid vehicle control device - Google Patents

Description

The present invention relates to the control of hybrid vehicles.

Patent Document 1 discloses a hybrid vehicle that includes a first motor capable of motoring the engine and a second motor capable of outputting power for driving, and when the regenerative power from the second motor exceeds the maximum charging power, which is the maximum power that can be used to charge the battery, the engine, the first motor, and the second motor are controlled so that the second motor is regeneratively driven within the range of the maximum charging power while limiting the rotation of the engine more than when the charging power is not exceeded.

JP 2014-125078 A

In a typical hybrid vehicle, if the engine coolant temperature reaches a lower limit that ensures the performance of the heating and defroster devices while the engine is stopped, the engine is restarted.

However, when the engine is motored to properly charge the battery, the engine cannot be fired (combustion operation). This can lead to a drop in the engine coolant temperature, which can reduce the performance of the heating and defroster systems.

The present invention aims to properly charge the battery while preventing a drop in engine coolant temperature.

According to one aspect of the present invention, there is provided a method for controlling a hybrid vehicle including an engine, a power generating motor generator driven by the engine to generate power, a traveling motor generator, and a battery that is charged with power generated by the power generating motor generator and supplies power to the traveling motor generator. In this control method, a controller of the hybrid vehicle executes motoring to drive the engine using the power generating motor generator based on the charging rate of the battery. Also, the controller increases the motoring rotation speed in a charging rate increasing driving section where the charging rate of the battery can be predicted to increase, compared to a charging rate non-increasing driving section where the charging rate of the battery cannot be predicted to increase.

According to the above aspect, in the high charging rate driving section, the motoring rotation speed is increased to increase power consumption, so the battery charging rate can be quickly reduced. This shortens the time for motoring, and increases the time for firing the engine, allowing the engine coolant temperature to increase. In addition, since this is a high charging rate driving section, even if the battery charging rate is temporarily reduced, the charging rate can be increased thereafter. This allows the battery to be appropriately charged and prevents a decrease in the engine coolant temperature.

FIG. 1 is a schematic diagram of a hybrid vehicle. FIG. 2 is a schematic diagram of the controller. FIG. 3 is a flowchart of the parameter setting process. FIG. 4 is an example of a timing chart for shortening the time for which motoring is performed. FIG. 5 is an example of a timing chart in which the motoring execution time is extended. FIG. 6 is a timing chart showing a comparative example.

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

Figure 1 is a schematic diagram of a hybrid vehicle 100. Figure 2 is a schematic diagram of a controller 20.

The hybrid vehicle 100 includes an engine 1, a power generating motor generator 2, a traction motor generator 3, a first inverter 4, a second inverter 5, a battery 6, a differential mechanism 7, drive wheels 8, and a controller (control device) 20. Hereinafter, the hybrid vehicle 100 will be referred to as the vehicle 100, and the motor generator will be referred to as the MG.

The engine 1 is an internal combustion engine such as a gasoline engine or a diesel engine. The engine 1 is connected to the power generation MG2 via a reduction mechanism (not shown). The power generation MG2 is driven by the engine 1 to generate electricity. The running MG3 is connected to the drive wheels 8 via a differential mechanism 7. The running MG3 drives the vehicle 100, and also generates regenerative electricity during deceleration.

The power generation MG2 and the traveling MG3 form a high-voltage voltage circuit 9 together with the first inverter 4, the second inverter 5, the battery 6, etc. The first inverter 4 is used to control the power generation MG2, and the second inverter 5 is used to control the traveling MG3. The first inverter 4 and the second inverter 5 each generate three-phase AC based on a command from the controller 20, and apply the generated three-phase AC to the corresponding MG of the power generation MG2 and the traveling MG3. The first inverter 4 and the second inverter 5 may be integrated. The battery 6 constitutes the power source for the power generation MG2 and the traveling MG3. The battery 6 is charged by the power generated by the power generation MG2 and the power regenerated by the traveling MG3.

The controller 20 is composed of one or more microcomputers 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 controller 20 performs integrated control of the engine 1, the first inverter 4, the second inverter 5, etc. by executing a program stored in the ROM or RAM using the CPU.

Signals are input to the controller 20 from various sensors and switches, including an SOC sensor 22 for detecting the state of charge (SOC) of the battery 6, a coolant temperature sensor 23 for detecting the temperature Tcl of the engine 1 coolant, and an outside air temperature sensor 24 for detecting the temperature outside the vehicle. In addition, various information, which will be described later, is input to the controller 20 from a navigation system 21. These signals and information are used for the control performed by the controller 20.

The controller 20 has two driving modes for the vehicle 100: an EV mode and a series hybrid mode (hereinafter referred to as a series HEV mode). The EV mode is a mode in which the engine 1 is stopped, the driving MG 3 is driven by power supplied from the battery 6, and the vehicle travels using only the driving force of the driving MG 3. The series HEV mode is a mode in which the engine 1 is driven and the driving MG 3 is driven while the generator MG 2 generates electricity.

The controller 20 selects a driving mode based on the accelerator opening APO, the brake pedal pressure BPF, and the vehicle speed VSP, taking into consideration a driving mode selection map (not shown), and drives the engine 1 and the driving MG 3 to realize the selected driving mode. Note that if an EV mode switch that allows the driver to select the EV mode is provided, the EV mode is executed preferentially when the driver selects the EV mode.

As described above, the hybrid system of the vehicle 100 shown in FIG. 1 is a series type hybrid system in which the engine 1 is used exclusively to drive the power generating MG 2, and the drive wheels 8 are driven exclusively by the running MG 3. However, this embodiment can also be applied to a parallel type hybrid system in which the engine 1 is also used to drive the drive wheels 8. In the case of a parallel type hybrid system, as in the series type, the engine 1 stops in EV mode and operates in HEV mode.

Figure 2 is a schematic diagram of the controller 20. Note that Figure 2 is a block diagram showing some of the functions of the controller 20, and each block does not represent a physical configuration.

The controller 20 includes an event detection unit 20A, an energy estimation unit 20B, an engine coolant temperature estimation unit 20C, a target SOC calculation unit 20D, an HEV energy management unit 20E, and an HMI management unit 20F.

Map information for each specified section is input to the event detection unit 20A and the energy estimation unit 20B from the navigation system 21. The map information includes, for example, road gradient, statistical average vehicle speed, speed limit, distance to the destination, etc. In addition, information regarding functions activated by the driver via an interface device such as a display is also input to the event detection unit 20A and the energy estimation unit 20B.

The event detection unit 20A detects event information on the driving route to the destination based on the input information. Event information is information related to events that affect the control of the output, speed, etc. of the vehicle 100, such as whether there are uphill or downhill roads, whether there are intersections or crosswalks, whether there is a highway, whether the destination has been reached, etc. This event information is output to the energy estimation unit 20B and the engine coolant temperature estimation unit 20C.

The energy estimation unit 20B estimates the amount of power used, regenerated, and generated for each predetermined driving section based on information input from the navigation system 21 and event information detected by the event detection unit 20A. The estimation results are output to the target SOC calculation unit 20D. The predetermined driving section is, for example, a section from the current position of the vehicle 100 on the driving route to a predetermined distance, a section including specific event information, etc.

The engine coolant temperature estimation unit 20C estimates the progress of the engine coolant temperature Tcl for each predetermined driving section based on the event information detected by the event detection unit 20A and the detection values of the coolant temperature sensor 23 and the outside air temperature sensor 24. The estimation result is output to the HEV energy management unit 20E.

The target SOC calculation unit 20D calculates the target SOC of the battery 6 based on the estimation result by the energy estimation unit 20B. For example, if there is an uphill road or a highway ahead, the target SOC is set to an upper limit SOC or an SOC close to it in order to accommodate high output. Also, if there is a downhill road ahead, the target SOC before entering the downhill road is set low in order to provide some margin for accepting regenerative power on the downhill road. The target SOC is output to the HEV energy management unit 20E.

Based on the input information, the HEV energy management unit 20E determines the start/stop and operating points of the engine 1, the operating point of the driving MG 3, etc., and controls the engine 1 and the driving MG 3 based on this. Information on the operating point of the engine 1, etc. is output to the HMI management unit 20F.

Engine 1 basically operates or stops depending on the selected driving mode. However, even when HEV mode is selected, engine 1 stops when the SOC of battery 6 reaches the upper limit SOC, and even when EV mode is selected, engine 1 operates when the SOC reaches the lower limit SOC. The upper limit SOC and lower limit SOC are set in advance from the perspective of preventing deterioration of battery 6. Also, when EV mode is selected, engine 1 operates when engine coolant temperature Tcl drops to a threshold value. This is to ensure the function of the heating device and defroster device that use engine coolant as a heat source. Engine 1, which operates in response to a drop in engine coolant temperature Tcl, stops when engine coolant temperature Tcl rises to a predetermined temperature.

The HMI management unit 20F generates information about the operating status of each application based on the information determined by the HEV energy management unit 20E, and displays this information on an interface device such as a display via the navigation system 21.

However, as described above, for example, when there is a downhill road ahead, the controller 20 sets the target SOC low to allow for some margin for accepting regenerative power on the downhill road.

Furthermore, in this embodiment, the controller 20 performs motoring to drive the engine 1 using the power generation MG2 based on the SOC of the battery 6. For example, by operating the power generation MG2 to consume power from the battery 6 while performing regenerative power generation using the driving MG3, the SOC of the battery 6 is maintained in a state where it does not exceed the target SOC.

When the engine 1 is motored to properly charge the battery 6, the engine 1 cannot be fired (combustion operation). This can cause the engine coolant temperature Tcl to drop, resulting in a decrease in the performance of the heating device and defroster device.

In response to this, the controller 20 of this embodiment sets parameters related to motoring according to the procedure shown in FIG. 3, thereby increasing the time for which the engine 1 is fired and suppressing a drop in the engine coolant temperature Tcl. FIG. 3 is a flowchart showing the parameter setting process.

The parameter setting process executed by the controller 20 will be described below with reference to FIG. 3. Note that, below, the settings of the motoring-related parameters used when the engine coolant temperature Tcl is not taken into consideration are referred to as normal settings. The normal settings are settings that are determined in advance based on the specifications of the vehicle 100, experiments, etc.

In step S10, the controller 20 acquires the road shape from the navigation system 21. As described above, the map information of the navigation system 21 includes road gradients, etc., and the road shape can be acquired.

In step S11, the controller 20 predicts the length of time for which motoring will be performed when the parameters are set to normal in the next specified driving section (hereinafter referred to as the "next specified driving section") that the vehicle 100 will travel based on its current position.

The controller 20 can predict the progress of the SOC of the battery 6 by estimating the amount of power used, regenerated, and generated when traveling a specified driving section ahead. Therefore, for example, if the specified driving section ahead is a section that includes a long downhill road, it is possible to predict the timing when the SOC reaches the target SOC on the downhill road and motoring will begin. Furthermore, it is possible to predict the timing when the SOC will reach the judgment SOC at which motoring will end, based on the power consumption during motoring in the normal setting. Therefore, it is possible to predict the time when motoring will be performed.

In step S12, the controller 20 sets a threshold value Tcl1 for the engine coolant temperature Tcl based on the set temperature of the heating device. The threshold value Tcl1 is set to, for example, the lower limit temperature at which the heating device and the defroster device can meet the required performance.

In step S13, the controller 20 predicts whether the SOC of the battery 6 will increase in the next predetermined driving section. As described above, the controller 20 can predict the progress of the SOC of the battery 6 by estimating the amount of power used, regenerated, and generated when traveling the next predetermined driving section. Therefore, the controller 20 can predict whether the SOC of the battery 6 will increase.

For example, if the upcoming predetermined driving section includes a long downhill road and the estimated amount of regenerated power in that section exceeds the estimated amount of power used, the controller 20 can predict that the SOC of the battery 6 will increase.

The controller 20 can also predict, for example, whether firing of the engine 1 is necessary from the engine coolant temperature Tcl and the outside air temperature. In this case, by comparing the estimated power generation amount of the generator MG2 based on the operating point of the engine 1 required to increase the engine coolant temperature Tcl with the estimated power usage during future driving, it can predict whether the SOC of the battery 6 will increase.

If the controller 20 predicts that the SOC of the battery 6 will increase in the next predetermined driving section, the process proceeds to step S14. If the controller 20 predicts that the SOC of the battery 6 will not increase in the next predetermined driving section, the process proceeds to step S20.

In step S20, the controller 20 sets the motoring parameters to normal settings.

In step S14, the controller 20 sets the set rotation speed of the motoring to a rotation speed higher than the normal setting. By increasing the rotation speed of the motoring, the power consumption of the battery 6 increases, and therefore the SOC of the battery 6 can be reduced quickly.

The set rotation speed of the motoring can be set, for example, to be a specified rotation speed higher than the normal setting.

The motoring rotation speed may be set to be higher the lower the outside air temperature, or the higher the estimated amount of regenerated power in the upcoming specified driving section. The effect of setting the speed in this way will be explained later.

In step S15, the controller 20 reduces the amount of coolant circulating through the engine 1. For example, the amount of coolant circulating through the engine 1 can be reduced by blocking a portion of the coolant circulation path through the engine 1. This suppresses a decrease in the engine coolant temperature Tcl during motoring.

In step S16, the controller 20 estimates the change in engine coolant temperature Tcl from the outside air temperature and the heating set temperature.

In step S17, the controller 20 predicts whether the engine coolant temperature Tcl will fall below the threshold Tcl1 while motoring in the next predetermined driving section.

If the controller 20 predicts that the engine coolant temperature Tcl will fall below the threshold Tcl1 while motoring in the next predetermined driving section, the process proceeds to step S18. If the controller 20 predicts that the engine coolant temperature Tcl will not fall below the threshold Tcl1 while motoring in the next predetermined driving section, the process proceeds to step S19.

In step S18, the controller 20 sets the parameters related to motoring so that the time during which motoring is performed is shorter than the time predicted in step S11 for the normal settings, i.e., shorter than the predicted execution time of motoring when traveling the specified traveling section ahead without increasing the motoring rotation speed.

By shortening the time that motoring is performed compared to the normal setting, the time that engine 1 is fired is increased, and the engine coolant temperature Tcl can be increased.

As described above, the SOC of battery 6 can be quickly reduced by increasing the motoring rotation speed, so even if the motoring time is shortened, battery 6 can accept regenerative power without exceeding the target SOC.

In this embodiment, the motoring time is shortened so that the engine coolant temperature Tcl does not fall below the threshold value Tcl1. However, if the motoring time is shortened even slightly, the firing time can be increased, and the engine coolant temperature Tcl can be increased.

Specifically, for example, it is possible to predict the progress of the SOC when motoring is performed at the rotation speed set in step S14, and set the judgment SOC at which motoring ends so that the engine coolant temperature Tcl does not fall below the threshold Tcl1 and the motoring time is shortened.

You can also shorten the motoring time by setting a timer until motoring ends.

In step S19, the controller 20 sets the parameters related to motoring so that the time for which motoring is performed is equal to or longer than the time predicted in step S11 for the normal settings, i.e., equal to or longer than the predicted execution time of motoring when traveling the specified driving section ahead without increasing the motoring rotation speed.

By setting the time for which motoring is performed to be equal to or longer than the normal setting, the frequency with which the operating state of engine 1 is switched can be reduced compared to when the time for which motoring is performed is shortened. This can reduce the sense of discomfort felt by the driver.

In this embodiment, the time for which motoring is performed is lengthened so that the engine coolant temperature Tcl does not fall below the threshold value Tcl1.

Specifically, for example, the SOC change when motoring is performed at the rotation speed set in step S14 is predicted, and the judgment SOC at which motoring ends is set so that the engine coolant temperature Tcl does not fall below the threshold Tcl1 and the motoring time is long. In this case, the judgment SOC is set lower than when the motoring time is set to be short (step S18).

You can also extend the motoring time by setting a timer until motoring ends.

Next, the state of the vehicle 100 while traveling on a long downhill road will be described with reference to Figures 4 to 6. Figure 4 is an example of a timing chart when the time for which motoring is performed is shortened (step S18 in Figure 3). Figure 5 is an example of a timing chart when the time for which motoring is performed is lengthened (step S19 in Figure 3). Figure 6 is a timing chart showing a comparative example, in which parameters are set to normal settings.

First, we will explain how to shorten the time that motoring is performed.

As shown in FIG. 4, when the SOC reaches the target SOC at time t11, firing of engine 1 ends and motoring by generator MG2 begins.

When the SOC reaches the judgment SOC at time t12, motoring ends and firing begins.

In Figure 4, the motoring rotation speed is set higher than in the normal setting (see Figure 6). Therefore, the SOC decreases more quickly than in the normal setting.

The determined SOC is set so that the time for motoring (time from t11 to t12) is shorter than the time for normal settings (time from t31 to t33), and motoring ends before the engine coolant temperature Tcl falls below the threshold Tcl1.

As a result, the motoring time is shortened and the firing time is increased. Also, the engine coolant temperature Tcl does not fall below the threshold Tcl1.

In contrast, in the case of normal settings, as shown in FIG. 6, the engine coolant temperature Tcl falls below the threshold value Tcl1 at time t32. After that, firing is performed between time t33 and time t34 and between time t35 and time t36, but the engine coolant temperature Tcl remains below the threshold value Tcl1. Then, when the downhill road ends at time t37, the controller 20 executes normal driving control.

When the motoring time is shortened, as shown in FIG. 4, the SOC of battery 6 drops significantly. However, because regenerative power generation is being performed on a downhill road, the SOC rises quickly when motoring ends at time t12. In this way, even if the SOC of battery 6 is temporarily lowered on a long downhill road, the SOC can be raised thereafter.

After that, at time t13, firing ends and motoring starts, at time t14, firing ends and motoring starts, and at time t15, firing ends and motoring starts.

Then, when the downhill section ends at time t16, the controller 20 executes normal driving control.

Next, we will explain how to extend the motoring time.

As shown in FIG. 5, when the SOC reaches the target SOC at time t21, firing of engine 1 ends and motoring by generator MG2 begins.

When the SOC reaches the judgment SOC at time t22, motoring ends and firing begins.

In Figure 5, the motoring rotation speed is set higher than in the normal setting (see Figure 6). Therefore, the SOC decreases more quickly than in the normal setting.

The determined SOC is set so that the time for which motoring is performed (the time from t21 to t22) is longer than the time for which motoring is normally set (the time from t31 to t33), and motoring ends before the engine coolant temperature Tcl falls below the threshold Tcl1.

As a result, the SOC drops significantly once, and in subsequent firings, it takes longer for the SOC to reach the target SOC. In other words, the firing time increases. In addition, the engine coolant temperature Tcl does not fall below the threshold Tcl1.

In contrast, in the case of normal settings, as described above, the engine coolant temperature Tcl falls below the threshold value Tcl1 after time t32.

In addition, when the motoring time is extended, as shown in FIG. 5, the SOC of battery 6 drops significantly, but because regenerative power generation is being performed on a downhill road, the SOC rises quickly when motoring ends at time 22. In this way, even if the SOC of battery 6 drops temporarily on a long downhill road, the SOC can be raised thereafter.

After that, at time t23, firing ends and motoring begins.

Then, when the downhill section ends at time t24, the controller 20 executes normal driving control.

As described above, the vehicle 100 of this embodiment includes the engine 1, the power generation MG2 that is driven by the engine 1 to generate electricity, the driving MG3, and the battery 6 that is charged with electricity generated by the power generation MG2 and supplies electricity to the driving MG3. The controller 20 of the vehicle 100 executes motoring to drive the engine 1 using the power generation MG2 based on the SOC of the battery 6, and increases the motoring rotation speed in a driving section where an increase in the SOC of the battery 6 can be predicted (driving section where the charging rate is increasing) compared to a driving section where an increase in the SOC of the battery 6 cannot be predicted (driving section where the charging rate is not increasing).

Accordingly, in the high charging rate driving section, the motoring rotation speed is increased, which increases power consumption, and therefore the SOC of the battery 6 can be quickly reduced. This shortens the time during which motoring is performed, and increases the time during which the engine 1 is fired, allowing the engine coolant temperature Tcl to increase. Furthermore, because this is a high charging rate driving section, even if the SOC of the battery 6 is temporarily reduced, the SOC can be increased thereafter. This allows the battery 6 to be appropriately charged, and also suppresses the reduction in the engine coolant temperature Tcl.

The controller 20 can shorten the time for which motoring is performed in the increased charging rate driving section compared to the predicted motoring execution time when the vehicle travels through the increased charging rate driving section without increasing the motoring rotation speed.

Accordingly, in the increased charging rate driving section, the time that the engine 1 is fired is increased, and the engine coolant temperature Tcl can be increased. Also, since this is an increased charging rate driving section, even if the SOC of the battery 6 is temporarily reduced, the SOC can be increased thereafter.

The controller 20 can perform motoring for a period of time equal to or longer than the predicted motoring execution time when the vehicle travels through the increased charging rate driving section without increasing the motoring rotation speed.

Accordingly, in the increased charging rate driving section, the time that the engine 1 is fired is increased, and the engine coolant temperature Tcl can be increased. Also, since this is an increased charging rate driving section, even if the SOC of the battery 6 is temporarily reduced, the SOC can be increased thereafter. Also, since the frequency with which the operating state of the engine 1 is switched can be reduced compared to when the time for which motoring is performed is shortened, it is possible to suppress discomfort felt by the driver.

When it is predicted that the engine coolant temperature Tcl will fall below a predetermined threshold Tcl1 while motoring is being performed in the increasing charging rate driving section, the controller 20 shortens the time for which motoring is performed compared to the predicted motoring execution time when driving in the increasing charging rate driving section without increasing the motoring rotation speed, and when it is predicted that the engine coolant temperature Tcl will not fall below the predetermined threshold Tcl1 while motoring is being performed in the increasing charging rate driving section, the controller 20 can make the time for which motoring is performed equal to or longer than the predicted motoring execution time when driving in the increasing charging rate driving section without increasing the motoring rotation speed.

Accordingly, in the increased charging rate driving section, the time that the engine 1 is fired is increased, and the engine coolant temperature Tcl can be increased. Also, since this is an increased charging rate driving section, even if the SOC of the battery 6 is temporarily lowered, the SOC can be increased thereafter. Furthermore, the frequency with which the operating state of the engine 1 is switched can be reduced while keeping the engine coolant temperature Tcl at or above a temperature (threshold Tcl1) at which the heating device and defroster device can meet the required performance.

The controller 20 may increase the motoring rotation speed during the charging rate increasing driving section as the outside air temperature decreases.

The lower the outside air temperature, the more likely it is that heat will be lost by the heater, causing the engine coolant temperature Tcl to fall. Therefore, the lower the outside air temperature, the faster the motoring speed can be increased to quickly and significantly reduce the SOC of the battery 6, thereby lengthening the subsequent firing time and raising the engine coolant temperature Tcl.

The controller 20 may increase the motoring rotation speed in the charging rate increasing driving section as the estimated regeneration amount of the driving MG3 in the charging rate increasing driving section increases.

For example, when the estimated regeneration amount is large, such as on a long downhill road, even if the SOC of the battery 6 is temporarily significantly reduced, the SOC can be increased thereafter. Therefore, the greater the estimated regeneration amount, the faster the motoring rotation speed can be increased to significantly reduce the SOC of the battery 6, and the longer the subsequent firing time can be.

The controller 20 may be configured to reduce the amount of coolant circulating through the engine 1 during driving sections where the charging rate is increased.

This prevents the engine coolant temperature Tcl from decreasing while motoring is in progress.

Although the embodiments of the present invention have been described above, the above embodiments merely show some of the application examples 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.

For example, in the above embodiment, motoring according to the present invention has been described mainly using as an example a case in which the vehicle 100 is traveling downhill. However, motoring according to the present invention can also be performed, for example, when the vehicle 100 is stopped in an extremely low temperature environment or when the vehicle 100 is traveling with low power consumption.

100 Hybrid vehicle 1 Engine 2 Power generation motor generator 3 Travel motor generator 6 Battery 20 Controller (control device)

Claims (8)

The engine,
a power generating motor generator driven by the engine to generate power;
A driving motor generator;
a battery that is charged with electric power generated by the electric power generating motor generator and supplies electric power to the traveling motor generator;
A method for controlling a hybrid vehicle comprising:
The hybrid vehicle controller includes:
performing motoring to drive the engine by the power generating motor generator based on the charging rate of the battery;
In a charging rate increasing driving section where an increase in the charging rate of the battery can be predicted, the rotation speed of the motoring is made higher than in a charging rate non-increasing driving section where an increase in the charging rate of the battery cannot be predicted.
A hybrid vehicle control method comprising: 2. The hybrid vehicle control method according to claim 1,
the controller, in the increasing charging rate traveling section, shortens a time for performing the motoring compared to a predicted execution time of the motoring in a case where the vehicle travels through the increasing charging rate traveling section without increasing the rotation speed of the motoring.
A hybrid vehicle control method comprising: 2. The hybrid vehicle control method according to claim 1,
The controller, in the increasing charging rate traveling section, sets a time for performing the motoring to be equal to or longer than a predicted execution time of the motoring in a case where the vehicle travels through the increasing charging rate traveling section without increasing the rotation speed of the motoring.
A hybrid vehicle control method comprising: 2. The hybrid vehicle control method according to claim 1,
The controller:
When it is predicted that the temperature of the engine coolant will fall below a predetermined threshold value during motoring in the increased charging rate driving section, the motoring time is shortened compared to the predicted motoring execution time in a case where the vehicle travels through the increased charging rate driving section without increasing the motoring rotation speed;
When it is predicted that the temperature of the engine coolant will not fall below the predetermined threshold during the motoring in the charging rate increasing driving section, the motoring is performed for a period of time equal to or longer than the predicted execution period.
A hybrid vehicle control method comprising: A hybrid vehicle control method according to any one of claims 1 to 4, comprising:
The controller increases the rotation speed of the motoring in the charging rate increasing driving section as the outside air temperature decreases.
A hybrid vehicle control method comprising: A hybrid vehicle control method according to any one of claims 1 to 5, comprising:
the controller increases the rotation speed of the motoring in the increasing charging rate traveling section as the estimated regeneration amount of the traction motor generator in the increasing charging rate traveling section increases.
A hybrid vehicle control method comprising: A hybrid vehicle control method according to any one of claims 1 to 6, comprising:
The controller reduces an amount of circulating coolant of the engine in the high charging rate traveling section.
A hybrid vehicle control method comprising: The engine,
a power generating motor generator driven by the engine to generate power;
A driving motor generator;
a battery that is charged with electric power generated by the electric power generating motor generator and supplies electric power to the traveling motor generator;
A control device for controlling a hybrid vehicle comprising:
performing motoring to drive the engine by the power generating motor generator based on the charging rate of the battery;
In a charging rate increasing driving section where an increase in the charging rate of the battery can be predicted, the rotation speed of the motoring is made higher than in a charging rate non-increasing driving section where an increase in the charging rate of the battery cannot be predicted.
A hybrid vehicle control device comprising:

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