Patent Publication Number: US-2022219672-A1

Title: Vehicle controller, vehicle control system, and hybrid vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority to Japanese Patent Application No. 2021-002212 filed on Jan. 8, 2021, incorporated herein by reference in its entirety. 
     BACKGROUND 
     1. Technical Field 
     The disclosure relates to a vehicle controller, a vehicle control system, and a hybrid vehicle. 
     2. Description of Related Art 
     A vehicle controller for a hybrid vehicle, capable of charging a battery with electromotive force generated by an engine, has been known (see Japanese Unexamined Patent Application Publication No. 2017-081416, for example). When the vehicle controller determines, while the vehicle travels with the engine, that the vehicle is moving to a parking place where the vehicle is expected to park longer than prescribed time, the vehicle controller reduces a target state of charge of the battery and causes the vehicle to travel using electric power from a place a prescribed distance before the parking place so as to reduce the state of charge of the battery. 
     SUMMARY 
     However, even when the hybrid vehicle travels with electric power from the place before the parking place, there are possibilities that the state of charge of the battery when the vehicle reaches the parking place is not reduced to the target state of charge of the battery or reduced beyond the target state of charge, depending on the traveling state of the vehicle from the place before the parking place to the parking place. This means that the state of charge of the battery may not be maintained close to the target state of charge. 
     Accordingly, an object of the disclosure is to provide a vehicle controller, a vehicle control system, and a hybrid vehicle, capable of maintaining a state of charge of a battery close to a target state of charge when the hybrid vehicle reaches a parking place. 
     In order to accomplish the object, the vehicle controller according to a first aspect of the disclosure is a vehicle controller mounted on a hybrid vehicle having a battery chargeable with electric power generated by driving an engine. The vehicle controller includes a prediction unit and a target setting unit. The prediction unit is configured to acquire position information on a parking place where parking time is predicted to exceed a prescribed threshold value in a travel route of the hybrid vehicle. The target setting unit is configured to set a target state of charge of the battery and to change setting of the target state of charge from a first state of charge at normal time to a second state of charge that is lower than the first state of charge when the hybrid vehicle satisfies an approach condition to the parking place. A charge and discharge amount of the battery when the state of charge of the battery becomes equal to or less than the second state of charge is controlled to be smaller than the charge and discharge amount of the battery when the state of charge of the battery is larger than the second state of charge. 
     In the disclosure according to the first aspect, the charge and discharge amount of the battery when the state of charge of the battery becomes equal to or less than the second state of charge is controlled to be smaller than the charge and discharge amount of the battery when the state of charge of the battery is larger than the second state of charge. In other words, the charge and discharge amount of the battery is stabilized at the timing when the state of charge of the battery becomes equal to or less than the second state of charge. Accordingly, the state of charge of the battery is maintained close to the target state of charge when the hybrid vehicle reaches a parking place. 
     A vehicle controller according to a second aspect is the vehicle controller according to the first aspect. In the vehicle controller, when the state of charge of the battery becomes equal to or less than the second state of charge, and then the state of charge of the battery becomes larger than the second state of charge, the charge and discharge amount of the battery at the time may be controlled to be maintained. 
     According to the disclosure of the second aspect, when the state of charge of the battery becomes equal to or less than the second state of charge, and then the state of charge of the battery becomes larger than the second state of charge, the charge and discharge amount of the battery at the time is controlled to be maintained. Therefore, the state of charge of the battery is reliably maintained close to the target state of charge when the hybrid vehicle reaches a parking place. 
     A vehicle controller according to a third aspect is the vehicle controller according to the first or second aspect. In the vehicle controller, the battery may be controlled to be discharged at a constant discharge rate until the state of charge of the battery becomes equal to or less than the second state of charge after the target setting unit sets the target state of charge to the second state of charge. 
     In the disclosure according to the third aspect, the battery is discharged at a constant discharge rate until the state of charge of the battery becomes equal to or less than the second state of charge after the target setting unit sets the target state of charge to the second state of charge. Therefore, it is possible to quickly lower the state of charge of the battery to the target state of charge until the hybrid vehicle reaches the parking place. 
     A vehicle controller according to a fourth aspect is the vehicle controller according to any one of the first to third aspect. In the vehicle controller, an upper limit and a lower limit of the charge and discharge amount of the battery may be determined based on charge capacity of the battery, vehicle speed, and driving characteristics. 
     In the disclosure according to the fourth aspect, an upper limit and a lower limit of the charge and discharge amount of the battery is determined based on the charge capacity of the battery, the vehicle speed, and the driving characteristics. In other words, the charge and discharge amount is controlled by taking into account the travel state (vehicle speed) and the driving characteristics of the hybrid vehicle. Therefore, even when the target setting unit sets the target state of charge as the second state of charge, the electrical energy of the battery is consumed without deterioration of the battery. 
     A control system according to a fifth aspect of the disclosure includes the vehicle controller and an acquisition unit. The vehicle controller according to any one of the first to fourth aspects is mounted on a hybrid vehicle. The acquisition unit is configured to be communicable with the vehicle controller and acquire external information at the parking place. 
     According to the disclosure in the fifth aspect, the acquisition unit acquires external information at the parking place. Therefore, as compared with the case where the acquisition unit does not acquire any external information at the parking location, the state of charge of the battery can reliably be lowered to the target state of charge, and the state of charge of the battery is maintained close to the target state of charge when the hybrid vehicle reaches the parking place. 
     A hybrid vehicle according to a six aspect of the disclosure includes an engine, a battery, a travel motor, and the vehicle controller according to any one of the first to fourth aspects. The battery is chargeable with electric power generated by driving the engine. The travel motor is driven with the electric power that is charged to the battery. The vehicle travels by switching driving by the engine and driving by the motor. 
     In the disclosure according to the sixth aspect, as compared with the case where the vehicle controller is not provided, the state of charge of the battery can reliably be lowered to the target state of charge, and the state of charge of the battery is maintained close to the target state of charge when the hybrid vehicle reaches the parking place. 
     As described above, in the disclosure, the state of charge of the battery can be maintained close to the target state of charge of the battery when the hybrid vehicle reaches the parking place. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Features, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like signs denote like elements, and wherein: 
         FIG. 1  is a block diagram showing a vehicle controller and a vehicle control system according to an embodiment: 
         FIG. 2  is a schematic view for describing a cold charging method according to the present embodiment; 
         FIG. 3  is a graph showing the relationship between engine coolant temperature and engine operation state when warm-up operation is performed in the case of a high SOC and a low SOC in a hybrid vehicle according to the present embodiment: 
         FIG. 4  is a flowchart showing a control process according to the present embodiment; and 
         FIG. 5A  is a graph showing the charge and discharge amount with respect to SOC of a battery according to the present embodiment; and 
         FIG. 5B  is a graph showing the charge and discharge amount with respect to SOC of a battery according to the present embodiment. 
     
    
    
     DETAILED DESCRIPTION OF EMBODIMENTS 
     Hereinafter, an embodiment of the disclosure will be described in detail with reference to the drawings. 
     As shown in  FIG. 1 , a hybrid vehicle  10  is mounted with an engine  12 , a battery (lithium-ion secondary battery (storage battery))  16  chargeable with electric power (electrical energy) generated by driving the engine  12 , a traveling motor  14  driven by the electric power charged to the battery  16 , a battery control unit  18  that controls the state of charge (which may also be referred to as SOC below) of the battery  16  by controlling the engine  12  and the motor  14 , and a vehicle controller  20  that is an electronic device. 
     Specifically, the hybrid vehicle  10  can travel by appropriately switching two types of driving force from the engine  12  and the motor  14 . As described before, the engine  12  is driven for traveling, as well as driven for charging the battery  16 . The battery  16  can also be charged by regeneration of the motor  14 . 
     The vehicle controller  20  includes a first controller  22  and a second controller  24 . The first controller  22  includes an analysis unit  30 , a prediction unit  32 , a history information storage unit  34 , a recording unit  36 , and a target setting unit  38 . The second controller  24  includes a position detection unit  42  and a communication unit  44 . These components are constituted of electronic control units (ECUs) and software programs executed on the ECUs. The vehicle controller  20  is electrically connected to a sensor unit  26 , a car navigation system  28 , the engine  12 , the motor  14 , the battery  16 , and the battery control unit  18 . 
     The sensor unit  26  is configured to collect information regarding at least external environments and travel tracks (including vehicle speed and steering angle) of the hybrid vehicle  10 . The sensor unit  26  may include a steering angle sensor, a yaw rate sensor, a wheel pulse sensor, a radar, and a direction indicator. 
     The analysis unit  30  acquires and processes sensing information (which may be referred to as “primary information” below) such as a current position, stop time, start time, and vehicle speed of the hybrid vehicle  10  to generate travel history information (which may be referred to as “secondary information” below), and stores the generated information in the history information storage unit  34 . The stop time is the time when the engine  12  is instructed to stop, and the start time is the time when the engine  12  is instructed to start. 
     The travel history information (secondary information) includes information regarding parking of the hybrid vehicle  10 , that is, information indicating date and time of parking (time period and day of the week), parking time, and parking place (destination). The analysis unit  30  is configured to predict one or more parking places (destinations) for the hybrid vehicle  10  based on the travel history information (secondary information) stored in the history information storage unit  34  and weather information stored in a weather information storage unit  52  as will be described later. 
     The prediction unit  32  is configured to predict a travel route of the hybrid vehicle  10  based on information, such as vehicle speed and steering angle from the sensor unit  26 , and route setting information in the car navigation system  28 . The prediction unit  32  is configured to acquire, out of one or more parking places (destinations) predicted in the analysis unit  30 , position information on the parking place (destination) in the travel route of the hybrid vehicle  10  where the parking time is predicted to exceed a prescribed threshold value. As will be described later, the prediction unit  32  sets a place that is a prescribed distance α before the position of the predicted parking place. 
     The history information storage unit  34  stores travel history information (secondary information) on the hybrid vehicle  10  based on a vehicle ID of the hybrid vehicle  10 . The recording unit  36  is configured to record the primary information as appropriate. The target setting unit  38  is configured to set a target state of charge. 
     Here, a major change in SOC in the battery  16  causes deterioration of the battery  16 . For this reason, an upper limit CU and a lower limit CD are set for the SOC (see  FIG. 2 ). In other words, the battery control unit  18  controls the battery  16  such that the SOC of the battery  16  is within the range (acceptable range) from the upper limit CU to the lower limit CD. 
     The position detection unit  42  is configured to acquire the current position (position information) of the hybrid vehicle  10  from the sensor unit  26  and the car navigation system  28 . The communication unit  44  is configured to periodically transmit the information including the vehicle ID of the hybrid vehicle  10  to a management center  50  as will be described later. The vehicle ID may be information that can uniquely identify the hybrid vehicle  10 . 
     A vehicle control system  40  is built by electrically connecting the vehicle controller  20  and the management center  50  via a communication network  46 . In other words, the component members of the vehicle control system  40  are implemented by any combination of hardware and software, which typically include a CPU and a memory of any computer, programs loaded into the memory, a storage unit such as a hard disk that stores the programs, and a network connection interface. 
     The management center  50  is a server that performs communication (transmission and reception of information) with the vehicle controller  20 . The management center  50  includes the weather information storage unit  52  and a communication unit  48  as the acquisition unit. The weather information storage unit  52  is configured to store weather information, indicating estimated temperature of various locations acquired from a meteorological agency, as external information. The communication unit  48  is configured to periodically receive information from the vehicle controller  20 , and transmit the weather information stored in the weather information storage unit  52  to the vehicle controller  20 . 
     The hybrid vehicle  10  having the thus-configured vehicle controller  20  actively drives the engine  12  for warm-up operation at the time of startup. Such engine traveling that also serves as warm-up operation is referred to as “cold traveling”. Once the engine  12  is sufficiently warmed up (when cold traveling is complete), the vehicle travels thereafter by balancing the driving force by the engine  12  and the motor  14 . 
     During the cold traveling, the hybrid vehicle  10  also rotates an electric power generation motor (not shown) with some of the driving force of the engine  12  to charge the battery  16  at the same time in parallel. Charging the battery  16  using the driving force of the engine  12  during cold traveling is called “cold charging”. Methods of cold charging will be described below. 
     As shown in  FIG. 2 , for example, the hybrid vehicle  10  departs place S at time T 0 , reaches place P 1  at time T 1 , reaches place P 2  at time T 2 , and reaches Place G at time T 3 . The place S is a start place, and the place G is a destination. A section from the place S to the place P 1  is set as a cold traveling section (hereinafter referred to as “cold section”). 
     In  FIG. 2 , an upper row shows a travel route of the hybrid vehicle  10 , and a lower row shows the change in SOC of the battery  16 . The SOC is lowest at 0%, and highest at 100%. For the SOC, an allowable range is set. The allowable range is defined by the lower limit CD and the upper limit CU. For example, the lower limit CD of the SOC is assumed to be about 40%, and the upper limit CU of the SOC is assumed to be about 80%. 
     The target state of charge is set to, for example, about 65%. Hereinafter, the first state of charge that is a target state of charge at normal time is referred to as “basic target state of charge CM”. Therefore, the basic target state of charge CM in the present embodiment is 65%. Based on this setting, a method of cold charging when the target state of charge is fixed to the basic target state of charge CM, and a method of cold charging when the target state of charge is variable will be described. 
     First, the case of fixing the target state of charge to the basic target state of charge CM will be described. The target state of charge is fixed to the basic target state of charge CM that is between the lower limit CD and the upper limit CU of the SOC. In  FIG. 2 . SOC-P 1  represents a change in charge and discharge amount when the target state of charge is the basic target state of charge CM. In order to maintain the SOC-P 1  shown in  FIG. 2  close to the basic target state of charge CM, the charge and discharge amount is controlled. 
     As shown in  FIG. 2 , when the hybrid vehicle  10  starts at the place S, the hybrid vehicle  10  performs cold traveling for a while, that is, travels by the driving force of the engine  12 . In this case, the engine  12  also rotates the electric power generation motor. Since the electric power generation motor functions as an electric power generator, it is possible to perform cold charging. 
     Here, when an actual SOC is lower than the basic target state of charge CM that is the target state of charge, then cold charging is performed. However, in this case, the SOC-P 1  of the hybrid vehicle  10  at time T 0  is close to the basic target state of charge CM, and therefore the vehicle  10  hardly receives the benefit of a cold charging effect. In other words, at the start of cold traveling, the actual SOC is already sufficiently large, which leaves little room for cold charging. 
     Next, the case of setting the target state of charge to be variable will be described. At the place S, the target state of charge is set to the base target state of charge CM that is between the lower limit CD and upper limit CU. This process is the same as in the case where the target state of charge is fixed to the base target state of charge CM. However, the actual SOC in this case is lowered closed to the lower limit CD. Specifically, the change in charge and discharge amount at this time is expressed by SOC-P 2  shown in  FIG. 2 . In order to maintain the SOC-P 2  shown in  FIG. 2  close to the basic target state of charge CM, the charge and discharge amount is also controlled. 
     As shown in  FIG. 2 , when the hybrid vehicle  10  starts at the place S, cold charging raises the SOC-P 2  up to the basic target state of charge CM. In other words, since the actual SOC at startup is sufficiently lower than the basic target state of charge CM, the vehicle  10  can receive the benefit of the cold charging effect (effective cold-charged is performed). 
     Since cold charging can also apply load to the engine  12 , the cold charging provide a side effect of promoting warm-up of the engine  12  as shown in  FIG. 3 . Specifically, when the actual SOC at startup is, for example, less than 50%, the engine coolant temperature can reach a target temperature K (° C.) earlier by a specified time J (e.g., J=several hundred seconds) than when the actual SOC at startup is, for example, 50% or more. As a result, the cold period can be shortened (the engine  12  can be stopped earlier). 
     In this way, in order to allow the hybrid vehicle  10  to receive the benefit of the cold charging effect (to enhance the efficiency of cold charging), it is needed to sufficiently lower the actual SOC at the beginning of the cold traveling, that is, to set the actual SOC to be at least lower than the target state of charge (basic target state of charge CM) to be specific. Therefore, when the hybrid vehicle  10  restarts from the place G, it is desirable that the target state of charge be reduced to the second state of charge (hereinafter referred to as “special target state of charge”) that is close to the lower limit CD (close to charge and discharge amount=around 0: see  FIG. 5B ). 
     This allows the vehicle  10  to receive the benefit of the cold charging effect in the case of restarting from the place G. Moreover, cold charging can promote warm-up of the engine  12 , which in turn shortens the cold section. In this way, receiving the benefit of the cold charging effect and shortening the cold section lead to fuel savings (enhanced fuel efficiency). 
     In order to lower the target state of charge (target SOC) to the special target state of charge when the hybrid vehicle  10  restarts from the place G, it is necessary to accurately predict the place G (destination). Such predictions can be made possible by, for example, a prediction model using Bayesian statistic. 
     More specifically, the position detection unit  42  first acquires the current position (position information) of the hybrid vehicle  10  from the sensor unit  26  and the car navigation system  28 . In this case, the analysis unit  30  acquires the vehicle speed. When there is stop or start of the vehicle  10 , the analysis unit  30  also acquires the time of such events. The analysis unit  30  then updates the travel history information (secondary information) in the history information storage unit  34 . 
     With the update operation, the travel history information (secondary information) on the hybrid vehicle  10  is accumulated in the history information storage unit  34 . When the analysis unit  30  detects parking, the analysis unit  30  updates frequency of traveling from the previous parking place to the current parking place. As a result, the travel route information is updated. The information sensed as primary information is also recorded in the recording unit  36 . 
     The analysis unit  30  also predicts future parking places from prediction information regarding the most likely travel route that is based on the current position of the hybrid vehicle  10  and the travel history information thereon. In short, the analysis unit  30  predicts one or more parking places as candidates of the destination. The analysis unit  30  further calculates the estimated time of arrival at each candidate. The estimated time of arrival can be calculated using algorithms similar to those performed by the car navigation system  28  or the like. 
     The analysis unit  30  then predicts parking time at each candidate of the destination and predicts the candidate where the vehicle  10  is expected to park for a long time as a destination as shown in  FIG. 4  (step S 11 ). The analysis unit  30  may be configured to correct the parking time according to the estimated temperature at scheduled time of arrival at each candidate transmitted from the management center  50 . The weather information storage unit  52  in the management center  50  stores estimated temperature of each location as weather information. 
     The prediction unit  32  predicts a travel route from a predicted transit point and destination, and sets as a place P 2  a place that is a predetermined distance α before the destination. When the predicted transit point and destination are changed before the vehicle reaches the destination, the prediction unit  32  resets the place P 2  accordingly. 
     Thus, the hybrid vehicle  10  can predict the place G (destination) while traveling, and can set the place P 2  to the place that is predetermined distance a before the place G. Once the place P 2  is set, the position detection unit  42  periodically detects the current position of the hybrid vehicle  10 , and the analysis unit  30  determines whether or not the hybrid vehicle  10  has reached the place P 2  (step S 12 ). 
     Then, when the analysis unit  30  determines that the hybrid vehicle  10  has actually reached the place P 2  (when the hybrid vehicle  10  satisfies an approach condition to the parking place, and satisfies the condition of being equal to or less than the distance α in  FIG. 4 ), the target setting unit  38  lowers the target state of charge to the special target state of charge that is lower than the basic target state of charge CM. 
     As a result, the battery control unit  18  controls the charge and discharge amount of the battery  16  such that the battery  16  is discharged, so that the electrical energy of the battery  16  is actively consumed after the place P 2 . In the present embodiment, the discharge amount in the charge and discharge amount of the battery  16  is forcibly specified to ensure execution of the control (step S 13 ). 
     Specifically, as shown in  FIG. 5A , when the target setting unit  38  sets the target state of charge to the special target state of charge (target SOC), the battery control unit  18  controls the battery  16  such that the charge and discharge amount of the battery  16  is equal to an upper limit UL of the discharge side of the charge and discharge amount of the battery  16  at normal time (when the target setting unit  38  does not set the target state of charge to the special target state of charge). 
     More specifically, as shown in  FIG. 4 , the battery control unit  18  determines whether or not the state of charge (SOC) of the battery  16  is equal to or less than the special target state of charge (target SOC) (step S 14 ). Then, as shown by a solid line in  FIG. 5A , until the state of charge (SOC) of the battery  16  becomes equal to or less than the special target state of charge (target SOC), the discharge amount of the battery  16  is set to the constant upper limit UL (processing is returned to step S 13 ). Hence, the battery  16  is continuously discharged at the constant upper limit UL of the discharge amount. 
     To continuously discharge the battery  16  at the constant upper limit UL of the discharge amount, the electrical energy of the battery  16  may be preferentially used as the driving force of the traveling motor  14 , and also be used to charge auxiliary batteries (illustration omitted), after the place P 2 , for example. 
     This allows the hybrid vehicle  10  to more actively consume the electrical energy of the battery  16  until the hybrid vehicle  10  reaches the place G (destination), and makes it possible to quickly lower the state of charge (SOC) of the battery  16  to the special target state of charge (target SOC). Therefore, when the hybrid vehicle  10  reaches the place G, the actual state of charge (SOC) can efficiently and reliably be lowered closed to the lower limit CD (special target state of charge) shown in  FIG. 2 . 
     Then, when the state of charge (SOC) of the battery  16  becomes equal to or less than the special target state of charge (target SOC), the charge and discharge amount of the battery  16  is returned to that of normal time as shown in  FIG. 5B . Specifically, as shown in  FIG. 4 , the charge and discharge amount of the battery  16  is controlled (specified) to be smaller than when the charge and discharge amount of the battery  16  is set to the constant upper limit UL of the discharge amount (when the SOC is larger than the special target state of charge) (step S 15 ). 
     In other words, the charge and discharge amount of the battery  16  is stabilized at the timing when the state of charge (SOC) of the battery  16  becomes equal to or less than the special target state of charge (target SOC). Accordingly, the state of charge (SOC) of the battery  16  can be maintained close to the target state of charge (target SOC), when the hybrid vehicle  10  reaches the place G. 
     When the state of charge (SOC) of the battery  16  becomes equal to or less than the special target state of charge (target SOC), and then the state of charge (SOC) of the battery  16  becomes larger than the special target state of charge (target SOC), the charge and discharge amount of the battery  16  at the time is maintained. Accordingly, the state of charge (SOC) of the battery  16  can reliably be maintained close to the special target state of charge (target SOC), when the hybrid vehicle  10  reaches the place G. 
     Note that loop processing by the vehicle controller  20  shown in  FIG. 4  is repeatedly executed at regular intervals, for example, every few seconds. When long parking is not expected and when the vehicle  10  does not yet reach the place P 2 , control at normal time is executed (step S 16 ). Specifically, as shown in  FIG. 5B , at any state of charge (SOC), the charge and discharge amount of the battery  16  is controlled to be within the range that is between an upper limit UL (shown by a solid line) and a lower limit DL (shown by a dashed line). 
     The upper limit UL and the lower limit DL of the charge and discharge amount of the battery  16  at the normal time are determined based on charge capacity of the battery  16 , vehicle speed of the hybrid vehicle  10  (rotation speed of a propeller shaft that transmits motive power generated by the engine  12  to the wheels), and driving characteristics (accelerator operation amount by a driver or the like, which is referred to as “request from the driver” below). 
     Specifically, at normal time, the charge and discharge amount is controlled by taking into account the charging capacity of the battery  16  as well as the travel state (vehicle speed) of the hybrid vehicle  10  and the driving characteristics (request from the driver). Therefore, even when the target setting unit  38  sets the target state of charge to the special target state of charge, the electrical energy of the battery  16  can be consumed without deterioration of the battery  16 . 
     In addition, instead of setting the place P 2  to the place that is a prescribed distance a before the destination, the place P 2  may be set to the place prescribed time T before the destination (the approach condition may be time T instead of distance α). In this case, in step S 12 , the current time is periodically detected to determine whether or not the prescribed time T has elapsed. The approach condition may also be determined based on the driving characteristics (request from the driver) in addition to the distance α or the time T. 
     Moreover, since the information obtained by communication with the management center  50  is only the weather information, it is possible to control the charge and discharge amount of the battery  16  in real time, and to reduce the risk of control failure due to communication disruption. When the information obtained by communication with the management center  50  includes other vehicle information, traffic congestion information or the like can be reflected upon the charge and discharge control. This makes it possible to reach the target state of charge with high accuracy. 
     As described in the foregoing, the vehicle controller  20 , the vehicle control system  40 , and the hybrid vehicle  10  according to the present embodiment have been described with reference to the drawings. However, the vehicle controller  20 , the vehicle control system  40 , and the hybrid vehicle  10  according to the present embodiment are not limited to those shown in the drawings. Appropriate modifications are possible without departing from the scope of the disclosure. For example, the car navigation system  28  may be replaced with a GPS function. 
     In the vehicle control system  40 , the analysis function included in the vehicle controller  20  may be incorporated in the management center  50 . Specifically, the management center  50  may include the analysis unit  30  and the history information storage unit  34 . This makes it possible to reduce the specification of the calculation processor on the side of the hybrid vehicle  10 . 
     Moreover, when the external information is used in the management center  50 , the information may be used in two forms. In one form, all pieces of the data are transmitted to the side of the hybrid vehicle  10  and determination is made on the side of the hybrid vehicle  10 . In the other form, determination is made in the management center  50 , and then only a command is transmitted to the side of the hybrid vehicle  10 . The latter form can reduce an arithmetic load on the side of the hybrid vehicle  10 .