JP2010064499A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve vehicle fuel consumption by surely recovering output of an internal combustion engine for catalyst warming when starting a vehicle. <P>SOLUTION: An ECU calculates travel distance Ds to a destination (S110) in vehicle travel during route guidance by a navigation device (YES in S100), and calculates EV travelable distance Dev with the current battery accumulated power (S120). In the case of Ds<Dev (YES in S130), battery electric power is positively used by shifting to an EV travel mode (S140). Thereby, a battery SOC at the time of arrival at a destination can be surely reduced to a level where the generation power by engine output for the catalyst warming can be recovered by the battery when next starting the vehicle. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle, and more specifically to travel control of a hybrid vehicle including an internal combustion engine and a rotating electric machine as power sources.

  In recent years, hybrid vehicles have attracted attention as environmentally friendly vehicles. A hybrid vehicle is an automobile capable of generating a vehicle driving force by an electric motor (rotary electric machine) in addition to a conventional engine. That is, in the hybrid vehicle, fuel consumption is reduced by appropriately executing, in the driving state, traveling using only the engine, traveling using only the electric motor, and traveling using the electric motor and the engine. Typically, in an operation region with low engine efficiency such as low-speed driving represented by starting the vehicle, the vehicle travels only with the electric motor output (EV traveling), while the engine is started when the vehicle speed increases, and the engine and Travel control is performed in which travel (HV travel) in which both travel powers of the electric motor can be used is selected.

  In addition, selection of such EV traveling and HV traveling is influenced by a remaining capacity (SOC: State of Charge) of a power storage device (typically a secondary battery) that accumulates driving power of the electric motor. For example, when the SOC decreases below a predetermined value, the engine is started for battery charging even in the low vehicle speed region. The hybrid vehicle is characterized in that fuel usage efficiency is improved and fuel efficiency is improved by appropriately selecting the driving mode according to the driving situation as described above.

  Further, in order to improve the energy efficiency of the hybrid vehicle, the SOC of the power storage device (battery) is appropriately controlled while the vehicle is traveling. For example, Japanese Patent Laid-Open No. 2008-87516 (Patent Document 1) describes a remaining travel to a predetermined point where a power storage device can be charged for a hybrid vehicle equipped with a power storage device having a characteristic of increasing internal loss in a low SOC region. The distance and the traveling control for selecting the EV traveling mode by lowering the SOC target value of the power storage device when the distance becomes shorter than the predetermined distance are described. Japanese Patent Laid-Open No. 2001-169408 (Patent Document 2) describes that control is performed so that the SOC becomes the minimum value at the highest altitude point of the travel route based on the vehicle current location information, road information, and battery SOC. Has been.

Japanese Patent Laid-Open No. 9-163506 (Patent Document 3) sets in advance an intermediate value of the remaining battery level at each point on the route based on the travel pattern predicted by the route search to the destination, A configuration is described in which the torque sharing between the internal combustion engine and the motor is controlled based on a comparison between the set intermediate value and the actual remaining battery level. Furthermore, in Japanese Patent Laying-Open No. 2006-327247 (Patent Document 4), in a vehicle equipped with a generator capable of charging a battery and a solar cell, the generator is based on prediction of the generated power of the solar cell at the vehicle destination. It is described to control the driving of.
JP 2008-87516 A JP 2001-169408 A JP-A-9-163506 JP 2006-327247 A

  As described above, when the vehicle starts at low speed, it is preferable to travel only with the electric motor output, but there is a situation where the engine has to be operated to warm up the catalyst. However, if the power storage device is in a fully charged state in such a situation, the engine output cannot be used for charging the power storage device, and the vehicle energy efficiency is reduced, resulting in a deterioration in fuel consumption.

  The present invention has been made to solve such problems, and an object of the present invention is to reliably recover the output of an internal combustion engine for catalyst warm-up at the start of vehicle operation. It is to improve fuel consumption.

  A hybrid vehicle according to the present invention controls an internal combustion engine that generates vehicle driving force, a catalyst device provided in an exhaust system of the internal combustion engine, a power storage device, first and second rotating electric machines, and traveling of the hybrid vehicle. And a control device. The first rotating electrical machine is configured to be able to generate the charging power of the power storage device by the output of the internal combustion engine. The second rotating electrical machine is configured to be able to generate a vehicle driving force independently of the internal combustion engine using electric power from the power storage device. The navigation device is configured to detect a vehicle position and to have a function of guiding a route to a destination designated by the user. The control device includes a catalyst warm-up control unit, a travelable distance estimation unit, a travel distance prediction unit, and a travel mode determination unit. The catalyst warm-up control unit is configured to operate the internal combustion engine when the temperature of the catalyst device is equal to or lower than a predetermined value regardless of the traveling state of the hybrid vehicle. The travelable distance estimation unit is configured to estimate a travelable distance based on the vehicle driving force from the second rotating electrical machine using the accumulated power of the power storage device based on the remaining capacity of the power storage device. The travel distance prediction unit is configured to obtain a predicted travel distance to the destination when travel route guidance is provided by the navigation device. The travel mode determination unit is configured to select a predetermined travel mode in which the internal combustion engine is stopped and the vehicle driving force is generated by the second rotating electrical machine when the travelable distance is shorter than the predicted travel distance.

  According to the hybrid vehicle, the remaining capacity of the power storage device at the time of arrival at the destination can be appropriately reduced by selecting a predetermined travel mode (EV travel mode) during vehicle travel with travel route guidance by the navigation device. . Thus, at the start of the next vehicle operation after arrival at the destination, the output of the internal combustion engine for warming up the catalyst can be reliably used for the generation of the charging power of the power storage device (first rotating electrical machine). As a result, the energy of the internal combustion engine output for warming up the catalyst can be reliably recovered, so that the vehicle fuel consumption can be improved.

  Preferably, the control device further includes a travel learning unit. The travel learning unit is configured to learn the ratio of the travel distance of the hybrid vehicle to the power consumption of the power storage device when a predetermined travel mode is selected. Then, the travelable distance estimation unit estimates the travelable distance based on the learning result by the travel learning unit and the remaining capacity of the power storage device.

  In this way, the travelable distance (EV travel possible) by the vehicle driving force from the second rotating electrical machine using the stored power of the power storage device, which is used for the determination to appropriately start the predetermined travel mode (EV travel mode). Distance) can be predicted with high accuracy using past driving performance. As a result, by appropriately starting selection of the EV travel mode, the remaining capacity of the power storage device upon arrival at the destination can be controlled to an intended level.

  More preferably, the travelable distance estimation unit estimates the travelable distance according to the product of the difference between the current value of the remaining capacity and the lower limit management value and the ratio learned by the travel learning unit.

  In this way, the remaining capacity of the power storage device at the end of the operation of the hybrid vehicle can be reliably set to a level at which the engine output for catalyst warm-up at the start of the next operation can be recovered.

  According to the present invention, vehicle fuel efficiency can be improved by reliably recovering the output of the internal combustion engine for warming up the catalyst at the start of vehicle operation.

  FIG. 1 is a block diagram illustrating an overall schematic configuration of a hybrid vehicle according to an embodiment of the present invention.

  Referring to FIG. 1, hybrid vehicle 100 includes wheels 2, a power split mechanism 3, an engine 4, and motor generators MG1 and MG2. Hybrid vehicle 100 further includes power storage device B, boost converter 10, inverters 20 and 30, navigation device 75, capacitors C1 and C2, positive lines PL1 and PL2, and negative lines NL1 and NL2. .

  Further, hybrid vehicle 100 serves as an electronic control unit (ECU) for vehicle-mounted equipment, HVECU 200 that controls the entire hybrid system, motor generators MG1 and MG2, and MGECU 210 that controls boost converter 10 and inverters 20 and 30; A battery ECU 220 that manages and controls the charge / discharge state of apparatus B and an engine ECU 230 that controls the operating state of engine 4 are included. The ECUs are connected to each other so that data and information can be exchanged. In the illustration of FIG. 1, each ECU is configured as a separate unit, but may be configured as an ECU in which two or more ECUs are integrated.

  Power split device 3 is coupled to engine 4 and motor generators MG1 and MG2 to distribute power between them. For example, as the power split mechanism 3, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used. These three rotating shafts are connected to the rotating shafts of engine 4 and motor generators MG1, MG2, respectively. For example, engine 4 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 3 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 4 through its center.

  The engine 4 is composed of an “internal combustion engine” that generates vehicle driving force by combustion of fuel such as a gasoline engine or a diesel engine. The exhaust system of the engine 4 is provided with a catalytic converter 5 (typically a three-way catalytic converter) for removing harmful components in the exhaust gas. As is well known, in order to obtain the exhaust purification effect by the catalytic converter 5, the catalyst needs to be activated. Therefore, when the catalyst temperature is reduced at the time of engine start, the catalyst warm-up by the engine exhaust is prevented. There is a need.

  Motor generators MG1 and MG2 are three-phase AC motors, for example, three-phase AC synchronous motors. That is, motor generator MG1 includes a Y-connected three-phase coil (not shown) as a stator coil, and is connected to inverter 20 via a three-phase cable. Motor generator MG2 also includes a Y-connected three-phase coil (not shown) as a stator coil, and is connected to inverter 30 via a three-phase cable.

  Motor generator MG1 operates as a generator driven by engine 4 and is incorporated in hybrid vehicle 100 as an electric motor that can start engine 4, and motor generator MG2 is a wheel 2 that is a driving wheel. Is incorporated into the hybrid vehicle 100 as an electric motor for driving the motor. That is, motor generator MG1 corresponds to a “first rotating electrical machine” and a “second rotating electrical machine”, respectively.

  The positive electrode of power storage device B is connected to positive electrode line PL1, and the negative electrode of power storage device B is connected to negative electrode line NL1. Capacitor C1 is connected between positive electrode line PL1 and negative electrode line NL1. Boost converter 10 is connected between positive electrode line PL1 and negative electrode line NL1, and positive electrode line PL2 and negative electrode line NL2. Capacitor C2 is connected between positive electrode line PL2 and negative electrode line NL2. Inverter 20 is connected between positive and negative lines PL2, NL2, and motor generator MG1. Inverter 30 is connected between positive and negative lines PL2, NL2, and motor generator MG2.

  Power storage device B is a rechargeable DC power source and outputs DC power to boost converter 10. In addition, power storage device B is charged by receiving power output from boost converter 10. The power storage device B is typically composed of a secondary battery such as nickel metal hydride or lithium ion. For this reason, hereinafter, the power storage device B is also simply referred to as a battery B. Note that a large-capacity capacitor may be used as the power storage device B.

  The battery B is provided with a temperature sensor 51, a voltage sensor 52, and a current sensor 53. Battery temperature Tb, battery output voltage (hereinafter simply referred to as battery voltage) Vb, and battery input / output current (hereinafter simply referred to as battery current) Ib detected by these sensors are input to battery ECU 220. Based on these sensor detection values, battery ECU 220 calculates SOC, which is the remaining capacity of battery B (hereinafter referred to as battery SOC). The calculated battery SOC is transmitted to HVECU 200.

  Capacitor C1 smoothes voltage fluctuation between positive electrode line PL1 and negative electrode line NL1. The voltage across capacitor C1, that is, the input side (battery side) voltage of boost converter 10 is detected by voltage sensor 54, and the detected value is input to MGECU 210.

  Boost converter 10 boosts the DC voltage output from power storage device B based on signal PWC from MGECU 210 and outputs the boosted voltage to positive line PL2. Boost converter 10 steps down DC voltage output from inverters 20 and 30 to the voltage level of power storage device B based on signal PWC to charge power storage device B. Boost converter 10 is formed of, for example, a step-up / step-down chopper circuit.

  Capacitor C2 smoothes voltage fluctuation between positive electrode line PL2 and negative electrode line NL2. The voltage across the capacitor C2, that is, the input side (DC side) voltage of the inverters 20 and 30 is detected by the voltage sensor 56, and the detected value is input to the MGECU 210.

  MGECU 210 generates signal PWC for driving boost converter 10 and signals PWI1 and PWI2 for driving inverters 20 and 30, respectively, and generates generated signals PWC, PWI1 and PWI2 respectively for boost converter 10 and inverter 20, Output to 30.

Inverter 20 converts a DC voltage received from positive line PL2 into a three-phase AC voltage based on signal PWI1 from MGECU 210, and outputs the same to motor generator MG1. Thereby, motor generator MG1 is driven to generate a designated torque. Inverter 20 converts the three-phase AC voltage generated by motor generator MG1 using the power of engine 4 into a DC voltage based on signal PWI1, and outputs the DC voltage to positive line PL2. Current sensor 58 detects a current (phase current) supplied from inverter 20 to motor generator MG1. The detected current value is input to MGECU 220.

  Inverter 30 converts a DC voltage received from positive line PL2 into a three-phase AC voltage based on signal PWI2 from MGECU 210, and outputs the same to motor generator MG2. Thereby, motor generator MG2 is driven to generate a designated torque. Inverter 30 receives the rotational force from wheel 2 during regenerative braking of the vehicle, converts the three-phase AC voltage generated by motor generator MG2 into a DC voltage based on signal PWI2, and outputs the DC voltage to positive line PL2. Current sensor 59 detects a current (phase current) supplied from inverter 30 to motor generator MG2. The detected current value is input to MGECU 220.

  Motor generator MG <b> 1 generates a three-phase AC voltage by generating electric power using the power of engine 4, and outputs the generated three-phase AC voltage to inverter 20. Motor generator MG <b> 1 generates driving force by the three-phase AC voltage received from inverter 20 and starts engine 4. Motor generator MG <b> 2 generates vehicle driving force traveling power by the three-phase AC voltage received from inverter 30. Motor generator MG2 generates a three-phase AC voltage and outputs it to inverter 30 when regenerative braking of hybrid vehicle 100 is performed.

  The HVECU 200 is input with information indicating the vehicle driving status indicating the vehicle speed of the hybrid vehicle 100, the accelerator / brake operation amount by the driver, the gradient of the travel path, and the like. Calculate the total power required.

  The HVECU 200 determines the output sharing between the engine 4 and the motor generator MG2 so that the hybrid vehicle 100 can operate most efficiently, and the traveling power according to this output sharing is output from the engine 4 and the motor generator MG2. Generate an operation command. Engine ECU 230 and MGECU 210 control engine 4 and motor generator MG2 to operate according to this operation command.

  Basically, the output sharing between engine 4 and motor generator MG2 is determined so that hybrid vehicle 100 can travel most efficiently. For example, in the low speed region where the efficiency of engine 4 is low, traveling using only the traveling power from motor generator MG2 (hereinafter also referred to as EV traveling) is performed. In a normal operation state in which the vehicle speed has increased, the engine 4 is started and travel using the outputs from both the engine 4 and the motor generator MG2 (hereinafter also referred to as HV travel) is performed. In this case, the energy efficiency of the entire vehicle is controlled by controlling the output sharing so that the motor generator MG2 outputs the difference between the total power and the engine output power after setting the operating point of the engine 4 to the high efficiency region. Driving with good fuel efficiency, that is, high fuel efficiency.

  On the other hand, when the catalyst needs to be warmed up at the time of starting the engine, the engine 4 is operated regardless of the vehicle operating condition as described above. Similarly, even when the battery SOC becomes lower than a predetermined level (for example, the lower limit control value), the engine 4 is operated regardless of the vehicle operating condition in order to generate power used for power generation by the motor generator MG1. Is done.

  In addition, as a travel mode of the hybrid vehicle 100, an “HV travel mode” for selecting EV travel and HV travel according to the vehicle driving situation and an “EV travel mode” for selecting EV travel fixedly are provided. . The EV traveling mode is selected by the HVECU 200 in accordance with a user request or an automatic request based on a traveling condition when the battery SOC is secured at a predetermined level or more. That is, the HVECU 200 corresponds to a “control device”.

  The navigation device 75 can detect the vehicle position (traveling position) of the hybrid vehicle 100 using the GPS antenna 77. Furthermore, the navigation device 75 performs various types of guidance according to user operations. Typically, when a destination is set by the driver, route guidance based on a registered road map is performed. A well-known technique can be applied to route guidance by the navigation device 75. Information from the navigation device 75 is given to the HVECU 200.

  FIG. 2 is a schematic block diagram illustrating travel control of the hybrid vehicle according to the embodiment of the present invention.

  Referring to FIG. 2, catalyst warm-up control unit 550 generates control signal WRM that requests engine operation for catalyst warm-up based on temperature information of catalytic converter 5. As the temperature information of the catalytic converter 5, the output of a temperature sensor installed in the catalytic converter 5 may be used, and it is calculated from the exhaust amount and exhaust temperature estimated from the operating state of the engine 4 and the heat capacity of the catalytic converter 5. The estimated temperature value may be used. When control signal WRM is generated, engine 4 is operated by engine ECU 230. As described above, even if the engine 4 is to be stopped from the energy efficiency of the entire vehicle, the engine 4 is started when the control signal WRM is generated. When the catalyst is warmed up, it is preferable to set a combustion condition in the engine 4 that increases the exhaust gas temperature by retarding the ignition timing. The function of catalyst warm-up control unit 550 can be realized by engine ECU 230 or HVECU 200 executing a predetermined program stored in advance at a predetermined cycle.

  The remaining travel distance prediction unit 510 is based on the positional relationship between the current travel position of the hybrid vehicle 100 and the destination on the road map when the route guidance with the destination set is being executed by the navigation device 75. The predicted travel distance Ds to a predetermined point is sequentially predicted. The function of the remaining travel distance prediction unit 510 can be realized by the HVECU 200 executing a predetermined program stored in advance at a predetermined cycle based on navigation information from the navigation device 75. Alternatively, the predicted travel distance Ds may be sequentially calculated by the navigation device 75 and the calculation result may be transmitted to the HVECU 200.

  EV travelable distance prediction unit 520 predicts EV travelable distance Dev, which is the distance that hybrid vehicle 100 can travel in the EV travel mode, using the current stored power of battery B. The EV travelable distance Dev is obtained according to the formula (1) based on the current battery SOC, for example.

Dev = CSav · (SOC-SOClm) (1)
In the equation (1), SOClm (%) is set in advance to such a value that the generated power of the motor generator MG1 using the engine output is received by the battery B when the engine 4 is operated for warming up the catalyst. The For example, SOClm can be set corresponding to the lower limit management value of the SOC at which a charge request is issued by the operation of engine 4. CSav (km /%) represents the reciprocal of the average consumption SOC per 1 km travel of the hybrid vehicle 100.

  EV traveling learning unit 530 learns CSav based on the SOC performance during traveling of hybrid vehicle 100. Thus, the prediction accuracy of the EV travelable distance Dev can be improved by learning the track record during vehicle travel.

  The travel mode determination unit 540 selects the EV travel mode when Ds <Dev based on the predicted travel distance Ds by the remaining travel distance prediction unit 510 and the EV travelable distance Dev by the EV travelable distance prediction unit 520. The flag FEV to be instructed is turned on. When flag FEV is turned on, HVECU 320 controls hybrid vehicle 100 so as to stop engine 4 and travel only with the vehicle driving force from motor generator MG2 (EV traveling).

  The functions of the EV travelable distance prediction unit 520, the EV travel learning unit 530, and the travel mode determination unit 540 are realized by the HVECU 200 executing a predetermined program stored in advance at a predetermined cycle, for example.

  FIG. 3 is a flowchart illustrating a control processing procedure for realizing traveling control of the hybrid vehicle according to the embodiment of the present invention. The HVECU 320 repeatedly executes a program for executing the control process according to the flowchart shown in FIG. 3 at a predetermined cycle.

  Referring to FIG. 3, HVECU 320 determines, based on information from navigation device 75, whether or not “route guidance is in progress” in which the vehicle is traveling with a destination set by the user in step S 100. . When route guidance is not being performed (when NO is determined in S100), the HVECU 320 skips the following processing, so that the travel control according to the present embodiment is not executed.

  When route guidance is being performed (when YES is determined in S100), the HVECU 320 proceeds to step S110 to calculate the predicted travel distance Ds to the destination. About the predicted travel distance Ds. It is good also as a process sequence which acquires the result calculated in the navigation apparatus 75 in HVECU320. That is, the process by S110 corresponds to the function of the remaining travel distance prediction unit 510 in FIG.

  Further, in step S120, HVECU 320 calculates EV travelable distance Dev based on the current battery state (SOC). The process by step S120 is the same as that of the EV travelable distance prediction unit 520.

  In step S130, the HVECU 320 compares the predicted travel distance Ds obtained in step S110 with the EV travelable distance Dev obtained in step S120. When the predicted travel distance Ds is shorter than the EV travelable distance Dev (when YES is determined in S130), the HVECU 320 proceeds to the process in step S140 and selects the EV travel mode in which the EV travel is fixedly performed.

  On the other hand, when Ds ≧ Dev (when NO is determined in S130), output sharing between engine 4 and motor generator MG2 is adjusted according to the vehicle operating state without actively selecting EV traveling. The HV traveling mode is applied (step S150). It should be noted that even if the EV travel mode is selected in step S140, it is confirmed that the HV travel mode can be selected if a condition in which EV travel cannot be performed, such as a decrease in the battery SOC, is satisfied. To be described.

  As described above, according to the travel control of the hybrid vehicle according to the embodiment of the present invention, the EV travel mode is selected from an appropriate time point before the end of the operation in the route guidance travel where the end point of the operation can be predicted. Thus, the battery SOC at the end of the operation can be reduced so that the battery B has a surplus charging capacity at the start of the next operation. As a result, when the catalyst warm-up control is performed at the start of the next operation, the engine output for the catalyst warm-up can be reliably used for generating the charging power of the battery B by the motor generator MG1. That is, by reliably recovering the engine output for warming up the catalyst, the energy efficiency of the entire vehicle can be improved and the fuel efficiency can be improved.

  The configuration of the hybrid vehicle shown in FIG. 1 is merely an example, and the present invention is equipped with an electric motor that generates traveling power by the electric power of the power storage device and another driving force source (typically an engine). In addition, the hybrid vehicle that executes the catalyst warm-up control will be described in terms of confirmation that the vehicle configuration can be applied without any particular limitation.

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

1 is a block diagram illustrating an overall schematic configuration of a hybrid vehicle according to an embodiment of the present invention. It is a schematic block diagram explaining the traveling control of the hybrid vehicle by embodiment of this invention. It is a flowchart explaining the control processing procedure which implement | achieves the traveling control of the hybrid vehicle by embodiment of this invention.

Explanation of symbols

  2 wheel, 3 power split mechanism, 4 engine, 5 catalytic converter, 10 boost converter, 20, 30 inverter, 51 temperature sensor, 52, 54, 56 voltage sensor, 53, 58, 59 current sensor, 75 navigation device, 77 GPS Antenna, 100 hybrid vehicle, 510 remaining travel distance prediction unit, 520 EV travelable distance prediction unit, 530 travel learning unit, 540 travel mode determination unit, 550 catalyst warm-up control unit, B power storage device (battery), C1, C2 capacitors , Dev EV travelable distance, Ds predicted travel distance, 200 HVECU, 210 MGECU, 220 battery ECU, 230 engine ECU, FEV flag (EV travel mode), MG1, MG2 motor generator, PWC, PWI1, PWI2 signal, WRM control Signal (catalyst warm-up request).

Claims (3)

An internal combustion engine for generating vehicle driving force;
A catalyst device provided in an exhaust system of the internal combustion engine;
A power storage device;
A first rotating electrical machine configured to be able to generate charging power of the power storage device by an output of the internal combustion engine;
A second rotating electrical machine configured to be able to generate a vehicle driving force independently of the internal combustion engine using electric power from the power storage device;
A navigation device capable of detecting a vehicle position and having a function of guiding a route to a destination designated by a user;
A control device for controlling the traveling of the hybrid vehicle,
The control device includes:
A catalyst warm-up control unit that operates the internal combustion engine regardless of the traveling state of the hybrid vehicle when the temperature of the catalyst device is equal to or lower than a predetermined value;
Based on the remaining capacity of the power storage device, a travelable distance estimation unit that estimates a travelable distance by a vehicle driving force from the second rotating electrical machine using the stored power of the power storage device;
A travel distance prediction unit for obtaining a predicted travel distance to the destination when the travel route guidance is provided by the navigation device;
A hybrid including a travel mode determination unit that selects a predetermined travel mode that stops the internal combustion engine and generates a vehicle driving force by the second rotating electrical machine when the travelable distance is shorter than the predicted travel distance. vehicle. The control device includes:
A travel learning unit that learns a ratio of a travel distance of the hybrid vehicle to a power consumption amount of the power storage device when the predetermined travel mode is selected;
The hybrid vehicle according to claim 1, wherein the travelable distance estimation unit estimates the travelable distance based on a learning result by the travel learning unit and a remaining capacity of the power storage device.   The travelable distance estimation unit estimates the travelable distance according to a product of a difference between a current value and a lower limit management value of the remaining capacity and the ratio learned by the travel learning unit. Hybrid vehicle.

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