JP4910917B2 - HYBRID VEHICLE, HYBRID VEHICLE CONTROL METHOD, AND COMPUTER-READABLE RECORDING MEDIUM CONTAINING PROGRAM FOR CAUSING COMPUTER TO EXECUTE THE CONTROL METHOD - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle suppressing as much as possible a situation where the amount of the fuel of an internal combustion engine completely becomes zero. <P>SOLUTION: This hybrid vehicle can travel in one travel mode of an EV (Electric Vehicle) mode to stop the engine and to travel and an HV (Hybrid Vehicle) mode to operate the engine and to travel. An ECU (Electronic Control Unit) detects a fuel residual amount of the engine (step S10). It is decided whether the detected fuel residual amount falls to a predetermined threshold value or not (step S20). When it is decided that the fuel residual amount falls to the threshold value (YES in the step S20), the ECU controls a changeover of the travel mode to give priority to the EV mode (step S30). <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to travel control of a hybrid vehicle equipped with an internal combustion engine and an electric motor as a power source for vehicle travel.

  In recent years, hybrid vehicles have attracted attention as environmentally friendly vehicles. In addition to a conventional internal combustion engine, a hybrid vehicle is equipped with a power storage device, an inverter, and an electric motor driven by the inverter as a power source for traveling the vehicle.

  In such a hybrid vehicle, a traveling mode (hereinafter referred to as “EV (Electric Vehicle) mode”) in which the internal combustion engine is stopped and traveling only by an electric motor, and a traveling mode in which at least the internal combustion engine is operated (hereinafter referred to as “EV”). There is known a vehicle capable of traveling by switching to HV (Hybrid Vehicle) mode.

  Japanese Patent Application Laid-Open No. 2004-320946 discloses a method of increasing the travel distance after completely consuming engine fuel in a hybrid vehicle that can travel by switching between the EV mode and the HV mode. In this hybrid vehicle, when the remaining amount of fuel in the engine is equal to or greater than the threshold value, the control center of the state quantity indicating the state of charge of the battery (hereinafter referred to as “SOC (State of Charge)”) is set to the value S1. To do. On the other hand, when the remaining fuel amount is less than the threshold value, the control center of the state quantity indicating the SOC of the battery is set to a value S2 larger than the value S1.

Thereby, since the SOC of the battery when the remaining amount of fuel becomes low becomes high, the travel distance in the EV mode after the fuel in the fuel tank is completely consumed can be increased (see Patent Document 1).
JP 2004-320946 A

  However, in the hybrid vehicle described in Japanese Patent Application Laid-Open No. 2004-320946, since the travel mode shifts to the EV mode after the fuel is completely consumed, the vehicle cannot travel in the HV mode until the fuel is replenished. Further, when the SOC of the battery decreases, the vehicle cannot run immediately. Therefore, some users may want to leave fuel for emergency use.

  In addition, when the battery can be charged from a power source outside the vehicle (system power source, etc.), there may be a situation where the engine is not used for a long period of time when the fuel is completely zero. In addition, it is impossible to detect engine malfunctions at an early stage. Further, when the engine is not used for a long period of time, the replenished fuel may be left unused for a long period of time, which may cause deterioration of the fuel.

  Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to provide a hybrid vehicle that can suppress the fuel of the internal combustion engine from becoming completely zero as much as possible.

  Another object of the present invention is to provide a hybrid vehicle capable of preventing the fuel of the internal combustion engine from deteriorating.

  Another object of the present invention is to provide a hybrid vehicle control method capable of suppressing the fuel of the internal combustion engine from becoming zero as much as possible, and a computer-readable recording program for causing a computer to execute the control method. Is to provide a simple recording medium.

  According to this invention, the hybrid vehicle includes an internal combustion engine, an electric motor as a power source for running the vehicle, a remaining fuel amount detection unit, and a control unit. The remaining fuel amount detection unit detects the remaining fuel amount of the internal combustion engine. The control unit controls switching between travel modes including a first mode (EV mode) in which the internal combustion engine is stopped to travel and at least a second mode (HV mode) in which the internal combustion engine is operated to travel. Then, when the remaining fuel amount detected by the remaining fuel amount detecting unit decreases to the first specified value, the control unit controls the switching of the traveling mode so that the first mode is prioritized.

  Preferably, the hybrid vehicle further includes a setting unit configured to allow a user to set the first specified value.

  More preferably, the setting unit is configured to allow the user to further set the release or prohibition of the control that gives priority to the first mode.

  Preferably, the hybrid vehicle further includes a power storage device, a charge state calculation unit, and a notification unit. The power storage device can supply power to the electric motor. The charging state calculation unit calculates a state quantity indicating a charging state of the power storage device. The notification unit outputs a warning to the user when the state quantity calculated by the charge state calculation unit during the control giving priority to the first mode becomes equal to or less than the second specified value.

  More preferably, the control unit shifts from the first mode to the second mode when the state quantity calculated by the charge state calculation unit during the control giving priority to the first mode becomes equal to or less than the second specified value. Switch the driving mode.

  Preferably, the hybrid vehicle further includes a power storage device, a charge state calculation unit, and a travel mode switching instruction unit. The power storage device can supply power to the electric motor. The charging state calculation unit calculates a state quantity indicating a charging state of the power storage device. The travel mode switching instruction unit switches from the first mode to the second mode when the state quantity calculated by the charge state calculation unit during the control that gives priority to the first mode becomes equal to or less than the second specified value. It is configured so that the user can instruct the switching of the running mode.

  Preferably, the hybrid vehicle further includes a charging device. The charging device is configured to be able to charge the power storage device by receiving electric power supplied from the outside of the vehicle.

  According to the invention, the hybrid vehicle includes an internal combustion engine that burns fuel, an electric motor as a power source for traveling the vehicle, a remaining fuel amount detection unit, a control unit, and an input device. The remaining fuel amount detection unit detects the remaining fuel amount of the internal combustion engine. The control unit controls switching between travel modes including a first mode (EV mode) in which the internal combustion engine is stopped to travel and at least a second mode (HV mode) in which the internal combustion engine is operated to travel. The input device gives an instruction to the control unit in accordance with a user operation. When the input device accepts an operation for instructing to use up the remaining amount of fuel that can be used as fuel for traveling, the control unit controls the switching of the traveling mode so that the second mode is given priority. The remaining amount of fuel that can be used as fuel for running is consumed.

  In addition, according to the present invention, a hybrid vehicle control method includes a first mode (EV mode) in which an internal combustion engine and an electric motor as a power source for vehicle travel are mounted, and the internal combustion engine is stopped to travel. This is a control method for a hybrid vehicle capable of traveling in at least one of the second modes (HV mode) in which the internal combustion engine is operated. The control method includes a step of detecting the fuel remaining amount of the internal combustion engine, a step of determining whether or not the detected fuel remaining amount has decreased to a first specified value, and a fuel remaining amount of the first And a step of controlling the switching of the driving mode so as to give priority to the first mode when it is determined that the value has decreased to the specified value.

Preferably, the first specified value is set by a user.
More preferably, the hybrid vehicle control method further includes a step of canceling or prohibiting the control that gives priority to the first mode, based on a setting input by the user.

  Preferably, the hybrid vehicle control method calculates a state quantity indicating a state of charge of the power storage device capable of supplying electric power to the electric motor, and whether or not the calculated state quantity is equal to or less than a second specified value. And a step of outputting a warning to the user when it is determined that the state quantity is equal to or less than the second specified value during the control that gives priority to the first mode.

  More preferably, in the hybrid vehicle control method, when it is determined that the state quantity indicating the state of charge of the power storage device is equal to or less than the second specified value during the control in which the first mode is prioritized, the first mode is started. The method further includes the step of switching the traveling mode to the second mode.

  Preferably, the hybrid vehicle control method calculates a state quantity indicating a state of charge of the power storage device capable of supplying electric power to the electric motor, and whether or not the calculated state quantity is equal to or less than a second specified value. And when the state quantity is determined to be less than or equal to the second specified value during the control for giving priority to the first mode, the first mode to the second mode are determined according to a user instruction. And a step of switching the travel mode.

  Preferably, the hybrid vehicle in the control method is configured to be able to charge a power storage device capable of receiving electric power supplied from outside the vehicle and supplying electric power to the electric motor.

  According to the invention, the recording medium is a computer-readable recording medium, and records a program for causing the computer to execute any one of the hybrid vehicle control methods described above.

  In the present invention, the hybrid vehicle can travel by switching between the first mode (EV mode) and the second mode (HV mode). When the remaining amount of fuel in the internal combustion engine decreases to the first specified value, the switching of the travel mode is controlled so that the first mode (EV mode) is prioritized, so that fuel consumption is suppressed.

  Therefore, according to the present invention, it is possible to suppress the fuel of the internal combustion engine from becoming completely zero immediately as much as possible.

  In the present invention, when the input device accepts an operation for instructing to use up the remaining amount of fuel that can be used as fuel for traveling, the traveling mode is switched so that the second mode (HV mode) is given priority. The remaining amount of fuel that is controlled and can be used as fuel for running is consumed.

  Therefore, according to the present invention, it is possible to prevent the fuel from deteriorating due to the replenished fuel being left unused for a long period of time.

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

[Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes an engine 4, motor generators MG <b> 1 and MG <b> 2, a power split mechanism 3, and wheels 2. Hybrid vehicle 100 further includes a power storage device B, a system main relay SMR, a boost converter 10, inverters 20 and 30, capacitors C1 and C2, and an ECU (Electronic Control Unit) 50. Hybrid vehicle 100 further includes power lines ACL1 and ACL2, a charging plug 40, a voltage sensor 74, and a current sensor 76.

  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 hollowing the rotor of motor generator MG1 and passing the crankshaft of engine 4 through its center.

  Kinetic energy generated by the engine 4 is distributed by the power split mechanism 3 to the wheels 2 and the motor generator MG1. That is, engine 4 is incorporated in hybrid vehicle 100 as a power source that drives wheels 2 and motor generator MG1. 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 driving power for driving wheels 2. It is incorporated in the hybrid vehicle 100 as a source.

  Power storage device B is connected to positive line PL1 and negative line NL1 through system main relay SMR. 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 C1 is connected between positive electrode line PL1 and negative electrode line NL1, and 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.

  Motor generators MG1 and MG2 include Y-connected three-phase coils 7 and 8 as stator coils, respectively. Three-phase coil 7 is connected to inverter 20, and power line ACL <b> 1 is connected to neutral point N <b> 1 of three-phase coil 7. Three-phase coil 8 is connected to inverter 30, and power line ACL2 is connected to neutral point N2 of three-phase coil 8. Charging plug 40 is connected to the ends of power lines ACL1 and ACL2 different from the neutral point connection ends.

  Charging plug 40 is an external charging interface for receiving electric power supplied from external power supply 80 (for example, system power supply) outside hybrid vehicle 100. The external charging interface may be of any type such as a wireless type or a wired type as long as it can receive power from the external power source 80.

  The power storage device B is a chargeable / dischargeable DC power source, and is composed of, for example, a secondary battery such as nickel metal hydride or lithium ion. Power storage device B supplies power to boost converter 10 when system main relay SMR is on. Power storage device B is charged by receiving electric power output from boost converter 10 to positive line PL1 and negative line NL1 when power is generated by motor generator MG1 and / or motor generator MG2 or when power is supplied from external power supply 80. The It is noted that a large capacity capacitor can be employed as power storage device B, and a power buffer capable of temporarily storing power generated by motor generators MG1 and MG2 and external power and supplying the stored power to motor generator MG2. Anything can be used.

  Voltage sensor 74 detects voltage VB of power storage device B and outputs the detected value to ECU 50. Current sensor 76 detects current IB input to and output from power storage device B, and outputs the detected value to ECU 50.

  System main relay SMR electrically connects / disconnects power storage device B with positive electrode line PL1 and negative electrode line NL1. System main relay SMR receives operating power from an auxiliary battery (not shown), and is turned on / off in response to a control signal from ECU 50. Capacitor C1 smoothes voltage fluctuation between positive electrode line PL1 and negative electrode line NL1.

  Boost converter 10 boosts DC power output from power storage device B based on signal PWMC from ECU 50 and outputs the boosted voltage to positive line PL2. Boost converter 10 steps down the power supplied from inverters 20 and 30 to the voltage level of power storage device B based on signal PWMC and charges 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. Inverters 20 and 30 convert DC power supplied from positive electrode line PL2 and negative electrode line NL2 into AC power and output the AC power to motor generators MG1 and MG2, respectively. Inverters 20 and 30 convert the electric power generated by motor generators MG1 and MG2, respectively, to DC power and output it to positive line PL2 and negative line NL2.

  In addition, each inverter 20 and 30 consists of a bridge circuit containing the switching element for three phases, for example. Inverters 20 and 30 drive corresponding motor generators by performing a switching operation in accordance with signals PWMI1 and PWMI2 from ECU 50, respectively.

  In addition, inverters 20 and 30 receive AC supplied from neutral power source 80 to neutral points N1 and N2 via power lines ACL1 and ACL2 when power storage device B is charged from external power supply 80 to which charging plug 40 is connected. Electric power is converted into DC power based on signals PWMI1 and PWMI2 from ECU 50, and the converted DC power is output to positive line PL2.

  Motor generators MG1 and MG2 are three-phase AC motors, for example, three-phase AC synchronous motors in which a permanent magnet is embedded in a rotor. Motor generator MG1 converts the kinetic energy generated by engine 4 into electric energy and outputs the electric energy to inverter 20. Motor generator MG1 generates driving force by the three-phase AC power received from inverter 20, and starts engine 4.

  Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC power received from inverter 30. Motor generator MG2 converts the mechanical energy stored in the vehicle as kinetic energy or positional energy into electric energy and outputs it to inverter 30 when the vehicle is braked or when acceleration on the down slope is reduced.

  The engine 4 converts thermal energy generated by the combustion of fuel into kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split mechanism 3. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split mechanism 3. The fuel for the engine 4 is preferably a hydrocarbon fuel such as gasoline, light oil, ethanol, liquid hydrogen, natural gas, or a liquid or gaseous hydrogen fuel.

  The fuel tank 5 stores fuel supplied from the outside through the fuel supply port 12 and supplies the stored fuel to the engine 4. The fuel remaining amount sensor 14 detects the remaining amount of fuel in the fuel tank 5 and outputs a signal FUEL indicating the detected remaining amount to the ECU 50. The fuel remaining amount sensor 14 is preferably configured to detect the liquid level in the fuel tank 5 if the fuel is a liquid fuel, and based on the pressure or temperature in the fuel tank 5 if the fuel is a gaseous fuel. A configuration for estimating the fuel in the fuel tank 5 is suitable. The remaining fuel sensor 14 estimates the remaining amount based on the fuel supplied from the fuel supply port 12 and the flow rate of the fuel supplied to the engine 4 without directly detecting the state in the fuel tank 5. It may be a configuration.

  ECU 50 generates signal PWMC for driving boost converter 10 and signals PWMI1 and PWMI2 for driving motor generators MG1 and MG2, respectively. Boosted converter 10 and inverter 20 generate the generated signals PWMC, PWMI1 and PWMI2, respectively. , 30.

  Further, the ECU 50 controls the travel mode of the hybrid vehicle 100. That is, the ECU 50 controls switching between stopping the engine 4 and traveling in the EV mode using only the motor generator MG2 or traveling in the HV mode in which at least the engine 4 is operated.

  Here, the ECU 50 controls the switching of the traveling mode so that the EV mode is prioritized when the remaining amount of fuel indicated by the signal FUEL received from the remaining fuel sensor 14 falls to a predetermined threshold value. That is, when the fuel is completely consumed, gas may be mixed into the fuel pipe and trouble may occur in the fuel supply. In the first embodiment, when the remaining fuel amount falls to the threshold value, the EV mode By giving priority to the above, fuel consumption is suppressed, and the remaining amount of fuel corresponding to the threshold value is secured.

  ECU 50 calculates the SOC of power storage device B based on the detected values of voltage VB received from voltage sensor 74 and current IB received from current sensor 76. This SOC represents the amount of power stored in the fully charged state of the power storage device B in 0 to 100%, and indicates the remaining power storage of the power storage device B. Various known methods can be used for calculating the SOC.

  ECU 50 determines that traveling by motor generator MG2 is no longer possible when the SOC of power storage device B is equal to or lower than a predetermined threshold value during the execution of control that prioritizes EV mode. Switch the travel mode to the HV mode.

  In addition, when power storage device B is charged from external power supply 80, ECU 50 converts AC power applied from external power supply 80 to neutral points N1 and N2 via charging plug 40 and power lines ACL1 and ACL2 into DC power. Then, signals PWMI1 and PWMI2 for controlling inverters 20 and 30 are generated so as to output to positive line PL2.

  FIG. 2 is a diagram showing an example of a change in travel mode in hybrid vehicle 100 shown in FIG. Referring to FIG. 2, it is assumed that traveling of hybrid vehicle 100 is started after power storage device B is fully charged from external power supply 80. Until the SOC of power storage device B reaches specified value Sth1, engine 4 is stopped and hybrid vehicle 100 travels in the EV mode unless rapid acceleration or climbing is performed. During traveling in the EV mode, the SOC of power storage device B is not particularly managed, and the SOC of power storage device B decreases as the travel distance increases.

  When the SOC of power storage device B reaches specified value Sth1, engine 4 is started, and the traveling mode is switched from the EV mode to the HV mode. During traveling in the HV mode, charging / discharging of power storage device B is managed such that the SOC of power storage device B approaches the specified value Sth1 by generating power by motor generator MG1 using the power of engine 4. .

  It is assumed that when the travel distance reaches L2, the remaining amount of fuel in the engine 4 has decreased to a predetermined threshold value. Then, the switching of the traveling mode is controlled so that the EV mode is prioritized. Specifically, the travel mode is switched to the EV mode, and the travel range in the EV mode is expanded (for example, starting of the engine 4 is suppressed). During the execution of the control that gives priority to the EV mode, the SOC of the power storage device B decreases as the travel distance increases, as in the travel in the EV mode up to the travel distance L1.

  Thereafter, when the SOC of power storage device B reaches a prescribed value Sth2 (<Sth1), it is determined that traveling only by motor generator MG2 is no longer possible, and the traveling mode is switched to the HV mode.

  Although not particularly shown, even during traveling in the EV mode (including during the execution of the control that gives priority to the EV mode), the motor generator MG2 The SOC of power storage device B can increase due to the regenerative power. In the HV mode, charging / discharging of power storage device B may be managed so that SOC of power storage device B falls within a predetermined range centered on specified value Sth.

  FIG. 3 is a functional block diagram of ECU 50 shown in FIG. Referring to FIG. 3, ECU 50 includes a converter control unit 52, first and second inverter control units 54 and 56, a charge control unit 58, a travel mode control unit 60, and an SOC calculation unit 62. .

  Converter control unit 52 receives voltage VB, voltage VDC between positive electrode line PL2 and negative electrode line NL2, and detected values of rotation speeds MRN1, MRN2 of motor generators MG1, MG2, and motor generator MG1, received from travel mode control unit 60. Based on torque command values TR1 and TR2 of MG2, a signal PWMC for driving boost converter 10 is generated, and the generated signal PWMC is output to boost converter 10. Each of voltage VDC and rotation speeds MRN1 and MRN2 is detected by a sensor (not shown).

  First inverter control unit 54 generates signal PWMI1 for driving motor generator MG1 based on voltage VDC, motor current MCRT1 of motor generator MG1 and detected values of rotor rotational position θ1, and torque command value TR1. Then, the generated signal PWMI1 is output to the inverter 20. Each of motor current MCRT1 and rotor rotational position θ1 is detected by a sensor (not shown).

  Second inverter control unit 56 generates signal PWMI2 for driving motor generator MG2 based on voltage VDC, motor current MCRT2 of motor generator MG2, each detected value of rotor rotational position θ2, and torque command value TR2. Then, the generated signal PWMI2 is output to the inverter 30. Each of motor current MCRT2 and rotor rotational position θ2 is detected by a sensor (not shown).

  Here, first and second inverter control units 54 and 56, when power storage device B is charged from external power supply 80, signals PWMI1, based on zero-phase voltage commands AC1 and AC2 from charge control unit 58, respectively. PWMI2 is generated, and the generated signals PWMI1 and PWMI2 are output to inverters 20 and 30, respectively.

  When the signal CHRG instructing charging from the external power supply 80 to the power storage device B is activated, the charging control unit 58 performs the voltage VAC and the current IAC of the AC power supplied from the external power supply 80 to the neutral points N1 and N2. Based on each detected value, zero-phase voltage commands AC1 and AC2 for operating motor generators MG1 and MG2 and inverters 20 and 30 as a single-phase PWM converter as described later are generated, and the generated zero-phase voltage commands are generated. AC1 and AC2 are output to first and second inverter control units 54 and 56, respectively. The voltage VAC and the current IAC are detected by a voltage sensor and a current sensor not shown, respectively.

  The travel mode control unit 60 receives an accelerator opening signal ACC indicating the accelerator opening, a vehicle speed signal SPD indicating the vehicle speed, and a shift position signal SP indicating the shift position. In addition, traveling mode control unit 60 receives signal FUEL indicating the remaining fuel amount of the internal combustion engine from fuel remaining amount sensor 14 and receives signal SOC indicating the calculated value of SOC of power storage device B from SOC calculating unit 62. Then, traveling mode control unit 60 calculates an output request value of engine 4 based on accelerator opening signal ACC, vehicle speed signal SPD, shift position signal SP, and signal SOC, and the calculated output request value of engine 4 is calculated. Based on this, it is determined whether to travel in the EV mode or the HV mode.

  Here, the traveling mode control unit 60 controls the switching of the traveling mode so that the EV mode is prioritized when the fuel remaining amount indicated by the signal FUEL is equal to or less than a predetermined threshold value. Further, when the SOC of power storage device B indicated by signal SOC becomes equal to or less than a threshold value (specified value Sth2 in FIG. 2) during the execution of the control that gives priority to the EV mode, travel mode control unit 60 switches the travel mode to the HV mode. Switch.

  Traveling mode control unit 60 generates torque command values TR1 and TR2 based on the traveling mode, and outputs the generated torque command values to converter control unit 52 and first and second inverter control units 54 and 56. To do.

  The accelerator opening signal ACC is detected by an accelerator opening sensor (not shown) that detects the operation amount of the accelerator pedal, and the vehicle speed signal SPD and the shift position signal SP are detected by a vehicle speed sensor and a shift position sensor (not shown), respectively. .

  SOC calculation unit 62 calculates the SOC of power storage device B based on the detected values of current IB and voltage VB, and outputs the calculation result to travel mode control unit 60.

  FIG. 4 is a diagram for explaining the switching of the running mode. Referring to FIG. 4, the vertical axis represents the engine output request value, and the horizontal axis represents the vehicle speed. A threshold value k1 indicated by a solid line indicates a switching threshold value between the EV mode and the HV mode in normal time (when the control for giving priority to the EV mode is not performed). When the engine output request value is less than or equal to the threshold value k1, it is determined that the engine 4 is stopped (EV mode). When the engine output request value exceeds the threshold value k1, the engine 4 is started. It is determined that the vehicle travels (HV mode). The threshold value k1 changes according to the vehicle speed, and is, for example, large at low speed (that is, emphasizing the EV mode), and becomes zero when the vehicle speed exceeds the specified value SPD0 (that is, always in the HV mode). Becomes).

  A threshold value k2 indicated by a dotted line indicates a switching threshold value between the EV mode and the HV mode at the time of performing the control that gives priority to the EV mode. That is, during the execution of the control that gives priority to the EV mode, the switching threshold value is switched from the threshold value k1 to the threshold value k2 that is larger than the threshold value k1. Thereby, the travel area in the EV mode is expanded, and the start of the engine 4 is suppressed.

  FIG. 5 is a flowchart for explaining the structure of the travel mode switching control based on the remaining fuel amount by ECU 50 shown in FIG. It should be noted that the processing of this flowchart is called from the main routine and executed every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 5, ECU 50 detects the remaining amount of fuel in engine 4 based on signal FUEL from remaining fuel amount sensor 14 (step S10). Then, ECU 50 determines whether or not the detected remaining fuel amount is equal to or less than a predetermined threshold value (step S20). If it is determined that the remaining fuel amount is greater than the threshold (NO in step S20), ECU 50 proceeds to step S70 and returns the process to the main routine.

  If it is determined in step S20 that the remaining fuel amount is equal to or less than the threshold value (YES in step S20), ECU 50 controls switching of the travel mode so that the EV mode is prioritized (step S30). Specifically, as shown in FIG. 4, the switching threshold value between the EV mode and the HV mode is switched from the threshold value k1 to the threshold value k2.

  Next, ECU 50 calculates the SOC of power storage device B based on the detected values of current IB and voltage VB of power storage device B (step S40). Then, ECU 50 determines whether or not the calculated SOC is equal to or less than a preset threshold value (specified value Sth2 in FIG. 2) (step S50).

  If it is determined that the SOC of power storage device B is equal to or less than the threshold value (specified value Sth2) (YES in step S50), ECU 50 switches the travel mode to the HV mode (step S60). On the other hand, when it is determined that the SOC of power storage device B is higher than the threshold value (specified value Sth2) (NO in step S50), ECU 50 shifts the process to step S70. That is, in this case, control that prioritizes the EV mode is maintained.

  Next, the operation of inverters 20 and 30 when power storage device B is charged from external power supply 80 will be described.

  FIG. 6 shows a zero-phase equivalent circuit of inverters 20 and 30 and motor generators MG1 and MG2 shown in FIG. In each of the inverters 20 and 30 composed of a three-phase bridge circuit, there are eight patterns of combinations of on / off of six switching elements. Two of the eight switching patterns have zero interphase voltage, and such a voltage state is called a zero voltage vector. For the zero voltage vector, the three switching elements of the upper arm can be regarded as the same switching state (all on or off), and the three switching elements of the lower arm can also be regarded as the same switching state.

  When charging power storage device B from external power supply 80, inverters 20 and 30 control the zero voltage vector based on zero-phase voltage commands AC1 and AC2 generated by charge control unit 58 of ECU 50. Therefore, when the power storage device B is charged from the external power supply 80, the three switching elements of the upper arm of each inverter can be regarded as the same switching state, and the three switching elements of the lower arm can be regarded as the same switching state. Therefore, in FIG. 6, the three switching elements of the upper arm of the inverter 20 are collectively shown as an upper arm 20A, and the three switching elements of the lower arm of the inverter 20 are collectively shown as a lower arm 20B. Similarly, the three switching elements of the upper arm of the inverter 30 are collectively shown as an upper arm 30A, and the three switching elements of the lower arm of the inverter 30 are collectively shown as a lower arm 30B.

  As shown in FIG. 6, this zero-phase equivalent circuit can be regarded as a single-phase PWM converter that receives single-phase AC power applied to neutral points N1 and N2 via power lines ACL1 and ACL2. . Therefore, by changing the zero voltage vector in each of inverters 20 and 30 and performing switching control so that inverters 20 and 30 operate as arms of a single-phase PWM converter, external power supply 80 input from power lines ACL1 and ACL2 can be used. The AC power can be converted into DC power and output to the positive line PL2 and the negative line NL2, and the power storage device B (not shown) can be charged.

In this manner, power storage device B is charged from external power supply 80 outside the vehicle.
In the above, the threshold value of the remaining amount of fuel is set from the viewpoint of preventing a problem in the fuel supply due to gas being mixed into the fuel pipe when the fuel is completely consumed. However, this threshold value may be set to a value larger than the fuel left for system maintenance (prevention of fuel supply failure) as described above. That is, the fuel remaining in the fuel tank 5 excluding the fuel that is left for system maintenance, in other words, the remaining fuel that can be used as the fuel for running is left so as to leave the predetermined fuel. The threshold value may be set.

  As described above, in the first embodiment, hybrid vehicle 100 can travel by switching between the EV mode and the HV mode. When the remaining fuel amount of the engine 4 decreases to a predetermined threshold value, the switching of the travel mode is controlled so that the EV mode is prioritized, so that fuel consumption is suppressed. Therefore, according to this Embodiment 1, it can suppress as much as possible that the fuel of the engine 4 becomes completely zero immediately.

[Variation 1 of Embodiment 1]
In the first modification, when the SOC of the power storage device B decreases to the threshold value (the specified value Sth2 in FIG. 2) during the execution of the control that gives priority to the EV mode, the switching to the HV mode is performed according to a user instruction. Is done. That is, permission to use fuel is entrusted to the user.

  FIG. 7 is an overall block diagram of a hybrid vehicle according to the first modification of the first embodiment. Referring to FIG. 7, this hybrid vehicle 100 </ b> A further includes an input device 70 in the configuration of hybrid vehicle 100 shown in FIG. 1, and includes an ECU 50 </ b> A instead of ECU 50.

  The input device 70 is an input interface for allowing the user to switch to the HV mode, that is, to use the fuel when the SOC of the power storage device B decreases during the control that gives priority to the EV mode. This input interface may be of any type such as a push button type or a touch panel type as long as it can be input by the user.

  When the SOC of power storage device B drops to a predetermined threshold value during execution of control that prioritizes EV mode, ECU 50A responds to a switching instruction to HV mode input from input device 70 by the user. The driving mode is switched to the HV mode. The other configuration of ECU 50A is the same as that of ECU 50 in the first embodiment.

  FIG. 8 is a flowchart for illustrating the structure of travel mode switching control based on the remaining fuel amount by ECU 50A shown in FIG. Note that the processing of this flowchart is also called and executed from the main routine every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 8, this flowchart further includes step S52 in the flowchart shown in FIG. In other words, when it is determined in step S50 that the SOC of power storage device B is equal to or less than the threshold value (specified value Sth2 in FIG. 2) (YES in step S50), ECU 50A provides an instruction to switch to HV mode by the user. It is determined whether or not an input has been made from the input device 70 (step S52).

  If it is determined that there is an instruction to switch to the HV mode (YES in step S52), ECU 50A proceeds to step S60, and the travel mode is switched to HV mode. On the other hand, when an instruction to switch to the HV mode is not input (NO in step S52), ECU 50A shifts the process to step S70 without switching the travel mode to the HV mode.

  As described above, according to the first modification of the first embodiment, since the use permission of the fuel is entrusted to the user by providing the input device 70, the problem of the fuel supply occurs rather than ensuring the traveling. It is possible to meet the demands of users who are concerned about this.

[Modification 2 of Embodiment 1]
If the fuel supplied to the fuel tank 5 is left unused for a long period of time, the fuel deteriorates (for example, oxidation). Therefore, it is preferable to use up the supplied fuel regularly to some extent. Therefore, in the second modification, when a prescribed condition such as a considerable period of time has elapsed since the last refueling, the HV mode is prioritized and fuel is actively consumed.

  Referring again to FIG. 1, the ECU 50 according to the second modified example sets the travel mode so that the HV mode is prioritized when a prescribed condition is satisfied regardless of the SOC of the power storage device B and the remaining amount of fuel in the fuel tank 5. Controls switching. For example, the ECU 50 detects the presence or absence of fuel supply based on the amount of change in the remaining amount of fuel indicated by the signal FUEL from the fuel remaining amount sensor 14 and counts the elapsed time from the previous fuel supply timing. When the threshold value is reached, it can be assumed that the specified condition is satisfied. Alternatively, an input device as shown in FIG. 7 may be provided, and the above specified condition may be satisfied when the input device accepts an instruction from the user. Note that other functions of the ECU 50 in the first modification are the same as those in the first embodiment.

  In addition, when HV mode is prioritized and fuel is actively consumed, all the fuel in the fuel tank 5 and the fuel pipe may be used up, or the fuel is completely consumed as described above. From the viewpoint of preventing possible fuel supply problems, a small amount of fuel may be left and other fuels may be used up. That is, the remaining amount of fuel other than the fuel that is left in a small amount for system maintenance as described above, that is, the remaining amount of fuel that can be used as fuel for traveling may be used up.

  As described above, according to the second modification of the first embodiment, it is possible to prevent the fuel that has not been used for a long time from being left in the fuel tank 5 and deteriorating.

[Modification 3 of Embodiment 1]
As described above, it is preferable to use up the replenished fuel regularly to some extent. However, on the other hand, as described above, in order to maintain the system (prevent fuel supply problems), it is necessary to leave a small amount of fuel without completely using it. Therefore, in the third modification, when an instruction for using up the fuel is input from the input device by the user, the control to use up the fuel is executed in consideration of system maintenance.

  Referring to FIG. 7 again, ECU 50A in the third modification uses up the remaining amount of fuel that can be used as fuel for traveling (that is, the remaining fuel amount obtained by subtracting the remaining fuel for system maintenance from the remaining fuel amount). When the input device 70 receives an operation for instructing this, the switching of the driving mode is controlled so that the HV mode is given priority.

  Here, the ECU 50A does not give priority to the HV mode until the remaining amount of fuel is used up, but prioritizes the HV mode until the remaining amount of fuel that can be used as fuel for driving is consumed, and is used as fuel for driving. When all of the possible remaining fuel is consumed, the driving mode is switched to the EV mode. The other functions of ECU 50A in the third modification are the same as those of ECU 50 in the first embodiment.

  As described above, according to the third modification of the first embodiment, it is possible to prevent the fuel that has not been used for a long time from being left in the fuel tank 5 and deteriorating while considering system maintenance.

[Embodiment 2]
In a hybrid vehicle that can charge a power storage device from a power source outside the vehicle, some users always run in EV mode using only power supplied from the external power source, leaving part or all of the replenished fuel. You may want to keep it. For example, from the viewpoint of fuel efficiency, it is more economical to run on electricity than to run on fuel, or to prepare for a situation where both fuel and power are consumed and the vehicle becomes unable to run. For example, it may be necessary to leave high-density fuel for emergency use. Therefore, in the second embodiment, when the user can set the remaining amount of fuel in the engine, the remaining amount of fuel decreases to the set value, and the SOC of the power storage device also decreases, the remaining fuel remains. Switching to the HV mode is performed after notifying the user that it will be used.

  FIG. 9 is an overall block diagram of a hybrid vehicle according to the second embodiment. Referring to FIG. 9, hybrid vehicle 100 </ b> B further includes an input device 70 </ b> A and a display device 72 in the configuration of hybrid vehicle 100 shown in FIG. 1, and includes an ECU 50 </ b> B instead of ECU 50.

  The input device 70A is an input interface for the user to set the remaining amount of fuel to be left. As a method for setting the remaining amount of fuel, the user may be able to select a plurality of predetermined set values, or the user may be able to directly input the set values. When there is no input setting by the user, a prescribed default value may be set. As the input device 70A, a dedicated input device may be provided, or a fuel remaining amount setting function may be incorporated in the car navigation device.

  The display device 72 indicates that when the SOC of the power storage device B decreases during the control that gives priority to the EV mode, the travel mode is switched to the HV mode that uses the remaining fuel based on an instruction from the ECU 50B. Display. The display device 72 may be configured integrally with the input device 70B.

  The ECU 50B acquires the fuel remaining amount setting value by the user from the input device 70A. Then, ECU 50B controls switching of the travel mode so that the EV mode is prioritized when the remaining amount of fuel indicated by signal FUEL received from remaining fuel amount sensor 14 decreases to the remaining fuel amount setting value.

  Further, the ECU 50B outputs a signal to the display device 72 so as to display that the traveling mode is switched to the HV mode when the SOC of the power storage device B decreases during the execution of the control that gives priority to the EV mode. Switch the travel mode to the HV mode. Other configurations of ECU 50B are the same as ECU 50 in the first embodiment.

  FIG. 10 is a flowchart for illustrating the structure of travel mode switching control based on the remaining fuel amount by ECU 50B shown in FIG. Note that the processing of this flowchart is also called and executed from the main routine every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 10, this flowchart further includes steps S5 and S54 in the flowchart shown in FIG. 5, and includes step S25 instead of step S20. That is, when a series of processes is started, the ECU 50B acquires the fuel remaining amount setting value set by the user from the input device 70A (step S5).

  When the remaining fuel amount of the engine 4 is detected based on the signal FUEL in step S10, the ECU 50B determines whether or not the detected remaining fuel amount is equal to or less than the remaining fuel amount setting value (step S25). ). If it is determined that the remaining fuel amount is greater than the remaining fuel set value (NO in step S25), ECU 50B proceeds to step S70.

  If it is determined in step S25 that the fuel remaining amount is equal to or less than the fuel remaining amount set value (YES in step S25), ECU 50B proceeds to step S30 and switches the traveling mode so that the EV mode is prioritized. Be controlled.

  If it is determined in step S50 that the SOC of power storage device B is equal to or less than the threshold value (specified value Sth2 in FIG. 2) (YES in step S50), ECU 50B indicates that the travel mode is switched to the HV mode. The display device 72 is notified to display, and the user is notified that the remaining fuel is used (step S54). Thereafter, the ECU 50B shifts the process to step S60, and the traveling mode is switched to the HV mode.

  As described above, according to the second embodiment, the user can set the fuel remaining amount of the engine 4 from the input device 70A, so that the fuel of the engine 4 is left according to the user's request. Can do.

  Further, according to the second embodiment, when the remaining amount of fuel decreases to the set value and the SOC of power storage device B also decreases, the user is notified that the remaining fuel will be used. Since switching to the HV mode is performed, it is possible to prevent the use of fuel from being started without the user's knowledge.

[Modification of Embodiment 2]
In the second embodiment, the user can set the amount of fuel to be retained. However, in this modification, the EV mode priority control for maintaining the remaining amount of fuel in the remaining fuel amount setting value is used by the user. A configuration is shown in which can be canceled or the transition to the control that gives priority to the EV mode can be prohibited.

  Referring to FIG. 9 again, hybrid vehicle 100C according to the modification of the second embodiment includes input device 70B and ECU 50C in place of input device 70A and ECU 50B in the configuration of hybrid vehicle 100B according to the second embodiment. .

  The input device 70B allows the user to set the remaining amount of fuel to be left, and cancels EV mode priority if control that prioritizes EV mode is being performed, and sets EV mode if not being performed. It is configured that the user can further set the prohibition of transition to the priority control (hereinafter referred to as “release” together with the cancellation of the control that prioritizes the EV mode and the prohibition of transition to the control that prioritizes the EV mode. Express.).

  The ECU 50C cancels the control that prioritizes the EV mode when the user instructs the input device 70B to cancel the control that prioritizes the EV mode. Specifically, ECU 50C switches the threshold value for switching the travel mode from threshold value k2 in FIG. 4 to threshold value k1. As a result, the travel area in the HV mode is expanded as compared with the time of performing the control that gives priority to the EV mode. Note that when cancellation is instructed during the execution of the control that gives priority to the EV mode, the SOC of the power storage device B is lower than the specified value Sth1 in FIG. 2, so the ECU 50C switches the traveling mode to the HV mode. Become. Other configurations of ECU 50C are the same as ECU 50B in the second embodiment.

  FIG. 11 is a flowchart for illustrating the structure of travel mode switching control by ECU 50C in a modification of the second embodiment. Note that the processing of this flowchart is also called and executed from the main routine every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 11, this flowchart further includes steps S27 and S80 in the flowchart shown in FIG. That is, if it is determined in step S25 that the remaining fuel amount is equal to or less than the remaining fuel amount set value (YES in step S25), the ECU 50C inputs a control release instruction giving priority to the EV mode from the input device 70B by the user. It is determined whether or not it has been done (step S27).

  If it is determined in step S27 that there is an instruction to cancel (YES in step S27), ECU 50C cancels the control that gives priority to the EV mode (step S80). Specifically, ECU 50C switches the driving mode switching threshold value from threshold value k2 in FIG. 4 to threshold value k1 as described above. Note that when cancellation is instructed during the execution of the control that gives priority to the EV mode, the SOC of power storage device B is lower than the prescribed value Sth1 in FIG. 2, and thus ECU 50C switches the travel mode to the HV mode.

  On the other hand, when it is determined in step S27 that there is no cancellation instruction (NO in step S27), ECU 50C shifts the process to step S30 and controls the switching of the travel mode so that the EV mode is prioritized.

  As described above, according to the modification of the second embodiment, since the user can cancel the control for giving priority to the EV mode from the input device 70B, it is desired to secure the running performance using the remaining fuel. It can meet the demands of users who think.

  In each of the above embodiments, when power storage device B is charged from external power supply 80, charging power is input from neutral points N1 and N2 of motor generators MG1 and MG2. A dedicated inverter may be provided separately.

  FIG. 12 is an overall block diagram of a hybrid vehicle separately provided with a charging inverter. Referring to FIG. 12, hybrid vehicle 100D further includes a charging inverter 90 in the configuration of hybrid vehicle 100 shown in FIG.

  Charging inverter 90 is connected to positive line PL2 and negative line NL2, and based on signal PWMI3 from ECU 50, converts AC power applied from external power supply 80 to charging plug 40 into DC power to convert positive line PL2 and negative line NL2. Output to line NL2.

  Then, the DC power supplied from charging inverter 90 can be converted to the voltage level of power storage device B by boost converter 10 to charge power storage device B. The other configuration of hybrid vehicle 100D is the same as that of hybrid vehicle 100.

  In each of the embodiments described above, the SOC of power storage device B is controlled so that a predetermined amount of power storage is left in order to suppress deterioration. This remaining power storage amount is not for running but for system maintenance (preventing deterioration of power storage device B). In addition, it is possible to adopt a configuration that restricts the use of the fuel and restricts the use of the amount of power stored in the power storage device B. As in each of the above embodiments, the energy (fuel used for the travel) It is preferable to limit only the consumption of fuel that is relatively difficult to obtain for the user. By adopting such a configuration, it is possible to simplify the control and facilitate the user's operation as compared with the case where both the amount of stored electricity and the fuel are left for running.

  In each of the above embodiments, a hybrid vehicle that can charge power storage device B from external power supply 80 has been described. However, the scope of application of the present invention is limited to a hybrid vehicle having such an external charging function. It is not a thing. However, in a hybrid vehicle having an external charging function, it is assumed that the engine 4 is used in an EV mode using only electric power supplied from an external power source, and the engine 4 is hardly used. It is particularly suitable for a hybrid vehicle having

  Further, in each of the above-described embodiments, when the control for giving priority to the EV mode is performed, as shown in FIG. However, the method of giving priority to traveling in the EV mode is not limited to such a method. For example, when the control that gives priority to the EV mode is performed, the start of the engine 4 may be completely prohibited. Alternatively, at the time of performing the control that gives priority to the EV mode, the SOC control target value of power storage device B may be set lower than the normal time.

  In the second embodiment and the modification thereof, the display by the display device 72 is used as a method for notifying the user of traveling in the HV mode using the remaining fuel. You may make it notify to a user by.

  In each of the above embodiments, a series / parallel type hybrid vehicle has been described in which power of the engine 4 can be divided and transmitted to the axle and the motor generator MG1 by the power split mechanism 3. It can also be applied to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 4 only to drive the motor generator MG1 and generates the driving force of the vehicle only by the motor generator MG2, or regenerative energy among the kinetic energy generated by the engine 4 The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor assist type hybrid vehicle in which a motor assists the engine as the main power if necessary.

  The present invention is also applicable to a hybrid vehicle that does not include boost converter 10.

  In the above, the control in ECUs 50, 50A to 50C is actually performed by a CPU (Central Processing Unit), and the CPU is a program including the steps of the flowcharts shown in FIGS. Reading from a ROM (Read Only Memory), the read program is executed, and processing is executed according to the flowchart. Therefore, the ROM corresponds to a computer (CPU) readable recording medium in which a program including each step of the flowchart is recorded.

  In the above, engine 4 corresponds to an embodiment of “internal combustion engine” in the present invention, and motor generator MG2 corresponds to an embodiment of “electric motor” in the present invention. Further, fuel remaining amount sensor 14 corresponds to an embodiment of “fuel remaining amount detecting portion” in the present invention, and ECUs 50 and 50A to 50C correspond to an embodiment of “control portion” in the present invention. Further, the input devices 70A and 70B correspond to an example of the “setting unit” in the present invention, and the display device 72 corresponds to an example of the “notification unit” in the present invention.

  Furthermore, input device 70 corresponds to an embodiment of the “traveling mode switching instruction unit” in the present invention, and charging plug 40, power lines ACL1, ACL2, motor generators MG1, MG2 and inverters 20, 30 are provided in the present invention. One example of the “charging device” in FIG. Furthermore, the charging plug 40 and the charging inverter 90 also form an example of the “charging device” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention. It is the figure which showed an example of the change of the driving mode in the hybrid vehicle shown in FIG. It is a functional block diagram of ECU shown in FIG. It is a figure for demonstrating switching of driving modes. 2 is a flowchart for illustrating a structure of a traveling mode switching control based on a fuel remaining amount by an ECU shown in FIG. 1. It is the figure which showed the zero phase equivalent circuit of the inverter and motor generator which are shown in FIG. FIG. 6 is an overall block diagram of a hybrid vehicle according to a first modification of the first embodiment. It is a flowchart for demonstrating the structure of the driving mode switching control based on the fuel remaining amount by ECU shown in FIG. FIG. 6 is an overall block diagram of a hybrid vehicle according to a second embodiment. FIG. 10 is a flowchart for illustrating a structure of a travel mode switching control based on a fuel remaining amount by an ECU shown in FIG. 9. 12 is a flowchart for illustrating a structure of traveling mode switching control by an ECU according to a modification of the second embodiment. It is a whole block diagram of a hybrid vehicle provided with the inverter for charge separately.

Explanation of symbols

  2 wheels, 3 power split mechanism, 4 engine, 5 fuel tank, 7, 8 three-phase coil, 10 boost converter, 12 fuel supply port, 14 remaining fuel sensor, 20, 30 inverter, 20A, 30A upper arm, 20B, 30B Lower arm, 40 Charging plug, 50, 50A to 50C ECU, 52 Converter control unit, 54 First inverter control unit, 56 Second inverter control unit, 58 Charging control unit, 60 Travel mode control unit, 62 SOC calculation 70, 70A, 70B input device, 72 display device, 74 voltage sensor, 76 current sensor, 80 external power supply, 90 charging inverter, 100, 100A to 100D hybrid vehicle, B power storage device, SMR system main relay, PL1, PL2 positive line, NL1, NL2 negative line, C1, C2 Capacitor, MG1, MG2 motor generator, N1, N2 neutral point, ACL1, ACL2 power line.

Claims (14)

An internal combustion engine;
An electric motor as a power source for vehicle travel;
A fuel remaining amount detection unit for detecting a fuel remaining amount of the internal combustion engine;
A control unit that controls switching of a traveling mode including a first mode that travels while the internal combustion engine is stopped and a second mode that travels by operating at least the internal combustion engine;
The control unit controls switching of the travel mode so that the first mode is prioritized when the fuel remaining amount detected by the fuel remaining amount detecting unit decreases to a first specified value ;
The first mode and the first mode are configured so that the travel range in the first mode is larger when the control giving priority to the first mode is executed than when the control giving priority to the first mode is not executed. The threshold for switching to the second mode is switched, and
A hybrid vehicle comprising a setting unit configured to allow a user to set the first specified value . The hybrid vehicle according to claim 1 , wherein the setting unit is configured such that a user can further set the release or prohibition of the control that gives priority to the first mode. A power storage device capable of supplying electric power to the electric motor;
A charge state calculation unit for calculating a state quantity indicating a charge state of the power storage device;
And a notification unit that outputs a warning to the user when the state quantity calculated by the charge state calculation unit is equal to or lower than a second specified value during the control that gives priority to the first mode. The hybrid vehicle according to claim 1 or 2 . The control unit switches the travel mode from the first mode to the second mode when the state quantity becomes equal to or less than the second specified value during the control for giving priority to the first mode. The hybrid vehicle according to claim 3 . A power storage device capable of supplying electric power to the electric motor;
A charge state calculation unit for calculating a state quantity indicating a charge state of the power storage device;
The traveling from the first mode to the second mode when the state quantity calculated by the state-of-charge calculating unit during the control giving priority to the first mode becomes equal to or less than a second specified value. The hybrid vehicle according to claim 1, further comprising a travel mode switching instruction unit configured to allow a user to instruct mode switching. By receiving electric power supplied from the outside of the vehicle, further comprising, a hybrid vehicle according to any one of claims 1 to 5 the charging device configured to be chargeable supply power storage device electric power to the electric motor. Further comprising an input device for providing an instruction to the control unit in response to the operation of a Subscriber,
When the input device accepts an operation for instructing to use up the remaining amount of fuel that can be used as traveling fuel, the control unit controls switching of the traveling mode so that the second mode is prioritized. it allows to consume the remaining fuel quantity can be used as fuel for the traveling, the hybrid vehicle according to claim 1. A traveling mode of any one of a first mode in which an internal combustion engine and an electric motor as a power source for traveling the vehicle are mounted and the internal combustion engine is stopped and at least the internal combustion engine is operated to travel A control method for a hybrid vehicle that can travel in the vehicle, wherein the control method is executed by a control device mounted on the hybrid vehicle,
Detecting a remaining fuel amount of the internal combustion engine;
Determining whether the detected remaining fuel amount has decreased to a first specified value;
When it is determined that the remaining fuel amount has decreased to the first specified value, the step of controlling the switching of the travel mode so as to give priority to the first mode ,
The first mode and the first mode are configured so that the travel range in the first mode is larger when the control giving priority to the first mode is executed than when the control giving priority to the first mode is not executed. The switching threshold value for the second mode is switched,
The method for controlling a hybrid vehicle, wherein the first specified value is set by a user . The hybrid vehicle control method according to claim 8 , further comprising a step of canceling or prohibiting the control to give priority to the first mode based on a user setting input. Calculating a state quantity indicating a state of charge of a power storage device capable of supplying power to the electric motor;
Determining whether the state quantity is less than or equal to a second specified value;
When the state quantity in the control to give priority to the first mode is determined to be equal to or less than the second predetermined value, further comprising the step of outputting a warning to the user, according to claim 8 or 9 The control method of the hybrid vehicle as described in 1 above. A step of switching the travel mode from the first mode to the second mode when the state quantity is determined to be equal to or less than the second specified value during the control that gives priority to the first mode; The control method of the hybrid vehicle of Claim 10 provided. Calculating a state quantity indicating a state of charge of a power storage device capable of supplying power to the electric motor;
Determining whether the state quantity is less than or equal to a second specified value;
When it is determined during the control that gives priority to the first mode that the state quantity is equal to or less than the second specified value, the first mode is changed to the second mode according to a user instruction. The hybrid vehicle control method according to claim 8 , further comprising a step of switching a travel mode. The hybrid vehicle according to any one of claims 8 to 12 , wherein the hybrid vehicle is configured to be able to charge a power storage device capable of receiving electric power supplied from outside the vehicle and supplying electric power to the electric motor. Control method. A computer-readable recording medium storing a program for causing a computer to execute the hybrid vehicle control method according to any one of claims 8 to 13 .

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