JP2003102108A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle, which makes braking feed different, due to cancellation of regenerative braking. SOLUTION: The hybrid vehicle 1, whose two wheels 10, 10 are driven by an engine 2 at all times and the two wheels driven by a drive motor 6 driven by a battery 4 under prescribed conditions to be four-wheel drive, is equipped with a storage means 24 which bolts a clutch 18 at all times and charges the battery when a road surface friction factor is small, an energy recovery means which charges the battery by conducting regenerative braking, when slowing down, and a regenerative control means 24 which controls regenerative braking, when the road surface friction factor is smaller the prescribed value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art A hybrid vehicle is known in which a driving motor for generating a driving force by electric power of a battery and an engine are used together for traveling. In such a hybrid vehicle, when the vehicle is decelerating or the wheels are slipping, a drive motor or the like is operated as a generator to convert the rotational (kinetic) energy of the wheels into electric energy and store it in a battery. , We are trying to use energy efficiently. During regeneration during deceleration, when the driver depresses the brake pedal, in addition to the braking force by the hydraulic pressure generated by the brake pedal, resistance generated by rotating the generator acts on the wheels as a braking force.

[0003]

Here, the battery is
In order to maintain the performance, charging cannot be performed above a predetermined upper limit value (upper limit charging rate, that is, the amount of stored electricity). Therefore, during regeneration during deceleration, when the charging rate of the battery rises due to electricity generated by regeneration and the charging rate of the battery reaches the upper limit value, further regeneration is impossible and regeneration is stopped. For this reason, the braking force due to regeneration, which is one of the two braking forces acting on the wheels, does not act, and the braking force decreases despite the constant depression amount of the brake pedal, that is, the braking effectiveness. Becomes worse. As a result, the driver's brake feel changes, and in some cases, the driver depresses the brake greatly to lock the wheels, resulting in unstable vehicle behavior.

Further, in a hybrid vehicle in which the generator absorbs the slip of the driving wheels, the amount of regeneration is inevitably increased on a low μ road where slip is likely to occur, and the charge rate of the battery is the upper limit value. Approaching. Therefore, during traveling on a low μ road, the brake feel is likely to change due to the stop of regeneration.

Further, when the capacity of the battery is small, the charging rate of the battery is likely to exceed the upper limit value due to regeneration, so these become a particularly serious problem.

On the other hand, there is a hybrid vehicle in which two wheels are always driven by the engine, and when a predetermined condition, for example, the driving wheels slip, the other two wheels are driven by a battery-powered motor to drive four wheels. Proposed. In this hybrid vehicle, the battery is also charged by the generator connected to the output shaft of the engine via the clutch. In such a hybrid vehicle, when driving on a low μ road where slipping of wheels driven by the engine frequently occurs, the drive motor frequently operates and power consumption from the battery increases,
It becomes necessary to charge the battery. When the battery is charged, the clutch placed between the engine and the generator is engaged, but the driving wheel slips during low μ road driving, and the engine speed fluctuates greatly. It is difficult to synchronize the rotation with the machine side. As a result, the clutch cannot be engaged and charged, and the electricity of the battery is exhausted. Such a problem becomes particularly problematic when the hybrid four-wheel drive vehicle as described above is configured by using an inexpensive clutch that cannot absorb a large rotation difference and a small battery that stores a small amount of electricity. For this reason, in such a hybrid four-wheel drive vehicle, while traveling on a low μ road, the clutch disposed between the engine and the generator is always in the engaged state,
The battery is always charged. However, if the battery is constantly charged, the charge rate of the battery tends to approach or exceed the upper limit value. As a result, when regenerative braking is performed during traveling on a low μ road, the charging rate of the battery exceeds the upper limit value, regenerative braking is stopped, and as a result, the brake feel often changes.

The present invention has been made in view of the above problems, and it is an object of the present invention to provide a hybrid vehicle in which a change in the brake feel due to the suspension of regenerative braking can be suppressed.

[0008]

According to the present invention, two wheels are constantly driven by the engine, and the other two wheels are driven by a drive motor driven by a battery under a predetermined condition. A hybrid vehicle driven by wheels, which is charging means for operating a generator connected to the engine via a clutch to charge the battery, wherein the clutch is engaged when a road surface friction coefficient is lower than a predetermined value. Charging means for constantly engaging and charging the battery, energy recovery means for performing regenerative braking during deceleration to charge the battery, and regenerative control means for suppressing the regenerative braking when the road surface friction coefficient is lower than a predetermined value, A hybrid vehicle characterized by comprising:

With such a structure, when the road surface friction coefficient is small, the clutch disposed between the engine and the engine is engaged and the generator charges the battery. Therefore, particularly when the battery capacity is small, The charge rate of the battery is often near the upper limit. For this reason, when the driver performs a brake operation to decelerate the vehicle, the charging rate of the battery reaches the upper limit value due to the electricity generated by the regeneration, the regeneration is stopped, and the brake feel may change as described above. . However, in the above configuration, when the road surface friction coefficient is small, regenerative braking is suppressed in advance, so power generation by regenerative power is suppressed, and thus regenerative power is less likely to be stopped and change in brake feel is suppressed.

According to another aspect of the present invention, two wheels are constantly driven by the engine, and the other two wheels are driven by a driving motor driven by a battery under a predetermined condition to drive the four wheels. A hybrid vehicle driven, which is charging means for operating a generator connected to the engine via a clutch to charge the battery, wherein the clutch is constantly operated when a road surface friction coefficient is lower than a predetermined value. Charging means for engaging and charging the battery, energy recovery means for regenerative braking during deceleration to charge the battery, regeneration control means for controlling the energy recovery means, and a road surface friction coefficient lower than a predetermined value. An electric device operating means for operating an in-vehicle electric device when the charging rate of the battery is equal to or higher than a predetermined first value. Hybrid vehicle, characterized in Rukoto is provided.

According to this structure, when the road surface friction coefficient is small, the clutch disposed between the engine and the engine is engaged and the generator charges the battery. Therefore, especially when the battery capacity is small. The charge rate of the battery is often near the upper limit. When the charge rate of the battery is likely to reach the upper limit value and the charge rate of the battery is equal to or higher than a predetermined value, the motor-driven air conditioner compressor, the defroster, the hot-wire wind defogger, and other on-vehicle electric devices are installed in advance. It activates, consumes power and reduces the battery charge rate. As a result, the possibility that the charging rate of the battery will reach the upper limit value is reduced, and the possibility that the regenerative braking will be stopped is also reduced.

According to another preferred aspect of the present invention, the regenerative control means determines the amount of regenerative braking based on a charging rate and a charging speed of the battery. According to such a configuration, for example, when the charging rate is high, or when the charging speed is high, the amount of regenerative braking is reduced to control the amount of regenerative braking, that is, the amount of power generated by regenerative braking. It becomes difficult for the charge of the battery to reach the upper limit value, and as a result, regenerative braking is less likely to be stopped.

In a preferred aspect of the present invention, when the slip amount of a wheel exceeds a predetermined value, the slip control means for suppressing the slip of the wheel by reducing the driving force of the wheel, and the determined regenerative braking amount. Based on the above, there is provided characteristic changing means for changing the characteristic of the slip control means.

According to such a configuration, it is assumed that the driver performs a sudden braking operation as a result of changing the amount of regenerative braking or changing the amount of regenerative braking and changing the brake feel. By changing the characteristics of the slip control means, the stability of the vehicle can be maintained.

According to another preferred aspect of the present invention, the slip control means is a slip control means for reducing a driving force by applying a braking force to wheels.
The characteristic changing means lowers the operation threshold value of the slip control means. For example, such slip control means is ABS. In such a configuration, the ABS is operated on the assumption that the driver performs a sudden braking operation as a result of a change in the amount of regenerative braking or a change in the amount of regenerative braking and a change in the brake feel. The stability of the vehicle can be secured by lowering the threshold value, that is, by making the ABS easier to operate.

Another preferred aspect of the present invention comprises a brake assist means for assisting a driver's brake operation, and a characteristic changing means for changing the characteristic of the brake assist means on the basis of the determined regenerative braking amount. I have it. According to such a configuration, the characteristic of the brake assist means can be changed according to the regenerative braking amount, that is, according to the braking force by the regenerative braking, so that the amount of regenerative braking changes and the brake feel changes. It is possible to secure the stability of the vehicle by reducing the magnitude of the brake assist, for example, on the assumption that the driver performs a sudden brake operation.

According to a preferred aspect of the present invention, the regenerative control unit reduces the regenerative braking amount as the battery charge rate increases. Further, according to another preferred aspect of the present invention, the regenerative control unit reduces the regenerative braking amount as the rate of increase of the battery charging rate increases.

According to another preferred aspect of the present invention, the regenerative braking is prohibited when the charging rate of the battery is equal to or higher than a second value which is larger than the first value. According to such a configuration, when the charging rate of the battery is closer to the upper limit value, and as a result of regeneration due to slip of the driving wheels or the like, the charging rate is likely to reach the upper limit value, the brake feel is prioritized, Regeneration is prohibited.

According to another preferred aspect of the present invention, there is provided regeneration inhibiting means for inhibiting the regenerative braking when the road surface friction coefficient is extremely lower than the predetermined value. On extremely low μ roads where vehicle stability is very likely to be lost, stability is ensured by stopping regenerative control altogether.

According to another aspect of the present invention, there is provided a hybrid vehicle in which a driving motor for generating a driving force by electric power of a battery and an engine are used together for traveling, wherein the battery is regeneratively braked during deceleration. Energy recovery means for charging the vehicle, regeneration control means for controlling the energy recovery means, and regeneration inhibition means for inhibiting the regenerative braking when the road surface friction coefficient is lower than a predetermined value. Hybrid vehicles are provided.

With such a configuration, when the charging coefficient is likely to reach the upper limit value due to the regeneration due to the slip of the driving wheels, etc., the brake feel is prioritized and the regeneration is prohibited.

According to another aspect of the present invention, there is provided a hybrid vehicle which is driven by a combination of an engine and a driving motor for generating a driving force by the electric power of a battery, wherein the battery is regeneratively braked during deceleration. An energy recovery means for charging the battery, a regeneration control means for controlling the energy recovery means, and a regeneration suppression means for suppressing the regenerative braking when the charge rate of the battery is larger than a predetermined value. A hybrid vehicle is provided.

According to still another aspect of the present invention, there is provided a hybrid vehicle which travels using a driving motor for generating a driving force by electric power of a battery and an engine together, wherein regenerative braking is performed during deceleration. Energy recovery means for charging a battery, regenerative control means for controlling the energy recovery means, and regenerative prohibition means for prohibiting the regenerative braking when the charging rate of the battery is larger than a predetermined value,
A hybrid vehicle characterized by comprising:

With such a configuration, when the charging rate of the battery is high and the charging rate is likely to reach the upper limit value, the brake feel is prioritized and the regeneration is prohibited.

[0025]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will now be described in detail with reference to the drawings. First, Figure 1
The automobile 1 according to the embodiment of the present invention will be described along with. FIG. 1 is a block diagram showing a schematic configuration of an automobile 1 of this embodiment. The vehicle of this embodiment is a so-called standby four-wheel drive in which the front wheels are always driven by the engine 2, and when the front wheels slip, the rear wheels are driven by a motor operated by a battery. The battery is charged not only by the generator operated by the engine but also by regeneration performed when the vehicle decelerates and the wheels slip.

As shown in FIG. 1, the vehicle 1 is
The power unit includes an engine 2 and a traveling motor 6 driven by electric power supplied from a battery 4. The engine 2 constantly drives the left and right front wheels 10, 10 via the AT 8 etc., and the traveling motor 6 causes the rear wheels 14, 14 via the electromagnetic clutch 12 etc. under predetermined conditions such as the front wheels slipping. Is configured to drive. The engine 2 has a belt 16 and an electromagnetic clutch 1.
A generator 20 for charging the battery is driven via 8. The traveling motor 6 is, for example, an IPM synchronous motor, and the battery 4 is equipped with, for example, a nickel hydrogen battery. The battery 4 is also connected to an on-vehicle electric device 22 such as a motor for driving a compressor for an air conditioner, a defroster, and a hot wire type window defogger. The battery 4 is, for example, 42V 20 amps / hour
The motor is of the order of 10 kW, for example.

The automobile 1 has an ECU 24. E
The CU 24 includes a CPU, a ROM, a RAM, an interface circuit, an inverter circuit and the like. Signals from various sensors such as a throttle opening sensor and a wheel speed sensor are input to the ECU 24, operation control of the engine 2 such as ignition timing and fuel injection, two-wheel drive and four-wheel drive by operation of the traveling motor 6 are performed. Switching control with drive, operation control of generator 20,
Various controls relating to the vehicle 1 such as control of charging the battery 4 and control of power supply from the battery 4, operation control of the in-vehicle electric device 22, clutch on / off control, and the like are integrally performed.

The ECU 24 also controls the brake assist device mounted on the automobile 1. The brake assist device is a device that increases the hydraulic pressure acting on the brake device 26 by a predetermined amount when the brake pedal depression speed by the driver is higher than a predetermined value. The present embodiment is configured such that the ECU 24 can change the assist amount according to the regenerative braking amount.

Further, the automobile 1 is equipped with an ABS device. This ABS device is equipped with wheels 10, 10, 1
Brake devices 26 attached to Nos. 4 and 14, and a slip control ECU 28 that controls hydraulic pressure to each brake device 26.
It has and. The slip control by the ABS device is performed by the slip control ECU 2 when the driver operates the brake pedal.
8 determines whether or not each wheel is likely to lock based on whether or not the slip ratio of each wheel exceeds a predetermined threshold value. When it is determined that each wheel is likely to lock, The brake hydraulic pressure is released intermittently, and feedback control is performed so that wheel slippage reaches a target slip ratio while preventing wheel lock. In the vehicle 1 of the present embodiment, the ECU 24 is configured to be able to change the threshold value of the slip control ECU 28 according to the regenerative braking amount.

Further, the automobile 1 of this embodiment is equipped with a traction control device. In this traction control device, the ECU 24 estimates the road surface friction coefficient from the wheel speed change rates of the drive wheels (front wheels) 10 and 10 and the rear wheels 14 and 14 that are driven wheels, and determines whether the drive wheels are likely to slip. (Or whether or not) is determined. When it is determined that the drive wheels are about to slip (or are slipping), the output torque of the engine is reduced and the brake hydraulic pressure to each brake device 26 is increased to suppress the slip of the drive wheels. .

Further, in the present embodiment, when slippage of the front wheels 10, 10 which are normal drive wheels is detected, the rear wheels 14, 14 are driven by the traveling motor 6 to shift to the four-wheel drive mode.

Next, the operation of the engine 2, the generator 20, the traveling motor 6, and the battery 4, which are the constituent elements of the automobile 1, will be described for each traveling state.

(When the vehicle is stopped) When the vehicle is stopped, the engine 2, the generator 20, and the traveling motor 6 are stopped. However, the engine 2 is operated during cold and when the amount of electricity stored in the battery 4 is low, and the generator 20 charges the battery 4.

(At the time of slow start) At the time of slow start, the engine 2 is driven, and the driving force thereof drives the front wheels to start. The generator 20 is operated as necessary when the amount of electricity stored in the battery 4 decreases.

(At the time of a sudden start) At the time of a sudden start, the engine 2 is driven and the traveling motor 6 is also operated, and the four wheels are driven by these driving forces to start. Generator 20
Are activated as necessary when the amount of electricity stored in the battery 4 decreases.

(During steady running) During steady running, the engine 2 is operated and the driving force drives the front wheels to run.
When slippage is detected in the front wheels 10 and 10 and during rapid acceleration, the traveling motor 6 is operated to drive the rear wheels 14 and 14.
Further, in the automobile 1 of the present embodiment, the slip of the front wheels 10 is regenerated by the generator 2. The generator 20 is operated as necessary when the amount of electricity stored in the battery 4 decreases. Further, when the vehicle is traveling on a low μ road where the traveling motor 6 is often driven and the amount of stored electricity in the battery is likely to decrease, the clutch 18 is always engaged, the engine speed is increased, and the battery 4 Is charged.

(During deceleration) During deceleration, that is, when the brake pedal is operated and when the drive wheels slip, as a general rule, the generator 20 and the traveling motor 6 are operated as generators so that the kinetic energy of the automobile 1 is converted into electricity. The battery 4 is charged by conversion (regeneration) into energy. The control of this regeneration is
It is performed by the ECU 24. However, while traveling on a so-called low μ road having a low road surface friction coefficient, as will be described later, E
Different regeneration control is performed by the CU 24.

Next, according to the flow chart of FIG.
The regenerative control performed by the CU 24 when traveling on a low μ road will be described. First, when the control is started, the ECU 24
Determines whether the vehicle is traveling on a low μ road (step S
1). This determination is made, for example, based on the signal from the wheel speed sensor. When NO in step S1, that is, when the road is not on the low μ road, the routine returns and normal regeneration control is performed. If YES in step S1, that is, if it is determined that the vehicle is traveling on a low μ road, the process proceeds to step S2 and the battery 4
To detect the charging rate and charging speed of. The charging rate of the battery 4 is a value indicating how much of the maximum capacity of the battery 4 is charged, that is, the amount of stored electricity. The charging rate is a value indicating the amount of charge per unit time (rate of increase in the amount of charge), that is, how fast the charging is performed. This charging speed is calculated based on the engine speed.

Next, in step S3, the battery 4
The regenerative braking amount is determined (corrected) based on the charging rate and the charging speed. The regenerative braking amount means a load applied by the wheels as a braking force by driving the traveling motor 6 and the generator 20 by the wheels 10 and 14 to generate electricity (regeneration). As shown in the graph of FIG. 3, the regenerative braking amount is basically set to have a smaller value as the charging rate of the battery 4 increases. In addition, the regenerative braking amount is set to be smaller on the low μ road than on the high μ road where regeneration due to wheel slip is likely to occur. Further, even if μ is the same, the regenerative braking amount is set smaller when the charging speed is higher than when the charging speed is low. In the present embodiment, as shown in the graph of FIG. 3, for example, when the charging speed is small and the road is high (),
When the regenerative braking amount is the largest, then the charging speed is low and on the low μ road (), then the charging speed is high and on the high μ road (), and the lowest is the charging speed is high. It is () when the road is low.

Next, the process proceeds to slip 4, step S3
The characteristics of the ABS device and the brake assist (BA) device are changed according to the difference between the regenerative braking amount determined in step 1 and the normal regenerative braking amount, that is, the correction amount (reduction amount). In particular,
The greater the amount of decrease, the lower the operating threshold of the ABS device,
The ABS device is made to operate easily, and the brake assist amount of the BA device is reduced to prevent excessive brake assist. This is to prevent the wheels from being locked. That is, since the total braking force applied to the wheels decreases as the regenerative braking amount decreases, the driver may feel that the braking effectiveness has deteriorated, and may suddenly step on the brakes to lock the wheels. Therefore, in the present embodiment, the operation threshold value of the ABS device is lowered to facilitate the operation of the ABS device, and the assist amount of the BA device is decreased so that the brake pedal is depressed suddenly. The wheels are configured to be hard to lock. In the present embodiment, the characteristics of the ABS device and the BA device are linearly changed with respect to the reduction amount of the regenerative braking amount, but the present invention is not limited to this.

Next, in step S5, it is determined whether or not the charging rate is equal to or higher than a predetermined value a. a is a value close to the upper limit of the charging rate of the battery 4. In step S5, YE step S, that is, the charging rate of the battery 4 is the predetermined value a.
If it is determined that the above is the case, proceed to slip 6,
In addition to prohibiting the regeneration, the vehicle-mounted electric device 22 such as a motor for driving the air conditioner compressor, a defroster, and a hot wire type wind defogger, which is connected to the battery 4, is activated to consume the electric power of the battery 4.

If NO in step S5, that is, if the charging rate of the battery 4 is smaller than the predetermined value a, the process proceeds to step S6, and it is determined whether the charging rate of the battery 4 is larger than a predetermined value b smaller than the predetermined value a. . If YES in step S6, that is, if the battery charge rate is greater than or equal to b and less than a, the process proceeds to step S8, in which the on-vehicle electric device 22 such as a motor for driving the compressor for the air conditioner, the defroster, and the hot wire type wind defogger is operated, and battery 4 Consumes electricity. If NO in step S7, the process proceeds to step S9, the correction control set in steps S6, S8, etc. is canceled and the process returns.

The present invention is not limited to the above-described embodiments, but various changes and modifications can be made within the scope of the matters described in the claims.

In the above embodiment, the regenerative braking is prohibited on the low μ road and the charging rate is equal to or higher than a certain level. The present invention uniformly applies to the low μ road or the extremely low μ road. It may be configured to prohibit regenerative braking.

Further, the regenerative braking may be uniformly prohibited when the charged amount of the battery is equal to or more than a predetermined value.

Further, in the above-described embodiment, when one driving wheel driven by the engine slips, the other two wheels are driven by a motor, but the present invention is a four-wheel standby vehicle. The battery-powered motor is also applicable to a hybrid vehicle of a type that assists driving of wheels driven by an engine.

[0047]

According to the present invention, there is provided a hybrid vehicle in which the change of the brake feel due to the suspension of the regenerative braking can be suppressed.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of an automobile of the present embodiment.

FIG. 2 is a flowchart showing the contents of regenerative control performed by the ECU when traveling on a low μ road.

FIG. 3 is a graph showing a relationship between a battery charging rate and the like and a regenerative braking amount.

[Explanation of symbols]

2: Engine 4: Battery 6: Motor for traveling 10: Front wheel 14: rear wheel 20: Generator 22: In-vehicle electrical equipment 24: ECU

Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60K 41/00 B60K 41/00 301F 41/28 41/28 B60L 7/24 Z B60L 7/24 B60T 8/00 E B60T 8/00 F02D 29/00 G F02D 29/00 29/02 D 29/02 311A 311 341 341 29/06 L 29/06 B60K 9/00 ZHVE (72) Inventor Kenji Takagura 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima No. 1 in Mazda Co., Ltd. (72) Inventor Junji Kanaishi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture F-term in Mazda Co., Ltd. (reference) 3D041 AA21 AA34 AA47 AA65 AB01 AC04 AC06 AC26 AD10 AD15 AD17 AD41 AD47 AE04 AE11 AE14 AE41 AF01 3D043 AA01 AA05 AB01 AB17 EA02 EA05 EA11 EB03 EB07 EB09 EB12 EE02 EE07 EE09 EF02 EF06 EF09 EF12 EF21 EF24 EF27 3D046 BB03 BB23 BB28 BB29 CC06 EE01 GG02 HH02 HH11 HH12 HH17 HH22 HH36 HH46 3G093 AA01 AA07 BA04 BA09 BA27 CA08 CB07 DA06 DB01 DB10 DB15 DB19 DB26 EA09 EB04 EB09 EC01 FA04 5H115 PA11 PC 06 PG04 PI16 PI22 PO06 PO17 PU10 PU22 PU24 PU25 PV09 QA00 QE01 QE05 QE10 QE12 QI04 QN03 QN04 RB22 RE01 RE02 SE02 SE05 SE06 SJ11 TE02 TI02 TU16

Claims (13)

[Claims] 1. A hybrid vehicle in which two wheels are constantly driven by an engine and two other wheels are driven by a drive motor driven by a battery under predetermined conditions to drive four wheels. Charging means for charging the battery by operating a generator connected to the engine via a clutch, the charging means charging the battery by always engaging the clutch when the road surface friction coefficient is lower than a predetermined value. And a means for recovering energy for charging the battery by performing regenerative braking during deceleration, and a regenerative control means for suppressing the regenerative braking when the road surface friction coefficient is lower than a predetermined value. Automobile. 2. A hybrid vehicle in which two wheels are always driven by an engine and two other wheels are driven by a drive motor driven by a battery under predetermined conditions to drive four wheels. Charging means for charging the battery by operating a generator connected to the engine via a clutch, the charging means charging the battery by always engaging the clutch when the road surface friction coefficient is lower than a predetermined value. Means, an energy recovery means for charging the battery by performing regenerative braking during deceleration, a regeneration control means for controlling the energy recovery means, a road surface friction coefficient lower than a predetermined value, and a battery charging rate of a predetermined value. When the value is 1 or more, an electric device operating means for operating an on-vehicle electric device is provided. De automobile. 3. The hybrid vehicle according to claim 1, wherein the regenerative control means determines the amount of regenerative braking based on a charging rate and a charging speed of the battery. 4. When the slip amount of the wheels exceeds a predetermined value,
Slip control means for reducing the driving force of the wheels to suppress slipping of the wheels, and characteristic changing means for changing the characteristics of the slip control means based on the determined regenerative braking amount. The hybrid vehicle according to claim 3. 5. The slip control means is a slip control means for reducing a driving force by applying a braking force to a wheel, and the characteristic changing means lowers an operation threshold value of the slip control means. The hybrid vehicle according to item 4. 6. A brake assist means for assisting a brake operation by a driver, and a characteristic changing means for changing a characteristic of the brake assist means on the basis of the determined regenerative braking amount. The hybrid vehicle described in. 7. The hybrid vehicle according to claim 1, wherein the regenerative control unit reduces the regenerative braking amount as the battery charge rate increases. 8. The hybrid vehicle according to claim 1, wherein the regenerative control unit reduces the regenerative braking amount as the rate of increase of the battery charge rate increases. 9. The hybrid vehicle according to claim 2, wherein the regenerative braking is prohibited when the charging rate of the battery is equal to or greater than a second value that is greater than the first value. . 10. The hybrid vehicle according to any one of claims 1 to 9, further comprising regenerative prohibition means for prohibiting the regenerative braking when the road surface friction coefficient is extremely lower than the predetermined value. 11. A hybrid vehicle that travels by using an engine and a drive motor that generates a driving force by the electric power of a battery, and energy recovery means that performs regenerative braking during deceleration to charge the battery. A hybrid vehicle, comprising: a regenerative control means for controlling the energy recovery means; and a regenerative prohibition means for prohibiting the regenerative braking when the road surface friction coefficient is lower than a predetermined value. 12. A hybrid vehicle that travels using an engine and a drive motor that generates a driving force from the electric power of a battery, and energy recovery means that performs regenerative braking during deceleration to charge the battery. A hybrid vehicle, comprising: a regenerative control unit that controls the energy recovery unit; and a regenerative control unit that suppresses the regenerative braking when the charge rate of the battery is larger than a predetermined value. 13. A hybrid vehicle that travels using an engine and a drive motor that generates a driving force from the electric power of a battery, and energy recovery means that regeneratively brakes during deceleration to charge the battery. A hybrid vehicle comprising: a regenerative control unit that controls the energy recovery unit; and a regenerative prohibition unit that prohibits the regenerative braking when the charging rate of the battery is larger than a predetermined value.