JP2005348524A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle controller where fuel consumption is low. <P>SOLUTION: This hybrid vehicle controller which is equipped with an internal combustion engine 1, a generator 2, and an accumulator 3 that accumulates power generated by a drive motor 4 at regeneration and supplies the power to the drive motor 4 at acceleration, etc. of a vehicle, computes the first SOC for performing the cranking at start of the vehicle. Moreover, this distributes the tolerable amount of electric accumulation of the accumulator 3 into the second SOC for high-efficiency operation charge and the third SOC for regenerative running charge. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle equipped with a power storage device, and more particularly to an improvement in fuel consumption.

Conventionally, in a hybrid vehicle equipped with a power storage device, the power charged in the power storage device during traveling is stored for the next engine start-up, and cranking is performed by the power charged during travel at the next engine start-up, Patent Document 1 discloses that the engine is started quickly even when the temperature of the apparatus is low.
JP 11-355967 A

  However, in the above invention, since the electric power necessary for the next engine start-up is always stored in the power storage device, the allowable power storage amount of the power storage device that can be used for charging / discharging during traveling is reduced, and the vehicle is regeneratively driven. If the allowable power storage amount of the power storage device is secured in order to charge the power generated by the vehicle, there is a problem that the fuel efficiency improvement effect of the hybrid vehicle cannot be sufficiently obtained depending on the conditions.

  The present invention was devised to solve such problems, and provides a hybrid vehicle with high fuel efficiency by ensuring startability at low temperatures and effectively utilizing the allowable power storage amount of the power storage device. For the purpose.

  In the present invention, a power generation device that generates electric power for driving a vehicle, a drive device that drives the vehicle with electric power and generates electric power during regenerative travel of the vehicle, and the power generation device and the drive device are electrically connected to each other to generate electric power. First storage amount calculation means for calculating a first storage amount of the storage device necessary for starting the power generation device when the vehicle is started in a hybrid vehicle comprising: a storage device that stores power and supplying power to the drive device Is provided. Further, the allowable capacity of the power storage device obtained by subtracting the first power storage amount from the upper limit power storage amount of the power storage device is shared between the second power storage amount that is the amount of charge by the power generation device or the driving device during regeneration and the third power storage amount. The fuel charge efficiency determination means for determining the fuel efficiency of the hybrid vehicle at the time, and the charge sharing ratio between the second power storage amount and the third power storage amount are allocated so that the fuel efficiency becomes the best based on the fuel efficiency determination means Providing ratio distribution means.

  According to the present invention, after securing the power storage amount of the power storage device necessary for cranking the power generation device at the next start of the hybrid vehicle, the allowable capacity of the power storage device is determined by the amount of charge by the power generation device so as to increase the fuel efficiency. Allocation to a certain second power storage amount and a third power storage amount that is a charge amount by the driving device at the time of regeneration is performed, and charging / discharging of the power storage device 3 is controlled, so that fuel efficiency of the hybrid vehicle can be improved.

  The configuration of the first embodiment of the present invention will be described with reference to the block diagram of FIG. This embodiment is a series hybrid vehicle.

  The series hybrid vehicle is a drive system that drives the vehicle, and generates an output by burning gasoline or the like, and is directly connected to the internal combustion engine 1 to convert the output of the internal combustion engine 1 into electric power, and performs cranking when the vehicle is started. A generator 2, a power storage device 3 that stores electric power, and a drive motor 4 that is a drive device that is driven by electric power are provided (the internal combustion engine 1 and the generator 2 constitute a power generation device).

  The power storage device 3 stores the electric power converted by the generator 2 and supplies the electric power to the drive motor 4. Moreover, the electric power obtained by the drive motor 4 at the time of regenerative travel is stored. As the power storage device 3, for example, a secondary battery using nickel hydride, lithium ions, or the like, or an electric double layer capacitor is used. Note that the power storage device 3 supplies power to the generator 2 when cranking is performed when the vehicle is started.

  The drive motor 4 generates torque by the electric power stored in the power storage device 3, transmits the torque to the tire 5 via the final gear 6, and causes the vehicle to travel. Further, during regenerative traveling in which the vehicle decelerates by a braking device (not shown), electric power is generated by regenerative energy, and a part of the electric power is charged to the power storage device 3.

  In this drive system, the output from the internal combustion engine 1 is converted into electric power by the generator 2, and torque is generated mainly by the drive motor 4 using the electric power, and the torque is transmitted to the tire to travel. Further, the power generated excessively by the generator 2 is charged in the power storage device 3, and part of the power generated by the drive motor 4 is also charged in the power storage device 3 during regenerative travel. The power charged in the power storage device 3 is used as auxiliary power to the drive motor 4 during acceleration or the like. Also used in auxiliary machinery.

  The control system for controlling the vehicle includes an internal combustion engine controller 7 for controlling the output of the internal combustion engine 1, a generator controller 8 for vector control of the rotational speed of the generator 2, that is, the electric power generated by the generator 2, and a drive motor. A drive motor controller 10 for vector-controlling the torque 4 is provided. The power storage device 3 includes a power storage device controller 9 that detects the voltage and current of the power storage device 3 and calculates the amount of power stored in the power storage device 3 (hereinafter, SOC (State Of Charge)). Further, an integrated controller that issues an output command to the internal combustion engine controller 7 according to the SOC of the power storage device 3 and a throttle opening of a throttle (not shown), issues a rotation command of the motor 2 to the generator controller 8, and issues a motor torque command to the drive motor controller 10. 11 is provided.

  Next, charge / discharge control of the power storage device 3 in the control system will be described with reference to the flowchart of FIG. In addition, this control is repeatedly calculated for every predetermined period of 10 ms, for example. With this control, the first SOC, which is the amount of power stored in the power storage device 3 necessary for cranking the power generation device 2 at the next vehicle start-up, is secured, and the allowable power storage amount of the power storage device 3 is set to be substantially the best in fuel efficiency of the vehicle. The second SOC (second power storage amount) that is the amount of power charged by the internal combustion engine 1 and the generator 2 and the third SOC (third power storage amount) that is the power storage amount that performs regenerative running charging by the drive motor 4 Set. The second SOC and the third SOC will be described later.

  Step S201 is control for securing the first SOC of the power storage device 3 necessary for cranking the power generation device 2 at the next vehicle start-up, and details thereof will be described with reference to the flowchart of FIG.

  First, in step S301, the total amount of electricity stored in power storage device 3 is detected, and internal resistance R is estimated from a map summarizing the relationship between temperature Ts of power storage device 3, SOC of power storage device 3, and internal resistance R of power storage device 3. (Internal resistance estimation means). This map is created in advance by experiments or the like and provided in the integrated controller 10. The temperature Ts is the temperature of the power storage device 3 at the next vehicle start-up, and the temperature Ts used in this control is estimated, and the temperature of the power storage device 3 at the current start-up is detected by a temperature sensor (not shown). And the stored temperature (temperature estimation means). The temperature Ts may be estimated based on weather information in the vicinity of the vehicle by detecting the current position of the vehicle using a GPS device or the like.

In step S302, V0 (V), which is the voltage of power storage device 3 required at the next vehicle start-up, is expressed by the following equation: V0 = Vmin + (Pstr × R × 1000) / Vmin equation (1)
Calculated by Here, V0 is a lower limit voltage (open voltage) at which power can be supplied from the power storage device 3 to the electric motor 2, and Vmin (V) is a usable voltage range determined by the configuration of the power storage device 3 or the vehicle system. Pstr (kW) is electric power necessary for starting the internal combustion engine 1. Since the SOC of the power storage device 3 can be obtained from the voltage of the power storage device 3, it is necessary for cranking the internal combustion engine 1 from a map showing the relationship between the SOC of the power storage device 3 and the voltage of the power storage device 3 prepared in advance. The SOC of the power storage device 3 is obtained. This map is obtained by experiments in advance.

  However, when the temperature of the power storage device 3 is low, the output of the power storage device 3 is low, and the output necessary for cranking may not be supplied. In that case, the power storage device 3 is discharged, the power storage device 3 is warmed by the discharge, and the output of the power storage device 3 is increased. In step S303, the SOC required to warm up the power storage device 3 is calculated. Since the SOC is determined by the temperature Ts of the power storage device 3, the relationship between the temperature Ts of the power storage device 3 and the SOC required to warm the power storage device 3 is obtained in advance by experiments.

  In step S304, the SOC obtained in this step is added to the SOC obtained in step S302 to calculate the first SOC. Thereafter, the process returns to step S202 in the flowchart of FIG. Since the first SOC is calculated according to the internal resistance R and the temperature Ts of the power storage device 3, the first SOC can be calculated accurately (steps S301 to S304 constitute the first power storage amount calculation means).

  In step S202, since the first SOC required at the next vehicle start-up is calculated in step S201, the allowable power storage amount of the power storage device 3 that can be used during traveling is calculated. The allowable power storage amount is a range obtained by removing the first SOC from the upper limit power storage amount of the power storage device 3.

  In step S203, the power storage of the power storage device 3 for charging the power generated by the drive motor 4 during the regenerative travel of the vehicle (hereinafter referred to as regenerative travel charge) in the allowable power storage amount of the power storage device 3 calculated in step S202. The ratio between the amount and the amount of power stored in the power storage device that is charged by the electric power generated by the high-efficiency operation of the internal combustion engine 1 (hereinafter referred to as high-efficiency operation charging) is calculated. The amount of electricity stored in the high efficiency operation charge determined by the ratio at this time is defined as the second SOC. Further, the storage amount of the regenerative travel charge is assumed to be the third SOC. The third SOC is obtained by removing the second SOC from the allowable power storage amount of the power storage device 3. A method of calculating the second SOC and the third SOC will be described with reference to the flowchart of FIG. Note that high-efficiency driving controls the operating point at which the fuel efficiency of the entire hybrid vehicle becomes high, that is, the output in the internal combustion engine 1 and the charge / discharge of the power storage device 3 (Japanese Patent Laid-Open No. 2002-171604). In this case, the internal combustion engine 1 may be operated with an output higher than an output (consumption output) that can be converted into electric power used for traveling of the vehicle and auxiliary machinery. Excess electric power converted into electric power by the machine 2 is charged in the power storage device 3.

  In step S401, the allowable power storage amount of the available power storage device 3 calculated in step S202 is read.

  In step S402, all of the allowable power storage amount of the power storage device 3 is regenerated from the map showing the fuel efficiency when the allowable power storage amount of the power storage device 3 as shown in FIG. The ratio is changed from the case of allocating to running charge to the case of allocating all of the allowable power storage amount of power storage device 3 to high-efficiency driving charge, and the fuel efficiency of each case is calculated (fuel efficiency determination means). Then, the ratio at which the total value of fuel efficiency by each charge (hereinafter referred to as fuel efficiency improvement effect) is the best is determined, that is, the second SOC and the third SOC are determined (ratio distribution means). In addition, since the upper limit (for example, allowable current value) of the regenerative running charge and the high-efficiency operation charge is determined by the charging capacity of the power storage device 3, the fuel efficiency is saturated by almost the same predetermined power storage amount.

  The relationship as shown in FIG. 5 is provided with typical driving patterns of road types such as urban areas, highways, and mountainous areas, for example. The fuel efficiency with the efficient driving charge is stored (storage means). The fuel efficiency of regenerative driving charge and high-efficiency driving charge differs depending on each driving pattern.

  FIG. 5 is a relationship diagram in urban driving, and the effect of improving fuel efficiency is greater when charging during regenerative driving than when charging with high efficiency driving. In particular, when the allowable power storage amount of the power storage device 3 is small, the fuel efficiency improvement effect when performing regenerative travel charging appears more remarkably. This is because when driving in an urban area, deceleration from a red traffic light to stop, start and acceleration after changing to a green traffic light are repeated many times. Therefore, in city driving, the allowable power storage amount of the power storage device 3 is distributed to the second SOC and the third SOC so that the regenerative driving charge is preferentially distributed, so that driving with good fuel consumption can be performed.

  On the other hand, in highway driving, there is little opportunity to decelerate until it reaches the destination after passing through the toll gate, and the fuel efficiency improvement effect by the high efficiency driving charge is greater than the fuel efficiency improvement effect by the regenerative driving charge. Note that the absolute value of the fuel efficiency improvement effect also varies depending on each traveling pattern. Each traveling pattern is changed by the driver. Alternatively, when a GPS device that is a position detection unit and a road type determination unit is provided, the traveling pattern is changed by comparing the vehicle position information and the map information. As described above, the allowable power storage amount of the power storage device 3 is distributed to the second SOC and the third SOC so that the higher fuel efficiency of the regenerative travel charge and the high efficiency drive charge is preferentially distributed. Can be done.

  In addition, when each traveling pattern is not used, the reference representative traveling pattern is used. This is created on the basis of a statistical vehicle travel pattern (for example, a travel ratio of urban areas, highways, and mountains). By providing the reference representative running pattern without providing each running pattern, the load on the integrated controller 11 can be reduced. The reference representative traveling pattern may be accumulated based on data for each traveling of the vehicle and updated based on the data. In that case, the running state of the vehicle is detected and stored from the accelerator / brake operation, the steering operation, the speed, etc. (running state detecting means). The reference representative travel pattern is updated from the accumulated data. As a result, for example, a vehicle that frequently travels on an expressway has a reference representative travel pattern that is close to the travel pattern on the expressway. This reference representative travel pattern may be provided for each driver using an IC card or the like instead of the vehicle.

  Further, a case will be described in which different allocation methods are used for the second SOC and third SOC allocation methods described in S402. According to the allocation method, the second SOC and the third SOC with which the total value of the fuel efficiency improvement effect is maximized according to the allowable power storage amount of the power storage device 3 is obtained in advance and stored in the map, and the second SOC and the third SOC are allocated according to the map. To do.

  The map used here will be described in detail with reference to FIG. The horizontal axis in FIG. 6 represents the third SOC for regenerative running charging, and the vertical axis represents the second SOC for high-efficiency driving charging. And the value with the same total value of the fuel consumption improvement effect when it distributes to each SOC is represented by the contour line. The thick solid line traces the value at which the total value of the fuel efficiency improvement effect is highest when the allowable power storage amount of the power storage device 3 is distributed to the second SOC and the third SOC. For example, when the allowable power storage amount of the power storage device 3 is α, the second SOC for high-efficiency operation is allocated to Eeα, and the third SOC for regenerative travel charging is allocated to Erα.

  FIG. 6 shows a driving pattern in an urban area. In urban driving, there are many opportunities to perform regenerative driving charging, and the fuel efficiency improvement effect by the regenerative driving charging is enhanced. Therefore, the allowable power storage amount of the power storage device 3 is given priority to regenerative driving charging. For example, when the vehicle speed increases and the power obtained by regenerative travel approaches the upper limit power that can be charged by the power storage device 3, the second SOC for high-efficiency operation charging is gradually increased.

  In urban driving, as shown in FIG. 7, until the allowable power storage amount of the power storage device 3 reaches a certain predetermined value Er1, all the allowable power storage amount of the power storage device 3 is set to the third SOC, and regenerative travel charging is performed. When the allowable storage amount of the power storage device 3 is larger than Er1, a map that performs high-efficiency operation charging may be used with the range larger than the predetermined value Er1 as the second SOC. The predetermined value Er1 is the upper limit power that can be charged by the power storage device 3, and is determined by the power generation efficiency of the drive motor 4 that generates power during regenerative travel, the charging efficiency of the power storage device 3, and the like. The predetermined value Er1 is set so as not to deteriorate the power storage device 3 and the like. In this travel, when the allowable power storage amount of the power storage device 3 is equal to or less than the predetermined value Er1, the allowable power storage amount of the power storage device 3 is all the third SOC, and the second SOC is equal to the first SOC.

  Further, there are few opportunities to perform regenerative travel charging on highway traveling, and the fuel efficiency improvement effect by high-efficiency driving charging is increased. Therefore, until the allowable power storage amount of the power storage device 3 reaches a certain predetermined value Er2 as shown in FIG. Is charged by high-efficiency driving as the second SOC, and when the allowable power storage amount of the power storage device 3 is larger than the predetermined value Er2, a map for performing regenerative running charging using the range larger than the predetermined value Er2 as the third SOC is used. Also good. The predetermined value Er2 is the amount of electricity necessary for driving the drive motor 4 when the vehicle is accelerated. In this traveling, when the allowable power storage amount of the power storage device 3 is smaller than the predetermined value Er2, the second SOC becomes equal to the upper limit power storage amount of the power storage device 3. Maps such as FIG. 7 and FIG. 8 are provided for each traveling pattern. As described above, the second SOC and the third SOC that have a high fuel efficiency improvement effect can be calculated from the flowchart shown in FIG.

  Thereafter, the process proceeds to step S204. The power storage device 3 is charged and discharged. In this step S204, charging by regenerative travel is performed within the range of the third SOC, and charging and discharging are performed by high-efficiency operation within the range of the second SOC. As a result, it is possible to travel with great fuel efficiency improvement.

  The control device of the present invention can also be used for a parallel hybrid vehicle. Next, the parallel hybrid vehicle will be described with reference to FIG.

  The parallel hybrid vehicle is an internal combustion engine 31 that generates output by burning gasoline or the like, a transmission 34 that changes the rotational speed and rotational radius of the output shaft of the internal combustion engine 31, and a deceleration that further reduces the rotational speed of the transmission 34. A device 35, a motor 33 that is the same as or independently of the internal combustion engine 1, and power for the vehicle, and a power storage device 42 that supplies electric power to the motor 33 and stores regenerative energy when the vehicle is decelerated. The internal combustion engine 31 and the motor 33 can be connected by a clutch 32, that is, the travel of the vehicle by the clutch 32 is switched between travel by the power of the internal combustion engine 31 and the motor 33 and travel by the power of the motor 33 alone. The driving force of the internal combustion engine 31 and the motor 33 is decelerated by the reduction gear 35 and is transmitted to the tire 37 via the final gear 36 so that the vehicle travels.

  The clutch 32 is a powder clutch and can adjust the transmission torque. A dry single plate clutch or a wet multi-plate clutch may be used.

  The transmission 34 is a continuously variable transmission, and is supplied with pressure oil from a hydraulic device 38. When a belt type continuously variable transmission is used, the belt and the clamp are lubricated. An oil pump (not shown) that supplies the pressure oil of the hydraulic device 38 is driven by a motor 39. The transmission 34 may be a toroidal continuously variable transmission in addition to the belt type, a transmission that changes in stages, or a transmission that uses planetary gears. In a transmission using a planetary gear, for example, the output shaft of the internal combustion engine 31 is coupled to a carrier, the output shaft of a motor 33 is coupled to a sun gear, and the ring gear is coupled to a reduction gear 35. Thus, by changing the rotation speed of the sun gear, it is possible to change the rotation speed of the carrier and the ring gear steplessly. At this time, it is possible to create a state in which the driving force of the internal combustion engine 31 is not transmitted to the reduction gear 35. Since it is possible, the clutch 32 may not be provided.

  The motor 33 and the motor 39 are AC electric motors, and an inverter 40 is provided between the motor 33 and the power storage device 42, and an inverter 41 is provided between the motor 39 and the power storage device 42. The inverters 40 and 41 convert the power charged from the motor 33 to the power storage device 42 from AC to DC, and the power supplied from the power storage device 42 to the motors 33 and 39 is converted from DC to AC. The motors 33 and 39 may use DC motors, and in that case, DC-DC converters are used instead of the inverters 40 and 41.

  The power storage device 42 uses a secondary battery such as a lithium-ion battery, a nickel-hydrogen battery, or a lead battery, or an electric double layer capacitor.

  An integrated controller 44 that controls the output of the internal combustion engine 31 and the like is also provided.

  Further, a fuel cell 51 may be used instead of the internal combustion engine 1. Here, the fuel cell vehicle will be described with reference to FIG.

  The fuel cell vehicle includes a fuel cell 51 that generates power using raw materials supplied from an oxidant supply device (not shown) as well as a hydrogen supply device (not shown), and a fuel cell controller 52 that controls the generated power of the fuel cell 51. In addition, although the polymer electrolyte fuel cell is used for the fuel cell 51, various types of fuel cells such as phosphoric acid and molten carbonate type may be used. The hydrogen supply device may be a hydrogen cylinder or a device provided with a reformer. About another structure, it is the same as the case where the internal combustion engine 1 and the generator 2 are used.

  The effect of 1st Embodiment of this invention is demonstrated.

  When the present invention is not used, if the temperature of the power storage device 3 is lowered and a large amount of the first SOC is secured to warm the power storage device 3, the allowable power storage amount of the power storage device 3 decreases as shown in FIG. In this case, the fuel efficiency improvement effect of regenerative running charging and high-efficiency driving charging changes depending on the increase / decrease in the allowable storage capacity. Therefore, the desired fuel efficiency improvement effect cannot be obtained by increasing or decreasing the allowable storage capacity.

  In addition, it is conceivable to charge the power storage device 3 to the allowable power storage amount so as to charge more electric power generated by the regenerative travel of the vehicle. However, as shown in FIG. Since the fuel efficiency improvement effect differs from the driving charge, when using the allowable power storage amount of the power storage device 3, charging was performed by a factor having a high fuel efficiency improvement effect among the regenerative traveling charging and the high efficiency driving charging. Better. Therefore, when the present invention is not used, a sufficient fuel efficiency improvement effect cannot be obtained.

  In the present invention, the allowable power storage amount of the power storage device 3 excluding the first SOC of the power storage device 3 required at the next start-up of the vehicle is distributed to the second SOC for high-efficiency operation charging and the third SOC for regenerative travel charging. The fuel consumption efficiency of the power storage device 3 is calculated, and the allowable power storage amount of the power storage device 3 is distributed to the second SOC and the third SOC so that the total value of the fuel efficiency improvement effect becomes the highest, and the charge / discharge of the power storage device 3 is controlled. Therefore, the first SOC for the next start-up of the vehicle can be ensured, and the fuel efficiency of the vehicle can be improved.

  In addition, the type of road on which the vehicle travels is determined, the total value of the fuel efficiency improvement effect of regenerative travel charging and high-efficiency driving charging is calculated according to the type of each road, and the second SOC and the third SOC are determined. The fuel efficiency can be further improved.

  Since the first SOC is estimated based on the internal resistance of the power storage device 3 and the temperature at the next start-up, the first SOC can be accurately calculated, and the allowable power storage amount of the power storage device 3 that can be used for traveling is accurately determined. Can be calculated. Therefore, the startability of the next vehicle is ensured, and the amount of power stored in the power storage device 3 can be used without waste, so that the fuel efficiency of the hybrid vehicle can be further improved.

  Since the second SOC and the third SOC are set so that the allowable power storage amount of the power storage device 3 is effectively used and the fuel efficiency improvement effect of the vehicle is increased, the power storage device 3 can use a power storage device having a small capacity. The apparatus 3 can be reduced in size.

  It goes without saying that the present invention is not limited to the above-described embodiments, and includes various modifications and improvements that can be made within the scope of the technical idea.

  The present invention can be used for a hybrid vehicle including a power storage device.

1 is a block diagram showing a configuration of a series hybrid vehicle according to a first embodiment of the present invention. It is a flowchart which charges / discharges the electrical storage apparatus of this invention. It is a flowchart which calculates 1st SOC of this invention. It is a flowchart which calculates 2nd SOC of this invention. It is a map which shows the relationship between the charge by the regenerative driving | running | working of this invention, the charge by highly efficient driving | operation, and a fuel consumption improvement effect. It is a map which shows the relationship between the charge by the regenerative driving | running | working in the city driving | running | working of this invention, the charge by a highly efficient driving | operation, and a fuel consumption improvement effect. It is a map which shows the relationship between the charge by the regenerative driving | running | working in the city driving | running | working of this invention, the charge by a highly efficient driving | operation, and a fuel consumption improvement effect. It is a map which shows the relationship between the charge by the regenerative driving | running | working in the highway driving | running | working of this invention, the charge by a highly efficient driving | operation, and a fuel consumption improvement effect. It is a map which shows the change of SOC of the electrical storage apparatus in the temperature of the electrical storage apparatus at the time of not using this invention. It is a block diagram which shows the structure which used this invention for the parallel hybrid vehicle. It is a block diagram which shows the structure which used this invention for the fuel cell vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Generator 3 Power storage device 4 Drive motor 7 Internal combustion engine controller 8 Generator controller 9 Power storage device controller 10 Drive motor controller 11 Integrated controller

Claims (6)

A power generator for generating electric power for driving the vehicle;
A driving device for driving the vehicle with electric power and generating electric power during regenerative running of the vehicle;
In a hybrid vehicle control device comprising: a power storage device that electrically connects the power generation device and the drive device to store electric power, and supplies electric power to the drive device;
First power storage amount calculating means for calculating a power storage amount of the power storage device required to start the power generation device when the hybrid vehicle is started;
An allowable storage amount of the power storage device obtained by subtracting the first storage amount calculated by the first storage amount calculation unit from an upper limit storage amount of the storage device; a second storage amount charged by the power generation device; and Fuel efficiency determination means for determining fuel efficiency of the hybrid vehicle when it is shared with the third power storage amount charged by the drive device during regenerative travel;
And ratio distribution means for allocating a charge sharing ratio between the second power storage amount and the third power storage amount so that the fuel efficiency is best based on the fuel efficiency determination means. A hybrid vehicle control device. Storage means for storing the fuel efficiency improvement effect according to the type of road on which the hybrid vehicle travels,
The hybrid vehicle control device according to claim 1, wherein the fuel efficiency determination unit determines the fuel efficiency based on the allowable storage amount and the storage unit. Position detecting means for detecting the position of the hybrid vehicle;
Road type determination means for determining the road type on which the hybrid vehicle detected by the position detection means is running,
3. The hybrid vehicle control device according to claim 2, wherein the fuel efficiency determination unit determines the fuel efficiency based on the road type determination unit and the storage unit.   2. The hybrid vehicle according to claim 1, wherein the fuel efficiency determination unit includes a traveling state detection unit that detects a traveling state of the hybrid vehicle, and updates the fuel efficiency determination unit according to the traveling state. Control device. When the allowable storage amount of the power storage device is less than a predetermined value, the ratio distribution unit determines the allowable storage amount of the power storage device as either the power generation device or the drive device according to the road type. Charged by
5. The hybrid vehicle according to claim 1, wherein, when the allowable power storage amount of the power storage device is larger than a predetermined value, a portion larger than the predetermined value is charged from the other side. 6. Control device. The first power storage amount calculation means includes an internal resistance estimation means for estimating an internal resistance of the power storage device;
Temperature estimation means for estimating the temperature of the power storage device,
6. The hybrid vehicle control device according to claim 1, wherein the first storage amount is calculated according to the internal resistance and the temperature.

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