JP2010089603A - Hybrid vehicle and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deterioration of fuel consumption when expected distance of travel is comparatively long in a plug-in hybrid vehicle. <P>SOLUTION: A hybrid vehicle 10 includes: an engine 12; a motor MG2 capable of outputting power for traveling in response to electric power supply from a battery 50; an electric generator MG2 for generating electricity by being driven by the power of the engine 12; a feeding port 80 for battery charging by being connected to an external power; a navigation device 72 for obtaining the expected distance of travel to a destination where the vehicle can be charged next time by user operation; and a hybrid ECU 66 for determining whether the expected distance of travel is the distance that can be traveled only by the power of the motor MG2 for traveling based on the expected distance of travel and the remaining capacity of the battery 50 and performing control for switching setting of the maximum output power of the battery 50. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof, and more particularly, to a so-called plug-in hybrid vehicle and a control method thereof that can charge a battery via a power supply port provided in a vehicle body.

  2. Description of the Related Art Conventionally, a hybrid vehicle having an engine that operates using gasoline, light oil, combustible gas, or the like as a fuel and a motor that is driven by power supplied from a battery is known as an output source for driving power. In addition, a so-called plug-in hybrid vehicle has been proposed that enables battery charging by inserting a plug electrically connected to a household AC power source into a power supply port provided in the vehicle body.

In such a plug-in hybrid vehicle, the battery is fully charged by supplying power from the power supply port during the night when the vehicle is not used, and is driven by the power supply from the battery the next day or the next vehicle use. To improve fuel efficiency or energy efficiency and reduce CO ₂ emissions, it is possible to travel only with the power of the traveling motor (hereinafter referred to as “EV traveling”) and use up the battery power until the next charging destination. Is preferable.

  On the other hand, when the planned travel distance to the next chargeable destination is considerably longer than the EV travelable distance, the battery power that is in a fully charged state is exhausted at an early stage by EV travel. In order to output motive power or power for driving the generator, the engine operation frequency may increase and fuel consumption may deteriorate.

  For example, in Patent Document 1, in a plug-in hybrid vehicle, the remaining battery capacity is allocated so that the remaining battery capacity at a chargeable destination becomes zero, and the travel set according to the allocated remaining battery capacity A technique for supplying battery power to a traveling motor based on power consumption per distance is disclosed.

JP-A-8-237810

  However, in the above-mentioned patent document 1, it is not assumed that the estimated travel distance to the next chargeable destination is considerably longer than the EV travelable distance, and in such a case, the fuel consumption deteriorates instead. It does not provide any solution for such inconveniences.

  The object of the present invention is to control the setting of the battery maximum output power based on a comparison between the estimated travel distance to the next chargeable destination and the EV travelable distance, so that the estimated travel distance is relatively long. An object of the present invention is to provide a hybrid vehicle and a control method therefor that can suppress a decrease in fuel consumption.

  A hybrid vehicle according to the present invention is driven by an engine capable of outputting traveling power, a motor capable of outputting traveling power upon receiving power supply from a power storage device, and a part or all of the engine power. By a power generator that generates power, a power supply port that receives power for charging the power storage device by being connected to an external power source, and a user operation before starting traveling after charging the power storage device through the power supply port A planned travel distance acquisition unit that acquires a planned travel distance to a next chargeable destination, a power storage device management unit that manages a remaining capacity of the power storage device, and a planned travel distance acquired by the planned travel distance acquisition unit Based on the remaining capacity of the power storage device obtained from the power storage device management unit, it is determined whether the planned travel distance is a distance that can be traveled only by the power of the travel motor, and the travel When the planned distance is a distance that can be traveled only by the power of the travel motor, the maximum output power of the power storage device is set to a relatively large value, while the planned travel distance is only the power of the travel motor. And a control unit that controls the maximum output power of the power storage device to be set to a relatively small value when the distance is incapable of traveling.

  In the hybrid vehicle according to the present invention, the control unit compares the planned travel distance with a distance that can be traveled only by the power of the travel motor calculated from the remaining capacity of the power storage device. It may be determined whether the planned distance is a distance that can be traveled only by the power of the traveling motor, or the predicted consumption of the power storage device when traveling the planned travel distance only by the power of the traveling motor By comparing the electric power with the remaining capacity of the power storage device, it may be determined whether the planned travel distance is a distance that can be traveled only by the power of the travel motor.

  The hybrid vehicle control method according to the present invention includes an engine capable of outputting traveling power, a motor capable of outputting traveling power upon receiving power supply from a power storage device, and a part of the engine power or A generator that generates power by being driven by all; a power supply port that receives power for charging the power storage device by being connected to an external power source; and a power storage device management unit that manages a remaining capacity of the power storage device. A method for controlling a hybrid vehicle, comprising: a planned travel distance acquired by a user operation before starting traveling after charging of the power storage device via the power supply port; and the power storage device obtained from the power storage device management unit. Based on the remaining capacity, it is determined whether the planned travel distance is a distance that can be traveled only by the power of the travel motor, and the planned travel distance is the power of the travel motor. The maximum output power of the power storage device is set to a relatively large value in the case of the distance that can be traveled in, while the travel distance is a distance that cannot be traveled only by the power of the travel motor The maximum output power of the power storage device is controlled to be set to a relatively small value.

  In the hybrid vehicle control method according to the present invention, the control unit compares the planned travel distance with a distance that can be traveled only by the power of the travel motor calculated from the remaining capacity of the power storage device. The power storage device may determine whether or not the planned travel distance is a distance that can be traveled only by the power of the travel motor, or when the travel distance is traveled only by the power of the travel motor. By comparing the predicted power consumption and the remaining capacity of the power storage device, it may be determined whether the planned travel distance is a distance that can be traveled only by the power of the travel motor.

  According to the hybrid vehicle and the control method thereof according to the present invention, if the planned travel distance acquired by the user operation is the EV travelable distance, the maximum output power of the power storage device is set to a relatively large value, Power consumption control conditions can be set so that the remaining capacity of the apparatus can be used up efficiently, and energy efficiency can be improved. On the other hand, when the planned travel distance is an EV travel impossible distance, the power consumption control condition is set so that the remaining capacity of the power storage device is relatively long by setting the maximum output power of the power storage device to a relatively small value. By setting this, it is possible to reduce the frequency of operating the engine for driving the generator and suppress deterioration in fuel consumption.

  Embodiments according to the present invention will be described below in detail with reference to the accompanying drawings. In this description, specific shapes, materials, numerical values, directions, and the like are examples for facilitating the understanding of the present invention, and can be appropriately changed according to the application, purpose, specification, and the like.

  FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle 10 according to the first embodiment of the present invention. In FIG. 1, the power transmission system is indicated by a solid line, the power line is indicated by a one-dot chain line, and the signal line is indicated by a dotted line. The hybrid vehicle 10 includes an engine 12 capable of outputting driving power, two three-phase AC synchronous motor generators (hereinafter simply referred to as “motors”) MG1 (first motor), MG2 (second motor), And a power distribution and integration mechanism 14.

  The engine 12 is an internal combustion engine that uses gasoline, light oil, combustible gas, or the like as fuel. The engine 12 is electrically connected to an engine ECU (Electronic Control Unit) (hereinafter referred to as “engine ECU”) 16 and receives a control signal from the engine ECU 16 to perform fuel injection, ignition, intake air amount, intake air The opening and closing of the valve and the exhaust valve are controlled. The rotational speed Ne of the engine 12 is calculated by the engine ECU 16 based on a detection value input from the rotational position sensor 11 provided in the vicinity of the output shaft 13 that outputs power from the engine 12.

  The power distribution and integration mechanism 14 includes a sun gear 18 disposed at the center, a ring gear 20 disposed concentrically with the sun gear 18 and having inner teeth at the inner periphery of the annular ring, and a plurality of gears that mesh with both the sun gear 18 and the ring gear 20. And a planetary gear mechanism including the carrier 22. The plurality of carriers 22 are rotatably attached to end portions of the carrier support member 26, respectively.

  In the power distribution and integration mechanism 14, the output shaft 13 of the engine 12 is connected to the carrier shaft 28 connected to the carrier support member 26 via a damper 24 for reducing torque impact, and the sun gear 18 is connected to the rotor 29 of the motor MG 1. A rotating shaft 30 to be connected is connected, and a reduction gear 34 is connected to the ring gear 20 via a ring gear shaft 32.

  In the power distribution and integration mechanism 14, when the motor MG1 functions as a generator, the power from the engine 12 input to the carrier 22 via the carrier shaft 28 is applied to the sun gear 18 side and the ring gear 20 side according to the gear ratio. When the motor MG1 is distributed and functions as an electric motor, the power of the engine 12 input to the carrier 22 through the carrier shaft 28 and the power from the MG1 input from the sun gear 18 are integrated, and the ring gear 20 through the ring gear shaft 32 are integrated. Thus, it is input to a reduction gear 34 including a gear train having a predetermined reduction ratio.

  A rotary shaft 38 connected to the rotor 36 of the motor MG2 is also connected to the speed reducer 34. When the motor MG2 functions as an electric motor, power from the motor MG2 is input to the speed reducer 34.

  The power input from at least one of the ring gear shaft 32 and the rotation shaft 38 of the motor MG2 is transmitted to the axle 40 through the speed reducer 34, whereby the wheels 42 are rotationally driven. On the other hand, when power is input from the wheel 42 and the axle 40 to the rotary shaft 38 via the speed reducer 34 during regenerative braking, the motor MG2 functions as a generator. Here, during regenerative braking, not only when the driver brakes the vehicle to reduce the vehicle speed, but also when the driver releases the accelerator pedal and stops vehicle acceleration, or when the vehicle goes downhill. This includes cases where the vehicle is traveling by gravity.

  Motors MG1 and MG2 are electrically connected to corresponding inverters 44 and 46, respectively. Each inverter 44 and 46 is a battery as a power storage device via a DC / DC converter (hereinafter simply referred to as "converter") 48. 50 is electrically connected. The battery 50 is preferably a secondary battery such as a nickel metal hydride battery or a lithium ion battery. Further, instead of the battery, a capacitor without a chemical reaction may be used as the power storage device.

  When motors MG1 and MG2 function as electric motors, DC voltage Vb supplied from battery 50 via smoothing capacitor 52 is boosted to output voltage Vc by converter 48, and then supplied to inverters 44 and 46 via smoothing capacitor 54. Input (converter output voltage Vc corresponds to inverter input voltage and system voltage VH, the same applies hereinafter), is converted into an AC voltage by inverters 44 and 46, and is input to motors MG1 and MG2.

  Conversely, when the motors MG1 and MG2 function as generators, the generated power output from the motors MG1 and MG2 is changed from an AC voltage to a DC voltage by the inverters 44 and 46 on the condition that the charging of the battery 50 is not limited. After the conversion, the voltage is stepped down by the converter 48 and the battery 50 is charged. Further, since inverters 44 and 46 share power line 56 and ground line 58 connected to converter 48, the power generated by one of motors MG 1 and MG 2 is not transmitted through converter 48 but the other. The motor can be driven to rotate or be powered.

  Further, the motor MG1 can function as a continuously variable transmission capable of continuously changing the engine speed by adjusting the applied AC voltage and performing torque control, and based on a detection value of a rotation angle sensor described later. Thus, the rotation speed of the motor calculated in this way is prevented from exceeding the upper limit rotation speed.

  The inverters 44 and 46 are electrically connected to a motor ECU (hereinafter referred to as a motor ECU) 60, respectively. Motors MG1 and MG2 are each controlled in operation based on a control signal transmitted from motor ECU 60. The motors MG1 and MG2 are provided with rotation angle sensors 31 and 37 for detecting the rotation angles of the rotors 29 and 36, respectively. Detection values by the rotation angle sensors 31 and 37 are input to the motor ECU 60 and used to calculate the motor rotation speeds Nm1 and Nm2.

  The battery 50 is provided with a current sensor 62 for detecting a state of charge or a remaining capacity (SOC: State Of Charge). The value detected by the current sensor 62 is input to a battery ECU (hereinafter referred to as “battery ECU”) 64. The battery ECU 64 is input with a battery voltage Vb detected by a voltage sensor (not shown), a battery temperature detected by a temperature sensor (not shown), and the like. The battery ECU 64 monitors the remaining battery capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor 62 so that the remaining battery capacity SOC is maintained in an appropriate range. In the vicinity, output restriction and charge request signals are output to the hybrid ECU described later.

  Engine ECU 16, motor ECU 60 and battery ECU 64 are electrically connected to a hybrid ECU (hereinafter referred to as “hybrid ECU”) 66. The hybrid ECU 66 includes a CPU that executes a control program, a ROM that stores a control program, and a RAM that stores various detection values so that they can be read and rewritten as needed. Hybrid ECU 66 has a function of comprehensively controlling operation of engine 12 and motors MG1, MG2 and managing the remaining capacity of battery 50. The hybrid ECU 66 corresponds to an example of a power storage device management unit and a control unit in the present invention.

  The hybrid ECU 66 transmits an engine control signal to and from the engine ECU 16 as necessary, and receives data relating to the engine operating state (for example, engine speed Ne) as necessary. Further, the hybrid ECU 66 transmits a required torque command Tr * to the motor ECU 60 as necessary, and receives data relating to the motor operating state (for example, motor rotation speeds Nm1, Nm2, motor current, etc.) as necessary. To do. Further, hybrid ECU 66 receives data necessary for battery management such as remaining battery capacity SOC, battery voltage, battery temperature, charge limit signal, and output limit signal from battery ECU 64.

  Further, a vehicle speed sensor 68 and an accelerator opening sensor 70 are electrically connected to the hybrid ECU 66, and an accelerator opening corresponding to a vehicle speed Sv that is the traveling speed of the hybrid vehicle 10 and a depression amount of an accelerator pedal (not shown). Ac is input respectively.

  The hybrid ECU 66 is further electrically connected to a navigation device 72 that constitutes a planned travel distance acquisition unit. The navigation device 72 is installed at a position in the vehicle where a user such as a driver or a passenger can easily operate, and a destination and a travel route are set according to necessity by a manual operation or voice input by the user before starting the vehicle travel. Thus, it has a function of acquiring the planned travel distance d by a known GPS (Global Positioning System) function and transmitting it to the hybrid ECU 66. In addition, although the said driving | running | working travel distance demonstrates as what a driving | running | working planned distance is acquired by setting the destination and a driving | running route as needed by the navigation apparatus 72, it is not limited to this, For example, The estimated travel distance may be directly input and acquired by a numeric keypad operation on the navigation device 72 by the user.

  As shown in FIG. 2, the hybrid vehicle 10 is provided with a power supply port 80. The power supply port 80 is usually covered with a power supply port door 86 that is hinged to the vehicle body 84 so as to be opened and closed. When the power supply door 86 is opened and the power supply plug 90 connected to the external power supply 88 is attached to the power supply port 80 while the vehicle is parked, the AC voltage supplied from the power supply port 80 is changed to a DC voltage in the charging inverter 82. The battery 50 is converted and charged. Charging inverter 82 operates in response to a switching control command transmitted from hybrid ECU 66 or the like.

  Thus, the hybrid vehicle 10 having the battery charging power supply port is commonly referred to as a plug-in hybrid vehicle. For example, a power supply plug 90 connected to a home AC power source in a home parking lot at night is attached to the power supply port 80. Thus, the battery 50 can be fully charged. In the present embodiment, an example in which the charging inverter 82 is separately provided will be described. However, the AC supplied from the power supply port 80 by electrically connecting the power supply port 80 to the coil neutral point of the motor MG1 or MG2. The voltage may be DC converted by the inverter 44 or 46 and then charged to the battery 50 via the converter 48. In this case, the charging inverter 82 can be omitted.

  Next, the operation of the engine 12 and the motors MG1, MG2 in the hybrid vehicle 10 having the above configuration will be schematically described.

  For example, when the hybrid vehicle 10 is started, the engine 12 is started using the motor MG1 as a so-called cell motor. When the engine is started, motor MG1 is driven by electric power supplied from battery 50 via converter 48 and inverter 44. However, when the vehicle starts with only the power output from the motor MG2 at the time of starting the vehicle, the engine is started only for warm-up operation.

  When hybrid vehicle 10 starts from a stopped state, normally, power is supplied from battery 50 to motor MG2 via converter 48 and inverter 46, and power is output only from motor MG2 to start (motor running mode). ). However, when the remaining capacity SOC of the battery 50 is reduced at this time and there is a charge request from the battery ECU 64, the power output from the engine 12 and distributed by the power distribution and integration mechanism 14 is input to the rotating shaft 30 of the motor MG1. The power is generated and the battery 50 is charged with the generated power.

  For example, when the hybrid vehicle 10 travels at a relatively light load, such as when traveling at a low speed or down a hill, fuel efficiency can be improved by outputting power from the engine 12 that is relatively inefficient in the low-medium rotation range. In order to deteriorate, the engine 12 is stopped, while running with the power from only the motor MG2 while monitoring the remaining capacity SOC of the battery 50 (EV running mode). At this time, when the remaining battery charge SOC decreases, the engine 12 is appropriately intermittently operated in response to a charge request from the battery ECU 64, and the battery 50 is charged by generating power with the motor MG1 with engine power.

  For example, during normal traveling in which the hybrid vehicle 10 is traveling at a substantially constant and stable speed, the vehicle travels by outputting power from the engine 12 whose efficiency is relatively good in the medium to high speed rotation region (engine traveling mode). At this time, if necessary, for example, when the accelerator is stepped on to a large extent and suddenly accelerates, power is supplied from the motor MG1 or the battery 50 that is in a power generation state by receiving the distribution of engine power and from the motor MG2. Power is also output to assist the power of the engine 12 (hybrid travel mode). Further, when the remaining battery capacity SOC is reduced, the output of the engine 12 is increased to increase the power distributed to the motor MG1, and a part of the electric power generated by the motor MG1 is charged in the battery 50.

  For example, during regenerative braking in which the hybrid vehicle 10 is decelerated by a brake operation, power is input from the wheels 42 to the rotary shaft 38 via the axle 40 and the speed reducer 34, and the motor MG2 functions as a generator. During regenerative braking, the braking force associated with the rotational resistance of the motor MG2 acts on the hybrid vehicle 10, and the regenerative electric power generated by the motor MG2 is converted into a DC voltage by the inverter 46 and stepped down by the converter 48 before charging is restricted. The battery 50 that has not been charged is charged.

  Next, switching control of the maximum output power of the battery 50 executed in the hybrid ECU 66 of the hybrid vehicle 10 will be described with reference to the flowchart of FIG. The control procedure shown in FIG. 3 is executed every time after the vehicle is started and before the vehicle starts running.

  In the description herein, the fully charged state of the battery 50 does not mean that the battery 50 is charged to the rated capacity, but the battery 50 is economically used under usage conditions in which it is repeatedly charged and discharged. It means that the remaining capacity state of the control upper limit value (for example, 80 to 90% of the rated capacity) is obtained, while the state where the power of the battery 50 is used up is physically zero in the remaining capacity SOC of the battery 50. The remaining capacity state of the control lower limit value (for example, 20 to 30% of the rated capacity) at which the battery 50 can be used economically under the usage conditions of repeated charging and discharging. Shall mean.

  For example, in a home parking lot, a user who gets into the hybrid vehicle 10 in which the battery 50 is fully charged by charging through the power supply port 80 at night turns on a power switch (not shown) and turns the vehicle on. After the activation, the navigation device 72 is operated before the start of traveling to set the destination and the traveling route as required. As a result, the navigation device 72 acquires the estimated travel distance d based on the GPS function and inputs it to the hybrid ECU 66 (step S10).

  At this time, the navigation device 72 is a place where the set destination is, for example, a company that is a work place, a commercial facility for shopping, a hospital that visits the hospital, or the like, that can be charged via the power supply port 80. Information on whether or not is stored in advance, or information on whether or not a destination set by accessing a predetermined database via wireless communication is a chargeable place is acquired. Therefore, if the destination set by the user is a rechargeable place, the distance to that point is acquired as the scheduled travel distance d. If the destination is not a rechargeable place, the next rechargeable destination, for example, from home to the company The round-trip distance up to is acquired as the scheduled travel distance d.

  Subsequently, the EV travelable distance is calculated from the remaining capacity of the battery 50 (step S12). Here, the EV travelable distance is obtained, for example, by dividing the remaining capacity that can be consumed before the battery 50 is used up by the average power consumption per 1 km during EV travel under the measurement conditions of the 10.15 mode fuel efficiency. It is done.

  Then, it is compared whether the planned travel distance d is longer than the EV travelable distance, and it is determined whether the planned travel distance d is a distance that can be traveled only by the power from the motor MG2 (step S14). If the planned travel distance d is longer than the EV travelable distance (YES in step S14), the battery maximum output power is set to a relatively small value, for example, 35 kW, while the planned travel distance d is If the EV travelable distance is approximately the same or shorter (NO in step S14), the battery maximum output power is set to a relatively large value, for example, 45 kW, and end processing is performed.

  Here, “battery maximum output power” means that the hybrid ECU 66 operates the engine 12 to output the driving power from the engine 12 when the vehicle required power defined by the accelerator operation by the user exceeds this. This is a threshold value. Therefore, by setting the battery maximum power to a relatively large value as described above, EV traveling can be performed without operating the engine 12 as much as possible in a normal operation state where the vehicle is not suddenly started or accelerated. As a result, there is an advantage that the power of the battery 50 can be used up efficiently and the energy efficiency is improved.

  On the other hand, when the maximum battery power is set to a relatively small value, the possibility of operating the engine 12 to output the driving power even in the normal operation state increases, but the remaining capacity of the battery 50 is relatively low. Can last longer. Thereby, there exists a merit that the deterioration of a fuel consumption can be suppressed by making low the frequency which operates the engine 12 in order to drive motor MG1 as a generator.

  As described above, according to the hybrid vehicle 10 of the present embodiment, the control of switching the setting of the battery maximum output power based on the comparison between the planned travel distance and the EV travelable distance is performed, thereby improving the energy efficiency and fuel consumption. Deterioration can be suppressed.

  In step S14, the planned travel distance d and the EV travelable distance are compared to determine whether the planned travel distance d is a distance that can be traveled only by the power from the motor MG2, but the present invention is not limited to this. For example, the above determination may be made by comparing the predicted power consumption when the EV travel is performed for the planned travel distance d and the remaining capacity of the battery 50.

1 is an overall schematic configuration diagram of a hybrid vehicle. It is a figure which shows the electric power feeding opening for battery charging. It is a flowchart which shows the control procedure which sets battery maximum output power.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Hybrid vehicle, 11 Rotation position sensor, 12 Engine, 13 Output shaft, 14 Power distribution integration mechanism, 16 Engine ECU, 18 Sun gear, 20 Ring gear, 22 Carrier, 24 Damper, 26 Carrier support member, 28 Carrier shaft, 29, 36 Rotor, 30, 38 Rotating shaft, 31, 37 Rotating angle sensor, 32 Ring gear shaft, 34 Reducer, 40 Axle, 42 Wheel, 44, 46 Inverter, 48 Converter, 50 Battery, 52, 54 Smoothing capacitor, 56 Power line, 58 ground line, 60 motor ECU, 62 current sensor, 64 battery ECU, 66 hybrid ECU, 68 vehicle speed sensor, 70 accelerator opening sensor, 72 navigation device, 80 power supply port, 82 charging inverter, 84 vehicle body, 86 Feed port door, 86 feed port, 88 external power supply, 90 feed plug, MG1, MG2 motor.

Claims (6)

  An engine capable of outputting traveling power, a motor capable of outputting traveling power upon receiving power supply from the power storage device, a generator driven by part or all of the power of the engine to generate power, and an external A power supply port that receives power for charging the power storage device by being connected to a power source, and a destination that can be charged next time by a user operation before starting running after charging of the power storage device through the power supply port. Obtained from the planned travel distance acquisition unit that acquires the planned travel distance, the power storage device management unit that manages the remaining capacity of the power storage device, the planned travel distance acquired by the planned travel distance acquisition unit, and the power storage device management unit Based on the remaining capacity of the power storage device, it is determined whether or not the planned travel distance is a distance that can be traveled only by the power of the travel motor, and the planned travel distance is the motion of the travel motor. If the maximum output power of the power storage device is set to a relatively large value when the distance can be traveled alone, while the planned travel distance is a distance that cannot be traveled only by the power of the travel motor. Is a hybrid vehicle comprising: a control unit that controls the maximum output power of the power storage device to be set to a relatively small value. The hybrid vehicle according to claim 1,
The control unit compares the planned travel distance with a distance that can be traveled only by the power of the travel motor calculated from the remaining capacity of the power storage device, so that the planned travel distance is equal to that of the travel motor. A hybrid vehicle characterized by determining whether or not the distance can be traveled only by power. The hybrid vehicle according to claim 1,
The control unit compares the predicted power consumption of the power storage device when the planned travel distance is traveled only by the power of the travel motor and the remaining capacity of the power storage device, so that the planned travel distance is A hybrid vehicle characterized by determining whether or not the distance can be traveled only by the power of a travel motor.   An engine capable of outputting traveling power, a motor capable of outputting traveling power upon receiving power supply from the power storage device, a generator driven by part or all of the power of the engine to generate power, and an external A control method for a hybrid vehicle, comprising: a power supply port that receives power for charging the power storage device by being connected to a power source; and a power storage device management unit that manages a remaining capacity of the power storage device, wherein the power supply port The planned travel distance is calculated based on the planned travel distance acquired by a user operation before starting the travel after charging the power storage device via the power storage and the remaining capacity of the power storage device obtained from the power storage device management unit. It is determined whether or not the distance can be traveled only by the power of the motor, and when the planned travel distance is a distance that can be traveled by only the power of the travel motor, The output power is set to a relatively large value, while the maximum output power of the power storage device is set to a relatively small value when the planned travel distance is a distance that cannot be traveled only by the power of the travel motor. A control method of a hybrid vehicle that performs control. In the hybrid vehicle control method according to claim 4,
The control unit compares the planned travel distance with a distance that can be traveled only by the power of the travel motor calculated from the remaining capacity of the power storage device, so that the planned travel distance is equal to that of the travel motor. A control method for a hybrid vehicle, characterized in that it is determined whether or not the distance can be traveled only by power. In the hybrid vehicle control method according to claim 4,
The control unit compares the predicted power consumption of the power storage device when the planned travel distance is traveled only by the power of the travel motor and the remaining capacity of the power storage device, so that the planned travel distance is A control method for a hybrid vehicle, wherein it is determined whether or not the distance is a distance that can be traveled only by the power of a travel motor.

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