JP2010269691A - Hybrid vehicle and method of controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle which travels by more reflecting the intention of a driver, and to provide a method of controlling the hybrid vehicle. <P>SOLUTION: When an EV cancellation SW 89 is turned on in a first connection state that a master battery 50 and a slave battery 60 are connected to motor MG1 and MG2 sides and a second connection state that the master battery 50 and a slave battery 62 are connected to the motors MG1 and MG2 sides, an engine 22, the motors MG1 and MG2, a master side booster circuit 55, a slave side booster circuit 65, and system main relays 56, 66 and 67 are controlled so that the hybrid vehicle can travel in a hybrid traveling priority mode, in a slave blocking state that the driving of a slave side booster circuit 65 is stopped and that only the master battery 50 is connected to the motor MG1 and MG2 sides. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

  Conventionally, this type of hybrid vehicle includes an engine, a motor generator connected to the engine via a power transmission mechanism as a driving force generator for generating driving force for traveling, an inverter that drives the motor generator, There has been proposed one that includes a plurality of power storage units and a plurality of converters that individually convert the voltages of the plurality of power storage units and supply them to an inverter (see, for example, Patent Document 1). In this vehicle, when it is determined that an abnormality has occurred in any of the plurality of power storage units, the power storage unit in which the abnormality has occurred is disconnected, and the power from other normal power storage units connected in parallel is disconnected. The motor generator is being driven.

Japanese Patent Laid-Open No. 2008-187884

  In the hybrid vehicle described above, it is possible to perform electric travel that travels only with the power from the motor generator, or hybrid travel that travels using the power from the engine and the power from the motor generator. When a driver performs a switch operation or the like for making a desired driving state, it is preferable that the driver more reflects the driver's intention.

  The main purpose of the hybrid vehicle and its control method of the present invention is to travel more reflecting the driver's intention.

  The hybrid vehicle of the present invention and the control method thereof employ the following means in order to achieve the main object described above.

The first hybrid vehicle of the present invention is
An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A second step-up / step-down circuit that performs power traveling using only power input / output from the electric motor, power output from the internal combustion engine, and power input / output from the electric motor. A hybrid vehicle capable of running hybrid driving,
Hybrid setting cancellation instructing means for instructing a hybrid setting that is a setting of a hybrid driving priority mode in which the hybrid driving is prioritized and a cancellation of the hybrid setting;
Traveling in an electric travel priority mode in which at least one secondary battery in the first battery unit and at least one secondary battery in the second battery unit are connected to the motor side with priority on the electric travel. When the hybrid setting is instructed by the hybrid setting release instructing means, the connection between at least one secondary battery of the first battery unit and the motor side is maintained and the second battery The internal combustion engine, the electric motor, and the first lifting / lowering so as to travel in the hybrid traveling priority mode in a state in which all the secondary batteries of the unit are disconnected from the motor side and the second buck-boost circuit is stopped. Control means for controlling the pressure circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means;
It is a summary to provide.

  In the first hybrid vehicle of the present invention, the electric travel is prioritized in a state where at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. When the vehicle is traveling in the electric travel priority mode, the hybrid setting is instructed by the hybrid setting cancellation instructing means for instructing the hybrid setting which is the setting of the hybrid traveling priority mode in which the hybrid traveling is prioritized and the cancellation of the hybrid setting. When made, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit are disconnected from the motor side and the second step-up / step-down circuit is released. The internal combustion engine, the electric motor, the first step-up / step-down circuit, and the second booster It controls the second connection release means pressure circuit and the first connection release means. As a result, the vehicle can travel while reflecting the driver's intention, and when the hybrid setting is instructed by the hybrid setting cancellation instruction means and the vehicle travels in the hybrid travel priority mode, the first step-up / step-down circuit and the second lift / lower circuit Loss can be suppressed compared with what drives a pressure circuit.

  In the hybrid vehicle of such an invention, the control means is a start-up total power storage ratio that is a ratio when the system is started of a total power storage ratio that is a ratio of a total power storage capacity of a plurality of secondary batteries of the battery device. Is set as a driving mode when the electric driving is prioritized and the hybrid driving priority mode is set when the total power storage ratio at startup is less than the first predetermined ratio. Is set as a travel mode, and the total power storage ratio at start-up is equal to or greater than the first predetermined ratio and the total power storage ratio is less than the first predetermined ratio and less than the second predetermined ratio due to traveling in the electric travel priority mode. When it arrives, the hybrid driving priority mode is set as a driving mode, and the vehicle is driven by the electric driving priority mode. When the hybrid setting instruction is issued by the hybrid setting release instruction means, the hybrid driving priority mode is set as the driving mode, and the hybrid setting priority instruction is issued by the hybrid setting priority instruction mode. When traveling, when the hybrid setting cancellation instructing unit gives an instruction to cancel the hybrid setting, the electric traveling priority mode is set as a traveling mode, and the vehicle is controlled to travel according to the set traveling mode. Can also be.

The second hybrid vehicle of the present invention is
An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A hybrid vehicle and a second buck circuit which performs,
Fuel consumption priority setting cancellation instructing means for instructing fuel efficiency priority setting that is a priority setting of fuel efficiency and cancellation of the fuel efficiency priority setting;
The fuel efficiency priority setting release instructing means causes the at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit to be connected to the electric motor side when the vehicle is running. When an instruction for fuel economy priority setting is made, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit and the motor side are maintained. The internal combustion engine, the electric motor, the first step-up / down circuit, the second step-up / down circuit, the first connection release means, and the Control means for controlling the second connection release means;
It is a summary to provide.

  In the second hybrid vehicle of the present invention, when the vehicle is running in a state where at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side, the fuel consumption is reduced. When the fuel efficiency priority setting is instructed by the fuel efficiency priority setting cancellation instructing means for instructing the fuel efficiency priority setting that is the priority setting of the vehicle and the cancellation of the fuel efficiency priority setting, at least one secondary battery of the first battery unit and the motor side The internal combustion engine, the electric motor, and the first elevating and lowering are driven so that the connection with all the secondary batteries of the second battery unit and the electric motor side is released and the second step-up / step-down circuit is stopped. The pressure circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means are controlled. Thereby, when the fuel efficiency priority setting instruction is issued by the fuel efficiency priority setting canceling instruction means, the loss can be suppressed as compared with the driving of the first pressure increasing / decreasing circuit and the second pressure increasing / decreasing circuit. It is possible to travel more reflecting the person's intention.

  In such a second hybrid vehicle of the present invention, the control means is a start-up that is a ratio when the system is started with an overall storage ratio that is a ratio of the storage amount of a plurality of secondary batteries of the battery device to the total storage capacity. When the overall power storage ratio is greater than or equal to the first predetermined ratio, an electric travel priority mode that preferentially travels using electric power that travels using only the power input and output from the electric motor is set as a travel mode, When the power storage ratio is less than the first predetermined ratio, the hybrid travel priority mode that preferentially travels hybrid travel using power output from the internal combustion engine and power input / output from the electric motor is set as a travel mode. And the total power storage ratio at the time of start-up is greater than or equal to the first predetermined ratio, and the total power storage is performed by traveling in the electric travel priority mode. When the ratio reaches less than a second predetermined ratio that is smaller than the first predetermined ratio, the hybrid travel priority mode is set as a travel mode, and the total power storage ratio when starting is equal to or higher than the first predetermined ratio. The amount of charge of a connected battery, which is a secondary battery connected to the motor side, when the fuel efficiency priority setting cancellation instructing means is instructed by the fuel efficiency priority setting cancellation instruction means when the ratio is equal to or greater than the second predetermined ratio. When the connected storage ratio, which is the ratio of the connected battery to the total storage capacity, is greater than or equal to a third predetermined ratio, the electric travel priority mode is set as the travel mode, and the calculated connected storage ratio is less than the third predetermined ratio. The hybrid driving priority mode is set as a driving mode, and the fuel efficiency priority setting instruction is issued by the fuel efficiency priority setting canceling instruction means. When the instruction for canceling the fuel efficiency priority setting is made when the vehicle is being operated, the electric travel priority mode is set as the travel mode, and the vehicle is controlled to travel according to the set travel mode. .

  Further, in the second hybrid vehicle of the present invention, the control means has a predetermined amount of loss due to driving of the second step-up / step-down circuit even when the fuel efficiency priority setting instruction is given by the fuel efficiency priority setting release instruction means. In the following cases, the state in which at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side is maintained regardless of the instruction of the fuel efficiency priority setting. It can also be a means for controlling to run.

The third hybrid vehicle of the present invention is
An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A hybrid vehicle and a second buck circuit which performs,
Power priority setting release instruction means for instructing power priority setting which is a priority setting of power output and cancellation of the power priority setting;
Traveling in a state where at least one secondary battery of the first battery unit is connected to the motor side and all the secondary batteries of the second battery unit are disconnected from the motor side Sometimes, when the power priority setting is instructed by the power priority setting cancellation instructing means, the connection between at least one secondary battery of the first battery unit and the motor side is maintained and the second battery unit The internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / down circuit, the first connection release means, and the at least one secondary battery are connected to the electric motor side. Control means for controlling the second connection release means;
It is a summary to provide.

  In the third hybrid vehicle of the present invention, at least one secondary battery of the first battery unit is connected to the motor side, and all the secondary batteries of the second battery unit are disconnected from the motor side. When the power priority setting is instructed by the power priority setting cancellation instructing means for instructing the power priority setting which is the priority setting of the power output and the cancellation of the power priority setting when the vehicle is running in a state where the first battery is set, The internal combustion engine, the motor, and the first motor are configured to travel in a state in which the connection between at least one secondary battery in the unit and the motor side is maintained and at least one secondary battery in the second battery unit is connected to the motor side. The step-up / step-down circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means are controlled. As a result, the maximum power that can be output from the secondary battery connected to the motor side can be increased, so that the response of the power output can be improved, and the vehicle travels more reflecting the driver's intention. be able to.

  In such a third hybrid vehicle of the present invention, the control means is a start-up that is a ratio when the system is started with a total storage ratio that is a ratio of a storage amount of a plurality of secondary batteries of the battery device to a total storage capacity. When the overall power storage ratio is greater than or equal to the first predetermined ratio, an electric travel priority mode that preferentially travels by using only the power input / output from the electric motor is set as a travel mode, When the power storage ratio is less than the first predetermined ratio, the hybrid travel priority mode that travels preferentially using the hybrid power traveling using the power output from the internal combustion engine and the power input / output from the electric motor is set as the travel mode. The total storage ratio at start-up is greater than or equal to the first predetermined ratio and the total storage is performed by traveling in the electric travel priority mode. The hybrid travel priority mode is set as a travel mode when the ratio reaches less than a second predetermined ratio smaller than the first predetermined ratio, and the power priority setting cancel instruction is issued when traveling in the electric travel priority mode. When the power priority setting is instructed by the means, the hybrid travel priority mode is set as a travel mode, and when the vehicle is traveling in the hybrid travel priority mode according to the power priority setting instruction by the power priority setting release instructing means When the power priority setting cancellation instruction means is instructed to cancel the power priority setting, the electric traveling priority mode is set as a traveling mode, and the vehicle is controlled to travel according to the set traveling mode. You can also

  In any one of the first to third hybrid vehicles of the present invention, the battery device includes one main secondary battery as a secondary battery of the first battery part and a secondary battery of the second battery part. As a device having a plurality of auxiliary secondary batteries.

  In the hybrid vehicle according to any one of the first to third aspects of the present invention, a generator capable of exchanging power with the secondary battery of the battery device and capable of inputting / outputting power, an output shaft of the internal combustion engine, A planetary gear mechanism in which three rotating elements are connected to three axes of a rotating shaft of the generator and a driving shaft connected to an axle, and the control means controls the generator during operation control of the internal combustion engine. It is also possible to be a means for controlling

  Furthermore, in any one of the first to third hybrid vehicles of the present invention, a charger that is connected to an external power source in a system stopped state and charges the plurality of secondary batteries using electric power from the external power source It can also be provided with.

The first hybrid vehicle control method of the present invention comprises:
An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment Hybrid setting that is a hybrid travel priority mode setting that travels preferentially over hybrid travel that travels using the second step-up / step-down circuit that performs power, the power output from the internal combustion engine and the power input / output from the electric motor And a hybrid setting release instructing means for instructing the cancellation of the hybrid setting,
Electricity traveling using only power input / output from the motor in a state where at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. At least one secondary battery of the first battery unit and the electric motor when the hybrid setting is instructed by the hybrid setting release instructing means when traveling in the electric traveling priority mode that gives priority to traveling Travel in the hybrid travel priority mode in a state in which the connection with all the secondary batteries of the second battery unit and the motor side are disconnected and the second step-up / step-down circuit is stopped driving. Controlling the internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / down circuit, the first connection release means, and the second connection release means. That,
It is characterized by that.

  In the first hybrid vehicle control method of the present invention, priority is given to electric driving in a state where at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. Hybrid setting by hybrid setting release instructing means for instructing the hybrid setting which is a setting of the hybrid driving priority mode in which the hybrid driving is preferentially driven when the vehicle is driven by the electric driving priority mode for traveling and the cancellation of the hybrid setting. Is instructed, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit are disconnected from the motor side and the second is released. The internal combustion engine, the electric motor, and the first step-up / step-down circuit are driven so as to travel in the hybrid travel priority mode with the step-up / step-down circuit stopped. When controlling the second buck circuit and the first disconnecting means and the second connection releasing means. As a result, the vehicle can travel while reflecting the driver's intention, and when the hybrid setting is instructed by the hybrid setting cancellation instruction means and the vehicle travels in the hybrid travel priority mode, the first step-up / step-down circuit and the second lift / lower circuit Loss can be suppressed compared with what drives a pressure circuit.

The second hybrid vehicle control method of the present invention comprises:
An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A second buck circuit for performing a control method of a hybrid vehicle comprising a fuel consumption priority setting canceling instruction means for instructing a release of fuel consumption priority setting and said fuel costs preferences is a setting of the priority of the fuel consumption, and
The fuel efficiency priority setting release instructing means causes the at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit to be connected to the electric motor side when the vehicle is running. When an instruction for fuel economy priority setting is made, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit and the motor side are maintained. The internal combustion engine, the electric motor, the first step-up / down circuit, the second step-up / down circuit, the first connection release means, and the Controlling the second disconnection means;
It is characterized by that.

  In this second hybrid vehicle control method of the present invention, the vehicle travels in a state where at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. When the fuel efficiency priority setting is instructed by the fuel efficiency priority setting cancellation instructing means for instructing the fuel efficiency priority setting and the cancellation of the fuel efficiency priority setting, which are fuel efficiency priority settings, at least one secondary battery of the first battery unit The internal combustion engine and the electric motor so as to run in a state in which the connection between all the secondary batteries of the second battery unit and the electric motor side is released and the second step-up / down circuit is stopped. The first step-up / step-down circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means are controlled. Thereby, when the fuel efficiency priority setting instruction is issued by the fuel efficiency priority setting canceling instruction means, the loss can be suppressed as compared with the driving of the first pressure increasing / decreasing circuit and the second pressure increasing / decreasing circuit. It is possible to travel more reflecting the person's intention.

The third hybrid vehicle control method of the present invention comprises:
An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A second buck circuit for performing a control method of a hybrid vehicle comprising a power priority setting canceling instruction means for instructing the cancellation of the power priority setting and the power priority setting is the setting of the priority of the power output, and
Traveling in a state where at least one secondary battery of the first battery unit is connected to the motor side and all the secondary batteries of the second battery unit are disconnected from the motor side Sometimes, when the power priority setting is instructed by the power priority setting cancellation instructing means, the connection between at least one secondary battery of the first battery unit and the motor side is maintained and the second battery unit The internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / down circuit, the first connection release means, and the at least one secondary battery are connected to the electric motor side. Controlling the second disconnection means;
It is characterized by that.

  In the third hybrid vehicle control method of the present invention, at least one secondary battery of the first battery unit and the motor side are connected, and all the secondary batteries of the second battery unit are connected to the motor side. When the power priority setting is instructed by the power priority setting cancellation instructing means for instructing the power priority setting which is the priority setting of the power output and the cancellation of the power priority setting when traveling with the The internal combustion engine and the electric motor are configured to travel in a state where the connection between at least one secondary battery of the first battery unit and the motor side is maintained and at least one secondary battery of the second battery unit is connected to the motor side The first step-up / step-down circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means are controlled. As a result, the maximum power that can be output from the secondary battery connected to the motor side can be increased, so that the response of the power output can be improved, and the vehicle travels more reflecting the driver's intention. be able to.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. It is a flowchart which shows an example of the driving mode setting routine performed by the hybrid electronic control unit 70 of the first embodiment. It is a flowchart which shows an example of the connection state setting routine performed by the electronic control unit for hybrid 70 of 1st Example. It is a flowchart which shows an example of the step-up circuit control routine at the time of the electric driving | running | working performed by the electronic control unit for hybrid 70 of 1st Example. The power storage ratio SOC1 of the master battery 50, the power storage ratios SOC2 and SOC3 of the slave batteries 60 and 62, the total power storage ratio SOC, the total connection power limit Woutco, and the time change of the travel mode when the electric travel is uniformly performed in the electric travel priority mode It is explanatory drawing which shows an example. It is a flowchart which shows an example of the boost circuit control routine at the time of the hybrid driving | running | working performed by the hybrid electronic control unit 70 of 1st Example. It is a flowchart which shows an example of the electric travel priority drive control routine performed by the hybrid electronic control unit 70 of the first embodiment. It is a flowchart which shows an example of the hybrid driving | running | working priority drive control routine performed by the hybrid electronic control unit 70 of 1st Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when driving | operation of the engine 22 is stopped and carrying out electric driving | running | working. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling using power from an engine 22. FIG. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B as 2nd Example of this invention. It is a flowchart which shows an example of the traveling mode setting routine performed by the hybrid electronic control unit 70 of 2nd Example. It is a flowchart which shows an example of the connection state setting routine performed by the hybrid electronic control unit 70 of 2nd Example. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20C as 3rd Example of this invention. It is a flowchart which shows an example of the traveling mode setting routine performed by the hybrid electronic control unit 70 of 3rd Example. It is a flowchart which shows an example of the connection state setting routine performed by the hybrid electronic control unit 70 of 3rd Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30 via a reduction gear 35, and motors MG1, MG2 Inverters 41 and 42 for driving, a chargeable / dischargeable master battery 50, a master booster circuit 55 that boosts power from the master battery 50 and supplies the boosted power to the inverters 41 and 42, and the master battery 50 and the master booster A system main relay 56 for connecting to and disconnecting from the circuit 55, a chargeable / dischargeable slave battery 60, 2 and the slave side booster circuit 65 that boosts the power from the slave batteries 60 and 62 and supplies the boosted power to the inverters 41 and 42, and the connection and release of the connection between the slave batteries 60 and 62 and the slave side booster circuit 65. System main relays 66 and 67 to be performed for each, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided. Hereinafter, for convenience of explanation, the inverters 41 and 42 from the master booster 55 and the slave booster 65 are referred to as a high voltage system, and the master battery 50 from the master booster 55 is referred to as a first low voltage system. The slave battery 60, 62 side from the slave side booster circuit 65 is referred to as a second low voltage system.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a via the gear mechanism 37 and the differential gear 38 to the drive wheels 39a and 39b of the vehicle.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. While exchanging electric power, electric power is exchanged with the slave batteries 60 and 62 via the inverters 41 and 42 and the slave side booster circuit 65. A power line (hereinafter referred to as a high voltage system power line) 54 connecting the inverters 41 and 42, the master side booster circuit 55 and the slave side booster circuit 65 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. Thus, the electric power generated by one of the motors MG1 and MG2 can be consumed by another motor. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The master side booster circuit 55 and the slave side booster circuit 65 are configured as well-known step-up / step-down converters. The master side booster circuit 55 is connected to a power line (hereinafter referred to as a first low voltage system power line) 59 connected to the master battery 50 via a system main relay 56 and the above-described high voltage system power line 54, The power of the master battery 50 is boosted and supplied to the inverters 41 and 42, or the power acting on the inverters 41 and 42 is stepped down to charge the master battery 50. The slave-side booster circuit 65 is connected to the slave battery 60 via the system main relay 66 and connected to the slave battery 62 via the system main relay 67 (hereinafter referred to as a second low voltage system power line). 69 and the high voltage system power line 54, and boosts the power of a slave battery (hereinafter referred to as a connected slave battery) connected to the slave side booster circuit 65 among the slave batteries 60 and 62 to boost the inverters 41 and 42. Or the voltage applied to the inverters 41 and 42 is stepped down to charge the connection-side slave battery. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage power line 54, and a smoothing capacitor 58 is connected to the positive and negative buses of the first low voltage power line 59. Is connected, and a smoothing capacitor 68 is connected to the positive and negative buses of the second low-voltage power line 69.

  Each of the master battery 50 and the slave batteries 60 and 62 is configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has signals necessary for managing the master battery 50 and the slave batteries 60 and 62, for example, the terminal voltage Vb 1 from the voltage sensor 51 a installed between the terminals of the master battery 50, and the positive electrode of the master battery 50. Sensor installed between the terminals of the charge / discharge current Ib1 from the current sensor 51b attached to the output terminal on the side, the battery temperature Tb1 from the temperature sensor 51c attached to the master battery 50, and the slave batteries 60 and 62 The inter-terminal voltages Vb2 and Vb3 from 61a and 63a, the charging / discharging currents Ib2 and Ib3 from the current sensors 61b and 63b attached to the positive output terminals of the slave batteries 60 and 62, respectively, to the slave batteries 60 and 62, respectively. Battery temperature T from the attached temperature sensors 61c and 63c 2, such as Tb3 is input, and outputs to the hybrid electronic control unit 70 via communication data relating to the state of the master battery 50 and the slave batteries 60 and 62 as needed. Further, in order to manage the master battery 50, the battery ECU 52 manages the master battery 50, and based on the integrated value of the charge / discharge current Ib1 detected by the current sensor 51b, the power storage rate SOC1 that is the ratio of the power storage amount E1 of the master battery 50 to the power storage capacity RC1. And the input / output limits Win1 and Wout1, which are the maximum allowable power that may charge / discharge the master battery 50, based on the calculated storage ratio SOC1 and battery temperature Tb1, and the slave batteries 60, In order to manage the battery 62, the power storage that is the ratio of the power storage amounts E2, E3 of the slave batteries 60, 62 to the power storage capacity RC2, RC3 based on the integrated value of the charge / discharge currents Ib2, Ib3 detected by the current sensors 61b, 63b. The ratios SOC2 and SOC3 are calculated, or the calculated power storage ratios SOC2 and SO2 3 and based on the battery temperature Tb2, Tb3 are or calculating the input and output limits Win2, Wout2, Win3, Wout3 slave batteries 60 and 62. Also, the battery ECU 52 has a master battery 50 and a slave battery 60 that are the sum (E1 + E2 + E3) of the storage amounts E1, E2, and E3 obtained by multiplying the calculated storage rates SOC1, SOC2, and SOC3 by the respective storage capacities RC1, RC2, and RC3. , 62 is also calculated as a total storage ratio SOC which is a ratio to the total storage capacity (RC1 + RC2 + RC3). The input / output limits Win1 and Wout1 of the master battery 50 are set to basic values of the input / output limits Win1 and Wout1 based on the battery temperature Tb1, and the output limiting correction coefficient and the input are set based on the storage ratio SOC1 of the master battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win1 and Wout1 by the correction coefficient. Further, the input / output limits Win2, Wout2, Win3, Wout3 of the slave batteries 60, 62 can be set similarly to the input / output limits Win1, Wout1 of the master battery 50. Furthermore, in the first embodiment, the master battery 50 and the slave batteries 60 and 62 have the same storage capacities RC1, RC2, and RC3 (hereinafter, may be collectively referred to as the storage capacities RC).

  In the second low voltage system, a charger 90 is connected in parallel to the slave batteries 60 and 62 with respect to the slave side booster circuit 65, and a vehicle side connector 92 is connected to the charger 90. The vehicle-side connector 92 is formed so that an external power supply-side connector 102 connected to an AC external power supply (for example, a household power supply (AC100V)) 100 that is a power supply outside the vehicle can be connected. The charger 90 includes a charging relay that connects and disconnects the second low-voltage system and the vehicle-side connector 92, an AC / DC converter that converts AC power from the external power source 100 into DC power, and AC / DC. A DC / DC converter that converts the voltage of the DC power converted by the converter and supplies the converted voltage to the second low-voltage system.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 has a voltage (high voltage system voltage) VH from the voltage sensor 57 a attached between terminals of the capacitor 57, and a terminal on the high voltage system power line 54 side of the slave side boost circuit 65. Slave-side current Ibs from the attached current sensor 65a, voltage from the voltage sensor 58a attached between the terminals of the capacitor 58 (voltage of the first low voltage system) VL1, voltage sensor attached between the terminals of the capacitor 68 The voltage from 68a (second low voltage system voltage) VL2, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83 are detected. Accelerator opening from accelerator pedal position sensor 84 cc, brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, and the electric travel priority mode that cancels the electric travel priority mode and sets the hybrid travel priority mode A cancel SW signal EVCN or the like from a cancel SW (hereinafter referred to as “EV cancel SW”) 89 is input via an input port. From the hybrid electronic control unit 70, a switching control signal to the switching element of the master side booster circuit 55, a switching control signal to the switching element of the slave side booster circuit 65, and a drive signal to the system main relays 56, 66, 67 , A control signal to the charger 90 is output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, the required power, and charging / discharging of the master battery 50 and the slave batteries 60 and 62 The engine 22 is operated and controlled so that power corresponding to the sum of necessary power is output from the engine 22, and all or all of the power output from the engine 22 with charging / discharging of the master battery 50 and the slave batteries 60 and 62 is performed. Part of it is the power distribution and integration mechanism 30 and the motor MG. Charging / discharging operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with torque conversion by the motor MG2, and the operation of the engine 22 is stopped to obtain the required power from the motor MG2. There is a motor operation mode in which operation control is performed so that matching power is output to the ring gear shaft 32a. Both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the drive shaft 32 with the operation of the engine 22. Can be considered as an engine operation mode.

  Moreover, in the hybrid vehicle 20 of the first embodiment, when the external power supply side connector 102 and the vehicle side connector 92 are connected after the vehicle is stopped at the home or a preset charging point, charging in the charger 90 is performed. The main relays 56, 66, and 67 are turned on and off, and the external power supply is controlled by controlling the master booster circuit 55, the slave booster circuit 65, and the AC / DC converter or DC / DC converter in the charger 90. Using the power from 100, the master battery 50 and the slave batteries 60, 62 are fully charged or in a predetermined charging state lower than full charging (for example, the state where the storage ratios SOC1, SOC2, SOC3 are 80% or 85%). In this way, when the system is started (ignition-on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged, the power from the master battery 50 and the slave batteries 60 and 62 is used. Thus, it is possible to travel a certain distance (time) by electric traveling. In addition, since the hybrid vehicle 20 of the first embodiment includes the slave batteries 60 and 62 in addition to the master battery 50, the travel distance (travel time) traveled by electric travel is compared to that including only the master battery 50. Can be long.

  FIG. 2 is a flowchart showing an example of a travel mode setting routine executed by the hybrid electronic control unit 70 of the first embodiment when the system is activated. When the system is started and this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the total power storage ratio SOC (step S100), and the input total power storage ratio SOC can be electrically driven to some extent. It is determined whether or not the total power storage ratio SOC is greater than or equal to a preset threshold value Sev (for example, 40% or 50%) (step S110), and when the total power storage ratio SOC is less than the threshold value Sev, The hybrid travel priority mode in which travel (hybrid travel) is prioritized is continuously set as the travel mode until the system is stopped (steps S180 and S190). When the system is stopped (step S190), this routine is terminated. Here, the total power storage ratio SOC is the sum (E1 + E2 + E3) of the storage amounts E1, E2, and E3 obtained by multiplying the storage ratios SOC1, SOC2, and SOC3 by the respective storage capacities RC1, RC2, and RC3, and the slave battery. What is set as a ratio to the total storage capacity (RC1 + RC2 + RC3) of 60 and 62 is input from the battery ECU 52 by communication.

  On the other hand, when the total power storage ratio SOC is equal to or greater than the threshold value Sev in step S110, the electric travel priority mode that preferentially travels in the motor operation mode (electric travel) is set as the travel mode (step S120). Then, data necessary for setting the travel mode such as the total power storage ratio SOC and the EV cancel SW signal EVCN from the EV cancel SW 89 is input (step S130), and the EV cancel SW signal EVCN is examined (step S140). When the SW signal EVCN is off, it is determined whether or not the total power storage ratio SOC is equal to or greater than a threshold value Shv (for example, 20% or 30%) (step S150). The priority mode is set as the travel mode (step S160), and the process returns to step S130.

  When the total power storage ratio SOC decreases due to traveling in the electric travel priority mode and becomes less than the threshold value Shv (step S150), the hybrid travel priority mode is continuously set as the travel mode until the system is stopped thereafter. (Steps S180 and S190) When the system is stopped (Step S190), this routine is terminated.

  If the driver turns on the EV cancel SW 89 while traveling in the electric travel priority mode, it is determined in step S140 that the EV cancel SW signal EVCN is on, and the hybrid travel priority mode is set as the travel mode. (Step S170), the process returns to Step S130. After that, while the EV cancel SW 89 is on, the EV cancel SW signal EVCN is determined to be on in step S140, so the hybrid travel priority mode is set as the travel mode (step S170).

  When the driver turns on the EV cancel SW 89 and turns off the EV cancel SW 89 while traveling in the hybrid travel priority mode, it is determined in step S140 that the EV cancel SW signal EVCN is off and the system is activated. Similarly to the case where the electric travel priority mode is set later (step S120), the electric travel priority mode is set as the travel mode (steps S150 and S160) when the total power storage ratio SOC is equal to or greater than the threshold value Shv, and the process returns to step S130. After the total power storage ratio SOC reaches less than the threshold value Shv, the hybrid travel priority mode is continuously set as the travel mode until the system is stopped (steps S150, S180, S190), and the system is stopped (step S190). End the routine.

  In the hybrid vehicle 20 of the first embodiment, the connection state of the master battery 50 and the slave batteries 60 and 62 is switched by a connection state setting routine illustrated in FIG. 3 executed by the hybrid electronic control unit 70. When the system is activated and the connection state setting routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the total power storage ratio SOC (step S200), and the input total power storage ratio SOC is the threshold value Sev described above. It is determined whether or not (for example, 40%, 50%, etc.) or more (step S210). When the total power storage ratio SOC is less than the threshold value Sev, the slave cutoff state (the master battery 50 is connected to the motors MG1, MG2 side). Assuming that the slave batteries 60 and 62 are not connected to the motors MG1 and MG2 side) (step S260), this routine is ended when the system is stopped (step S270). At this time, the hybrid travel mode is continuously set as the travel mode by the travel mode setting routine of FIG. 2 until the system is stopped. Further, in the slave cut-off state, the connection between both the slave batteries 60 and 62 and the motors MG1 and MG2 is released, so that the driving of the slave side booster circuit 65 is stopped.

  On the other hand, when the total power storage ratio SOC is greater than or equal to threshold value Sev in step S210, the first connection state (the state where master battery 50 and slave battery 60 are connected to motors MG1, MG2 and slave battery 62 is not connected to motors MG1, MG2). (Step S220). At this time, the electric travel priority mode is set as the travel mode by the travel mode setting routine of FIG. Then, the storage ratio SOC2 of the slave battery 60 and the EV cancel SW signal EVCN from the EV cancel SW 89 are input (step S230), the input EV cancel SW signal is checked (step S232), and the EV cancel SW signal EVCN is off. Sometimes, as the first connection state (step S234), the master side booster circuit 55 and the slave side are set so that the storage ratio SOC2 of the slave battery 60 is quickly reduced as compared with the storage ratio SOC1 of the master battery 50 by the boost circuit control described later. The vehicle travels in the electric travel priority mode while controlling the booster circuit 65, and determines whether or not the storage ratio SOC2 of the slave battery 60 is equal to or greater than the threshold value Sref2 (step S236), and when the storage ratio SOC2 is equal to or greater than the threshold value Sref2 Step Returning to S230, when the EV cancel SW signal EVCN is off and the storage ratio SOC2 reaches less than the threshold value Sref2 (steps S232, S236), the second connection state (the master battery 50 and the slave battery 62 are moved to the motors MG1, MG2 side). The connected slave battery 60 is switched to a state where the slave battery 60 is not connected to the motors MG1 and MG2 (step S240). Here, as the threshold value Sref2, in the embodiment, a value corresponding to the threshold value Shv is used. On the other hand, if the driver turns on the EV cancel SW 89 in the first connection state, it is determined in step S232 that the EV cancel SW signal EVCN is on, and the slave switching state is switched (step S238) to step S230. Return. As a result, the driving of the slave booster circuit 65 is stopped, so that the loss is suppressed compared to when the EV cancel SW 89 is off (when both the master booster circuit 55 and the slave booster circuit 65 are switched). can do. At this time, the driving mode is switched from the electric driving priority mode to the hybrid driving priority mode by the driving mode setting routine of FIG. When it is determined that the EV cancel SW signal EVCN is turned on in this way, the slave cutoff state is maintained until the EV cancel SW signal EVCN is turned off (steps S232 and S238), and when the EV cancel SW signal EVCN is turned off (step S23). S232), the state is switched to the first connection state (step S234), and when the EV cancel SW signal EVCN is off and the storage ratio SOC2 is less than the threshold value Sref2 (steps S232, S236), the first connection state is changed to the second connection state. The state is switched (step S240).

  Then, when switching to the second connection state, the total power storage ratio SOC and the EV cancel SW signal EVCN are input (step S250), the input EV cancel SW signal is examined (step S252), and the EV cancel SW signal EVCN is off. Sometimes, in the second connection state (step S254), the booster circuit control is performed so that the timing when the storage ratio SOC1 of the master battery 50 becomes less than the threshold value Sref1 and the timing when the storage ratio SOC3 of the slave battery 62 becomes less than the threshold value Sref3 are the same. Thus, the vehicle travels in the electric travel priority mode while controlling the master booster circuit 55 and the slave booster circuit 65. Here, as the threshold values Sref1 and Sref3, values corresponding to the above-described threshold value Shv (for example, 20% or 30%) are used in the first embodiment. Then, it is determined whether or not the total power storage ratio SOC is equal to or greater than the threshold value Shv (step S256). When the total power storage ratio SOC is equal to or greater than the threshold value Shv, the process returns to step S250, and the EV cancel SW signal EVCN is off and the total power storage ratio is determined. When the SOC reaches less than the threshold value Shv (steps S252 and S256), the second connection state is switched to the slave disconnection state (step S260), and when the system is stopped (step S270), this routine is terminated. On the other hand, if the driver turns on the EV cancel SW 89 in the second connection state, it is determined in step S252 that the EV cancel SW signal EVCN is on, and the slave switching state is switched (step S258). Return. As a result, the driving of the slave booster circuit 65 is stopped, so that the loss is suppressed compared to when the EV cancel SW 89 is off (when both the master booster circuit 55 and the slave booster circuit 65 are switched). can do. At this time, the driving mode is switched from the electric driving priority mode to the hybrid driving priority mode in the same manner as when the driver turns on the EV cancel SW 89 in the first connection state. If it is determined that the EV cancel SW signal EVCN is turned on in this way, the slave cutoff state is maintained until the EV cancel SW signal EVCN is turned off (steps S252 and S258), and if the EV cancel SW signal EVCN is turned off (step S252), switching to the second connection state (step S254), when the EV cancel SW signal EVCN is off and the total storage ratio SOC is less than the threshold value Shv (steps S252, S256), the slave is disconnected from the second connection state The state is switched (step S260), and when the system is stopped (step S270), this routine is terminated. In the slave cutoff state, the vehicle travels in the hybrid travel priority mode.

  Here, the traveling mode and the connection state will be described together. First, when the total power storage ratio SOC is equal to or greater than the threshold Sev when the system is started, the first connection state starts traveling in the electric travel priority mode, and the EV cancel SW 89 is turned on when traveling in the electric travel priority mode. When the power storage ratio SOC2 of the slave battery 60 reaches less than the threshold value Sref2, the first connection state is switched to the second connection state and the vehicle travels in the electric travel priority mode. Then, when the total power storage ratio SOC becomes less than the threshold value Shv after that, the second connected state is switched to the slave disconnected state, and the vehicle travels to the system stop by the hybrid travel priority mode. In the slave cut-off state, the connection between both the slave batteries 60 and 62 and the motors MG1 and MG2 is released, so that the driving of the slave side booster circuit 65 is stopped. On the other hand, if the EV cancel SW 89 is turned on while traveling in the electric travel priority mode in the first connection state or the second connection state, the hybrid is switched from the first connection state or the second connection state to the slave cutoff state. When the vehicle travels in the travel priority mode and then the EV cancel SW is turned off, it switches from the slave shut-off state to the connection state immediately before the EV cancel SW 89 is turned on, between the first connection state and the second connection state. To return to driving in the electric driving priority mode. As described above, in the first embodiment, when the EV cancel SW 89 is turned on while traveling in the electric travel priority mode in the first connection state or the second connection state, the slave side boosting is performed by switching to the slave cutoff state. By driving in the hybrid driving priority mode with the circuit 65 stopped driving, it is possible to travel reflecting the driver's intention and to perform switching control of the master side booster circuit 55 and the slave side booster circuit 65 together. The loss can be suppressed as compared with the case. In this case, in order to switch from the first connected state to the slave cut-off state, the entire connection output limit Woutco that is the output limit of the entire battery connected to the motors MG1, MG2 side (when the master battery 50 is in the first connected state) The sum of the output limit Wout1 and the output limit Wout2 of the slave battery 60, the output limit Wout1) of the master battery 50 becomes smaller when the slave is disconnected, but the hybrid drive priority mode reduces the engine 22 from the electric drive priority mode. It will drive using the power of. When the total power storage ratio SOC is less than the threshold Sev when the system is activated, the vehicle travels in the hybrid travel priority mode in the slave shut-off state until the system stops.

  In the hybrid vehicle 20 of the first embodiment, the master-side booster circuit 55 and the slave-side booster circuit 65 perform the electric travel boost circuit control illustrated in FIG. 4 executed by the hybrid electronic control unit 70 when electric travel is performed. Controlled by routine. This routine is repeatedly executed every predetermined time (for example, every several msec). When the electric travel time boosting circuit control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the rotational speeds Nm1 and Nm2, the master battery 50, and the slave battery. 60 storage ratios SOC1, SOC2, SOC3, high-voltage system voltage VH from voltage sensor 57a, slave-side current Ibs from current sensor 65a, connection state set by connection state setting routine of FIG. Data is input (step S300), and the threshold values Sref1, Sref2, Sref3 are subtracted from the input storage ratio SOC1 of the master battery 50 and the storage ratios SOC2, SOC3 of the slave batteries 60, 62, respectively, to thereby determine the storage ratio difference ΔSOC1, ΔSOC2, ΔSOC3. Processing to calculate Run (step S310). Here, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are input as set by a drive control routine described later. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. The storage ratio SOC1 of the master battery 50 and the storage ratios SOC2 and SOC3 of the slave batteries 60 and 62 are calculated based on the integrated values of the charge / discharge currents Ib1, Ib2, and Ib3 detected by the current sensors 51b, 61b, and 63b, respectively. Things are input from the battery ECU 52 by communication.

  Subsequently, the target voltage VHtag of the high voltage system power line 54 is set based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the rotation speeds Nm1, Nm2 (step S320), and the voltage VH of the high voltage system is set. The voltage command VH * is set by voltage feedback control for making the target voltage VHtag become the target voltage VHtag (step S330). Here, in the first embodiment, the target voltage VHtag is a voltage that can drive the motor MG1 at a target operating point (torque command Tm1 *, rotation speed Nm1) of the motor MG1 and a target operating point (torque command Tm2 *, The larger voltage of the voltages that can drive the motor MG2 at the rotational speed Nm2) is set.

  Next, the connection state is checked (step S340). In the first connection state, the master battery 50 and the motors MG1, MG2 side are based on the storage ratio differences ΔSOC1, ΔSOC2, ΔSOC3 of the master battery 50 and the slave batteries 60, 62. Ratio of the power exchanged between the connected slave battery and the motors MG1 and MG2 to the sum of the power exchanged between the connected slave battery and the power exchanged between the connected slave battery and the motors MG1 and MG2 Dr is calculated by the following equation (1) (step S350), and in the second connection state, the distribution ratio Dr is calculated by the equation (2) based on the storage ratio differences ΔSOC1 and ΔSOC3 of the master battery 50 and the slave battery 62. (Step S352) When the slave is cut off, the distribution ratio Dr is set to 0. (Step S354). The distribution ratio Dr is calculated in this manner by making the timing at which the storage ratio SOC1 of the master battery 50 becomes less than the threshold value Sref1 is the same as the timing at which the storage ratio SOC3 of the slave battery 62 is less than the threshold value Sref3. This is because the total power storage ratio SOC is less than the threshold value Shv.

Dr = (ΔSOC2 + ΔSOC3) / (ΔSOC1 + ΔSOC2 + ΔSOC3) (1)
Dr = ΔSOC3 / (ΔSOC1 + ΔSOC3) (2)

  Then, by multiplying the sum of the power consumption of the motors MG1 and MG2 by the distribution ratio Dr by the following equation (3), the slave-side target power Pbstag that is the power to be exchanged between the connected slave battery and the motors MG1 and MG2 is obtained. The slave side power command Pbs is calculated by power feedback control for calculating (step S360) and making the power (VH · Ibs) exchanged between the connected slave battery and the motors MG1, MG2 become the slave side target power Pbstag. * Is set (step S370). Then, the master side booster circuit 55 is controlled by the voltage command VH * so that the voltage VH of the high voltage system power line 54 becomes the target voltage VHtag (step S380), and the connected slave battery and the motor MG1 are controlled by the slave side power command Pbs *. , The slave side booster circuit 65 is controlled so that the power exchanged with the MG2 side becomes the slave side power command Pbs * (step S390), and the booster circuit control routine is ended. By such control, adjustment of the voltage VH of the high voltage system power line 54, power exchanged between the master battery 50 and the motors MG1 and MG2, and exchange between the connected slave battery and the motors MG1 and MG2 are performed. Power can be adjusted. In the slave cutoff state, the slave side booster circuit 65 is stopped driving.

  Pbstag = (Tm1 * ・ Nm1 + Tm2 * ・ Nm2) ・ Dr (3)

  FIG. 5 shows the storage ratio SOC1 of the master battery 50, the storage ratios SOC2 and SOC3 of the slave batteries 60 and 62, the total storage ratio SOC, and the motor MG1 when the EV cancellation SW 89 is off and the electric travel is performed uniformly in the electric travel priority mode. FIG. 4 is an explanatory diagram showing an example of a change in time of a connection overall output limit Woutco, which is an output limit of the entire battery connected to the MG2 side, and a travel mode. Here, the overall connection output limit Woutco is the sum of the output limit Wout1 of the master battery 50 and the output limit Wout2 of the slave battery 60 in the first connection state, and the output limit Wout1 of the master battery 50 in the second connection state. And the output limit Wout3 of the slave battery 62, and the output limit Wout1 of the master battery 50 in the slave cutoff state. As shown in the figure, since the master battery 50 and the slave battery 60 are discharged from the running start time T1 in the first connection state, both the storage ratio SOC1 of the master battery 50 and the storage ratio SOC2 of the slave battery 60 decrease. However, the electric power exchanged between the slave battery 60 and the motors MG1, MG2 side is exchanged between the master battery 50 and the motors MG1, MG2 side because of the distribution ratio Dr calculated by the equation (1). Therefore, the decrease in the storage rate SOC2 of the slave battery 60 is sharper than the decrease in the storage rate SOC1 of the master battery 50. At the time T2 when the storage rate SOC2 of the slave battery 60 reaches less than the threshold value Sref2, the first connection state is switched to the second connection state, the master battery 50 and the slave battery 62 are discharged, and the storage rate SOC1 of the master battery 50 Both the storage ratio SOC3 of the slave battery 62 decrease. At this time, the power exchanged between the slave battery 62 and the motors MG1 and MG2 is based on the distribution ratio Dr calculated by the equation (2), so that the exchange between the master battery 50 and the motors MG1 and MG2 is performed. Therefore, the decrease in the storage ratio SOC3 of the slave battery 62 is sharper than the decrease in the storage ratio SOC1 of the master battery 50. Then, when the power storage rate SOC1 of the master battery 50 is less than the threshold value Sref1 and the power storage rate SOC3 of the slave battery 62 is less than the threshold value Sref3, the total power storage rate SOC is less than the threshold value Shv, thereby entering the slave cutoff state. The electric travel priority mode (EV priority mode) is switched to the hybrid travel priority mode (HV priority mode).

  In the hybrid vehicle 20 of the first embodiment, the master-side booster circuit 55 and the slave-side booster circuit 65 perform the hybrid travel time boost circuit control illustrated in FIG. 6 executed by the hybrid electronic control unit 70 when performing hybrid travel. Controlled by routine. This routine is repeatedly executed every predetermined time (for example, every several msec). When the hybrid driving step-up circuit control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the rotational speeds Nm1, Nm2, the master battery 50, and the slave battery. 60, 62 storage ratios SOC1, SOC2, SOC3, management center Sc1 for managing the storage ratio SOC1 of the master battery 50, the storage ratio SOCs of the connected slave battery (the storage ratio SOC2, second connection state in the first connection state) , The control center Scs for managing the storage ratio SOC3), the high-voltage voltage VH from the voltage sensor 57a, the slave-side current Ibs from the current sensor 65a, and the connection state set by the connection state setting routine of FIG. Enter the data necessary for control, such as -Up S400). Here, when the electric travel priority mode (first connection state or second connection state) is set as the travel mode, the management centers Sc1 and Scs of the master battery 50 and the connected slave battery are switched from the electric travel to the hybrid travel. When the power storage priority mode is switched from the electric travel priority mode to the hybrid travel priority mode, the power storage ratios of the master battery 50 and the slave batteries 60 and 62 at that time (normally) , Threshold values Sref1, Sref2, Sref3) are set and inputted.

  When the data is input in this way, the target voltage VHtag of the high voltage system power line 54 is set based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the rotational speeds Nm1, Nm2 (step S420). A voltage command VH * is set by voltage feedback control so that the voltage VH becomes the target voltage VHtag (step S430), the connection state is checked (step S440), and when the connection state is the first connection state, the master battery The distribution ratio Dr is set based on the storage ratio SOC1 of 50 and the management center Sc1, the storage ratio SOC2 of the slave battery 60, and the management center Scs of the connected slave battery (step S450), and in the second connection state, the master battery 50 Power storage ratio SOC1 and management center Sc1 and slave battery Set the distribution ratio Dr based on the charge ratio SOC3 of Li 62 and management center Scs for connecting the slave battery (step S452), when the slave shutoff state to set the value 0 to the distribution ratio Dr (step S454). Specifically, in the distribution ratio Dr, in the first connection state, the storage ratios SOC1 and SOCs of the master battery 50 and the slave battery 60 are managed based on the management centers Sc1 and Scs, respectively (respectively management centers Sc1 and Scs. In the second connection state, the storage ratios SOC1 and SOC3 of the master battery 50 and the slave battery 62 are managed based on the management centers Sc1 and Scs, respectively (in the vicinity of the management centers Sc1 and Scs, respectively). The distribution ratio Dr is set as follows.

  When the distribution ratio Dr is set in this way, the slave-side target power Pbstag is calculated by multiplying the sum of the power consumption of the motors MG1 and MG2 by the distribution ratio Dr according to the above equation (3) (step S460), and the connected slave battery and the motor The slave side power command Pbs * is set by power feedback control so that the power (VH · Ibs) exchanged between the MG1 and MG2 side becomes the slave side target power Pbstag (step S470). The master side booster circuit 55 is controlled by VH * so that the voltage VH of the high voltage system power line 54 becomes the target voltage VHtag (step S480), and the connected slave battery and the motors MG1, MG2 side are connected by the slave side power command Pbs *. Is exchanged between the slave side power command Pb * A so as to control the slave side step-up circuit 65 (step S490), and terminates the boost circuit control routine. By such control, adjustment of the voltage VH of the high voltage system power line 54, power exchanged between the master battery 50 and the motors MG1 and MG2, and exchange between the connected slave battery and the motors MG1 and MG2 are performed. Power can be adjusted. Then, it is possible to manage the storage ratio SOC1 of the master battery 50 based on the management center Sc1 (near the management center Sc1) and to store the storage ratio SOCs of the connected slave battery (the storage ratio of the slave battery 60 when in the first connection state). When the SOC2 is in the second connection state, the storage ratio SOC3 of the slave battery 62) can be managed based on the management center Scs (near the management center Scs). In the slave cutoff state, the slave side booster circuit 65 is stopped driving.

  Next, drive control in the hybrid vehicle 20 of the first embodiment will be described. FIG. 7 is a flowchart showing an example of an electric travel priority drive control routine executed by the hybrid electronic control unit 70 when traveling in the electric travel priority mode, and FIG. 4 is a flowchart showing an example of a hybrid travel priority drive control routine executed by an electronic control unit 70. Hereinafter, it demonstrates in order.

  When the electric travel priority drive control routine of FIG. 7 is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the motor MG1, and so on. Data necessary for control, such as the rotational speed Nm1, Nm2, and the overall connection output limit Woutco of MG2, are input (step S500), and the driving wheel 63a is obtained as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. , 63b, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft and the driving power Pdrv * required for the vehicle for traveling are set (step S510), and the overall connection output limit is set. Woutco is set to a threshold value Pstart for starting the engine 22 (STEP Flop S520). In the first embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and the accelerator opening Acc and the vehicle speed. When V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 9 shows an example of the required torque setting map. The travel power Pdrv * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, it is determined whether the engine 22 is operating or stopped (step S530). If the engine 22 is stopped, is the set traveling power Pdrv * less than or equal to the threshold value Pstart? If the traveling power Pdrv * is less than or equal to the threshold value Pstart, it is determined that the electric traveling should be continued, and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S550). ), A value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a temporary torque Tm2tmp which is a temporary value of torque to be output from the motor MG2 (step S552), and the overall connection output limit Woutco is set as the motor. Torque that is the upper limit of the torque that may be output from the motor MG2 divided by the number of revolutions MG2 Is set as the torque limit Tm2max (step S554), the set temporary torque Tm2tmp is limited by the torque limit Tm2max to set the torque command Tm2 * of the motor MG2 (step S556), and the set torque commands Tm1 * and Tm2 * are set to the motor. It transmits to ECU40 (step S558), and this routine is complete | finished. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of switching elements (not shown) of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Now, since it is considered that the traveling power Pdrv * is less than or equal to the threshold value Pstart (total connection output limit Woutco), the required torque Tr * is output from the motor MG2 to the ring gear shaft 32a as the drive shaft by such control. You can travel. FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the vehicle is electrically driven. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown.

  If it is determined in step S540 that the traveling power Pdrv * is greater than the threshold value Pstart, the engine 22 is started (step S570). Here, the engine 22 is started by outputting torque from the motor MG1 and outputting torque that causes the motor MG2 to cancel torque output to the ring gear shaft 32a as a drive shaft in accordance with the output of this torque. Is performed, and fuel injection control and ignition control are started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm). During the start of the engine 22, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a. That is, the torque to be output from the motor MG2 is the sum of the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when the engine 22 is cranked. Torque.

  When the engine 22 is started, a connection total power storage ratio SOCco that is a power storage ratio SOC of the entire battery connected to the motors MG1 and MG2 side, and a connection total management center Scco that is a management center for managing the connection total power storage ratio SOCco, The charge / discharge required power Pb * (with the charge side as positive) is set based on (step S572), and the required power to be output from the engine 22 as the sum of the travel power Pdrv * and the charge / discharge required power Pb * Pe * is set (step S574). Here, the total connected power storage ratio SOCco is calculated by the following equation (4) using the power storage ratio SOC1 and power storage capacity RC1 of the master battery 50, the power storage ratio SOCs of the connected slave battery, and the power storage capacity RCs of the connected slave battery. Can do. In the first embodiment, since the master battery 50 and the slave batteries 60 and 62 have the same storage capacity RC, the overall connection ratio SOCco is an average value of the storage ratio SOC1 of the master battery 50 and the storage ratio SOCs of the connected slave battery. be equivalent to. Further, since the overall connection management center Scco is now considered to travel in the electric travel priority mode, the travel power Pdrv * is the threshold value when the operation of the engine 22 is stopped in the first connection state or the second connection state. It is possible to use the total connection power storage ratio SOCco when it becomes larger than Pstart (when switching from electric travel to hybrid travel). Further, in the first embodiment, the charge / discharge required power Pb * is stored as a charge / discharge required power setting map by predetermining the relationship among the overall connection power storage ratio SOCco, the overall connection management center Scco, and the charge / discharge required power Pb *. In addition, when the total connected power storage ratio SOCco is given, the corresponding charge / discharge required power Pb * is derived and set from the map. An example of the charge / discharge required power setting map is shown in FIG. In the first embodiment, as shown in the figure, a slight dead zone is provided centering on the connection overall management center Scco, and when the overall connection power storage ratio SOCco increases beyond the dead zone from the connection overall management center Scco, a charge / discharge request on the discharge side When the power Pb * (negative value) is set and the overall connection power storage ratio SOCco decreases from the overall connection management center Scco beyond the dead zone, the charge / discharge request power Pb * (positive value) on the charge side is set. The charge / discharge required power Pb * set in this way is used to control the engine 22 and the motors MG1, MG2, as will be described later, and the hybrid of FIG. 6 described above using the master battery 50 and the management centers Sc1, Scs of the connected slave batteries. By controlling the master-side booster circuit 55 and the slave-side booster circuit 65 by the running booster circuit control routine, the overall connection power storage ratio SOCco is managed based on the overall connection management center Scco (near the overall connection management center Scco). Storage ratios SOC1 and SOCs can be managed based on the management centers Sc1 and Scs, respectively.

  SOCco = (SOC1 ・ RC1 + SOCs ・ RCs) / (RC1 + RCs) (4)

  When the required power Pe * is set in this way, the target rotational speed Ne * and the target torque Te * as operating points at which the engine 22 should be operated are set based on the required power Pe * and an operation line for operating the engine 22 efficiently. (Step S580), using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (5). Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a torque command Tm1 * to be output from the motor MG1 is calculated by Equation (6) (step S582). FIG. 12 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 13 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the drawing, two thick arrows on the R axis indicate that torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and torque Tm2 output from the motor MG2 is applied to the ring gear shaft 32a via the reduction gear 35. And acting torque. Expression (5) can be easily derived by using this alignment chart. Here, Expression (6) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (6), “k1” in the second term on the right side is a gain of a proportional term. Yes, “k2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (5)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  Then, the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr *, and further divided by the gear ratio Gr of the reduction gear 35, a temporary torque to be output from the motor MG2. The temporary torque Tm2tmp, which is a value, is calculated by the following equation (7) (step S584), and the power consumption of the motor MG1 obtained by multiplying the overall connection output limit Woutco and the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 ( The torque limit Tm2max of the motor MG2 is calculated by the following formula (8) by dividing the difference from the (generated power) by the rotation speed Nm2 of the motor MG2 (step S586), and the temporary torque Tm2tmp is calculated by the formula (9) as the torque limit Tm2max. The torque command Tm2 * of the motor MG2 is set in a limited manner (step S588), and the target rotational speed N of the engine 22 is set. A * and the target torque Te * engine ECU24 for the torque command Tm1 * of the motor MG1, MG2, Tm2 * and sends each motor ECU40 for (step S590), and terminates this routine. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. By such control, the required power Pe * can be efficiently output from the engine 22, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft within the range of the overall connection output limit Woutco. Here, Equation (7) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (7)
Tm2max = (Woutco-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = min (Tm2tmp, Tm2max) (9)

  When traveling using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S530 that the engine 22 is in operation, so the traveling power Pdrv * is set as a margin from the threshold value Pstart. Is compared with a value obtained by subtracting the predetermined power α (step S560). Here, the predetermined power α is for providing hysteresis so that the engine 22 is not frequently started and stopped when the traveling power Pdrv * is in the vicinity of the threshold value Pstart, and can be set as appropriate. . When the traveling power Pdrv * is equal to or greater than a value obtained by subtracting the predetermined power α from the threshold value Pstart, it is determined that the operation of the engine 22 should be continued, and the request as the sum of the traveling power Pdrv * and the charge / discharge required power Pb *. While outputting the power Pe * from the engine 22 efficiently, the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the overall connection output limit Woutco, and the target rotational speed Ne * and target A process of setting torque Te * and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and transmitting them to the engine ECU 24 and the motor ECU 40 is executed (steps S572 to S586), and this routine is ended. When the traveling power Pdrv * is less than the value obtained by subtracting the predetermined power α from the threshold value Pstart, the operation of the engine 22 is stopped (step S592), and the value 0 is set in the torque command Tm1 * of the motor MG1 so that the traveling by electric traveling is performed. At the same time, the torque command Tm2 * of the motor MG2 is set based on the required torque Tr * (steps S550 to S556), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S558). finish.

  The hybrid travel priority drive control routine of FIG. 8 is executed when the hybrid travel priority mode is set as the travel mode. When this routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2. , Data necessary for control such as the overall connection output limit Woutco are input (step S600), the required torque Tr * is set using the required torque setting map of FIG. 9, and the rotational speed of the ring gear shaft 32a is set to the required torque Tr *. The traveling power Pdrv * is set as the sum of the product of Nr and the loss Loss as a loss (step S610).

  Next, the charge / discharge required power Pb * is set using the charge / discharge required power setting map of FIG. 11 based on the overall connection power storage ratio SOCco and the overall connection management center Scco (step S612), and the traveling power Pdrv * is set. And the required power Pe * to be output from the engine 22 is set as the sum of the required charge / discharge power Pb * (step S615). Here, in the first connection state or the second connection state, the total connection power storage rate SOCco includes the power storage rate SOC1 and power storage capacity RC1 of the master battery 50, the power storage rate SOCs of the connected slave battery, and the power storage capacity RCs of the connected slave battery. Can be calculated by the above equation (4), and when the slave is disconnected, the storage ratio SOC1 of the master battery 50 can be set. In the first embodiment, as described above, the hybrid When traveling in the travel priority mode, since the slave is disconnected, the power storage ratio SOC1 of the master battery 50 may be set. Further, the total connection management center Scco can use the total connection power storage ratio SOCco when the electric travel priority mode is switched to the hybrid travel priority mode.

  Subsequently, the power Phv set in advance as a power slightly larger than the minimum power at which the engine 22 can be efficiently operated is set as a threshold value Pstart for starting the engine 22 (step S620), and the engine 22 is being operated. Or when the operation is stopped (step S630). When the engine 22 is stopped, it is determined whether or not the required power Pe * is equal to or less than the threshold value Pstart (step S640). When the power Pe * is equal to or less than the threshold value Pstart, it is determined that the vehicle should be electrically driven, a value 0 is set in the torque command Tm1 * of the motor MG1 (step S650), and the required torque Tr * is set to the gear ratio Gr of the reduction gear 35. Is a provisional torque Tm2tm that is a provisional value of torque to be output from the motor MG2. (Step S652), and the value obtained by dividing the overall connection output limit Woutco by the rotational speed Nm2 of the motor MG2 is set as the torque limit Tm2max that is the upper limit of the torque that may be output from the motor MG2 (step S654). The provisional torque Tm2tmp is limited by the torque limit Tm2max, the torque command Tm2 * of the motor MG2 is set (step S656), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S658). Exit. By such control, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft within the range of the overall connection output limit Woutco. Normally, a value smaller than each of output limits Wout1, Wout2 and Wout3 of master battery 50 and slave batteries 60 and 62 is used as power Phv.

  If it is determined in step S640 that the required power Pe * is larger than the threshold value Pstart, the engine 22 is started (step S670), and based on the required power Pe * and an operation line (see FIG. 12) for operating the engine 22 efficiently. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S680), the target rotational speed Nm1 * of the motor MG1 is calculated by the above equation (5), and the motor MG1 is calculated by the equation (6). The torque command Tm1 * is calculated (step S682), and the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr *, and further divided by the gear ratio Gr of the reduction gear 35. A temporary torque Tm2tmp, which is a temporary value of the torque to be output from the motor MG2, is calculated by equation (7) (step S684). By dividing the difference between the power consumption (generated power) of the motor MG1 obtained by multiplying the total output limit Woutco and the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 by the rotational speed Nm2 of the motor MG2. Torque limit Tm2max is calculated by equation (8) (step S686), temporary torque Tm2tmp is limited by torque limit Tm2max by equation (9), and torque command Tm2 * of motor MG2 is set (step S688). The target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S690), and this routine ends. By such control, the required power Pe * can be efficiently output from the engine 22, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft within the range of the overall connection output limit Woutco.

  When running using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S630 that the engine 22 is in operation, and the required power Pe * is set to a predetermined power as a margin from the threshold value Pstart. A comparison is made with the value obtained by subtracting γ (step S660). Here, the predetermined power γ is for giving a hysteresis so that the engine 22 is not frequently started and stopped when the required power Pe * is in the vicinity of the threshold value Pstart, similarly to the above-described predetermined power α. is there. The predetermined power γ may be the same value as the predetermined power α, or may be a value different from the predetermined power α. When the required power Pe * is equal to or greater than the value obtained by subtracting the predetermined power γ from the threshold value Pstart, it is determined that traveling using the power from the engine 22 should be continued, and the required power Pe * is output from the engine 22 efficiently. The engine 22 is set with a target rotational speed Ne *, a target torque Te *, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as a drive shaft. Processing to be transmitted to the ECU 24 and the motor ECU 40 is executed (steps S680 to S690), and this routine is terminated. When the requested power Pe * is less than the value obtained by subtracting the predetermined power γ from the threshold value Pstart, the operation of the engine 22 is stopped (step S692), and a value 0 is set for the torque command Tm1 * of the motor MG1 to request electric travel. Based on the torque Tr *, the torque command Tm2 * of the motor MG2 is set (steps S650 to S656), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S658), and this routine is finished.

  As described above, normally, as the power Phv, values smaller than the output limits Wout1, Wout2 and Wout3 of the master battery 50 and the slave batteries 60 and 62 are used, so the electric travel priority mode is set as the travel mode. When set, it becomes easier to allow electric travel as compared to when the hybrid travel priority mode is set as the travel mode. Therefore, when the electric travel priority mode is set as the travel mode, the electric travel can be facilitated until the storage ratios SOC1, SOC2, SOC3 of the master battery 50 and the slave batteries 60, 62 become small.

  According to the hybrid vehicle 20 of the first embodiment described above, the master battery 50 and the slave battery 60 are connected to the motors MG1, MG2 side, and the slave battery 62 is not connected to the motors MG1, MG2 side. 50 and slave battery 62 are connected to motors MG1 and MG2, and slave battery 60 is not connected to motors MG1 and MG2, and EV cancellation SW 89 is turned on when traveling in the electric travel priority mode in the second connection state. Sometimes, the hybrid battery priority mode is set in a state where the slave side booster circuit 65 is stopped in a slave cutoff state where the master battery 50 is connected to the motors MG1 and MG2 and both the slave batteries 60 and 62 are not connected to the motors MG1 and MG2. Traveling by Since the engine 22, the motors MG1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 are controlled, the vehicle travels in the hybrid travel priority mode reflecting the driver's intention. When the EV cancellation SW 89 is off in the first connection state or the second connection state when traveling in the hybrid travel priority mode (switching control of both the master side boost circuit 55 and the slave side boost circuit 65) The loss can be suppressed compared to when

  Next, the hybrid vehicle 20B of the second embodiment will be described. The hybrid vehicle 20B of the second embodiment has the same hardware configuration as that of the hybrid vehicle 20 of the first embodiment, except that an eco switch 89B that instructs priority on fuel efficiency is provided instead of the EV cancellation SW 89. In order to avoid redundant description of the hardware configuration of the hybrid vehicle 20B of the second embodiment, the same hardware configuration as that of the hybrid vehicle 20 of the first embodiment is denoted by the same reference numeral, and the description thereof will be omitted. Omitted. In the hybrid vehicle 20B of the second embodiment, as shown in FIG. 14, an eco switch signal ECO from the eco switch 89B is input to the hybrid electronic control unit.

  In the hybrid vehicle 20B of the second embodiment, the hybrid electronic control unit 70 replaces the travel mode setting routine of FIG. 2 and the connection state setting routine of FIG. 3 with the travel mode setting routine illustrated in FIG. An exemplary connection state setting routine is executed. The travel mode setting routine of FIG. 15 is the same as the travel mode setting routine of FIG. 2 except that the processes of steps S130B and S140B are executed instead of the processes of steps S130 and S140 and the process of step S700 is added. The connection state setting routine of FIG. 16 is the same as the connection state setting routine of FIG. 3 except that the processes of steps S230B, S232B, S250B, and S252B are executed instead of the processes of steps S230, S232, S250, and S252. is there. Therefore, the same process is given the same step number, and the detailed description thereof is omitted. Hereinafter, for convenience of explanation, the connection state setting routine of FIG. 16 will be described first, and then the travel mode setting routine of FIG. 15 will be described.

  In the connection state setting routine of FIG. 16, when the CPU 72 of the hybrid electronic control unit 70 first enters the first connection state (step S220), the storage ratio SOC2 of the slave battery 60 and the eco switch signal ECO from the eco switch 89B are displayed. At the same time as input (step S230B), the input eco-switch signal ECO is checked (step S232B). When the eco-switch signal ECO is off, the first connection state is established (step S234), and the storage ratio SOC2 of the slave battery 60 is the threshold value Sref2. It is determined whether or not it is above (step S236). When the storage ratio SOC2 is equal to or greater than the threshold value Sref2, the process returns to step S230B, and when the eco switch signal ECO is off and the storage ratio SOC2 is less than the threshold value Sref2 (step S236). S2 2B, S236), switch to the second connection state (step S240). On the other hand, when the driver turns on the eco switch 89B in the first connection state, it is determined in step S232B that the eco switch signal ECO is on, and the slave switching state is switched (step S238), and the process returns to step S230B. . When the slave is cut off, the slave side booster circuit 65 is stopped. As a result, when the eco switch 89 is turned on by the driver in the first connection state, the eco switch 89 is off (when switching control is performed on both the master side booster circuit 55 and the slave side booster circuit 65). Loss can be suppressed as compared with the above. Thus, the slave cutoff state is maintained until the eco switch signal ECO is turned off (steps S232B and S238). When the eco switch signal ECO is turned off (step S232B), the state is switched to the first connection state (step S234). When the signal ECO is off and the storage ratio SOC2 reaches less than the threshold value Sref2 (steps S232B and S236), the first connection state is switched to the second connection state (step S240).

  Then, when switching to the second connection state, the total power storage ratio SOC and the eco switch signal ECO are input (step S250B), the input eco switch signal ECO is examined (step S252B), and when the eco switch signal ECO is off, As the second connection state (step S254), it is determined whether or not the total power storage ratio SOC is equal to or greater than the threshold value Shv (step S256). When the ECO is off and the total power storage ratio SOC reaches less than the threshold value Shv (steps S252B and S256), the second connection state is switched to the slave cutoff state (step S260), and the system is stopped (step S270). Exit. On the other hand, when the driver turns on the eco switch 89B in the second connection state, it is determined in step S252B that the eco switch signal ECO is on, and the slave switching state is switched (step S258), and the process returns to step S250B. . Thus, when the eco switch 89 is turned on by the driver in the second connection state, the eco switch 89 is off (master side) as in the case where the eco switch 89 is turned on in the first connection state. Loss can be suppressed compared to when switching control of both the booster circuit 55 and the slave booster circuit 65 is performed. When it is determined that the eco switch 89B is on, the slave cutoff state is maintained until the eco switch signal ECO is turned off (steps S252B and S258). When the eco switch signal ECO is turned off (step S252B), When the eco-switch signal ECO is off and the total storage ratio SOC is less than the threshold value Shv (steps S252B and S256), the second connection state is switched to the slave cutoff state (step S254). In step S260, when the system is stopped (step S270), this routine is terminated.

  Next, the travel mode setting routine of FIG. 15 will be described. In the travel mode setting routine of FIG. 15, when the CPU 72 of the hybrid electronic control unit 70 sets the electric travel priority mode as the travel mode in step S120, the total power storage ratio SOC, the power storage ratio SOC1 of the master battery 50, and the eco switch 89 are set. Data necessary for setting the travel mode, such as the eco switch signal ECO, is input (step S130B), the eco switch signal ECO is examined (step S140B), and when the eco switch signal ECO is off, the total storage ratio SOC is a threshold value. It is determined whether or not it is greater than or equal to Shv (for example, 20% or 30%) (step S150), and when the total power storage ratio SOC is greater than or equal to the threshold value Shv, the electric travel priority mode is set as the travel mode (step S160). Return to step S130B, electric travel When the total power storage ratio SOC decreases due to traveling in the previous mode and becomes less than the threshold Shv (step S150), the hybrid traveling priority mode is continuously set as the traveling mode until the system stops thereafter (step S180, S190) When the system is stopped (step S190), this routine is terminated.

  If the driver turns on the eco switch 89B while traveling in the electric travel priority mode, it is determined in step S140B that the eco switch signal ECO is on, and the storage ratio SOC1 of the master battery 50 is greater than or equal to the threshold value Sref1. It is determined whether or not there is (step S700), and when the power storage rate SOC1 of the master battery 50 is equal to or greater than the threshold value Sref1, the electric travel priority mode is set as the travel mode (step S160), the process returns to step S130B, and the power storage rate SOC1. Is less than the threshold value Sref1, the hybrid travel priority mode is set as the travel mode (step S170), and the process returns to step S130B. When the driver turns on the eco switch 89B while traveling in the electric travel priority mode (in the first connection state or the second connection state), the connection state setting routine of FIG. Therefore, when the electric travel priority mode is continued, the power storage ratio SOC1 of the master battery 50 decreases while the power storage ratios SOC2 and SOC3 of the slave batteries 60 and 62 are held. Therefore, in the second embodiment, when the power storage ratio SOC1 of the master battery 50 is high to some extent, the electric travel priority mode is continued, and when the power storage ratio SOC1 reaches less than the threshold value Sref1, the electric travel priority mode is switched to the hybrid travel priority mode. It is. Thereafter, while the eco switch 89B is on, it is determined in step S140B that the eco switch signal ECO is on. Therefore, the electric travel priority mode or the hybrid travel priority mode is set as the travel mode according to the storage ratio SOC1. (Steps S700, S160, S170) When the driver turns off the eco switch 89B, it is determined in step S140B that the eco switch signal ECO is off, and the electric travel priority mode is set after the system is started (step S120). ), When the total power storage ratio SOC is equal to or greater than the threshold value Shv, the electric travel priority mode is set as the travel mode (steps S150 and S160), the process returns to step S130B, and after the total power storage ratio SOC reaches less than the threshold value Shv. Has hybrid driving priority mode It is set as the travel mode is continued until the stem stop (step S150, S180, S190), when the system is stopped (step S190), and terminates this routine.

  Here, the traveling mode and the connection state will be described together. First, when the total power storage ratio SOC is greater than or equal to the threshold Sev when the system is activated, the first connection state starts traveling in the electric travel priority mode, and the eco switch 89B is turned on when traveling in the electric travel priority mode. When the power storage ratio SOC2 of the slave battery 60 reaches less than the threshold value Sref2, the first connection state is switched to the second connection state and the vehicle travels in the electric travel priority mode. Then, when the total power storage ratio SOC becomes less than the threshold value Shv after that, the second connected state is switched to the slave disconnected state and the vehicle travels to the system stop by the hybrid travel priority mode. In the slave cut-off state, the connection between both the slave batteries 60 and 62 and the motors MG1 and MG2 is released, so that the driving of the slave side booster circuit 65 is stopped. On the other hand, when the eco switch 89B is turned on while traveling in the electric travel priority mode in the first connection state or the second connection state, the master switch is switched from the first connection state or the second connection state to the slave cutoff state. When the storage ratio SOC1 of the battery 50 is equal to or greater than the threshold value Sref1, the vehicle travels in the electric travel priority mode. When the storage ratio SOC1 of the master battery 50 reaches less than the threshold value Sref1, the vehicle travels in the hybrid travel priority mode. Then, when the eco switch 89B is turned off, priority is given to electric driving by switching from the slave cutoff state to the connection state immediately before the eco switch 89B is turned on, between the first connection state and the second connection state. Return to driving by mode. As described above, in the second embodiment, when the eco switch 89B is turned on while traveling in the electric travel priority mode in the first connection state or the second connection state, the slave side boost is switched to the slave cutoff state. By running in a state where the circuit 65 is stopped, the loss can be suppressed as compared with the case where the master side booster circuit 55 and the slave side booster circuit 65 are both switched and reflected, and the driver's intention is reflected. And can travel. When the total power storage ratio SOC is less than the threshold Sev when the system is activated, the vehicle travels in the hybrid travel priority mode in the slave shut-off state until the system is stopped.

  According to the hybrid vehicle 20B of the second embodiment described above, the master battery 50 and the slave battery 60 are connected to the motors MG1, MG2 side, and the slave battery 62 is not connected to the motors MG1, MG2 side. 50 and the slave battery 62 are connected to the motors MG1 and MG2, and the slave battery 60 is not connected to the motors MG1 and MG2, and the eco battery 89B is turned on and the master battery 50 is turned on. Is connected to the motors MG1 and MG2 side and both of the slave batteries 60 and 62 are not connected to the motors MG1 and MG2 side, and the slave side booster circuit 65 is driven and stopped according to the storage ratio SOC1 of the master battery 50 Electric drive priority mode Alternatively, since the engine 22, the motors MG1 and MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, and 67 are controlled so as to travel in the hybrid travel priority mode, the eco switch 89 is off. Compared to (when switching control is performed on both the master-side booster circuit 55 and the slave-side booster circuit 65), the vehicle can travel while suppressing loss, and can travel reflecting the driver's intention.

  In the hybrid vehicle 20B of the second embodiment, when the eco switch 89B is turned on in the first connection state or the second connection state, the slave vehicle booster circuit 65 switches to the slave cutoff state regardless of the magnitude of the loss. However, when the loss by the slave side booster circuit 65 is less than a predetermined amount (for example, when the energy efficiency improvement is negligible even when the slave side booster circuit 65 is stopped), the slave cutoff state is reached. It is good also as what maintains a 1st connection state or a 2nd connection state, without switching to.

  Next, the hybrid vehicle 20C of the third embodiment will be described. The hybrid vehicle 20C of the third embodiment is provided with a power switch 89C instructing power priority that prioritizes power output and cancellation of the power priority instead of the EV cancel SW 89, except for the EV switch SW89. 20 has the same hardware configuration. In order to avoid redundant description of the hardware configuration of the hybrid vehicle 20C of the third embodiment, the same hardware configuration as that of the hybrid vehicle 20 of the first embodiment is denoted by the same reference numeral, and the description thereof will be omitted. Omitted. In the hybrid vehicle 20C of the third embodiment, the power switch signal POW from the power switch 89C is input to the hybrid electronic control unit 70, as shown in FIG.

  In the hybrid vehicle 20C of the third embodiment, the hybrid electronic control unit 70 replaces the travel mode setting routine of FIG. 2 and the connection state setting routine of FIG. 3 with the travel mode setting routine illustrated in FIG. An exemplary connection state setting routine is executed. The traveling mode setting routine of FIG. 18 is the same as the traveling mode setting routine of FIG. 2 except that the processing of steps S130C and S140C is executed instead of the processing of steps S130 and S140, and the connection state setting routine of FIG. Is added with the point that the process of step S230C is executed instead of the process of steps S230 to S234 and S238, the process of step S250C is executed instead of the process of steps S250 to S254 and S258, and the process of steps S800 to S820 is added. Except for this point, it is the same as the connection state setting routine of FIG. Therefore, the same process is given the same step number, and the detailed description thereof is omitted. Hereinafter, first, the travel mode setting routine of FIG. 18 will be described, and the connection state setting routine of FIG. 19 will be described.

  In the travel mode setting routine of FIG. 18, when the CPU 72 of the hybrid electronic control unit 70 sets the electric travel priority mode as the travel mode in step S120, the travel mode such as the total power storage ratio SOC and the power switch signal POW from the power switch 89C. Is input (step S130C), and the power switch signal POW is examined (step S140C). When the power switch signal POW is off, the total storage ratio SOC is a threshold value Shv (for example, 20% or 30%). Etc.) (step S150), and when the total power storage ratio SOC is equal to or greater than the threshold value Shv, the electric travel priority mode is set as the travel mode (step S160), the process returns to step S130C, and the electric travel priority is set. For traveling by mode When the body storage ratio SOC decreases and becomes less than the threshold value Shv (step S150), thereafter, the hybrid travel priority mode is continuously set as the travel mode until the system is stopped (steps S180 and S190). Step S190), this routine is finished.

  If the driver turns on the power switch 89C while traveling in the electric travel priority mode, it is determined in step S140C that the power switch signal POW is on, and the hybrid travel priority mode is set as the travel mode ( Step S170) and return to Step S130B. That is, even when the total power storage ratio SOC is equal to or greater than the threshold value Shv, when the power switch signal POW is on, the hybrid travel priority mode is set as the travel mode. This is because the power from the engine 22 can be used to respond to a relatively large driving demand of the driver. Thereafter, while the power switch 89C is on, it is determined in step S140C that the power switch signal POW is on, so the hybrid travel priority mode is set as the travel mode (steps S140C, S170), and the driver When the switch 89C is turned off, it is determined in step S140C that the power switch signal POW is off, and the electric power storage priority mode is set after the system is started (step S120), the total power storage ratio SOC is equal to or greater than the threshold value Shv. In this case, the electric travel priority mode is set as the travel mode (steps S150 and S160), the process returns to step S130C, and the hybrid travel priority mode is continued until the system is stopped after the total storage ratio SOC becomes less than the threshold value Shv. Set as driving mode (Step S150, S180, S190), when the system is stopped (step S190), and terminates this routine.

  Next, the connection state setting routine of FIG. 19 will be described. In the connection state setting routine of FIG. 19, the CPU 72 of the hybrid electronic control unit 70 first enters the first connection state (step S220) and inputs the storage ratio SOC2 of the slave battery 60 (step S230C). It is determined whether or not the storage ratio SOC2 of 60 is greater than or equal to the threshold value Sref2 (step S236). When the storage ratio SOC2 is greater than or equal to the threshold value Sref2, the process returns to step S230C, and when the storage ratio SOC2 reaches less than the threshold value Sref2 ( Step S236) and switch to the second connection state (Step S240). Then, when switching to the second connection state, the total power storage ratio SOC is input (step S250C), it is determined whether the total power storage ratio SOC is equal to or greater than the threshold value Shv (step S256), and the total power storage ratio SOC is the threshold value. When it is equal to or greater than Shv, the process returns to step S250C. When the total power storage rate SOC reaches less than the threshold value Shv in step S256, or when the total power storage rate SOC is less than the threshold value Sev in step S210, the power switch signal POW from the power switch 89 is input (step S800). The input power switch signal POW is checked (step S810). When the power switch signal POW is off, the slave is shut off (step S260). If the system is not stopped (step S270), the process returns to step S800 to return to the power switch. When the signal POW is on, the first connection state or the second connection state is set (step S820). If the system is not stopped (step S270), the process returns to step S800, and the system is stopped (step S270). To end the routine. That is, the master battery 50 and one of the slave batteries 60 and 62 are driven by the motor regardless of the power switch signal POW until the total power storage ratio SOC is equal to or higher than the threshold Sev when the system is started and thereafter the total power storage ratio SOC becomes less than the threshold Shv. Connected to the MG1 and MG2 side, after the total power storage ratio SOC becomes less than the threshold value Shv or when the total power storage ratio SOC is less than the threshold value Sev at the time of system startup, if the power switch signal POW is off, only the master battery 50 is motorized. If the power switch signal POW is ON when connected to the MG1 and MG2 sides, one of the master battery 50 and the slave batteries 60 and 62 is connected to the motor MG1 and MG2 side. As a result, when the total power storage ratio SOC is less than the threshold Shv or when the total power storage ratio SOC is less than the threshold Sev when the system is activated, the connection total output limit Woutco (master battery 50) when the power switch 89 is on is considered. The sum of the output limit Wout1 and the output limit of the connected slave battery) is larger than the overall connection output limit Woutco (the output limit Wout1 of the master battery 50) when the power switch is off. When a relatively large drive request is made, such as when the key 83 is depressed, the power output response can be further improved.

  Here, the traveling mode and the connection state will be described together. First, when the total power storage ratio SOC is greater than or equal to the threshold Sev when the system is activated, the first connection state starts traveling in the electric travel priority mode, and the power switch 89C is turned on when traveling in the electric travel priority mode. When the power storage ratio SOC2 of the slave battery 60 reaches less than the threshold value Sref2, the first connection state is switched to the second connection state when the power storage ratio SOC2 of the slave battery 60 is less than the threshold value Sref2. The electric travel priority mode is continued until the SOC becomes less than the threshold value Shv. When the power switch 89C is turned on while traveling in the electric travel priority mode in the first connection state or the second connection state, the vehicle travels in the hybrid travel priority mode and then the power switch 89C is turned off. Return to running in the electric running priority mode. Then, after the total power storage ratio SOC reaches less than the threshold value Shv, or when the total power storage ratio SOC is less than the threshold value Sev when the system is started, when the power switch 89C is off, the vehicle travels in the hybrid travel priority mode in the slave cutoff state. When the power switch 89C is on, the vehicle travels in the hybrid travel priority mode in the first connection state or the second connection state. As a result, when the power switch 89 is on, the overall connection output limit Woutco can be increased compared to when the power switch 89 is off, and when the driver depresses the accelerator pedal 83 greatly, for example. When a drive request is made, the responsiveness of the power output can be further improved, and the vehicle can travel while reflecting the driver's intention.

  According to the hybrid vehicle 20C of the third embodiment described above, the total power storage ratio SOC after the total power storage ratio SOC is greater than or equal to the threshold Sev at the time of system startup and thereafter the total power storage ratio SOC becomes less than the threshold Shv, or at the time of system startup. Is less than the threshold value Sev, when the power switch 89C is off, the master battery 50 is connected to the motors MG1 and MG2, and the slave batteries 60 and 62 are not connected to the motors MG1 and MG2, and the hybrid travel priority mode Engine 22, motors MG 1, MG 2, master side booster circuit 55, slave side booster circuit 65, and system main relays 56, 66, 67 are controlled so that the master battery 50 and the slave battery are driven when the power switch 89 C is on. 60 is Mo In the first connection state where the slave battery 62 is not connected to the motors MG1 and MG2 or the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 and the slave battery 60 is connected to the motors MG1 and MG2 Since the engine 22, the motors MG1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 are controlled so as to travel in the hybrid travel priority mode in the second connection state not connected to the When the power switch 89 is on, the overall connection output limit Woutco can be increased compared to when the power switch 89 is off, and a relatively large drive request such as when the driver depresses the accelerator pedal 83 greatly. The power output It is possible to further improve the sexual can travel with better reflects the intention of the driver.

  The hybrid vehicle 20 of the first embodiment includes the EV cancel SW 89, the hybrid vehicle 20B of the second embodiment includes the eco switch 89B, and the hybrid vehicle 20C of the third embodiment includes the power switch 89C. Two or three of the cancel SW 89, the eco switch 89B, and the power switch 89C may be provided.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, the master battery 50 and the slave batteries 60, 62 are configured as lithium ion secondary batteries having the same capacity, but are different. The battery may be configured as a lithium secondary battery having a storage capacity, or may be configured as a secondary battery of a different type with a different storage capacity.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, one master battery 50 and two slave batteries 60, 62 are provided. And three or more slave batteries. In this case, when traveling in the electric travel priority mode, the master battery 50 may be connected to the motors MG1 and MG2 as a connected state, and three or more slave batteries may be sequentially connected to the motors MG1 and MG2. Moreover, it is good also as what is provided with one master battery and one slave battery, and may be provided with several master batteries and several slave batteries.

  The hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment include one master battery 50 and two slave batteries 60, 62, and when traveling in the electric travel priority mode, The master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 as the first connection state, and the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 as the second connection state. On the contrary, the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 as the first connection state, and the master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 as the second connection state. It is good also as a state to connect.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, when traveling in the electric travel priority mode, the threshold Pstart at which the overall connection output limit Woutco is set and the travel power Pdrv * are set. The comparison is made to switch between electric driving or driving using the power from the engine 22, but the comparison between the threshold Pstart smaller than the threshold Pstart at which the overall connection output limit Woutco is set and the driving power Pdrv * Thus, it is possible to switch between electric driving and driving using the power from the engine 22.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. As illustrated in the hybrid vehicle 120 of the modification, the power of the motor MG2 is different from the axle (the axle to which the drive wheels 39a and 39b are connected) to which the ring gear shaft 32a is connected (the wheels 39c and 39d in FIG. 20). It may be connected to a connected axle).

  In the hybrid vehicles 20, 20B, and 20C of the first embodiment, the second embodiment, and the third embodiment, the power from the engine 22 is used as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30. The power from the motor MG2 is output to the ring gear shaft 32a via the reduction gear 35. As illustrated in the hybrid vehicle 220 of the modified example of FIG. 21, the drive wheels 39a, The motor MG is attached to the drive shaft connected to 39b via the transmission 230, the engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is transmitted to the rotation shaft of the motor MG. Output to the drive shaft through the transmission 230 and output power from the motor MG to the drive shaft through the transmission 230 Good. Alternatively, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 22, the power from the engine 22 is output to the axle connected to the drive wheels 39a and 39b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 39a, 39b are connected (the axle connected to the wheels 39c, 39d in FIG. 22).

  In the first embodiment, the second embodiment, and the third embodiment, the present invention has been described using a form applied to a hybrid vehicle. However, a hybrid vehicle control method may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the first embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG2 corresponds to an “electric motor”, and the master battery 50 and the slave batteries 60 and 62 configured as lithium ion secondary batteries are “battery devices”. The system main relay 56 corresponds to “first connection release means”, the system main relays 66 and 67 correspond to “second connection release means”, and the master side booster circuit 55 corresponds to “first step-up / step-down circuit”. The slave booster circuit 65 corresponds to the “second step-up / step-down circuit”, the EV cancel SW 89 corresponds to the “hybrid setting canceling instruction unit”, and the master battery 50 and the slave battery 60 are on the motor MG1, MG2 side. Is connected to the motor MG1, MG2 side in the first connection state or the master battery 50 and the thread. When the EV cancel switch 89 is turned on while the battery 62 is traveling in the electric travel priority mode in the second connection state where the battery 62 is connected to the motors MG1 and MG2 and the slave battery 60 is not connected to the motors MG1 and MG2 The battery 50 is connected to the motors MG1 and MG2, and both the slave batteries 60 and 62 are not connected to the motors MG1 and MG2, and the slave side booster circuit 65 is driven and stopped in the hybrid travel priority mode. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 for controlling the engine 22, the motors MG1, MG2, the master booster circuit 55, the slave booster circuit 65, and the system main relays 56, 66, 67 are "control means". It corresponds to.

  In the second embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG2 corresponds to an “electric motor”, and the master battery 50 and the slave batteries 60 and 62 configured as lithium ion secondary batteries are “battery devices”. The system main relay 56 corresponds to “first connection release means”, the system main relays 66 and 67 correspond to “second connection release means”, and the master side booster circuit 55 corresponds to “first step-up / step-down circuit”. , The slave side booster circuit 65 corresponds to the “second step-up / down circuit”, the eco switch 89B corresponds to the “fuel efficiency priority setting release instructing means”, and the master battery 50 and the slave battery 60 are motors MG1, MG2. In the first connection state in which the slave battery 62 is not connected to the motors MG1 and MG2 or in the master battery 50 and the slave battery. When the eco switch 89B is turned on while the battery 62 is running in the second connection state where the battery 62 is connected to the motors MG1 and MG2 and the slave battery 60 is not connected to the motors MG1 and MG2, the master battery 50 is connected to the motor MG1. , The slave battery 60, 62 connected to the MG2 side is not connected to the motors MG1, MG2 side, and the slave side booster circuit 65 is driven and stopped according to the storage ratio SOC1 of the master battery 50. A hybrid electronic control unit 70 for controlling the engine 22, the motors MG1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 so as to travel in the priority mode or the hybrid travel priority mode; Engine ECU 24, motor E U40 corresponds to the "control means".

  In the third embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG2 corresponds to an “electric motor”, and the master battery 50 and the slave batteries 60 and 62 configured as lithium ion secondary batteries are “battery devices”. The system main relay 56 corresponds to the “first connection release means”, the system main relays 66 and 67 correspond to the “second connection release means”, and the master booster circuit 55 corresponds to the “first step-up / step-down circuit”. , The slave side booster circuit 65 corresponds to the “second step-up / step-down circuit”, the power switch 89C corresponds to the “power priority setting release instructing means”, and the total power storage ratio SOC is greater than or equal to the threshold Sev when the system is started up After that, when the total power storage ratio SOC becomes less than the threshold value Shv or when the total power storage ratio SOC is less than the threshold value Sev at the time of starting the system, the power switch When 9C is off, the master battery 50 is connected to the motors MG1 and MG2 and the slave batteries 60 and 62 are not connected to the motors MG1 and MG2, and the engine 22 and the motor MG1 are driven in the hybrid driving priority mode in the slave cutoff state. , MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67, and when the power switch 89C is on, the master battery 50 and the slave battery 60 are connected to the motors MG1, MG2 side. In the first connection state where the slave battery 62 is not connected to the motors MG1 and MG2, the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2, and the slave battery 60 is not connected to the motors MG1 and MG2. A hybrid electronic control unit 70 for controlling the engine 22, the motors MG1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 so as to run in the hybrid running priority mode in the connected state; The engine ECU 24 and the motor ECU 40 correspond to “control means”.

  Here, in any of the first to third hybrid vehicles, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. Any type of internal combustion engine may be used as long as it can output power for traveling. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output driving power, such as an induction motor. . The “battery device” is not limited to the master battery 50 and the slave batteries 60 and 62 configured as lithium ion secondary batteries, but may be one master battery and three or more slave batteries, or one master battery. A battery and a single slave battery, a plurality of master batteries and a plurality of slave batteries, or a secondary battery other than a lithium ion secondary battery (for example, a nickel hydride secondary battery, a nickel cadmium secondary battery, lead) Any battery may be used as long as it has a first battery part having at least one secondary battery and a second battery part having at least one secondary battery. The “first connection release means” is not limited to the system main relay 56, and any means can be used as long as the connection to the motor side of at least one secondary battery of the first battery unit and the connection release are performed. It does n’t matter. The “second connection release means” is not limited to the system main relays 66 and 67, but may be one that performs connection and release of at least one secondary battery of the second battery unit to the motor side. It does not matter as long as it is anything. The “first step-up / step-down circuit” is not limited to the master-side booster circuit 55, but a first battery voltage system connected to at least one secondary battery of the first battery unit and a high-voltage system on the motor side. Any device can be used as long as it exchanges power with voltage adjustment. The “second step-up / step-down circuit” is not limited to the master side booster circuit 65, but a second battery voltage system connected to at least one secondary battery of the second battery unit and a high voltage system on the motor side. Any device can be used as long as it exchanges power with voltage adjustment.

  In the first hybrid vehicle, the “hybrid setting cancellation instructing means” is not limited to the EV cancel SW 89, and is a hybrid setting that is a setting of a hybrid driving priority mode in which the hybrid driving is given priority and the high lid setting. Anything may be used as long as it is instructed to cancel. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 side, and the slave battery 62 is not connected to the motors MG1 and MG2 side. When the EV cancel SW 89 is turned on when the slave battery 60 is connected to the motors MG1 and MG2 and is running in the electric travel priority mode in the second connection state where the slave battery 60 is not connected to the motors MG1 and MG2, the master battery 50 is The engine 22 is driven so as to travel in the hybrid travel priority mode in a state where the slave side booster circuit 65 is stopped in a slave cutoff state where both of the slave batteries 60 and 62 are connected to the motors MG1 and MG2 and are not connected to the motors MG1 and MG2. And motor G1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 are not limited to those that control at least one secondary battery of the first battery unit and the first battery. When the vehicle is traveling in the electric travel priority mode in which at least one secondary battery of the two battery units is connected to the electric motor side and travels with priority on the electric travel, the hybrid setting cancellation instruction means instructs the hybrid setting. When this occurs, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit are disconnected from the motor side, and the second step-up / down circuit is The internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / step-down circuit, the first connection release means, and the first connection so as to travel in the hybrid travel priority mode with the drive stopped. As long as it controls the connection release means may be any ones.

  In the second hybrid vehicle, the “fuel efficiency priority setting cancellation instructing means” is not limited to the eco switch 89B, and instructs to cancel the fuel efficiency priority setting and the fuel efficiency priority setting, which are fuel efficiency priority settings. Anything can be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 side, and the slave battery 62 is not connected to the motors MG1 and MG2 side. When the eco switch 89B is turned on while the slave battery 60 is connected to the motors MG1 and MG2 and is not connected to the motors MG1 and MG2, the master battery 50 is connected to the motors MG1 and MG2. Is connected to the motor MG1, MG2 is not connected to the motor MG1, MG2 side in the slave shut-off state, the slave side booster circuit 65 is driven and stopped according to the storage ratio SOC1 of the master battery 50 or Hybrid driving priority mode The first battery unit is not limited to the one that controls the engine 22, the motors MG1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 so When at least one secondary battery and at least one secondary battery of the second battery unit are running while being connected to the motor side, when the fuel efficiency priority setting instruction is issued by the fuel efficiency priority setting cancellation instructing means The connection between at least one secondary battery in the first battery unit and the motor side is maintained, and all the secondary batteries in the second battery unit are disconnected from the motor side, and the second step-up / step-down circuit stops driving. As long as it controls the internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means so as to travel in the controlled state It may also be.

  In the third hybrid vehicle, the “power priority setting cancellation instructing means” is not limited to the power switch 89C, but instructs the power priority setting and the power priority setting cancellation, which are power output priority settings. Anything can be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “control means” may be used after the total power storage ratio SOC is greater than or equal to the threshold Sev when the system is started and after the total power storage ratio SOC is less than the threshold Shv, or When the power switch 89C is OFF, the master battery 50 is connected to the motors MG1 and MG2 and the slave batteries 60 and 62 are not connected to the motors MG1 and MG2 so that the engine 22 travels in the hybrid travel priority mode. Motor MG1, MG2, master side booster circuit 55, slave side booster circuit 65, and system main relays 56, 66, 67. When power switch 89C is on, master battery 50 and slave battery 60 are motors MG1, MG2. Connected to the side In the first connection state in which the rebatter battery 62 is not connected to the motors MG1 and MG2 or in the second connection state in which the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 and the slave battery 60 is not connected to the motors MG1 and MG2 The present invention is not limited to controlling the engine 22, the motors MG1, MG2, the master side booster circuit 55, the slave side booster circuit 65, and the system main relays 56, 66, 67 so that the vehicle travels in the hybrid travel priority mode. Power priority setting when running with at least one secondary battery in one battery unit connected to the motor side and all secondary batteries in the second battery unit disconnected from the motor side When a power priority setting instruction is given by the release instruction means, at least the first battery unit The internal combustion engine, the electric motor, and the first step-up / step-down circuit so that the vehicle travels in a state where the connection between one secondary battery and the motor side is maintained and at least one secondary battery of the second battery unit is connected to the motor side. As long as it controls the second step-up / step-down circuit, the first connection release means, and the second connection release means, any device can be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 20B, 20C, 120, 220, 320 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft , 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotation Position sensor, 50 master battery, 51a, 61a, 63a Voltage sensor, 51b, 61b, 63b, 65a Current sensor, 51c, 61c, 63c Temperature sensor, 52 Electronic control unit for battery (battery EC ), 54 power line (high voltage system power line), 55 master side boost circuit, 56, 66, 67 system main relay, 57, 58, 68 capacitor, 57a, 58a, 68a voltage sensor, 59 power line (first low) Voltage system power line), 60, 62 slave battery, 65 slave side booster circuit, 69 power line (second low voltage system power line), 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 electric travel priority mode cancel SW (EV cancel SW), 8 9B eco switch, 89C power switch, 90 charger, 92 vehicle side connector, 100 external power source, 102 external power source side connector, 229 clutch, 230, 330 transmission, MG1, MG2, MG motor.

Claims (9)

An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A second step-up / step-down circuit that performs power traveling using only power input / output from the electric motor, power output from the internal combustion engine, and power input / output from the electric motor. A hybrid vehicle capable of running hybrid driving,
Hybrid setting cancellation instructing means for instructing a hybrid setting that is a setting of a hybrid driving priority mode in which the hybrid driving is prioritized and a cancellation of the hybrid setting;
Traveling in an electric travel priority mode in which at least one secondary battery in the first battery unit and at least one secondary battery in the second battery unit are connected to the motor side with priority on the electric travel. When the hybrid setting is instructed by the hybrid setting release instructing means, the connection between at least one secondary battery of the first battery unit and the motor side is maintained and the second battery The internal combustion engine, the electric motor, and the first lifting / lowering so as to travel in the hybrid traveling priority mode in a state in which all the secondary batteries of the unit are disconnected from the motor side and the second buck-boost circuit is stopped. Control means for controlling the pressure circuit, the second step-up / step-down circuit, the first connection release means, and the second connection release means;
A hybrid car with The hybrid vehicle according to claim 1,
The control means has a total power storage ratio at start-up that is a ratio when the system is started of a total power storage ratio that is a ratio of a power storage capacity of a plurality of secondary batteries of the battery device to a total power storage capacity equal to or greater than a first predetermined ratio. In this case, the electric travel priority mode that gives priority to the electric travel is set as a travel mode, and when the overall power storage ratio at startup is less than the first predetermined ratio, the hybrid travel priority mode is set as a travel mode, When the total power storage ratio at the time of startup is equal to or higher than the first predetermined ratio and the total power storage ratio is less than a second predetermined ratio smaller than the first predetermined ratio due to traveling in the electric driving priority mode, the hybrid driving priority is given. When the mode is set as a travel mode and the vehicle is traveling in the electric travel priority mode, the hybrid setting cancellation instruction means When the hybrid setting instruction is issued, the hybrid driving priority mode is set as the driving mode, and the hybrid setting priority mode is set when the vehicle is traveling in the hybrid driving priority mode according to the hybrid setting instruction by the hybrid setting release instruction means. When the cancellation instruction means is instructed to cancel the hybrid setting, the electric travel priority mode is set as a travel mode, and the vehicle is controlled to travel according to the set travel mode.
Hybrid car. An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A hybrid vehicle and a second buck circuit which performs,
Fuel consumption priority setting cancellation instructing means for instructing fuel efficiency priority setting that is a priority setting of fuel efficiency and cancellation of the fuel efficiency priority setting;
The fuel efficiency priority setting release instructing means causes the at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit to be connected to the electric motor side when the vehicle is running. When an instruction for fuel economy priority setting is made, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit and the motor side are maintained. The internal combustion engine, the electric motor, the first step-up / down circuit, the second step-up / down circuit, the first connection release means, and the Control means for controlling the second connection release means;
A hybrid car with A hybrid vehicle according to claim 3,
The control means has a total power storage ratio at start-up that is a ratio when the system is started of a total power storage ratio that is a ratio of a power storage capacity of a plurality of secondary batteries of the battery device to a total power storage capacity equal to or greater than a first predetermined ratio. In this case, an electric travel priority mode that travels by giving priority to electric travel that uses only power input / output from the electric motor is set as a travel mode, and the total power storage ratio at start-up is less than the first predetermined ratio Sometimes, a hybrid travel priority mode that preferentially travels using hybrid power that travels using the power output from the internal combustion engine and the power input / output from the electric motor is set as a travel mode, and A second predetermined ratio in which the total power storage ratio is smaller than the first predetermined ratio due to traveling in the electric driving priority mode at or above the first predetermined ratio. When full, the hybrid driving priority mode is set as a driving mode, and the fuel consumption priority is set when the overall power storage ratio at startup is equal to or higher than the first predetermined ratio and the total power storage ratio is equal to or higher than the second predetermined ratio. Connected power storage ratio, which is a ratio of the power storage amount of a connected battery, which is a secondary battery connected to the motor, to the total power storage capacity of the connected battery when the setting cancellation instruction means is instructed to set the fuel efficiency priority Is set to the electric travel priority mode as the driving mode when the calculated ratio is less than the third predetermined ratio, the hybrid driving priority mode is set as the driving mode. When the fuel efficiency priority setting cancellation instruction means has instructed the fuel efficiency priority setting, no instruction is issued to cancel the fuel efficiency priority setting. And when setting the electric travel priority mode as the drive mode, a means for controlling so as to travel by the traveling mode with the setting,
Hybrid car. An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A hybrid vehicle and a second buck circuit which performs,
Power priority setting release instruction means for instructing power priority setting which is a priority setting of power output and cancellation of the power priority setting;
Traveling in a state where at least one secondary battery of the first battery unit is connected to the motor side and all the secondary batteries of the second battery unit are disconnected from the motor side Sometimes, when the power priority setting is instructed by the power priority setting cancellation instructing means, the connection between at least one secondary battery of the first battery unit and the motor side is maintained and the second battery unit The internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / down circuit, the first connection release means, and the at least one secondary battery are connected to the electric motor side. Control means for controlling the second connection release means;
A hybrid car with The hybrid vehicle according to claim 5,
The control means has a total power storage ratio at start-up that is a ratio when the system is started of a total power storage ratio that is a ratio of a power storage capacity of a plurality of secondary batteries of the battery device to a total power storage capacity equal to or greater than a first predetermined ratio. In this case, an electric travel priority mode that travels by giving priority to electric travel that uses only power input / output from the electric motor is set as a travel mode, and the total power storage ratio at start-up is less than the first predetermined ratio Sometimes, a hybrid travel priority mode that preferentially travels using hybrid power that travels using the power output from the internal combustion engine and the power input / output from the electric motor is set as a travel mode, and A second predetermined ratio in which the total power storage ratio is smaller than the first predetermined ratio due to traveling in the electric driving priority mode at or above the first predetermined ratio. The hybrid travel priority mode is set as a travel mode when the vehicle is full, and the hybrid travel priority mode is instructed by the power priority setting release instructing means when traveling in the electric travel priority mode. The priority mode is set as the driving mode, and the power priority setting cancellation instruction unit cancels the power priority setting when the vehicle is traveling in the hybrid driving priority mode according to the power priority setting instruction by the power priority setting cancellation instruction unit. When the instruction is made, the electric travel priority mode is set as a travel mode, and the vehicle is controlled to travel according to the set travel mode.
Hybrid car. An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment Hybrid setting that is a hybrid travel priority mode setting that travels preferentially over hybrid travel that travels using the second step-up / step-down circuit that performs power, the power output from the internal combustion engine and the power input / output from the electric motor And a hybrid setting release instructing means for instructing the cancellation of the hybrid setting,
Electricity traveling using only power input / output from the motor in a state where at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. At least one secondary battery of the first battery unit and the electric motor when the hybrid setting is instructed by the hybrid setting release instructing means when traveling in the electric traveling priority mode that gives priority to traveling Travel in the hybrid travel priority mode in a state in which the connection with all the secondary batteries of the second battery unit and the motor side are disconnected and the second step-up / step-down circuit is stopped driving. Controlling the internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / down circuit, the first connection release means, and the second connection release means. That,
A control method for a hybrid vehicle. An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A second buck circuit for performing a control method of a hybrid vehicle comprising a fuel consumption priority setting canceling instruction means for instructing a release of fuel consumption priority setting and said fuel costs preferences is a setting of the priority of the fuel consumption, and
The fuel efficiency priority setting release instructing means causes the at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit to be connected to the electric motor side when the vehicle is running. When an instruction for fuel economy priority setting is made, the connection between at least one secondary battery of the first battery unit and the motor side is maintained, and all the secondary batteries of the second battery unit and the motor side are maintained. The internal combustion engine, the electric motor, the first step-up / down circuit, the second step-up / down circuit, the first connection release means, and the Controlling the second disconnection means;
A control method for a hybrid vehicle. An internal combustion engine capable of outputting traveling power, an electric motor capable of inputting / outputting traveling power, a first battery unit having at least one secondary battery, and a second battery unit having at least one secondary battery; A battery device comprising: a first connection release means for connecting and releasing the connection of the at least one secondary battery of the first battery section to the motor side; and at least one secondary battery of the second battery section. Second connection release means for connecting to and releasing from the motor side, a first battery voltage system connected to at least one secondary battery of the first battery unit, and a high voltage system on the motor side A first step-up / down circuit that exchanges power with voltage adjustment between the second battery voltage system connected to at least one secondary battery of the second battery unit and the high voltage system With power adjustment and voltage adjustment A second buck circuit for performing a control method of a hybrid vehicle comprising a power priority setting canceling instruction means for instructing the cancellation of the power priority setting and the power priority setting is the setting of the priority of the power output, and
Traveling in a state where at least one secondary battery of the first battery unit is connected to the motor side and all the secondary batteries of the second battery unit are disconnected from the motor side Sometimes, when the power priority setting is instructed by the power priority setting cancellation instructing means, the connection between at least one secondary battery of the first battery unit and the motor side is maintained and the second battery unit The internal combustion engine, the electric motor, the first step-up / step-down circuit, the second step-up / down circuit, the first connection release means, and the at least one secondary battery are connected to the electric motor side. Controlling the second disconnection means;
A control method for a hybrid vehicle.