JP2013006430A - Hybrid vehicle and control method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle that can control rapid decrease of reverse traveling performance at execution time of the forced charging and to provide a control method therefor.SOLUTION: A first MG 6 is driven by an engine 2, and generates the electric power to charge a power storage device 16. A second MG 10 receives the electric power from the power storage device 16, and generates the travel driving force including the reverse traveling time. A power dividing device 4 is set up so that the power transmitted from the engine 2 to a drive shaft 12 acts as a braking force at reverse traveling. An ECU 22 starts the engine 2 when a SOC (State of Charge) of the power storage device 16 decreases and executes the forced charging. Then when the forced charging is executed at the reverse traveling, the ECU 22 decreases the output of the engine 2 more, as there are more SOC.

Description

  The present invention relates to a hybrid vehicle and a control method thereof, and more particularly to a hybrid vehicle including a power split device that splits power output from an internal combustion engine and transmits the power to a generator and a drive shaft of the vehicle, and a control method thereof.

  Japanese Patent Laying-Open No. 2010-221745 (Patent Document 1) discloses a hybrid vehicle control device that distributes power among an engine, a rotating electric machine for power generation, and a rotating electric machine for traveling. In this control device, when the state of charge of the power storage device (hereinafter also referred to as “remaining capacity” or “SOC (State Of Charge)”) falls below the charge start SOC value, the engine is started and Charging of the power storage device (hereinafter referred to as “forced charging”) is started, and the forced charging ends when the SOC reaches the charging end SOC value. Here, when the shift position is in the reverse range (R range) and the slope of the road surface is equal to or greater than the threshold value, the charge start SOC value is changed to a lower value than in a normal case.

  By adopting such a configuration, it is possible to delay the engine start start time of forced charging. As a result, it is said that the driving force distribution time to the axle by starting the engine can be delayed and the traveling distance of the backward traveling on the slope can be extended (see Patent Document 1).

JP 2010-221745 A

  The control device disclosed in the above publication is useful in that it can extend the running distance of backward traveling on a slope by changing the charging start SOC value to a value lower than normal during backward traveling, but forced charging is not possible. When started, there is a problem that the reverse running performance is rapidly lowered as the engine is started.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a hybrid vehicle and a control method therefor capable of suppressing a rapid decrease in reverse travel performance when forced charging is performed.

  According to this invention, the hybrid vehicle includes an internal combustion engine, a generator, a power storage device, an electric motor, a power split device, and a control device. The generator is driven by an internal combustion engine. The power storage device is charged by a generator. The electric motor receives electric power from the power storage device and generates a driving force including the reverse driving. The power split device splits the power output from the internal combustion engine and transmits the power to the generator and the drive shaft of the vehicle. When the remaining capacity (SOC) of the power storage device decreases, the control device executes charge control (forced charging) for starting the internal combustion engine and charging the power storage device with the generator. The power split device is configured such that the power transmitted from the internal combustion engine to the drive shaft acts as a braking force during reverse travel. When the forced charging is performed during reverse travel, the control device decreases the output of the internal combustion engine as the SOC increases.

  Preferably, when performing forced charging during reverse travel, the control device reduces the output of the internal combustion engine when the SOC is higher than a predetermined value indicating a decrease in SOC than when the SOC is equal to or lower than the predetermined value.

  More preferably, when the control device performs forced charging during reverse travel, when the SOC is greater than a predetermined value, the control device can output only the electric power (Wout) that the power storage device can output than when the SOC is equal to or less than the predetermined value. Reduce the output of the internal combustion engine.

  Preferably, the control device makes the output of the internal combustion engine variable according to the SOC when performing forced charging during reverse travel.

  According to the invention, the control method is a control method for a hybrid vehicle. The hybrid vehicle includes an internal combustion engine, a generator, a power storage device, an electric motor, and a power split device. The generator is driven by an internal combustion engine. The power storage device is charged by a generator. The electric motor receives electric power from the power storage device and generates a driving force including the reverse driving. The power split device splits the power output from the internal combustion engine and transmits the power to the generator and the drive shaft of the vehicle. The power split device is configured such that the power transmitted from the internal combustion engine to the drive shaft acts as a braking force during reverse travel. In the control method, when the SOC of the power storage device decreases, the internal combustion engine is started and charging control (forced charging) for charging the power storage device by the generator is performed, and the forced charging is performed during reverse travel. The step of reducing the output of the internal combustion engine as the SOC increases.

  In the present invention, when the SOC of the power storage device decreases, forced charging is performed in which the internal combustion engine is started and the power storage device is charged by the generator. The power split device is configured such that the power transmitted from the internal combustion engine to the drive shaft acts as a braking force during reverse travel. Therefore, in the present invention, when forced charging is executed during reverse travel, the output of the internal combustion engine is reduced as the SOC increases. Thereby, when the SOC is relatively large, the reverse traveling performance is given priority over the charging of the power storage device. And when SOC falls further, priority is given to charge of an electrical storage apparatus by ensuring the output of an internal combustion engine. Therefore, according to the present invention, it is possible to prevent the reverse travel performance from being rapidly reduced when forced charging is performed.

1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention. It is an alignment chart which shows the relationship between an engine and 1st and 2nd MG. It is a block diagram which shows the process of ECU regarding a forced charge functionally. It is the figure which showed the output allowable power of an electrical storage apparatus. It is a flowchart for demonstrating the procedure of the setting process of the engine required power performed by ECU. 10 is a flowchart for illustrating a procedure of engine required power setting processing executed by an ECU in the second embodiment.

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

[Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes an engine 2, a power split device 4, a first MG (Motor Generator) 6, a transmission gear 8, a second MG 10, a drive shaft 12, and wheels 14. . Hybrid vehicle 100 further includes power storage device 16, power converters 18 and 20, and electronic control unit (hereinafter referred to as “ECU (Electronic Control Unit)”) 22.

  The engine 2 converts thermal energy generated by the combustion of fuel into kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split device 4. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split device 4.

  Power split device 4 is coupled to engine 2, first MG 6 and transmission gear 8 to distribute power among them. For example, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used as the power split device 4, and these three rotation shafts are connected to the rotation shafts of the first MG 6, the engine 2, and the transmission gear 8, respectively. The The rotation shaft of the transmission gear 8 is connected to the rotation shaft of the second MG 10. That is, second MG 10 and transmission gear 8 have the same rotation shaft, and the rotation shaft is connected to the ring gear of power split device 4.

  The kinetic energy generated by the engine 2 is distributed to the first MG 6 and the transmission gear 8 by the power split device 4. The engine 2 is incorporated in the hybrid vehicle 100 as a power source that drives the transmission gear 8 that transmits power to the drive shaft 12 and drives the first MG 6. The first MG 6 is incorporated in the hybrid vehicle 100 as operating as a generator driven by the engine 2 and operating as an electric motor capable of starting the engine 2. On the other hand, second MG 10 is incorporated into hybrid vehicle 100 as a power source for driving transmission gear 8 that transmits power to drive shaft 12.

  The power split device 4 is configured such that the power transmitted from the engine 2 to the drive shaft 12 acts as a braking force during reverse travel. That is, in this hybrid vehicle 100, during reverse travel, travel driving force is generated by rotating the second MG 10 reversely with respect to forward travel. Since the power of the engine 2 is transmitted as a forward drive force to the drive shaft 12 via the power split device 4, when the engine 2 is operated in order to forcibly charge the power storage device 16 during reverse travel, the power of the engine 2 is Decreases the reverse driving force by the second MG 10.

  The power storage device 16 is a rechargeable DC power source, and is constituted by, for example, a secondary battery such as nickel metal hydride or lithium ion. The power storage device 16 supplies power to the power converters 18 and 20. In addition, the power storage device 16 is charged by receiving the power generated by the first MG 6 from the power converter 18 during forced charging. A power storage device 16 can also employ a large-capacity capacitor, and can temporarily store the power generated by the first MG 6 and the second MG 10 and supply the stored power to the power converters 18 and 20. Anything can be used. It is noted that voltage VB of power storage device 16 and current IB input / output to power storage device 16 are detected by a sensor (not shown), and the detected value is output to ECU 26.

  Based on signal PWM <b> 1 from ECU 22, power converter 18 converts the power generated by first MG 6 into DC power and outputs it to power storage device 16. Power converter 20 converts the DC power supplied from power storage device 16 into AC power based on signal PWM2 from ECU 22 and outputs the AC power to second MG 10. Note that, when the engine 2 is started, the power converter 18 converts the DC power supplied from the power storage device 16 into AC power based on the signal PWM1, and outputs the AC power to the first MG 6. In addition, power converter 20 converts the power generated by second MG 10 into DC power based on signal PWM 2 and outputs it to power storage device 16 when the vehicle is braked or when acceleration on a downward slope is reduced. Note that power converters 18 and 20 are configured by inverters including switching elements for three phases, for example.

  1st MG6 and 2nd MG10 are AC motors, for example, are constituted by a three-phase AC synchronous motor with a permanent magnet embedded in a rotor. The first MG 6 converts the kinetic energy generated by the engine 2 into electrical energy and outputs it to the power converter 18. Further, first MG 6 generates driving force by the three-phase AC power received from power converter 18 and starts engine 2.

  Second MG 10 generates vehicle driving torque by the three-phase AC power received from power converter 20. Further, the second MG 10 converts the mechanical energy stored in the vehicle as kinetic energy or positional energy into electric energy and outputs the electric energy to the power converter 20 when braking the vehicle or reducing acceleration on a downward slope.

  The ECU 22 controls the power converters 18 and 20 and the engine 2 by software processing by executing a program stored in advance by a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit. The ECU 22 generates signals PWM1 and PWM2 for driving the power converters 18 and 20, respectively, and outputs the generated signals PWM1 and PWM2 to the power converters 18 and 20, respectively. Further, the ECU 22 generates a signal ENG for controlling the engine 2 and outputs the generated signal ENG to the engine 2.

  Further, ECU 22 calculates an SOC indicating the remaining capacity of power storage device 16 based on the detected values of voltage VB and current IB of power storage device 16. Then, when the SOC decreases, ECU 22 forcibly starts engine 2 to cause first MG 6 to generate electric power, and executes charging control (forced charging) for charging power storage device 16 with the generated electric power.

  Here, the ECU 22 determines whether or not a reverse range (R range) is selected based on a shift position signal SP indicating a shift position of a shift lever (not shown). When executing the forced charging in a state where the R range is selected, the ECU 22 has a low SOC when the SOC of the power storage device 16 is high (for example, when the SOC is higher than a predetermined threshold) ( For example, the output of the engine 2 is reduced more than when the SOC is equal to or lower than the threshold value. Hereinafter, this point will be described in detail.

  As described above, the power of the engine 2 is transmitted to the drive shaft 12 as the forward drive force via the power split device 4. Therefore, when forcible charging is executed during reverse travel, the power of the engine 2 acts as a braking force for reverse travel.

  FIG. 2 is a collinear diagram showing the relationship between the engine 2 and the first and second MGs 6 and 10. Referring to FIG. 2, the rotational speeds of first MG 6, engine 2, and second MG 10 are constrained to each other by power split device 4, and are connected by a straight line as shown in this alignment chart. FIG. 2 shows a state where the rotation speed of the second MG 10 is negative, that is, a state during reverse travel. As shown in the figure, the output of the engine 2 serves as a driving force for the first MG 6 as a generator, while acting as a braking force for the second MG 10 operating in negative rotation.

  Therefore, in the first embodiment, when the engine 2 is started during reverse travel and the power storage device 16 is forcibly charged by the first MG 6, the output of the engine 2 is changed according to the degree of decrease in the SOC. It is. Specifically, when SOC of power storage device 16 is large (for example, when SOC is higher than a predetermined threshold value), engine 2 is more than when SOC is small (for example, when SOC is equal to or less than the above threshold value). By reducing the output, the reverse traveling performance by the second MG 10 is prioritized over the charging of the power storage device 16. On the other hand, when the SOC decreases below the threshold value, the charging of the power storage device 16 is prioritized by canceling the output decrease of the engine 2.

  FIG. 3 is a block diagram functionally showing the processing of the ECU 22 related to forced charging. Referring to FIG. 3, ECU 22 includes an SOC calculation unit 32, an SOC control unit 34, an engine power calculation unit 36, an engine control unit 38, and a power conversion control unit 40.

  SOC calculation unit 32 calculates the SOC of power storage device 16 based on the detected values of voltage VB and current IB of power storage device 16, and outputs the calculation result to SOC control unit 34. Various known methods can be used for calculating the SOC.

  The SOC control unit 34 controls the SOC of the power storage device 16. Specifically, SOC control unit 34 issues a start command for engine 2 to engine control unit 38 and electric power when engine 2 is stopped when SOC falls below threshold value L1 indicating the start of forced charging. Output to the conversion control unit 40. After engine 2 is started, SOC control unit 34 outputs the power generation command of first MG 6 to power conversion control unit 40 (execution of forced charging). Then, the SOC control unit 34 outputs a notification that the forced charging is being performed to the engine power calculation unit 36. When the SOC exceeds a threshold value U (> L1) indicating the end of forced charging, the SOC control unit 34 outputs a stop command for the engine 2 to the engine control unit 38.

  The engine power calculation unit 36 calculates the power required for the engine 2 (engine required power) during forced charging. Specifically, the engine power calculation unit 36 first calculates the power required for the vehicle (vehicle required power). The vehicle required power includes power required for traveling (traveling power) and power required for charging the power storage device 16 (charging power). The traveling power is calculated based on the vehicle speed, the accelerator pedal depression amount, and the like. When the vehicle is stopped, the traveling power is zero. The charging power is basically a constant value.

  When the R range is not selected, the engine power calculation unit 36 uses the calculated vehicle required power as the engine required power, and outputs a command to the engine control unit 38 so that the engine 2 generates the required engine power. . The selection / non-selection of the R range is determined based on the shift position signal SP.

  On the other hand, when the R range is selected, the engine power calculation unit 36 can output from the power storage device 16 when the SOC is lower than the threshold value L1 but higher than the threshold value L2 (<L1). A value obtained by subtracting the allowable output power Wout indicating the required power (W) from the required vehicle power is calculated as the required engine power. That is, in this case, the power stored in the power storage device 16 is used as much as possible, and the engine 2 compensates for the shortage. However, when the value obtained by subtracting the output allowable power Wout from the vehicle required power is lower than the charging power, the engine power calculation unit 36 sets the engine required power as the value of the charging power. That is, the engine 2 outputs at least power corresponding to the charging power. When the SOC falls below threshold value L2, engine power calculation unit 36 sets the vehicle required power as the engine required power in the same manner as when the R range is not selected.

  As described above, when the SOC falls below the threshold value L1, the engine 2 is started and forced charging is executed. When the R range is selected, the engine power calculation unit 36 determines that the SOC is the threshold. When the value is higher than the value L2 (<L1), the engine required power is calculated so that the engine required power becomes smaller than when the SOC is equal to or less than the threshold value L2. Then, the engine power calculation unit 36 outputs the calculated engine required power to the engine control unit 38.

  FIG. 4 is a diagram showing the output allowable power Wout of the power storage device 16. Referring to FIG. 4, output allowable power Wout is the maximum value of power (W) that can be output by power storage device 16. When the SOC of power storage device 16 decreases, output allowable power Wout is limited to prevent overdischarge of power storage device 16.

  Input allowable power Win is the maximum value of power (W) that can be input to power storage device 16. Regarding the input allowable power Win, when the SOC of the power storage device 16 increases, the input allowable power Win is limited to prevent overcharging of the power storage device 16.

  Referring to FIG. 3 again, engine control unit 38 generates signal ENG for controlling engine 2 based on the engine required power received from engine power calculation unit 36, and outputs the generated signal ENG to engine 2. To do. Further, when the engine control unit 38 receives a start command for the engine 2 from the SOC control unit 34, the engine control unit 38 generates a signal ENG instructing the operation of the engine 2 and outputs it to the engine 2. Further, upon receiving a stop command for engine 2 from SOC control unit 34, engine control unit 38 generates signal ENG instructing to stop engine 2 and outputs it to engine 2.

  The power conversion control unit 40 generates signals PWM1 and PWM2 for driving the power converters 18 and 20, respectively, and outputs the generated signals PWM1 and PWM2 to the power converters 18 and 20, respectively. When power conversion control unit 40 receives a start command for engine 2 from SOC control unit 34, power conversion control unit 40 generates a signal PWM 1 for powering driving first MG 6 and outputs the signal PWM 1 to power converter 18. When power conversion control unit 40 receives a power generation command for first MG 6 from SOC control unit 34, power conversion control unit 40 generates signal PWM 1 for regenerative drive of first MG 6 and outputs the signal PWM 1 to power converter 18. Further, during traveling, power conversion control unit 40 generates signal PWM <b> 2 for driving second MG 10 and outputs it to power converter 20.

  FIG. 5 is a flowchart for explaining the procedure of the engine required power setting process executed by the ECU 22. The processing shown in this flowchart is called from the main routine and executed at regular time intervals or when a predetermined condition is satisfied.

  Referring to FIG. 5, ECU 22 calculates the SOC based on voltage VB and current IB of power storage device 16, and determines whether or not the calculated SOC is lower than threshold value L1 (step S10). . If it is determined that the SOC is lower than threshold value L1 (YES in step S10), ECU 22 turns on the forced charging flag (step S20). Thereby, when the engine 2 is stopped at this time, the engine 2 is started. When it is determined that the SOC is equal to or greater than threshold value L1 (NO in step S10), ECU 22 shifts the process to step S30.

  Next, the ECU 22 determines whether or not the SOC is higher than a threshold value U (> L1) (step S30). If it is determined that the SOC is higher than threshold value U (YES in step S30), ECU 22 turns off the forced charging flag (step S40). Thereby, when the engine 2 is operating at this time, the engine 2 is stopped. When it is determined that the SOC is equal to or less than threshold value U (NO in step S30), ECU 22 shifts the process to step S50.

  Subsequently, the ECU 22 determines whether or not the R range is selected based on the shift position signal SP (step S50). When the R range is not selected (NO in step S50), ECU 22 sets the calculated vehicle required power as the engine required power (step S60). As described above, the vehicle required power is composed of travel power and charge power, and the travel power is calculated based on the vehicle speed, the accelerator pedal depression amount, etc., and the charge power is basically a constant value. .

  On the other hand, when it is determined in step S50 that the R range is selected (YES in step S50), ECU 22 determines whether or not the SOC is higher than threshold value L2 (<L1) (step S70). . If it is determined that the SOC is higher than threshold value L2 (YES in step S70), ECU 22 obtains the value obtained by subtracting output allowable power Wout of power storage device 16 from the vehicle required power and the charging power for power storage device 16. The larger one is set as the engine required power (step S80). That is, when the value obtained by subtracting the allowable output power Wout from the vehicle required power is lower than the charging power, the engine required power is the charging power. As a result, the engine 2 outputs at least a power corresponding to the charging power. For example, when the vehicle is stopped with the R range selected, the engine 2 stops and charges the power storage device 16. The situation that can not be done is avoided.

  In step S70, when the SOC is equal to or smaller than threshold value L2 (NO in step S70), ECU 22 proceeds to step S60 and sets the vehicle required power as the engine required power.

  That is, when the R range is selected and the SOC is higher than the threshold value L2 when forced charging is performed, the ECU 22 sets the engine required power to a lower value than when the SOC is equal to or lower than the threshold value L2. To do. Specifically, when the SOC is higher than threshold value L2, the engine required power is set to a value lower by the output allowable power Wout than when the SOC is lower than threshold value L2. Thereby, when the SOC is higher than threshold value L <b> 2, the reverse traveling performance by second MG 10 is prioritized over charging of power storage device 16.

  As described above, in Embodiment 1, when the SOC of power storage device 16 falls below threshold value L1, engine 2 is started and forced charging is executed. The power split device 4 is configured such that the power transmitted from the engine 2 to the drive shaft 12 acts as a braking force during reverse travel. Therefore, in the first embodiment, when forced charging is executed during reverse travel, the output of the engine 2 is reduced as the SOC increases. Specifically, the output of the engine 2 is reduced when the SOC is higher than the threshold value L2 (<L1). Thereby, when the SOC is relatively large, the reverse traveling performance is given priority over the charging of the power storage device 16. And when SOC falls below threshold value L2, charging of power storage device 16 is prioritized by securing the output of engine 2. Therefore, according to this Embodiment 1, it can suppress that reverse drive performance falls rapidly at the time of execution of forced charge.

[Embodiment 2]
In the first embodiment, when forced charging is performed in a state where the R range is selected, when the SOC of power storage device 16 is greater than threshold value L2, the engine required power is calculated from the vehicle required power to the output allowable power. It is uniformly set to a value obtained by subtracting Wout (however, the value is equal to or higher than the charging power). In the second embodiment, the engine required power is variable according to the SOC. Thereby, it can suppress that the output of the engine 2 falls rapidly at the time of the start of forced charge.

  The overall configuration of the hybrid vehicle in the second embodiment is the same as that of hybrid vehicle 100 in the first embodiment shown in FIG. The overall configuration of the ECU functions is also the same as that of the ECU 22 shown in FIG.

  FIG. 6 is a flowchart for illustrating the procedure of the engine required power setting process executed by ECU 22 in the second embodiment. The processing shown in this flowchart is also called and executed from the main routine at regular time intervals or when a predetermined condition is satisfied.

  Referring to FIG. 6, this flowchart includes step S82 instead of step S80 in the flowchart shown in FIG. That is, when it is determined in step S70 that the SOC is higher than threshold value L2 (YES in step S70), ECU 22 subtracts the value obtained by multiplying output allowable power Wout by coefficient α from the vehicle required power, The larger of the charging power for power storage device 16 is set as the engine required power (step S82).

  Here, the coefficient α is 1 when the SOC is the threshold value L1, is 0 when the SOC is the threshold value L2 (<L1), and is continuous according to the SOC when the SOC is between the threshold values L1 and L2. Or it is a value that changes step by step. That is, when the SOC is between the threshold values L1 and L2, the engine required power decreases as the SOC increases.

  As described above, according to the second embodiment, the same effect as in the first embodiment can be obtained. And according to this Embodiment 2, it can suppress that the output of the engine 2 falls rapidly at the time of the start of forced charge.

  In each of the above-described embodiments, a current reversible booster that boosts the voltage on the power converters 18 and 20 to a voltage higher than that of the power storage device 16 between the power storage device 16 and the power converters 18 and 20. A chopper circuit may be provided.

  In the above, engine 2 corresponds to an embodiment of “internal combustion engine” in the present invention, and first MG 6 corresponds to an embodiment of “generator” in the present invention. Second MG 10 corresponds to an embodiment of “electric motor” in the present invention, and ECU 22 corresponds to an embodiment of “control device” in the present invention.

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

  2 engine, 4 power split device, 6,10 MG, 8 transmission gear, 12 drive shaft, 14 wheels, 16 power storage device, 18, 20 power converter, 22 ECU, 32 SOC calculation unit, 34 SOC control unit, 36 engine Power calculation unit, 38 engine control unit, 40 power conversion control unit.

Claims (5)

An internal combustion engine;
A generator driven by the internal combustion engine;
A power storage device charged by the generator;
An electric motor that receives electric power from the power storage device and generates a driving force including reverse driving;
A power split device that splits the power output from the internal combustion engine and transmits the power to the generator and the drive shaft of the vehicle;
When the remaining capacity of the power storage device decreases, a control device that starts the internal combustion engine and performs charge control for charging the power storage device with the generator,
The power split device is configured such that the power transmitted from the internal combustion engine to the drive shaft acts as a braking force during reverse travel,
When the control device executes the charge control during reverse travel, the control device decreases the output of the internal combustion engine as the remaining capacity increases.   When the control device executes the charge control during reverse travel, the internal combustion engine, when the remaining capacity is greater than a predetermined value indicating a decrease in the remaining capacity, than when the remaining capacity is equal to or less than the predetermined value. The hybrid vehicle according to claim 1, wherein the output of the vehicle is reduced.   When the control device executes the charge control during reverse travel, the power that can be output by the power storage device is greater when the remaining capacity is greater than the predetermined value than when the remaining capacity is less than or equal to the predetermined value. The hybrid vehicle according to claim 2, wherein the output of the internal combustion engine is reduced by an amount.   The hybrid vehicle according to claim 1, wherein the control device makes the output of the internal combustion engine variable according to the remaining capacity when executing the charge control during reverse travel. A control method for a hybrid vehicle,
The hybrid vehicle
An internal combustion engine;
A generator driven by the internal combustion engine;
A power storage device charged by the generator;
An electric motor that receives electric power from the power storage device and generates a driving force including reverse driving;
A power split device that splits the power output from the internal combustion engine and transmits the power to the generator and the drive shaft of the vehicle,
The power split device is configured such that the power transmitted from the internal combustion engine to the drive shaft acts as a braking force during reverse travel,
The control method is:
When the remaining capacity of the power storage device is reduced, starting the internal combustion engine and executing charging control for charging the power storage device with the generator;
And a step of reducing the output of the internal combustion engine as the remaining capacity increases when the charge control is executed during reverse travel.

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