JP2014004912A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle capable of satisfying requested driving power of an electric motor while maintaining the remaining capacity of a storage battery.SOLUTION: A controller 29 sets output of an electric motor 14 of a power generator 13 according to requested output, a vehicle state, and a running state, and corrects the output of the electric motor 14 according to an electric motor output correction coefficient PSLVFUEL. Therefore, for example, when the fuel remaining amount of a fuel tank 34 is small, the controller 29 predicts that the subsequent distance after shift to series running becomes small, and the total mileage is extended by restricting the output of the electric motor 14 in EV running. In addition, output of the power generator 13 is restricted to reduce fuel consumption of an internal combustion engine 12 and to expand the total mileage by restricting the output of the electric motor 14 even after the shift to the series running.

Description

  The present invention includes a generator driven by an internal combustion engine, a storage battery that stores electric power generated by the generator, an electric motor driven by electric power generated by the generator or electric power stored in the storage battery, and the internal combustion engine The present invention relates to a control device for a hybrid vehicle including a fuel tank that supplies fuel to the vehicle and a control device that controls the internal combustion engine and the generator.

  In a hybrid vehicle that performs an EV traveling mode in which an electric motor is driven only by electric power stored in a storage battery and a series traveling mode in which the electric motor is driven by electric power generated by a generator driven by an internal combustion engine, A so-called plug-in hybrid vehicle that can be charged by connecting a storage battery to an external power source is known.

  In such a plug-in type hybrid vehicle, when the parameter indicating the fuel usage state after charging from an external power source exceeds a predetermined value, the motor output or generator output is limited to the driver. Japanese Patent Application Laid-Open No. 2004-151867 discloses a technique for minimizing a series running that drives an internal combustion engine to prevent deterioration of environmental performance by encouraging charging by an external power source.

  In a plug-in hybrid vehicle, when the parameter indicating the EV travel time after charging from an external power source exceeds a predetermined value, the motor output is limited and the driver is charged by the external power source. Patent Document 2 below discloses a technique that prevents the deterioration of the environmental performance by minimizing the series running that drives the internal combustion engine.

Japanese Patent Laid-Open No. 08-019114 Japanese Patent Laid-Open No. 08-154307

  By the way, in a plug-in type hybrid vehicle, EV traveling that travels with the electric power stored in the storage battery is fundamental, and only when the remaining capacity of the storage battery decreases, the generator is operated by the internal combustion engine to drive the electric motor. The frequency with which the generator operates is inevitably smaller than that of a hybrid vehicle other than the plug-in type. Therefore, in a plug-in type hybrid vehicle, a small internal combustion engine that drives a generator is used and the displacement of the fuel tank is reduced.

  The one described in Patent Document 1 limits the output of the electric motor or the output of the generator when the parameter indicating the fuel usage state exceeds a predetermined value. Further, what is described in Patent Document 2 is to limit the output of the electric motor or the output of the generator when the parameter indicating the EV traveling time becomes a predetermined value or more. However, those described in Patent Document 1 and Patent Document 2 do not directly monitor the remaining amount of fuel in the fuel tank. Therefore, in a plug-in hybrid vehicle with a small fuel tank capacity, the remaining capacity of the storage battery decreases, and when series running is started, there is a possibility that the fuel bottoms out early and cannot travel a sufficient distance. It was.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to prevent a reduction in cruising distance due to a shortage of fuel remaining in a hybrid vehicle performing series travel.

  In order to achieve the above object, according to the invention described in claim 1, a generator driven by an internal combustion engine, a storage battery storing electric power generated by the generator, and electric power generated by the generator or An electric motor driven by electric power stored in the storage battery; a fuel tank that supplies fuel to the internal combustion engine; and a control device that controls the internal combustion engine and the generator. A control apparatus for a hybrid vehicle, wherein an output of the electric motor is set according to a state and a running state, and an output of the electric motor is corrected according to an output correction coefficient based on the state of the electric power and / or the fuel. Is proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, the control device sets the output correction coefficient from the remaining amount of fuel in the fuel tank and / or the remaining capacity of the storage battery. A control device for a hybrid vehicle is proposed.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect, the control device corrects the output of the electric motor according to the output correction coefficient. A control device for a hybrid vehicle is proposed in which the internal combustion engine and the generator are controlled based on the power generation amount corresponding to the output of the electric motor.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, the control device responds to the amount of electric power required depending on the vehicle state and the running state. When setting the additional power generation amount and correcting the output of the motor according to the output correction coefficient, the internal combustion engine and the generator are controlled based on the additional power generation amount corresponding to the corrected output of the motor. A control apparatus for a hybrid vehicle is proposed.

  According to the invention described in claim 5, in addition to the configuration of claim 1 or claim 2, the control device corrects the output when correcting the output of the electric motor according to the output correction coefficient. A control device for a hybrid vehicle is proposed in which the internal combustion engine and the generator are controlled based on the internal combustion engine speed corresponding to the output of the electric motor.

  According to the invention described in claim 6, in addition to the configuration of claim 1, claim 2, or claim 5, the control device performs the control according to the amount of electric power required depending on the vehicle state and the running state. When setting the additional internal combustion engine speed that can generate power by the generator and correcting the output of the electric motor according to the output correction coefficient, based on the additional internal combustion engine speed corresponding to the corrected output of the electric motor A control apparatus for a hybrid vehicle is proposed, which controls an internal combustion engine and the generator.

  According to the invention described in claim 7, in addition to the configuration of any one of claims 1 to 6, the control device determines whether the generator can generate power based on the output correction coefficient. A control apparatus for a hybrid vehicle characterized by determining

  According to the invention described in claim 8, in addition to the configuration of any one of claims 1 to 7, the control device warns when the output correction coefficient becomes less than a predetermined value. A control device for a hybrid vehicle is proposed, characterized by operating the means.

  The electric compressor 22 and the electric heater 23 of the embodiment correspond to the air conditioner of the present invention, and the cruise output PGENRL at each vehicle speed of the embodiment corresponds to the power generation amount of the present invention, and at each vehicle speed of the embodiment. The power generation additional basic amount PGENBASE corresponds to the additional power generation amount of the present invention, and the motor output correction coefficient PSLVFUEL based on the remaining capacity SOC of the storage battery 11 and the fuel remaining amount LVFUEL of the fuel tank 34 of the embodiment is the output correction coefficient of the present invention. Correspond.

  According to the configuration of claim 1 and claim 2, the control device for a hybrid vehicle includes a generator driven by an internal combustion engine, a storage battery for storing power generated by the generator, and power generated by the generator or storage battery. An electric motor driven by the stored electric power, a fuel tank that supplies fuel to the internal combustion engine, and a control device that controls the internal combustion engine and the generator are provided. The control device sets the output of the electric motor according to the required output, the vehicle state and the traveling state, and corrects the output of the electric motor according to the output correction coefficient based on the power and / or the fuel state. When the remaining amount of fuel in the fuel tank is small, it is predicted that the subsequent distance after the shift to the series travel is reduced, and the total travel distance can be increased by limiting the output of the electric motor in the EV travel. Further, by limiting the output of the electric motor even after shifting to the series travel, it is possible to limit the output of the generator to reduce the fuel consumption of the internal combustion engine and to increase the total travel distance. These controls are performed according to the actual fuel level in the fuel tank and / or the actual remaining power capacity of the battery, ensuring maximum fuel level and minimizing fuel consumption. The total mileage can be expanded to the maximum while keeping it at a minimum.

  According to the configuration of claim 3, the control device sets the power generation amount corresponding to the output necessary for the cruise according to the traveling state, and corrects the output of the motor according to the output correction coefficient. Since the internal combustion engine and the generator are controlled on the basis of the power generation amount corresponding to the output of the engine, it becomes possible to charge the storage battery with the surplus output of the generator during downhill or deceleration, which reduces the efficiency of the internal combustion engine. The remaining capacity of the storage battery can be secured by increasing the power generation frequency of the generator without generating a large output.

According to the configuration of claim 4, the control device sets the additional power generation amount according to the amount of power required depending on the vehicle state and the traveling state, and corrects the output of the motor according to the output correction coefficient. Since the internal combustion engine and the generator are controlled based on the added power generation amount corresponding to the corrected motor output, the power generation amount by the generator is used to supply the power necessary for the vehicle to travel, Driving the vehicle near the fuel efficiency best point while reducing the size of the internal combustion engine by supplying the power necessary for temporary acceleration of the vehicle or EV running with the power of the storage battery while supplementing the amount of power added with it enables the reduction of fuel consumption, reduction of CO ₂ emissions, as well as achieving a reduction in noise of the internal combustion engine, it is possible to secure the remaining capacity necessary to prevent the battery from becoming discharged tends

  According to the fifth aspect of the present invention, the control device sets the engine speed at which the generator can generate electric power corresponding to the output required for the cruise according to the traveling state, and outputs the motor according to the output correction coefficient. Since the internal combustion engine and the generator are controlled based on the rotational speed of the internal combustion engine corresponding to the corrected output of the electric motor, it becomes possible to charge the storage battery with the surplus output of the generator when going downhill or decelerating, The remaining capacity of the storage battery can be ensured by increasing the power generation frequency of the generator without generating a large output that reduces the efficiency of the internal combustion engine. In addition, since the amount of power generated by the generator, that is, the internal combustion engine speed, increases as the vehicle speed increases, the driver's uncomfortable feeling when operating the accelerator pedal can be eliminated. Further, since the number of revolutions of the internal combustion engine is set according to the vehicle speed and the running state, it is possible to eliminate the uncomfortable feeling when the accelerator pedal is operated.

According to the configuration of claim 6, when the control device corrects the output of the electric motor according to the output correction coefficient, the control device sets the internal combustion engine and the generator based on the added internal combustion engine speed corresponding to the corrected output of the electric motor. Because it controls, the power that can provide the output necessary for the vehicle to travel is covered by the amount of power generated by the generator, and a predetermined margin is added to compensate for the amount of power generated by the internal combustion engine speed. By using the power of the storage battery to cover the power required for smooth acceleration and EV driving, the internal combustion engine can be operated in the vicinity of the best fuel efficiency while reducing the size, reducing fuel consumption and reducing CO ₂ emissions. In addition to achieving a reduction in noise of the internal combustion engine, it is possible to prevent the storage battery from becoming a discharge tendency and to secure a necessary remaining capacity.

  Further, according to the configuration of the seventh aspect, the control device determines whether or not the generator can generate power based on the remaining capacity of the storage battery. Can be expanded.

  Further, according to the configuration of the eighth aspect, the control device operates the warning means when the output correction coefficient becomes less than the predetermined value. For example, when the driver is fueled or charged, It is possible to prevent a situation where the vehicle cannot run.

The block diagram which shows the whole structure of the power unit of a hybrid vehicle. (First embodiment) The flowchart of an operation determination routine. (First embodiment) The flowchart of a discharge depth calculation routine. (First embodiment) 7 is a flowchart of a power generation execution determination routine. (First embodiment) The flowchart of an electric power generation amount calculation routine. (First embodiment) 6 is a flowchart of a request driving output restriction routine. (First embodiment) Explanatory drawing of the calculation method of the depth of discharge. (First embodiment) The flowchart of an operation determination routine. (Second Embodiment) The flowchart of a generator rotation speed calculation routine. (Second Embodiment) The flowchart of an electric power generation amount calculation routine. (Second Embodiment)

First embodiment

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  A hybrid vehicle equipped with a storage battery 11 such as a lithium ion (Li-ion) type is a series hybrid vehicle in which a generator 13 is connected to a crankshaft of an internal combustion engine 12 and a motor 14 for traveling is connected to drive wheels. It is. The storage battery 11 includes an external charging plug 15 that can be connected to an external charging device (not shown), for example, and can be charged by the external charging device 16 through the external charging plug 15.

  The generator 13 and the electric motor 14 are of, for example, a three-phase DC brushless type, and the electric generator 13 is connected to the first power drive unit 17 and the electric motor 14 is connected to the second power drive unit 18. The first and second power drive units 17 and 18 include a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of switching elements such as transistors, for example, and the first converter It is connected to the storage battery 11 via 19.

  For example, when the generator 13 generates power using the power of the internal combustion engine 12, the AC power generated from the generator 13 is converted into DC power by the first power drive unit 17 and then converted by the first converter 19. Then, the storage battery 11 is charged, or the second power drive unit 18 converts it into AC power again to supply power to the motor 14. For example, when the electric motor 14 is driven, the DC power output from the storage battery 11 or the DC power output from the generator 13 and converted by the second power drive unit 17 is converted to AC power by the second power drive unit 18. The electric motor 14 is supplied.

  On the other hand, for example, when the driving force is transmitted from the driving wheel side to the motor 14 side during deceleration of the hybrid vehicle, the motor 14 functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is converted into electric energy. As recovered. During power generation by the electric motor 14, the second power drive unit 18 converts AC generated (regenerative) power output from the electric motor 14 into DC power, and further converts the voltage by the first converter 19 to charge the storage battery 11.

  Further, a low-voltage 12V storage battery 20 for driving an electric load composed of various auxiliary machines is connected to the storage battery 11 via a second converter 21, and the second converter 21 is connected to a voltage between terminals of the storage battery 11 or further. The 12V storage battery 20 can be charged by stepping down the voltage across the terminals of the first converter 19 to a predetermined voltage value.

  For example, when the remaining capacity (SOC: State Of Charge) of the storage battery 11 is reduced, the inter-terminal voltage of the 12V storage battery 20 may be boosted by the second converter 21 so that the storage battery 11 can be charged. .

  In addition, an electric compressor 22 and an electric heater 23 that air-condition the passenger compartment are connected to the storage battery 11.

The control device 24 for controlling the power system of the hybrid vehicle includes, for example, a storage battery ECU 25, an internal combustion engine ECU 26, a converter as various ECUs (Electronic Control Units) configured by an electronic circuit such as a CPU (Central Processing Unit). The generator ECU 29 is connected to and controlled by the ECU 27, the motor ECU 28, the generator ECU 29, and the air conditioning ECU 30. The generator ECU 29 controls the power conversion operation of the first power drive unit 17, thereby generating power from the generator 13 by the power of the internal combustion engine 12. Control.

  The electric motor ECU 28 controls the driving and power generation of the electric motor 14 by controlling the power conversion operation of the second power drive unit 18.

  The power conversion operation of the first and second power drive units 17 and 18 is controlled according to a pulse for driving on / off the transistors of the first and second power drive units 17 and 18 by, for example, pulse width modulation (PWM). The operation amounts of the generator 13 and the electric motor 14 are controlled by the duty of this pulse, that is, the on / off ratio.

  The storage battery ECU 25 controls, for example, monitoring and protection of the high-voltage equipment system including the storage battery 11 and controls the power conversion operation of the second converter 21. For example, the storage battery ECU 25 calculates various state quantities such as a remaining capacity (SOC: State Of Charge) based on the detection signals of the inter-terminal voltage, current, and temperature of the storage battery 11. The storage battery ECU 25 is a voltage sensor that detects the voltage of the storage battery 11, a current sensor that detects the current of the storage battery 11, a temperature sensor that detects the temperature of the storage battery 11, and the remaining capacity of the fuel tank 34 that supplies fuel to the internal combustion engine 12. Is connected to a remaining fuel capacity sensor for detecting fuel, and a detection signal output from these sensors is input. The storage battery ECU 25 is connected to a warning means 35 that issues a warning to the driver with a lamp, chime, voice, or the like.

  The internal combustion engine ECU 26 controls, for example, fuel supply to the internal combustion engine 12 and ignition timing. For example, the internal combustion engine ECU 26 applies a control current to an electromagnetic actuator that drives the throttle valve, and electronically controls the throttle valve so that the valve opening degree according to an instruction from the storage battery ECU 25 is obtained. Further, when the control is performed following the request output from the driver, the internal combustion engine ECU 26 performs electronic control by supplying a control current to the electromagnetic actuator that drives the throttle valve in accordance with the accelerator pedal opening. Further, the internal combustion engine ECU 26 manages and controls all other ECUs. For this reason, detection signals output from various sensors that detect the state quantity of the hybrid vehicle are input to the internal combustion engine ECU 26.

  The various sensors are, for example, a vehicle speed sensor that detects the vehicle speed, a coolant temperature sensor that detects the coolant temperature of the internal combustion engine 12, an accelerator pedal opening sensor that detects the accelerator pedal opening, and the like.

  Each ECU is connected to a CAN (Controller Area Network) communication first line 31 of the vehicle together with sensors for detecting various states of the hybrid vehicle.

  The electric compressor 22 and the electric heater 23, together with a meter made up of instruments that display various states of the hybrid vehicle, are connected to a CAN (Controller Area Network) having a communication speed slower than the CAN (Controller Area Network) communication first line 31. It is connected to the communication second line 32.

  The internal combustion engine 12, the generator 13, and the first power drive unit 17 constitute an auxiliary power unit 33 that generates electric power with the driving force of the internal combustion engine 12.

  Next, power generation control of the hybrid vehicle having the above configuration will be described.

  The flowchart of FIG. 2 shows an operation determination routine, and six types of operation modes of the hybrid vehicle are determined by this routine.

  First, if the select range selected by the driver in step S1 is the “P” range (parking range) or the “N” range (neutral range), the generator power generation output PREQGEN which is the power generation amount of the generator 13 in step S2. Is set to the generator output PREQGENIDL during idling, and the generator internal combustion engine speed NGEN, which is the rotational speed of the internal combustion engine 12, is set to the generator internal combustion engine speed NGENIDL during idling in step S3. In step S4, if the remaining capacity SOC (State of Charge) of the storage battery 11 is equal to or lower than the idle power generation execution upper limit remaining capacity SOCIDLE, the operation mode is set to the first mode (REV idle mode) in step S5, and the operation determination routine is executed. finish. If the remaining capacity SOC of the storage battery 11 exceeds the idle power generation execution upper limit remaining capacity SOCIDLE in step S4, the operation mode is set to the second mode (idle stop mode) in step S6, and the operation determination routine is terminated.

  The remaining capacity SOC of the storage battery 11 is calculated by integrating the charging / discharging current detected by the current sensor to calculate the accumulated charge amount and the accumulated discharge amount. The accumulated charge amount and the accumulated discharge amount are determined in the initial state or the remaining capacity SOC immediately before the start of charge / discharge. It can be calculated by adding or subtracting to. Further, since the open circuit voltage (OCV) of the storage battery 11 is correlated with the remaining capacity SOC, it is also possible to calculate the remaining capacity SOC from the open voltage OCV.

  In the first mode (REV idle mode), in order to increase the remaining capacity SOC of the storage battery 11, the motor 14 is stopped in the “P” range (parking range) or the “N” range (neutral range). In this mode, idling operation of 12 is performed to cause the generator 13 to generate power, and the storage battery 11 is charged with the generated power of the generator 13.

  In the second mode (idle stop mode), since the remaining capacity SOC of the storage battery 11 is sufficient, the idling stop control of the internal combustion engine 12 is performed with the motor 14 stopped in the “P” range or the “N” range. In this mode, the generator 13 is stopped.

  When the selection range selected by the driver in step S1 is neither the “P” range nor the “N” range, for example, the “D” range (forward travel range) or the “R” range (reverse travel range). When the driver depresses the brake pedal in step S7 and the vehicle speed VP detected by the vehicle speed sensor in step S8 is zero, that is, when the vehicle is stopped, the process proceeds to steps S2 to S4. The first mode in step S5 or the second mode in step S6 is selected.

  If the driver does not step on the brake pedal in step S7 or if the vehicle speed VP is not zero in step S8 even if the driver steps on the brake pedal, for example, the vehicle decelerates for forward or reverse deceleration. If the vehicle speed VP and the accelerator pedal opening AP detected by the accelerator pedal opening sensor are parameters in step S9A, a map search is performed for the required driving force FREQF requested by the driver to be output to the motor 14. In the subsequent step S9B, a required driving output PREQ to be output to the generator 13 is calculated from the vehicle speed VP and the required driving force FREQF. Details thereof will be described later based on the flowchart of FIG. In the following step S10, the estimated gradient θ of the road surface on which the vehicle is currently traveling is calculated from the vehicle speed VP, the acceleration α calculated by time differentiation of the vehicle speed VP, and the previous value FREQFB of the required driving force FREQF. The estimated gradient value θ is calculated by equation (1).

θ = [FREQFB− (Ra + Rr + Rc)] / (W * g) (1)
Here, in equation (1), Ra is air resistance, Rr is rolling resistance, Rc is acceleration resistance, W is vehicle weight, and g is gravitational acceleration. Rr is calculated by equation (2), Rc is calculated by equation (3), and Rc is calculated by equation (4).

Ra = λ * S * VP ² (2)
Rr = W * μ (3)
Rc = α * W (4)
In the equations (2) to (4), λ is an air resistance coefficient, S is a front projection area, VP is a vehicle speed, μ is a rolling resistance coefficient, and α is an acceleration.

  In subsequent step S11, the discharge depth DOD of the storage battery 11 is calculated. Details thereof will be described later based on the flowchart of FIG. In subsequent step S12, it is determined whether or not the internal combustion engine 12 is driven to generate power by the generator 13, that is, whether or not power generation by the auxiliary power unit 33 is performed. Details thereof will be described later based on the flowchart of FIG. In subsequent step S14, a generator power generation output PREQGEN, which is a power generation amount by the power generator 13, is calculated. Details thereof will be described later based on the flowchart of FIG.

  In subsequent step S15, the generator internal combustion engine speed NGEN, which is the speed of the internal combustion engine 12 driving the generator 13, is retrieved from the table using the generator power generation output PREQGEN calculated in step S14 as a parameter. Since the generator 13 is connected to and driven by the internal combustion engine 12, the generator internal combustion engine speed NGEN increases as the generator power generation output PREQGEN increases.

  In subsequent step S16A, when the required driving force FREQF calculated in step S9A is less than zero, that is, when the motor 14 is regenerating, if the power generation execution flag F_GEN = “0” (power generation not performed) in step S17. In step S18, the operation mode is set to the third mode (EV regeneration mode), and the operation determination routine is terminated. If the power generation execution flag F_GEN = “1” (power generation execution) in step S17, the operation mode is set to the fourth mode (REV regeneration mode) in step S19, and the operation determination routine is ended.

  The third mode (EV regeneration mode) is a mode in which the storage battery 11 is charged by causing the electric motor 14 to function as a generator with the driving force reversely transmitted from the driving wheels during deceleration of the vehicle, and the internal combustion engine 12 and the generator 13 are stopped. It is.

  In the fourth mode (REV regeneration mode), the storage battery 11 is charged by causing the motor 14 to function as a generator with the driving force reversely transmitted from the driving wheels when the vehicle is decelerated, and the generator 13 is driven by the internal combustion engine 12. In this mode, the storage battery 11 is charged with the power generated by the generator 13. Thus, not only charging of the storage battery 11 by regenerative power generation of the electric motor 14 but also charging of the storage battery 11 by driving of the auxiliary power unit 33 in parallel when the vehicle is decelerated, charging by regenerative power generation is insufficient. Even in this case, the storage battery 11 can be efficiently charged.

  When the required driving force FREQF is equal to or greater than zero in step S16A, that is, when the motor 14 is driven, in step S16B, the required driving output PREQ calculated in step S9B is limited. Details thereof will be described later based on the flowchart of FIG. If the power generation execution flag F_GEN = “1” (power generation execution) in subsequent step S20, the operation mode is set to the fifth mode (REV travel mode) in step S21, and the operation determination routine is terminated. If the power generation execution flag F_GEN = “0” (power generation not performed) in step S20, the operation mode is set to the sixth mode (EV travel mode) in step S22, and the operation determination routine is terminated.

  The fifth mode (REV traveling mode) is a mode in which the electric motor 14 is driven by electric power generated by the auxiliary power unit 33 and / or electric power stored in the storage battery 11, and the internal combustion engine 12, the generator 13, and the electric motor 14 are driven. Are all driven.

  The sixth mode (EV traveling mode) is a mode in which the auxiliary power unit 33 is stopped and the electric motor 14 is driven by the electric power stored in the storage battery 11, and the internal combustion engine 12 and the generator 13 are stopped and the electric motor 14 is stopped. Is driven.

  In the fifth mode and the sixth mode, the electric motor 14 is driven with the required driving output PREQ. If the required driving output PREQ is restricted at that time, the output of the electric motor 14 is limited accordingly.

  Next, the discharge depth calculation routine, which is a subroutine of step S11, will be described based on the flowchart of FIG. 3 and the explanatory diagram of FIG.

  First, when the starter switch is turned on in step S101, the remaining capacity SOC at that time is set to the discharge depth calculation reference remaining capacity SOCINT in step S102. In subsequent step S103, it is determined whether or not the discharge depth calculation reference remaining capacity SOCINT is less than the discharge depth calculation reference remaining capacity lower limit SOCINTL, and the discharge depth calculation reference remaining capacity SOCINT is determined to be less than the discharge depth calculation reference remaining capacity lower limit SOCINTL. In step S104, the discharge depth calculation reference remaining capacity lower limit SOCINTL is set to the discharge depth calculation reference remaining capacity SOCINT. When it is determined that the discharge depth calculation reference remaining capacity SOCINT is equal to or greater than the discharge depth calculation reference remaining capacity lower limit SOCINTL, the discharge depth calculation reference remaining capacity lower limit SOCINTL is maintained at the value set in step S102.

  In subsequent step S105, a value obtained by subtracting the discharge depth calculation execution determination discharge amount DODLMT from the discharge depth calculation reference remaining capacity SOCINT is set as the discharge depth calculation execution lower limit threshold SOCLMTL. In subsequent step S106, a value obtained by adding the discharge depth calculation execution determination charge amount SOCUP to the discharge depth calculation reference remaining capacity SOCINT is set as the discharge depth calculation execution upper limit threshold SOCLMTH. In step S107, the discharge depth calculation execution flag F_DODLMT is set to “0” (not executed), and in step S108, the discharge depth DOD is set to the initial value “0”, and the discharge seismic intensity calculation routine ends.

  When the starter switch is turned off or not turned on in step S101, it is determined in step S109 whether the remaining capacity SOC exceeds the discharge depth calculation execution upper limit remaining capacity SOCUPH, and the remaining capacity SOC is determined as the discharge depth. When it is determined that the calculation execution upper limit remaining capacity SOCUPH is exceeded, the process proceeds to step S107 and step S108, and the discharge depth calculation is not executed. When it is determined in step S109 that the remaining capacity SOC is equal to or less than the discharge depth calculation execution upper limit remaining capacity SOCUPH, the process proceeds to step S110.

  In subsequent step S110, it is determined whether or not the remaining capacity SOC is equal to or less than the discharge depth calculation execution lower limit threshold SOCLMTL, and if the remaining capacity SOC is equal to or less than the discharge depth calculation execution lower limit threshold SOCLMTL (see point A in FIG. 7). In S111, the discharge depth calculation execution flag F_DODLMT is set to “1” (execution), and in step S112, a value obtained by subtracting the remaining capacity SOC from the discharge depth calculation reference remaining capacity SOCINT is set in the electric depth DOD, and the discharge depth calculation routine is performed. Exit. When it is determined in step S110 that the remaining capacity SOC exceeds the discharge depth calculation execution lower limit threshold SOCLMTL, the process proceeds to step S113.

  When the discharge depth calculation execution flag F_DODLMT is set to “1” (execution) in step S113, that is, when the discharge depth DOD is being calculated, the remaining capacity SOC is set to the discharge depth calculation execution upper limit in step S114. It is determined whether or not the threshold SOCLMTH is exceeded, and if the remaining capacity SOC exceeds the discharge depth calculation execution upper limit threshold SOCLMTH (see point B in FIG. 7), the process proceeds to step S102 to step S108 to execute the process. Then, the discharge depth calculation routine ends. In step S102, the alga discharge depth calculation reference remaining capacity SOCINT is updated with the remaining capacity SOC transferred from step 114, and the process is executed.

  When the discharge depth calculation execution flag F_DODLMT is set to “0” (not executed) in step S113, the discharge depth calculation routine is executed when it is determined in step S114 that the remaining capacity SOC is equal to or less than the discharge depth calculation execution upper limit remaining capacity SOCUPH. Exit.

  Next, the power generation execution determination routine, which is a subroutine of step S12, will be described based on the flowchart of FIG.

  First, in step S201, it is determined whether or not the remaining capacity SOC of the storage battery 11 is less than the REV mode power generation execution upper limit remaining capacity SOCREV, and when it is determined that the remaining capacity SOC of the storage battery 11 is greater than or equal to the REV mode power generation execution upper limit remaining capacity SOCREV, In step S202, the power generation execution flag F_GEN = “0” is set, power generation by the auxiliary power unit 33 is stopped, and the power generation execution determination routine is ended. Even when the remaining capacity SOC of the storage battery 11 is determined to be less than the REV mode power generation execution upper limit remaining capacity SOCREV in step S201, the cooling water temperature TW of the internal combustion engine 12 detected by the cooling water temperature sensor is determined in the subsequent step S203. When it is determined that the EV mode execution upper limit water temperature TWEV or less, since the warm-up of the internal combustion engine 12 is not completed, the power generation execution flag F_GEN is set to “0” in step S202, and the power generation by the auxiliary power unit 33 is stopped. The power generation execution determination routine is terminated.

  In step S201, it is determined that the remaining capacity SOC of the storage battery 11 is less than the REV mode power generation execution upper limit remaining capacity SOCREV, and the cooling water temperature TW of the internal combustion engine 11 detected by the cooling water temperature sensor in step S203 is the EV mode execution upper limit water temperature TWEV. When it is determined that the value exceeds the value, the power generation execution lower limit vehicle speed VPENDOD according to the discharge depth is searched in the table in step S204 using the discharge depth DOD as a parameter. Note that the power generation execution lower limit vehicle speed VPENDOD according to the depth of discharge decreases as the depth of discharge DOD increases. That is, when the capacity of the storage battery 11 is reduced, the auxiliary power unit 33 is operated at a low vehicle speed, whereby the frequency of EV traveling is reduced and overdischarge of the storage battery 11 is suppressed.

  In subsequent step S205, a table search is performed for a power generation execution lower limit vehicle speed VPGENSOC based on the remaining capacity using the remaining capacity SOC as a parameter. Note that the power generation lower limit vehicle speed VPGENSOC based on the remaining capacity decreases as the remaining capacity SOC decreases. That is, when the capacity of the storage battery 11 is reduced, the auxiliary power unit 33 is operated at a low vehicle speed, whereby the frequency of EV traveling is reduced and overdischarge of the storage battery 11 is suppressed.

  In subsequent step S206, it is determined whether or not the vehicle speed VP exceeds the power generation execution lower limit vehicle speed VPENDOD by the depth of discharge. When the vehicle speed VP is equal to or lower than the power generation execution lower limit vehicle speed VPENDOD by the discharge depth, the vehicle speed VP is generated by the remaining capacity in step S207. It is determined whether or not the lower limit vehicle speed VPGENSOC is exceeded. When the vehicle speed VP is equal to or lower than the power generation execution lower limit vehicle speed VPGENSOC based on the remaining capacity, the power generation execution flag F_GEN = “0” is set in step S202 to stop the power generation by the auxiliary power unit 33, and the power generation execution determination routine ends.

  When it is determined in step S206 that the vehicle speed VP exceeds the power generation execution lower limit vehicle speed VPENDOD according to the depth of discharge, in step S207, when it is determined that the vehicle speed VP exceeds the power generation execution lower limit vehicle speed VPGENSOC due to the remaining capacity, the power generation execution flag F_GEN = "1" is set to start power generation by the auxiliary power unit 33, and the power generation execution determination routine is ended.

  As a result, when the discharge depth DOD of the storage battery 11 increases or when the remaining capacity SOC of the storage battery 11 decreases, that is, when the storage battery 11 may be overdischarged, the auxiliary power unit 33 operates to generate power. By reducing the starting vehicle speed VP, overdischarge of the storage battery 11 can be prevented in advance.

  Next, the power generation amount calculation routine, which is a subroutine of step S14, will be described based on the flowchart of FIG.

  First, in step S401, a table search is performed for a power generation amount PGENRL corresponding to an output necessary for cruising at each vehicle speed using the vehicle speed VP as a parameter. The power generation amount PGENRL corresponding to the output required for cruising at each vehicle speed is the power generation amount that the auxiliary power unit 33 should generate in order for the electric motor 14 to generate a driving force that overcomes the rolling resistance and air resistance of the vehicle. It increases as the vehicle speed VP increases.

  In the next step S402, the vehicle speed VP and the road surface gradient estimated value θ calculated in step S10 are used as parameters to search the map for each vehicle speed and the power generation correction amount PGENLSLP of the gradient.

  In subsequent step S403, a table search is performed for the power generation amount PGENBASE added to power generation at each vehicle speed using the vehicle speed VP as a parameter. The additional power generation amount PGENBASE at each vehicle speed decreases as the vehicle speed VP increases.

  In the subsequent step S404, a map search is made for the power generation additional amount PENDOD for each vehicle speed and discharge depth using the vehicle speed VP and the discharge depth DOD as parameters, and in step S405, the power generation additional amount PGENSOC for each vehicle speed and remaining capacity is used for the vehicle speed VP and remaining capacity SOC as parameters. Search for a map. If the depth of discharge DOD increases or the remaining capacity SOC decreases, the additional power generation amount PGENBASE at each vehicle speed may be insufficient. Therefore, the additional power generation amount PENDOD at each vehicle speed and discharge depth and the additional power generation amount at each vehicle speed and remaining capacity. The power generation additional power generation amount PGENBASE at each vehicle speed is corrected by the amount PGENSOC.

  In the subsequent step S406, a table search is performed for the power generation additional amount PGENAC when using the air conditioning at each vehicle speed using the vehicle speed VP as a parameter.

  In step S407, it is determined whether or not the air conditioning use flag F_AC = “1” (air conditioning used). If the air conditioning use flag F_AC = “0” (no air conditioning is used) and neither the electric compressor 22 nor the electric heater 23 is used, in step S408, the power generation amount PGENRL corresponding to the output required for cruising at each vehicle speed, The generator power generation output PREQGEN is calculated by adding the power generation correction amount PGENLSLP of the gradient, the power generation additional power generation amount PGENBASE at each vehicle speed, the power generation additional amount PENDOD of each vehicle speed and discharge depth, and the power generation additional amount PGENSOC of each vehicle speed and remaining capacity, The power generation amount calculation routine is terminated.

  In step S407, if the air conditioning use flag F_AC = “1” and the electric compressor 22 or the electric heater 23 is used, in step S409, the power generation amount PGENRL corresponding to the output required for cruising at each vehicle speed, each vehicle speed, and The power generation correction amount PGENLSLP of the gradient, the power generation additional power generation amount PGENBASE at each vehicle speed, the power generation additional power amount PENDOD at each vehicle speed and discharge depth, the power generation additional power amount PGENSOC at each vehicle speed and the remaining capacity, and the power generation additional amount PGENAC at the time of air conditioning use at each vehicle speed The generator power generation output PREQGEN is calculated by addition, and the power generation amount calculation routine is terminated.

  Next, the request drive output limiting routine, which is a subroutine of step S16B, will be described with reference to the flowchart of FIG.

  First, in step S601, the remaining fuel level LVFUEL in the fuel tank 34 is detected by the remaining fuel level sensor, and in step S602, the motor output correction coefficient PSLVFUEL is searched for a map using the remaining capacity SOC of the storage battery 11 and the remaining fuel level LVFUEL as parameters. In S603, the required drive output PREQ is corrected by multiplying the required drive output PREQ of the motor 14 by the motor output correction coefficient PSLVFUEL. If the motor output correction coefficient PSLVFUEL is equal to or greater than the fuel supply warning threshold value PSWARN in the subsequent step S604, the request drive output restriction routine is terminated. If the motor output correction coefficient PSLVFUEL is less than the fuel supply warning threshold value PSWARN in step S604, step S605 is performed. Thus, the warning means 35 is activated to prompt the driver to refuel, and the requested drive output limiting routine is terminated.

  In the present embodiment, the power generation amount PGENRL corresponding to the output required for cruising at each vehicle speed, which is an output corresponding to rolling resistance and air resistance that is always generated when the vehicle travels, is set as a predetermined margin amount. The auxiliary power unit 33 generates an output obtained by adding “power generation added power generation amount PGENBASE at each vehicle speed”, and other outputs that are temporarily required for acceleration and the like, and outputs that are required for EV traveling at low vehicle speeds. Is covered by the electric power stored in the storage battery 11. That is, it can be said that the control of the auxiliary power unit 33 according to the present embodiment is “cruising output follow-up power generation”.

This “cruise output follow-up control” provides the best fuel efficiency because the engine speed increases when the required power generation required by the motor is large. The problem that the fuel efficiency is greatly deteriorated when driving with the output of the auxiliary power unit and the vibration and noise increase due to the increase in the number of revolutions of the internal combustion engine when the required power generation amount is large is solved. Is done. In addition, if the internal combustion engine is downsized to reduce fuel consumption and CO ₂ emissions, which is a problem of conventional “fixed-point operation type power generation control”, and the engine is operated at the best point of fuel consumption, the amount of power generated by the generator will reduce the required driving force of the motor. The problem that the battery cannot be satisfied and the storage battery tends to discharge and it becomes difficult to maintain energy is solved.

  In addition, since “the power generation amount PGENRL corresponding to the output necessary for cruising at each vehicle speed” is set according to the vehicle speed VP, the storage battery 11 can be charged with the surplus output of the generator 13 during downhill or deceleration. Therefore, the power generation frequency of the generator 13 is increased during downhill or deceleration without performing high-output power generation that lowers the efficiency of the internal combustion engine 12, thereby making it easier to maintain the energy of the storage battery 11.

  Further, in the present embodiment, “the power generation implementation lower limit vehicle speed VPENDOD by the depth of discharge” and “the power generation implementation by the remaining capacity” which are vehicle speeds switched from EV running to REV running (that is, running by the electric power generated by the auxiliary power unit 33). Since the “lower limit vehicle speed VPGENSOC” is changed in accordance with the remaining capacity SOC of the storage battery 11 and the discharge depth DOD, it is possible to accurately perform energy control at low vehicle speed and low output.

  Further, since the “power generation amount PGENRL corresponding to the output necessary for cruising at each vehicle speed” during REV traveling is corrected by “the power generation correction amount PGENSLP of each vehicle speed and gradient”, the auxiliary power unit is compensated for the influence of the road surface gradient. In addition to appropriately controlling the power generation amount of 33, the “power generation additional power generation amount PGENBASE” at each vehicle speed is changed to “the power generation additional power generation amount PENDOD at each vehicle speed and discharge depth” and “the power generation additional power generation amount PGENSOC of each vehicle speed and remaining capacity”. ”And“ Additional power generation amount PGENAC when using air-conditioning at each vehicle speed ”, the power generation amount of the auxiliary power unit 33 is appropriately controlled by compensating for the effects of remaining capacity SOC, discharge depth DOD, and air-conditioning load. Therefore, it becomes possible to accurately perform energy control at medium and high vehicle speeds and medium and high power outputs.

  Further, it is predicted that the subsequent distance after the shift to the series travel is reduced according to the “motor output correction coefficient PSLVFUEL” applied to the remaining amount of fuel in the fuel tank 34 and the remaining capacity SOC of the storage battery 11. By limiting the required drive output PREQ, it is possible not only to increase the total travel distance, but also to limit the output of the generator 13 by limiting the output of the motor 14 even after shifting to the series travel. The fuel consumption of the internal combustion engine 12 can be reduced and the total travel distance can be increased. Since these controls are performed in accordance with the actual amount of remaining fuel in the fuel tank 34, the maximum remaining amount of fuel is ensured and consumption of the remaining amount of fuel is minimized to maximize the total travel distance. Enlarging and avoiding the situation where the vehicle becomes unable to run due to running out of fuel can be avoided. For example, since the required drive output PREQ of the electric motor 14 is set to be smaller as the remaining amount of fuel in the fuel tank 34 is smaller, the amount of power generated by the generator 13 is reduced according to the decrease in the remaining amount of fuel, thereby further saving fuel. Can do.

  In addition, when the “motor output correction coefficient PSLVFUEL” is equal to or less than a predetermined value, the warning means 35 is activated to prompt the driver to refuel, so that the situation where the vehicle cannot run due to running out of fuel can be avoided more reliably.

  In the embodiment, the required drive output PREQ of the motor 14 is regulated by the motor output correction coefficient PSLVFUEL according to the decrease in the remaining fuel amount in the fuel tank 34 and the remaining capacity SOC of the storage battery 11. Similar effects can be achieved even if the upper limit power generation amount of the generator 13 is regulated in accordance with a decrease in the remaining amount of fuel in the tank 34 or the remaining capacity SOC of the storage battery 11.

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIGS.

  In the first embodiment, after determining whether or not power generation can be performed in step S12 of the flowchart of FIG. 2, the cruise output PGENRL at each vehicle speed is obtained using the vehicle speed VP as a parameter in step S14, and the cruise output PGENRL at each vehicle speed is obtained. The generator power generation output PREQGEN is calculated. In the second embodiment, after determining whether or not the power generation can be performed in step S12 of the flowchart of FIG. 8, the generator at each vehicle speed is set using the vehicle speed VP as a parameter in step S13. The internal combustion engine basic engine speed NGENRL is obtained, the generator internal combustion engine engine speed NGENRL is calculated from the generator internal engine speed NGENRL at each vehicle speed, and the generator internal combustion engine engine speed NGEN is generated in step S14. It differs in the point which calculates machine power generation output PREQGEN, and other points Is the same as the first embodiment. Hereinafter, the second embodiment will be described with a focus on differences from the first embodiment.

  First, the generator rotational speed calculation routine, which is a subroutine of step S13 in the flowchart of FIG. 8, will be described based on the flowchart of FIG.

  First, in step S301, a table search is performed for the generator internal combustion engine basic rotational speed NGENRL at each vehicle speed using the vehicle speed VP as a parameter. The generator internal combustion engine basic rotational speed NGENRL at each vehicle speed is the rotational speed of the internal combustion engine 11 at which a power generation amount capable of generating a driving force sufficient to overcome the rolling resistance and air resistance of the vehicle 14 is obtained. It increases with the increase of.

  In subsequent step S302, the vehicle speed VP and the road surface gradient estimated value θ calculated in step S10 are used as parameters to perform a map search for each vehicle speed and the power generation rotational speed correction amount DNGENLSLP of the gradient. When the road surface is uphill, the amount of power generation required for the vehicle's cruising increases, and when the road surface is downhill, the amount of power generation required for the vehicle's cruising decreases, so the power generation speed correction amount DNGENSLP for each vehicle speed and gradient Thus, the generator internal combustion engine basic rotational speed NGENRL at each vehicle speed is corrected.

  In the next step S303, the table is searched for the basic rotational speed DNGENBASE added to the power generation rotational speed at each vehicle speed using the vehicle speed VP as a parameter. The basic rotation speed DNGENBASE added to the power generation speed at each vehicle speed decreases as the vehicle speed VP increases.

  In subsequent step S304, a map search is performed for the power generation speed addition amount DNGENDOD for each vehicle speed and discharge depth using the vehicle speed VP and the discharge depth DOD as parameters, and in step S305, the power generation rotation for each vehicle speed and remaining capacity using the vehicle speed VP and the remaining capacity SOC as parameters. A map search is made for the additional amount DNGENSOC. If the discharge depth DOD increases or the remaining capacity SOC decreases, the power generation rotation speed additional DNGENBASE at each vehicle speed may be insufficient. Therefore, the power generation rotation speed additional amount DNGENDOD and each vehicle speed at each vehicle speed and discharge depth The power generation rotation speed addition basic speed DNGENBASE at each vehicle speed is corrected by the remaining capacity power generation rotation speed addition amount DNGENSOC.

  In subsequent step S306, a table search is performed for the power generation additional amount PGENAC when using air conditioning at each vehicle speed, using the vehicle speed VP as a parameter.

  In step S307, it is determined whether or not the air conditioning use flag F_AC = “1” (air conditioning used). If the air-conditioning use flag F_AC = “0” (no air-conditioning used) and neither the electric compressor 22 nor the electric heater 23 is used, the generator internal combustion engine basic rotational speed NGENRL at each vehicle speed, the vehicle speed and the gradient at each vehicle speed in step S308. Power generation rotation speed correction amount DNGENSLP, power generation rotation speed addition basic rotation speed DNGENBASE, each vehicle speed and discharge depth power generation rotation speed addition amount DNGENDOD, and each vehicle speed and remaining capacity power generation rotation speed addition amount DNGENSOC are added to generate power The engine internal combustion engine speed NGEN is calculated, and the generator speed calculation routine is terminated.

  If the air conditioning use flag F_AC = “1” and the electric compressor 22 or the electric heater 23 is used in step S307, the generator internal combustion engine basic rotational speed NGENRL at each vehicle speed, the vehicle speed and the gradient in step S309. Power generation rotational speed correction amount DNGENSLP, power generation rotational speed additional basic speed DNGENBASE at each vehicle speed, power generation rotational speed additional amount DNGENDOD at each vehicle speed and discharge depth, power generation rotational speed additional amount DNGENSOC of each vehicle speed and remaining capacity, and air conditioning of each vehicle speed The generator rotational speed addition amount DNGENAC is added to calculate the generator internal combustion engine rotational speed NGEN, and the generator rotational speed calculation routine is terminated.

  Next, the power generation amount calculation routine, which is a subroutine of step S14, will be described based on the flowchart of FIG.

  In step S451, a table is searched for the generator power generation output PREQGEN using the generator internal combustion engine speed NGEN as a parameter, and the power generation amount calculation routine is terminated. When the generator 13 is driven at a predetermined rotational speed, the amount of power generation can be adjusted by changing the load torque. The generator power generation output PREQGEN is set such that a load torque that provides the best operating efficiency of the internal combustion engine 12 is generated when the internal combustion engine 12 is operated at the generator internal combustion engine speed NGEN. As is apparent from the table of FIG. 10, the generator power generation output PREQGEN is approximately proportional to the generator internal combustion engine speed NGEN.

  As shown in FIG. 8, also in the second embodiment, as in the first embodiment described above, when the required driving force FREQF is zero or more in step S16A, that is, the motor 14 is driven. At step S16B, the required drive output PREQ of the electric motor 14 calculated at step S9B is limited. The details of the restriction process for the request drive output PREQ are the same as those already described in the first embodiment (see the flowchart in FIG. 6).

In the present embodiment, “generator internal combustion engine basic rotational speed NGENRL at each vehicle speed” for obtaining a power generation amount corresponding to rolling resistance and air resistance that are always generated when the vehicle travels, and a predetermined margin amount The internal combustion engine 12 is operated at a rotational speed obtained by adding the set “power generation rotational speed added at each vehicle speed and the basic rotational speed DNGENBASE” to generate power, and in addition to the temporarily required output due to acceleration, etc. The output required for the EV traveling is covered by the electric power stored in the storage battery 11. The amount of power generated when the internal combustion engine 12 is operated at a rotational speed obtained by adding “the internal combustion engine basic rotational speed NGENRL at each vehicle speed” and “the basic rotational speed DNGENBASE added to the generated rotational speed at each vehicle speed” Although it is not exactly coincident with the cruise output, it is almost coincident, and therefore it can be said that the control of the auxiliary power unit 33 according to the present embodiment is a control according to “cruising output follow-up power generation”. Because the number of revolutions of the internal combustion engine increases when the required power generation amount required by the motor is large, which is a problem of the conventional “required output follow-up type power generation control”, as compared with the control based on this “cruise output follow-up type control” There is a problem that the fuel efficiency is greatly deteriorated when driving by the output of the auxiliary power unit because it is far from the best point of fuel efficiency, and when the required power generation amount is large, the vibration and noise increase due to the increase in the rotational speed of the internal combustion engine The problem is solved. In addition, if the internal combustion engine is downsized to reduce fuel consumption and CO ₂ emissions, which is a problem of conventional “fixed-point operation type power generation control”, and the engine is operated at the best point of fuel consumption, the amount of power generated by the generator will reduce the required driving force of the motor. The problem that the battery cannot be satisfied and the storage battery tends to discharge and it becomes difficult to maintain energy is solved.

  Moreover, since “generator internal combustion engine basic rotational speed NGENRL at each vehicle speed” is set according to the vehicle speed VP, the storage battery 11 can be charged with the surplus output of the generator 13 during downhill or deceleration. Therefore, the power generation frequency of the generator 13 is increased during downhill or deceleration without performing high-output power generation that lowers the efficiency of the internal combustion engine 12, thereby making it easier to maintain the energy of the storage battery 11.

  Further, the table (see FIG. 10) for searching the generator power generation output PREQGEN using the generator internal combustion engine speed NGEN as a parameter is set so that the generator 13 generates a load torque at which the operating efficiency of the internal combustion engine 12 is optimal. Therefore, it is possible to reduce the fuel consumption by operating the internal combustion engine 12 with high efficiency while securing the power generation amount necessary for the vehicle cruise.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, a plug-in type hybrid vehicle has been described, but the present invention can also be applied to a series type hybrid vehicle or a parallel type hybrid vehicle capable of running in series.

  The method for calculating the discharge depth DOD is not limited to the embodiment, and any method can be adopted.

DESCRIPTION OF SYMBOLS 11 Storage battery 12 Internal combustion engine 13 Generator 14 Electric motor 29 Control apparatus 34 Fuel tank 35 Warning means DNGENBASE Basic amount LVFUEL with remaining power generation speed at each vehicle speed Fuel remaining amount NGENRL Internal combustion engine basic speed PGENRL at each vehicle speed Cruise at each vehicle speed Output (power generation)
PGENBASE Power generation additional basic amount at each vehicle speed (additional power generation amount)
PREQ Request drive output PSLVFUEL Electric motor output correction coefficient (correction coefficient) determined from fuel remaining amount and SOC

Claims (8)

A generator driven by an internal combustion engine, a storage battery for storing the power generated by the generator, an electric motor driven by the power generated by the generator or the power stored in the storage battery, and supplying fuel to the internal combustion engine A fuel tank that controls the internal combustion engine and the generator,
The control device determines whether or not the generator can generate power according to the state of the storage battery, and when power generation is permitted, sets the output of the electric motor according to the requested output, the vehicle state and the running state, A control apparatus for a hybrid vehicle, wherein the output of the electric motor is corrected according to an output correction coefficient based on the state of the electric power and / or the fuel.   2. The hybrid vehicle control device according to claim 1, wherein the control device sets an output correction coefficient from a fuel remaining amount of the fuel tank and / or a remaining capacity of the storage battery. 3.   The control device controls the internal combustion engine and the generator based on the power generation amount corresponding to the corrected output of the electric motor when correcting the output of the electric motor according to the output correction coefficient. The control apparatus for a hybrid vehicle according to claim 1 or 2.   The control device sets an additional power generation amount according to the amount of electric power required depending on the vehicle state and the traveling state, and corrects the output of the electric motor according to the output correction coefficient. The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein the internal combustion engine and the generator are controlled based on the corresponding additional power generation amount.   When the control device corrects the output of the electric motor in accordance with the output correction coefficient, the control device controls the internal combustion engine and the generator based on the internal combustion engine speed corresponding to the corrected output of the electric motor. The control apparatus for a hybrid vehicle according to claim 1, wherein the control apparatus is a hybrid vehicle.   The control device sets an additional internal combustion engine speed capable of generating power by the generator according to the amount of electric power required depending on the vehicle state and the traveling state, and corrects the output of the electric motor according to the output correction coefficient. 6. The hybrid according to claim 1, wherein the internal combustion engine and the generator are controlled based on an additional internal combustion engine speed corresponding to the corrected output of the electric motor. Automotive control device. The said control apparatus determines the propriety of the electric power generation of the said generator based on the said output correction coefficient, The control apparatus of the hybrid vehicle of any one of Claims 1-6 characterized by the above-mentioned.   The control device for a hybrid vehicle according to any one of claims 1 to 7, wherein the control device activates a warning means when the output correction coefficient becomes less than a predetermined value.

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