JP2015093575A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve reduction in battery load while suppressing influence of the reduction on a behavioral change of a vehicle depending on a required torque.SOLUTION: A hybrid vehicle includes: an engine that outputs power to a drive shaft connected to driving wheels; a travel motor that outputs power to the drive shaft using electric power supplied from a battery; and a control device calculating a required torque output to the drive shaft on the basis of an accelerator-pedal depression amount and a vehicle speed, the control device calculating a battery output amount in response to a state of the battery, and exerting an output control in response to the required torque. The control device calculates a battery-output reduction amount using a permissible acceleration reduction amount specified in advance in response to the vehicle speed when the vehicle accelerates depending on the required torque, and exerts the output control over the battery in response to the required torque with an output amount lower than the battery output amount by the battery-output reduction amount.

Description

  The present invention relates to a hybrid vehicle including an engine and a traveling motor driven by electric power supplied from a battery.

  In Patent Document 1, when the battery is in an overdischarged state, the battery output is limited to a low level in order to reduce the load on the battery, and the battery output is compensated accordingly, thereby protecting the battery.

JP 2006-50748 A JP 2009-40094 A

  However, when the overdischarge state or the battery temperature becomes a high temperature state, the battery output must be reduced to reduce the battery load. For this reason, the engine output must be increased by the amount that the battery output is limited to a low level, and the fuel efficiency is deteriorated.

  Therefore, to prevent the battery from being overdischarged and the battery temperature from becoming high temperature, in other words, to prevent the battery from being overdischarged and the battery temperature from becoming high temperature, the upper limit value of the battery output will be limited to a low level. If the load (usage amount) of the battery can be reduced, fuel consumption deterioration can be suppressed.

  On the other hand, if the load (usage amount) of the battery is reduced so that the battery output is not limited to a low level due to an overdischarge state or a high temperature state of the battery, necessary power can be obtained. Otherwise, the influence on the behavior change of the vehicle requested by the user may be increased.

  Therefore, an object of the present invention is to constantly reduce the load of a battery in a hybrid vehicle including an engine and a driving motor while suppressing an influence on a change in the behavior of the vehicle according to the required torque.

  The hybrid vehicle of the present invention includes an engine that outputs power to a drive shaft connected to drive wheels, a travel motor that outputs power to the drive shaft using electric power supplied from a battery, an accelerator pedal depression amount, and a vehicle speed. And a control device that calculates the required torque output to the drive shaft based on the control and calculates the battery output amount according to the state of the battery and performs output control on the required torque. The control device calculates the battery output reduction amount using a predetermined allowable acceleration reduction amount according to the vehicle speed when the vehicle is accelerated by the required torque, and the output amount is lower by the battery output reduction amount than the battery output amount. Then, the battery output is controlled with respect to the required torque.

  According to the present invention, an allowable acceleration reduction amount (for example, an acceleration that can be reduced within a range in which the user does not feel uncomfortable with the required acceleration in the required torque) according to the vehicle speed when the hybrid vehicle is accelerated by the required torque. Since the battery output control is performed with a battery output amount that is specified in advance and is lower by the allowable acceleration reduction amount than the required torque, the overdischarge state and battery temperature are suppressed while suppressing the influence on the vehicle behavior change according to the required torque. Thus, the load (usage amount) of the battery can be constantly reduced so that the battery output is not limited to a low level due to the high temperature state.

1 is a configuration block diagram of a hybrid vehicle of Example 1. FIG. It is a figure which shows the relationship between the allowable acceleration reduction amount prescribed | regulated previously according to the vehicle speed and battery output reduction amount when a vehicle accelerates with the request | required torque of Example 1. FIG. It is a figure which shows the processing flow of vehicle control to the hybrid vehicle of Example 1. FIG.

  Examples of the present invention will be described below.

Example 1
1 to 3 are diagrams showing a first embodiment. FIG. 1 is a configuration block diagram of a hybrid vehicle of this embodiment. Although a hybrid vehicle will be described as an example, the vehicle control of the present embodiment can also be applied to a plug-in hybrid vehicle having an external charging function from an external power source.

  As shown in FIG. 1, the hybrid vehicle 100 includes an engine 1, a first MG (Motor Generator) 2, a second MG 3, a power distribution mechanism 4, a transmission (such as a continuously variable transmission and a reduction gear) 5, and a battery 6. The

  An output shaft of the engine 1 is connected to the power distribution mechanism 4. The power distribution mechanism 4 is connected to the input shaft of the transmission 5 and the input shaft of the first MG (power generation motor) 2. An output shaft (drive shaft) P of the transmission 5 is connected to a differential gear (differential device) 8 of the drive wheel 7, and the power of the engine 1 is transmitted to the drive wheel 7 via the power distribution mechanism 4. The output shaft P of the transmission 5 is connected to the output shaft of the second MG (traveling motor) 3. The power of the second MG 3 is transmitted to the drive wheels 7 via the transmission 5.

  The power distribution mechanism 4 divides the power generated by the engine 1 into two paths and transmits the power generated by the engine 1 to the first MG 2 by transmitting the power generated by the engine 1 to the drive wheels 7 via the transmission 5. And a second path for generating power. The power distribution mechanism 4 is controlled by a vehicle control device 10 to be described later. The vehicle control device 10 performs first and second paths according to travel control using the driving force of the engine 1 and charge control to the battery 6. Control the power transmitted to each and the ratio.

  The battery 6 is a power supply device that supplies power to the second MG 3. The DC power of the battery 6 is converted into AC power by the inverter 9 and supplied to the second MG 3. The second MG 3 is an AC motor such as a three-phase synchronous motor or a three-phase induction motor.

  Inverter 9 converts the DC power output from battery 6 into AC power, and outputs the AC power to second MG 3. Second MG 3 receives the AC power output from inverter 9 and generates kinetic energy for running hybrid vehicle 100. The kinetic energy generated by the second MG 3 is transmitted to the drive wheels 7 via the transmission 5.

  When the hybrid vehicle 100 is braked such as when the vehicle decelerates or stops, the drive wheels 7 drive the second MG 3 via the transmission 5. Second MG 3 operates as a generator (generator), and converts kinetic energy generated during braking of hybrid vehicle 100 into electric energy (AC power).

  The second MG 3 of this embodiment is a driving source for vehicle travel that is driven by electric power supplied from the battery 6 and operates as a regenerative brake that converts braking energy into electric power. The electric power (regenerative energy) generated by the second MG 3 is stored in the battery 6 via the inverter 9. Inverter 9 converts AC power generated by second MG 3 into DC power, and outputs DC power (regenerative power) to battery 6.

  In the present embodiment, the battery 6 is connected to the inverter 9, but the present invention is not limited to this. Specifically, the battery 6 can be connected to the booster circuit, and the booster circuit can be connected to the inverter 9. By using the booster circuit, the output voltage of the battery 6 can be boosted. The booster circuit can step down the output voltage from the inverter 9 to the battery 6.

  The first MG 2 is a generator that generates electric power by being rotationally driven by the power of the engine 1 and supplies electric power generated through the inverter 9 to the battery 6. The first MG2 can be configured by an AC motor such as a three-phase synchronous motor or a three-phase induction motor, similarly to the second MG3.

  The electric power generated by the first MG 2 can be supplied as it is as electric power for driving the second MG 3 or can be supplied as electric power stored in the battery 6. For example, the first MG2 is controlled according to the SOC (State of Charge) of the battery 6, the required output of the hybrid vehicle 100, etc., and the second MG3 is the electric power stored in the battery 6 and the electric power generated by the first MG2. The drive control can be performed by either or both of the electric power.

  The engine 1 is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine. The engine 1 is provided with a rotation speed sensor 12 of the engine 1. The rotation speed sensor 12 detects the rotation speed of the engine 1 and outputs the detected rotation speed (or a signal indicating the rotation speed) of the engine 1 to the engine control device 11. The accelerator position sensor 13 detects the accelerator opening (the amount of depression of the accelerator pedal) and outputs it to the vehicle control device 10.

  The vehicle speed sensor 14 outputs the detected speed of the hybrid vehicle 100 to the vehicle control device 10. For example, the vehicle speed sensor 14 can calculate and detect the vehicle speed from the rotational speed of the drive wheel 7 and the rotational speed of the second MG 3.

  The engine control device 11 is an engine ECU that controls the engine 1 based on an engine control signal from the vehicle control device 10. The engine control device 11 is connected to a vehicle control device 10 that is a main controller that controls the entire vehicle. The engine control device 11 takes in the fuel injection amount and intake air of the engine 1 so as to operate at the target rotation speed and target torque determined by the vehicle control device 10 based on the detection values of various sensors such as the rotation speed sensor 12. Controls air volume, ignition timing, etc.

  The battery 6 is, for example, an assembled battery having a plurality of unit cells electrically connected in series. As the single battery, a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used. An electric double layer capacitor (capacitor) can be used instead of the secondary battery.

  In addition, the voltage between the terminals of the battery 6 is detected, the voltage sensor that detects the voltage of each cell constituting the battery 6, the current sensor that detects the current flowing through the battery 6, and the temperature of the battery 6 (battery temperature). A temperature sensor to detect can be provided. Detection values of these sensor devices are output to the vehicle control device 10.

  The vehicle control device 10, which is a main controller that controls the entire vehicle, detects a vehicle request output required by the entire hybrid vehicle 100, for example, an accelerator pedal depression amount detected by the accelerator position sensor 13 and a vehicle speed sensor 14. On the basis of the vehicle speed (vehicle speed), a required torque (required drive force) to be output to the drive shaft P connected to the drive wheels 7 is calculated, and the output control of the engine 1 and the battery 6 are calculated to the calculated required torque. Performs input / output control.

  In addition, the vehicle control device 10 of this embodiment functions as a battery ECU that controls the SOC and deterioration state of the battery 6 and controls the charge / discharge operation of the battery 6. In addition, the structure which provided battery ECU separately from the vehicle control apparatus 10 may be sufficient. Moreover, each control device of the vehicle control device 10 and the engine control device 11 can be configured by one control device, and the vehicle control device 10 as a main controller is configured individually by the engine control device 11. It can also comprise so that each function of battery ECU (battery control apparatus) may be provided.

  The vehicle control apparatus 10 can include a memory 10a as shown in FIG. The memory 10a stores detected values of the voltage sensor, current sensor, and temperature sensor, calculated values such as SOC and full charge capacity calculated using the detected values, and various information used for input / output control. Yes. The memory 10 a can be configured to be built in or externally attached to the vehicle control device 10.

  The vehicle control device 10 selects a driving supply source according to the driving state, and performs traveling control of the hybrid vehicle 100 using the driving force from one or both of the engine 1 and the second MG 3.

  For example, traveling control (EV traveling mode) of the hybrid vehicle 100 can be performed using only the second MG 3 as a driving source without using the driving force from the engine 1 (in a state where the engine 1 is stopped). Even in the case of travel control using only the second MG 3 as a drive source, the engine 1 can be driven and power generation control by the first MG 2 can be performed. On the other hand, vehicle control apparatus 10 can perform travel control (HV travel mode) of hybrid vehicle 100 using only engine 1 or both engine 1 and second MG 3 as drive sources.

  The vehicle control device 10 of this embodiment calculates a vehicle request output required for the entire hybrid vehicle 100, automatically selects a drive source according to the driving state, and controls the engine 1 via the engine control device 11. However, input / output control of the battery 6 is performed, and travel control of the vehicle using the driving force from one or both of the engine 1 and the second MG 3 is performed. Note that the user can also select the EV traveling mode and perform traveling control of the hybrid vehicle 100 using only the second MG3 as a drive source.

  Next, input / output control of the battery 6 of this embodiment will be described in detail. First, as disclosed in FIG. 4A of Patent Document 1, the required torque Tp required for the drive shaft P of the hybrid vehicle 100 can be obtained using the vehicle speed and the accelerator opening, A map in which the relationship between the required torque corresponding to each accelerator opening and the vehicle speed is defined in advance in 10a can be stored. The vehicle control device 10 uses the accelerator opening detected by the accelerator position sensor 13 and the vehicle speed detected by the vehicle speed sensor 14 when the vehicle travels, and the required torque Tp required for the drive shaft P from the map. Can be calculated.

  The vehicle control device 10 performs power control of the engine 1 and / or output control of the battery 6 (drive control of the second MG3) so as to satisfy the calculated required torque Tp. At this time, the vehicle control device 10 determines a power value (allowable output power amount) A1 that can be output from the battery 6 based on the state (battery temperature, SOC) of the battery 6.

  The vehicle control device 10 determines the battery output value A corresponding to the required torque Tp within the determined allowable output power amount A1, for example, the vehicle control device 10 determines that the calculated required torque Tp is the allowable output. When the power amount A1 can be covered, the battery of the battery 6 is controlled so as to control the output of the driving force to the driving shaft P via the second MG3 only by the output of the battery 6 without using the driving force of the engine 1. The output value A is determined.

  On the other hand, the vehicle control device 10 determines that the calculated required torque Tp is not within the range of the allowable output power amount A1, that is, the allowable output power amount A1 of the battery 6 (the driving force of the second MG 3 according to the power amount A1). When the required torque Tp is larger than the required torque Tp, the driving force of the engine 1 is used, and control is performed so that the insufficient driving force is output from the engine 1, and the output control of both the battery 6 and the engine 1 is performed.

  As described above, the vehicle control device 10 determines the power value (allowable output power amount) A1 that can be output from the battery 6 based on the battery temperature and SOC of the battery 6, and the battery 6 according to the calculated required torque. The power output value A is determined, and the output control of the battery 6 is performed with the battery output value A determined for the required torque.

  Here, for example, when the required torque Tp can be satisfied with the power of the battery 6, the battery output value A can be calculated as follows. The same applies to the traveling control of the hybrid vehicle 100 in the EV traveling mode.

The required torque Tp is calculated based on the depression amount of the accelerator pedal and the vehicle speed as described above, and the hybrid vehicle 100 is accelerated by the required torque Tp. That is, the torque (required torque) Tp of the drive shaft P for producing the necessary acceleration can be expressed as the following Expression 1.
(Formula 1) Tp = required acceleration x vehicle weight x tire radius ÷ differential ratio

In the above formula 1, the tire radius is the radius of the drive wheel 7 and the differential ratio is the gear ratio of the differential gear 8. On the other hand, the MG2 torque Tm output from the second MG3 to the drive shaft 7 can be expressed by the following Expression 2.
(Formula 2) MG2 torque Tm = Tp ÷ speed reduction ratio of transmission 5

Further, the power Pm [kW] required for the second MG 3 to output the MG2 torque Tm shown in Expression 2 can be expressed by Expression 3 below.
(Expression 3) Required Motor Power Pm = Tm × MG2 Rotational Speed (Vehicle Speed) × 2π ÷ 60 ÷ 1000

  Therefore, from these equations 1 to 3, the power Pm of the second MG 3 necessary for obtaining the necessary acceleration according to the required torque Tp can be calculated. The vehicle control device 10 controls the required torque Tp so that power corresponding to the calculated power Pm of the second MG 3 is supplied from the battery 6 to the second MG 3. The relationship between the power Pm of the second MG3 and the battery output value (power amount) A of the battery 6 is determined in advance from the output performance of the second MG3 in consideration of power loss and the like, and the power Pm of the second MG3 is calculated. Then, the battery output (power amount) of the battery 6 can also be calculated.

  On the other hand, when the required torque Tp cannot be satisfied with the electric power of the battery 6, the differential torque obtained by subtracting the MG2 torque Tm of the formula 2 from the formula 1 can be controlled to be output from the engine 1. That is, the allowable output power amount A1 of the battery 6 is determined based on the battery temperature and SOC of the battery 6, but when the required torque Tp requires a larger amount of power than the allowable output power amount A1, The motor power that can be output by 2MG3 is limited with the allowable output power amount A1 as an upper limit value.

  Therefore, the vehicle control device 10 compares the calculated required torque Tp with the motor power Pm that can be output from the second MG3 determined (limited) from the allowable output power amount A1, and the second MG3 is compared with the required torque Tp. Control is performed so that the power of the drive shaft P is output from the engine 1 so as to calculate the driving force that is insufficient with the motor power Pm that can be output, and to supplement the calculated driving force with the output of the engine 1. To do. For the output control of the engine 1, a known method such as Patent Document 1 can be applied. In this case, the motor power Pm that can be output by the second MG 3 in Equation 3 is determined by setting the battery output value A of the battery 6 to the allowable output power amount A1 because the allowable output power amount A1 of the battery 6 is the upper limit value. Thus, output control from the battery 6 to the second MG 3 is performed.

  As described above, the battery output of the battery 6 is used to obtain a required acceleration according to the required torque Tp. However, as shown in the above formulas 1 to 3, the battery output of the battery 6 has a required acceleration according to the required torque Tp. On the other hand, the relationship between the vehicle speed and the battery output of the battery 6 can be derived.

  On the other hand, when the hybrid vehicle 100 accelerates according to the required torque Tp when the vehicle travels, in other words, when the driving force for the required torque Tp is output to the drive shaft P using the power of the battery 6, the acceleration felt by the user. Has an acceptable range. That is, when the acceleration felt by the user is large, the behavior change of the vehicle with respect to the required torque Tp is fast, and the user feels that the response performance of the vehicle is high, but the user feels uncomfortable with the acceleration required according to the required torque Tp. Even if it is reduced within the range where it is not felt, the user is less likely to feel the delay (dullness) in the behavior change of the vehicle with respect to the required torque Tp.

  In this embodiment, therefore, a battery in which an acceleration change (allowable acceleration reduction amount α) that does not give the user a sense of incongruity according to the vehicle speed is obtained in advance by experiments or the like, and the battery output corresponding to the allowable acceleration reduction amount α is reduced. 6 is controlled.

  FIG. 2 is a diagram showing a relationship between the allowable acceleration reduction amount and the battery output reduction amount that are defined in advance according to the vehicle speed when the hybrid vehicle 100 is accelerated by the required torque Tp.

  As described above, the relationship between the vehicle speed and the battery output of the battery 6 can be derived from the formulas 1 to 3 according to the required torque Tp according to the required torque Tp. The battery output reduction amount A2 corresponding to the allowable acceleration reduction amount α that the user does not feel uncomfortable is calculated using “acceleration that the user does not feel uncomfortable” that has been obtained through experiments or the like in advance in the section “Necessary acceleration”. it can.

  That is, when obtaining the required acceleration with respect to the required torque Tp, the allowable acceleration reduction amount is performed so that the output control of the battery 6 is performed with the electric power necessary to obtain the acceleration obtained by subtracting the allowable acceleration that the user does not feel uncomfortable. A battery output reduction amount A2 corresponding to α is calculated according to the vehicle speed. In the example of FIG. 2, an allowable acceleration reduction amount α that does not make the user feel uncomfortable with respect to the vehicle speed Va is defined, and the output reduction amount A2 of the battery 6 that can be reduced when the allowable acceleration reduction amount α is reduced is It is an example calculated in advance based on Expression 1 to Expression 3. The map shown in FIG. 2 can be stored in advance in the memory 10a.

  As described above, the output reduction amount A2 can be defined to increase as the vehicle speed increases. This is due to the large range of acceleration changes that the user does not feel uncomfortable when further accelerating with a high vehicle speed. Therefore, in this embodiment, the output reduction amount A2 of the battery 6 (the output limit amount of the battery 6) increases as the vehicle speed increases.

  When determining the battery output amount A of the battery 6 with respect to the required torque Tp, the vehicle control device 10 of the present embodiment reduces the required acceleration according to the required torque Tp by an allowable acceleration reduction amount α according to the vehicle speed. The output of the battery 6 is controlled with the battery output amount A in which the battery output corresponding to the acceleration to be reduced is reduced.

  FIG. 3 is a diagram illustrating a processing flow of vehicle control of the hybrid vehicle 100 of the present embodiment. This control is performed by the vehicle control device 10.

  As shown in FIG. 3, the vehicle control device 10 calculates a required torque Tp required for the drive shaft P based on the detected value of the accelerator position sensor 13 and the detected value of the vehicle speed sensor 14 (S101).

  The vehicle control device 10 calculates the amount of electric power (upper limit value) A1 that the battery 6 can output using the battery temperature and SOC of the battery 6 (S102). Next, the vehicle control device 10 calculates the battery output reduction amount A2 corresponding to the allowable acceleration reduction amount α from the map shown in FIG. 2 using the detection value of the vehicle speed sensor 14 (S103).

  The vehicle control device 10 calculates the battery output value A by subtracting the power reduction amount A2 calculated in step S103 from the allowable output power amount A1 calculated in step S101, and calculates the battery output value A (= A1-A2). The battery output value A of the battery 6 is determined (S104).

  The vehicle control device 10 performs output control of the battery 6 based on the battery output value A reduced in consideration of the allowable acceleration reduction amount α determined in step S104 (S105).

  As described above, the hybrid vehicle 100 according to the present embodiment has the allowable acceleration reduction amount α (the range in which the user does not feel uncomfortable with the required acceleration in the required torque depending on the vehicle speed when the hybrid vehicle 100 is accelerated by the required torque Tp. (Acceleration that can be reduced by the motor), and the battery output control is performed with the battery output amount A that is lower by the allowable acceleration reduction amount α than the required torque Tp, and therefore the influence on the behavior change of the vehicle according to the required torque Tp. The load of the battery 6 can be reduced while suppressing the above.

  In particular, the method for suppressing the output of the battery 6 according to the present embodiment does not limit the upper limit value of the battery 6 according to the battery temperature, SOC, battery deterioration, or the like (lower the output upper limit value), but the power from the battery 6. When the vehicle travels to obtain the driving force with respect to the required torque using the battery, the battery output control is always performed with the battery output amount A that is lower by the allowable acceleration reduction amount α, so that the battery 6 is not overdischarged. The load can be reduced.

  That is, the battery output of the battery 6 is limited to be low from the viewpoint of battery protection when the battery 6 is in an overdischarged state or a high battery temperature state. For this reason, the output of the engine 1 must be increased by the amount that the battery output of the battery 6 is limited to be low, and the fuel consumption is deteriorated. However, in this embodiment, the load on the battery 6 is constantly reduced while suppressing the influence on the behavior change of the vehicle according to the required torque Tp. The situation where the battery output is limited to a low level can be suppressed, and the deterioration of fuel consumption can be suppressed.

  Further, the upper limit value of the battery 6 is lowered according to the battery temperature, SOC, battery deterioration, etc., and the output value of the battery 6 is simply limited (the battery is simply used from the viewpoint of battery protection according to the overdischarge state or the high temperature state of the battery temperature). The output value for the allowable acceleration reduction amount α that can be reduced within a range in which the user does not feel uncomfortable with respect to the required acceleration at the required torque Tp is limited as compared with the case where the output is limited to a low level. Thus, the influence on the behavior change of the vehicle can be reduced, and the load (usage amount) of the battery 6 can be reduced while satisfying the behavior change of the vehicle.

  Further, as the vehicle speed increases, the battery output necessary to obtain the required acceleration increases, so the amount of decrease in the SOC of the battery 6 increases and the battery temperature increases. However, in this embodiment, the output reduction amount A2 increases as the vehicle speed increases. Therefore, it is possible to greatly reduce the load on the battery 6 as compared with the case where the vehicle speed is low, and it is difficult to achieve a situation where the battery output is limited to be low due to an overdischarge state, a high battery temperature state, or the like.

  In the vehicle control of the present embodiment, the power control of the second MG 3 using the electric power of the battery 6 according to the required torque Tp is performed both when the required torque Tp can be satisfied with the electric power of the battery 6 and when the required torque Tp can not be satisfied. It can always be applied when done.

  Further, the present invention can also be applied in a state in which the upper limit value (allowable output power amount A1) of the battery 6 is lowered according to the battery temperature, SOC, battery deterioration, etc., and the output limit of the battery 6 is performed. Moreover, although the aspect in which the battery output value A is lowered according to the allowable acceleration reduction amount α has been described as an example, as described above, the motor power Pm of the second MG 3 is lowered by the allowable acceleration reduction amount α according to the vehicle speed, It can also be configured to reduce the load on the battery 6.

1: Engine, 2: 1st MG, 3: 2nd MG, 4: Power distribution mechanism, 5: Transmission, 6: Battery, 7: Drive wheel, P: Drive shaft, 8: Differential gear, 9: Inverter, 10: Vehicle Control device, 11: engine control device, 12: rotation speed sensor, 13: accelerator position sensor, 14: vehicle speed sensor

Claims (1)

A hybrid vehicle comprising: an engine that outputs power to a drive shaft connected to drive wheels; and a travel motor that outputs power to the drive shaft using electric power supplied from a battery,
A control device that calculates a required torque output to the drive shaft based on an accelerator pedal depression amount and a vehicle speed, calculates a battery output amount according to a state of the battery, and performs output control on the required torque,
The controller is
A battery output reduction amount is calculated using an allowable acceleration reduction amount that is defined in advance according to a vehicle speed when the vehicle is accelerated by the required torque, and an output amount that is lower than the battery output amount by the battery output reduction amount. A hybrid vehicle that performs output control of the battery with respect to the required torque.

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