JP2019123374A - Hybrid vehicle - Google Patents

Abstract

To maintain the state of an engine being stopped for a longer time when the travel mode is in a CD mode.SOLUTION: When a travel mode is in a CS mode, an engine and first and second motors are controlled so as to travel with power of at least the first motor output to a first drive shaft, with an output of power from a second motor stopped; while when the travel mode is in a CD mode, the engine and the first and second motors are controlled so as to travel with power of the first motor output to the first drive shaft and power of the second motor output to a second drive shaft, with the engine stopped. This makes it possible to maintain the state of an engine being stopped for a longer time when the travel mode is in the CD mode.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, first and second motors, a power storage device, and a charger.

  Conventionally, as a hybrid vehicle of this type, a hybrid vehicle has been proposed that includes an engine, a motor (motor generator), a power storage device, and a charger (see, for example, Patent Document 1). The engine outputs power to a drive shaft connected to an axle connected to the front wheels. The motor inputs and outputs power to the drive shaft. The charger charges the power storage device with the power from the external power supply. In this vehicle, the vehicle travels in one traveling mode out of a plurality of traveling modes including a CD (Charge Depeleting) mode for consuming power of the storage device and a CS (Charge Sustaining) mode for holding the storage amount of the storage device. To control the engine and motor. In this vehicle, when the traveling mode is the CD mode, the operation of the engine is stopped by increasing the allowable discharge power that can be discharged by the power storage device compared to when the traveling mode is the CS mode. The opportunity to drive EVs is increasing. This reduces the thermal load on the electrical components by suppressing the opportunity to operate the engine.

Patent No. 5848283

  By the way, as a hybrid vehicle, in addition to the above-described hardware configuration of the vehicle, there is a hybrid vehicle including a rear wheel motor that outputs power to the rear wheel. In this vehicle, the storage device exchanges power with the front wheel motor and the rear wheel motor. In such a hybrid vehicle, when the traveling mode is the CD mode, the driver often intends to travel by EV in order to consume the power of the power storage device. Therefore, since the loss in the four-wheel drive increases, the driving of the motor for the rear wheel may be stopped, the operation of the engine may be stopped, and the motor for the front wheel may be driven to travel. When a driving force is required, such as when the accelerator is depressed, the driving force from the front wheel motor is insufficient, so the engine is started to secure the required driving force. However, when the engine is started, the CD mode feeling intended by the driver is lost, so it is desirable to keep the engine stopped longer.

  The hybrid vehicle of the present invention is mainly intended to maintain the stopped state of the engine for a longer time when the traveling mode is the CD mode.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine that outputs power to a first drive shaft connected to a first axle connected to one of front wheels and rear wheels;
A first motor that inputs and outputs power to the first drive shaft;
A second motor for inputting / outputting power to a second drive shaft connected to a second axle connected to the other one of the front wheel and the rear wheel;
A power storage device that exchanges power with the first and second motors;
A charger for charging the power storage device with power from an external power supply;
The vehicle travels in one traveling mode out of a plurality of traveling modes including a CD (Charge Depeleting) mode for consuming the power of the storage device and a CS (Charge Sustaining) mode for holding the storage amount of the storage device. It controls the engine and the first and second motors, and further, when the traveling mode is the CD mode, the storage device can be discharged compared to when the traveling mode is the CS mode A controller for increasing discharge power;
A hybrid vehicle comprising
The controller is
When the traveling mode is the CS mode, the output of power from the second motor is stopped, and the engine travels while outputting at least power from the first motor to the first drive shaft. Control the first and second motors,
When the traveling mode is the CD mode, the engine is stopped and power from the first motor is output to the first drive shaft, and power from the second motor is output to the second drive shaft. Control the engine and the first and second motors to travel while driving
Make it a gist.

  In the hybrid vehicle of the present invention, one traveling mode among a plurality of traveling modes including a CD (Charge Depeleting) mode for consuming power of the storage device and a CS (Charge Sustaining) mode for holding the storage amount of the storage device. The engine and the first and second motors are controlled to travel in the mode. When the traveling mode is the CD mode, the allowable discharge power that can be discharged by the power storage device is increased compared to when the traveling mode is the CS mode. When the traveling mode is the CS mode, the engine and the first and second motors are caused to stop while outputting the power from the second motor and outputting at least the power from the first motor to the first drive shaft. And control. Thus, in the CS mode, one of the front wheels and the rear wheels is driven to travel, and therefore, the power storage device is reduced while achieving reduction of loss as compared with the case where the front wheels and the rear wheels are driven to travel. Can maintain the storage capacity of the When the traveling mode is the CD mode, the engine is stopped to output power from the first motor to the first drive shaft and to output power from the second motor to the second drive shaft. The first and second motors are controlled. Thus, in the CD mode, the vehicle travels by driving the front wheels and the rear wheels. In the CD mode, the allowable discharge power that can be discharged by the power storage device is increased, so that the stopped state of the engine can be maintained for a longer time even when driving by driving the front and rear wheels.

  In the hybrid vehicle of the present invention, when the traveling mode is the CS mode and the required torque required for traveling is in a steady traveling state in which the required torque required for traveling is substantially constant, the control device is configured to receive from the second motor The engine and the first and second motors are controlled to stop the power output and travel while outputting at least the power from the first motor to the first drive shaft, and the travel mode is the travel mode In the CS mode and not in the steady traveling state, traveling is performed while outputting at least the power from the first motor to the first drive shaft and outputting the power from the second motor to the second drive shaft. The engine and the first and second motors are controlled to do so. In this way, when traveling in the steady state in the CS mode, one of the front wheels or the rear wheels is driven to travel, so loss is higher than that driven by driving the front wheels and the rear wheels. Can be reduced. Since the front wheels and the rear wheels are driven to travel when in the steady running state in the CS mode, the driver's demand for drive torque can be met.

FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 6 is a flowchart showing an example of a drive mode setting routine executed by the HVECU 70.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1, MG2 and MG3, inverters 41, 42 and 43, a battery 50, and an electronic control unit for hybrid (hereinafter referred to as “ And 70).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors necessary for operation control of the engine 22, for example, a crank angle θcr from a crank position sensor for detecting the rotational position of the crankshaft 26 of the engine 22 from the input port. ing. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to a drive shaft 36F connected to the front wheels 39a and 39b via a differential gear 38F. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30. Therefore, the motor MG1, the engine 22, and the drive shaft 36F are connected to the sun gear, the carrier, and the ring gear as the three rotating elements of the planetary gear 30 so as to be arranged in this order in the alignment chart of the planetary gear 30.

  The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36F. The motor MG3 is configured, for example, as a synchronous generator-motor, and the rotor is connected to a drive shaft 36R connected to the rear wheels 39c, 39d via a differential gear 38R. The motor MG3 is configured as a motor whose rated output is larger than that of the motor MG2. Inverters 41, 42, 43 are connected to motors MG 1, MG 2, MG 3 and to battery 50 via power line 54. The motors MG1, MG2, MG3 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41, 42, 43 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40. .

  Although not shown, the motor ECU 40 is configured as a microprocessor centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1, MG2, and MG3, for example, rotational position detecting sensors 44 and 45, which detect rotational positions of the rotors of the motors MG1, MG2, and MG3. The rotational positions θm 1, θm 2, θm 3, etc. from 46 are input via the input port. Switching control signals to the plurality of switching elements (not shown) of the inverters 41, 42, 43 are outputted from the motor ECU 40 through the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2, Nm3 of the motors MG1, MG2, MG3 based on the rotational positions θm1, θm2, θm3 of the rotors of the motors MG1, MG2, MG3 from the rotational position detection sensors 44, 45, 46. It is computing.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverters 41, 42, 43 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. As a signal input to the battery ECU 52, for example, the voltage Vb of the battery 50 from the voltage sensor 51a installed between the terminals of the battery 50 and the current of the battery 50 from the current sensor 51b attached to the output terminal of the battery 50 (Charging / discharging current) Ib can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. The battery ECU 52 also calculates input / output limits Win and Wout of the battery 50, which is the maximum allowable power that may be charged and discharged from the battery 50, based on the storage ratio SOC and the battery temperature Tb.

  The charger 60 is connected to the power line 54 so that when the power plug 61 is connected to an external power source such as a household power source, the battery 50 can be charged using power from the external power source. Is configured. The charger 60 includes an AC / DC converter and a DC / DC converter. The AC / DC converter converts AC power from an external power source supplied via the power plug 61 into DC power. The DC / DC converter converts the voltage of the DC power from the AC / DC converter and supplies it to the battery 50 side. When the power plug 61 is connected to the external power supply, the charger 60 controls the AC / DC converter and the DC / DC converter by the HVECU 70 to supply power from the external power supply to the battery 50. Do.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, besides the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 through input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. In addition, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. Control signals to the AC / DC converter and the DC / DC converter of the charger 60 are output from the HVECU 70. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  In the hybrid vehicle 20 of the embodiment configured in this manner, a plurality of hybrid traveling (EV traveling) modes in which the vehicle travels without driving the engine 22 and a hybrid traveling (HV traveling) mode in which the vehicle travels with the engine 22 are included. Run in the run mode.

  In the EV travel mode, the vehicle travels basically as follows. The HVECU 70 first sets the required torque Td * required for traveling based on the accelerator opening Acc and the vehicle speed V. Subsequently, the torque command Tm1 * of the motor MG1 is set to a value of 0, and the required torque Td * is based on the torque distribution ratio kt within the range of the input / output limits Win and Wout of the battery 50. The torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set so as to be output to 39c and 39d. Here, the torque distribution ratio kt is a ratio of the torque output to the rear wheels 39c, 39d to the sum of the torque output to the front wheels 39a, 39b and the torque output to the rear wheels 39c, 39d. Then, the set torque commands Tm1 *, Tm2 *, Tm3 * of the motors MG1, MG2, MG3 are transmitted to the motor ECU 40. Motor ECU 40 performs switching control of a plurality of switching elements of inverters 41, 42, 43 so that motors MG1, MG2, MG3 are driven by torque commands Tm1 *, Tm2 *, Tm3 *. During the EV traveling, when the required power Pe * calculated in the same manner as the HV traveling described later reaches the threshold Pref, it is determined that the starting condition of the engine 22 is satisfied, and the engine 22 is Start up and shift to running on HV.

  In the HV driving mode, basically, the vehicle travels as follows. The HVECU 70 first sets the required torque Td * required for traveling based on the accelerator opening Acc and the vehicle speed V, and the required power required for traveling based on the set required torque Td * and the vehicle speed V Set Pd *. Then, predetermined value S1 (for example, 45%, 50%, 55%, etc.) is set to target ratio SOC * of battery 50, and charging of battery 50 is performed such that the storage ratio SOC of battery 50 approaches target ratio SOC *. The discharge required power Pb * (a positive value when discharging from the battery 50) is set. Then, the charge / discharge required power Pb * of the battery 50 is subtracted from the required power Pd * to calculate the required power Pe * required for the vehicle (required for the engine 22). When the required power Pe * is set in this manner, the required power Pe * is output from the engine 22 within the range of the input / output limits Win and Wout of the battery 50 and the required torque Td * is calculated based on the torque distribution ratio kt. The target rotation speed Ne * and the target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 *, Tm3 * of the motors MG1, MG2, MG3 are set so as to be output to 39b and the rear wheels 39c, 39d. Then, target rotational speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24, and torque commands Tm1 *, Tm2 *, Tm3 * of motors MG1, MG2, MG3 are transmitted to motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control and the like of the engine 22 so that the engine 22 is operated at the target rotation speed Ne * and the target torque Te *. Motor ECU 40 performs switching control of a plurality of switching elements of inverters 41, 42, 43 so that motors MG1, MG2, MG3 are driven by torque commands Tm1 *, Tm2 *, Tm3 *. At the time of traveling in this HV traveling, when the required power Pe * reaches less than the threshold value Pref, it is judged that the stop condition of the engine 22 is satisfied, and the operation of the engine 22 is stopped to shift to traveling in the EV traveling. .

  In the hybrid vehicle 20 of the embodiment, when the connection detection signal is input from the connection detection sensor (when the power plug 61 is connected to the external power supply), the HVECU 70 receives a connection detection signal from the connection detection sensor while the system is off at home or at a predetermined charging point. The power from the external power source is used to control the charger 60 such that the battery 50 is in a predetermined state of full charge or slightly lower. Then, when the system is started after charging the battery 50, the CD mode in which the storage ratio SOC of the battery 50 is decreased until the storage ratio SOC of the battery 50 reaches a threshold Shv (for example, 25%, 30%, 35%, etc.) or less. After traveling in the (Charge Depleting mode) and after the storage ratio SOC of the battery 50 reaches the threshold Shv or less, a CS mode (Charge Sustaining mode) that holds the storage ratio SOC of the battery 50 within a predetermined range centered on the threshold Shv Drive in). Then, when traveling in the CS mode, when the storage ratio SOC of the battery 50 exceeds the threshold Shv due to regenerative electric power by the motors MG2, MG3, etc., transition to traveling in the CD mode is made. In the embodiment, by setting the output limit Wout of the battery 50 at the time of EV traveling sufficiently large at the time of the CD mode at the time of the CD mode, the EV rather than the HV traveling at the time of the CD mode. In addition to giving priority to traveling, in the CS mode, priority is given to HV traveling over EV traveling.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, in particular, the drive mode (2WD mode for driving the front wheels 39a and 39b or the front wheels 39a and 39b and the rear wheels when the traveling mode is the CD mode or CS mode) The operation at the time of selecting the 4WD mode of driving 39c and 39d will be described. FIG. 2 is a flowchart showing an example of a drive mode setting routine executed by the HVECU 70. This routine is repeatedly performed every predetermined time (for example, every several msec).

  When this routine is executed, the HVECU 70 determines whether the traveling mode is the CD mode (step S100). When the traveling mode is not the CD mode, that is, when the traveling mode is the CS mode, it is then determined whether steady traveling is being performed (step S110). In this determination, when the absolute value of the temporal change rate of the required torque Td * required for traveling is smaller than a predetermined value ΔTdref based on the accelerator opening Acc and the vehicle speed V, it is determined that steady traveling is being performed. The predetermined value ΔTdref is a threshold value for determining whether or not the required torque Td * is a fixed value, and is set to a value near 0 and larger than 0.

  When steady traveling in step S110, the engine 22 and the motors MG1 to MG3 are controlled to travel in the 2WD mode (step S120), and the present routine is ended. In the 2WD mode, the engine 22 and the motors MG1 to MG3 are controlled such that the torque distribution ratio kt described above is set to a value of 0 and the vehicle travels by HV traveling or EV traveling. With this control, the 2WD is used to stop the output of power from the motor MG3 and to drive the front wheels 39a, 39b while outputting power to the drive shaft 36F with or without the operation of the engine 22. Run in mode. Therefore, the increase in loss is suppressed as compared to when traveling in the 4WD mode.

  When steady traveling is not being performed in step S110, that is, when the driver requests traveling with a larger torque, engine 22 and motors MG1 to MG3 are controlled to travel in the 4WD mode (step S130) , End this routine. In the 4WD mode, the torque distribution ratio kt described above is set to a value larger than 0, and the engine 22 and the motors MG1 to MG3 are controlled to travel in the above-described HV traveling or EV traveling. Thus, the motive power is output to the drive shaft 36F with or without the operation of the engine 22, and the front wheels 39a, 39b and the rear wheel 39c are output while motive power is output from the motor MG3 to the drive shaft 36R. , 39d in 4WD mode. Therefore, compared to when traveling in the 2WD mode, it is possible to travel with a larger torque, and it is possible to perform the travel intended by the driver.

  When the traveling mode is the CD mode in step S100, the engine 22 and the motors MG1 to MG3 are controlled to travel in the 4WD mode (step S130), and this routine is ended. When the traveling mode is the CD mode, as described above, in the CD mode, the input restriction Win of the battery 50 is larger than that in the CS mode, and the motor MG3 has a larger output than the motor MG2. When traveling, more power can be instantaneously output to the drive shafts 36F, 36R for traveling. Therefore, in many cases, the required power Pe * can be covered by the power from the motor MG2 and the power from the motor MG3, and the start of the engine 22 due to the required power Pe * exceeding the threshold Pref is suppressed. Thus, the stopped state of the engine 22 can be maintained for a longer time. When the traveling mode is the CD mode, the driver often intends to perform the EV traveling. Therefore, by maintaining the stopped state of the engine 22 for a longer time, it is possible to produce the traveling that seems to be the CD mode.

  In the hybrid vehicle 20 of the embodiment described above, when the traveling mode is the CD mode, the allowable discharge power that can be discharged by the power storage device is increased compared to when the traveling mode is the CS mode. Then, when the traveling mode is the CS mode, the engine 22 and the motors MG1 to MG3 are controlled to stop while outputting the power from the motor MG3 and to output at least the power from the motor MG2 to the drive shaft 36F. Do. Furthermore, when the traveling mode is the CD mode, the engine 22 is stopped to output power from the motor MG2 to the drive shaft 36F and to output power from the motor MG3 to the drive shaft 36R. It controls the motors MG1 to MG3. Thus, the stopped state of the engine 22 can be maintained for a longer time.

  In the drive mode setting routine illustrated in FIG. 2, in the hybrid vehicle 20 of the embodiment, when the traveling mode is the CS mode in step S100, the 2WD in step S120 is performed depending on whether or not steady traveling is in step S110. It proceeds to either traveling in mode or traveling in 4WD mode in step S130. However, when the traveling mode is the CS mode without executing the process of step S110, the vehicle may travel in the 2WD mode uniformly.

  In the hybrid vehicle 20 of the embodiment, the battery 50 configured as a lithium ion secondary battery or a nickel hydrogen secondary battery is used as the power storage device, but a device capable of storing electricity such as a capacitor may be used.

  The hybrid vehicle 20 of the embodiment includes an engine ECU 24, a motor ECU 40, and an HVECU 70. However, the engine ECU 24, the motor ECU 40, and the HVECU 70 may be configured as a single electronic control unit.

  In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36F connected to the front wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36F, and the rear wheels 39c and 39d are connected. The motor MG3 is connected to the drive shaft 36R connected. However, the engine 22 and the motor MG1 may be connected to the drive shaft 36R via the planetary gear 30, and the motor MG2 may be connected to the drive shaft 36R, and the motor MG3 may be connected to the drive shaft 36F.

  In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36F connected to the front wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36F. However, the drive shaft 36F connected to the front wheels 39a and 39b may be connected to a motor capable of generating electricity via a transmission and the engine 22 may be connected to the rotation shaft of the motor via a clutch.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "first motor", the motor MG3 corresponds to the "second motor", the battery 50 corresponds to the "storage device", and charging is performed. The unit 60 corresponds to a "charger", and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70 correspond to a "control device".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

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

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  20 hybrid vehicles, 22 engines, 24 electronic control units for engines (engine ECUs), 26 crankshafts, 30 planetary gears, 36F, 36R drive shafts, 38F, 38R differential gears, 39a, 39b front wheels, 39c, 39d rear wheels, 40 motors Electronic control unit (motor ECU), 41, 42, 43 inverters, 44, 45, 46 rotational position sensors, 50 batteries, 51a voltage sensors, 51b current sensors, 52 battery electronic control units (battery ECU), 54 power lines , 60 charger, 61 power plug, 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 access Pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2, MG3 motor.

Claims (1)

An engine that outputs power to a first drive shaft connected to a first axle connected to one of front wheels and rear wheels;
A first motor that inputs and outputs power to the first drive shaft;
A second motor for inputting / outputting power to a second drive shaft connected to a second axle connected to the other one of the front wheel and the rear wheel;
A power storage device that exchanges power with the first and second motors;
A charger for charging the power storage device with power from an external power supply;
The vehicle travels in one traveling mode out of a plurality of traveling modes including a CD (Charge Depeleting) mode for consuming the power of the storage device and a CS (Charge Sustaining) mode for holding the storage amount of the storage device. It controls the engine and the first and second motors, and further, when the traveling mode is the CD mode, the storage device can be discharged compared to when the traveling mode is the CS mode A controller for increasing discharge power;
A hybrid vehicle comprising
The controller is
When the traveling mode is the CS mode, the output of power from the second motor is stopped, and the engine travels while outputting at least power from the first motor to the first drive shaft. Control the first and second motors,
When the traveling mode is the CD mode, the engine is stopped and power from the first motor is output to the first drive shaft, and power from the second motor is output to the second drive shaft. Control the engine and the first and second motors to travel while driving
Hybrid vehicles.