JP4800142B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle.

In recent years, hybrid vehicles have been developed that travel by driving wheels by an engine and / or motor (electric motor). In this hybrid vehicle, the engine is assisted by a motor at the time of acceleration, and the battery or the like is charged by decelerating regeneration at the time of deceleration to ensure the remaining capacity (State Of Charge: SOC) of the battery.
JP-A-9-163506

When the vehicle is mainly used for commuting, the vehicle travels repeatedly on the same route.
FIG. 19 is an explanatory diagram of a battery charge control method according to the prior art. FIG. 19A is a graph showing the altitude of the commuting route, and FIG. 19B is a graph of the battery SOC. As shown in FIG. 19A, during traveling on the downhills 61 and 62 on the forward path from home to the company, regenerative energy (regenerative output) is obtained from the motor to charge the battery. Thereby, as shown in FIG.19 (b), battery SOC raises. However, in the hybrid vehicle, in order to prevent the battery from being overcharged, when the battery SOC exceeds the upper limit set value (P1, P2 portion in FIG. 19B), control is performed to stop charging the battery. ing. Therefore, there is a problem that the regenerative output that was originally available for charging the battery is wasted.

In this regard, in the technique described in Patent Document 1, a route to the destination is searched, a driving pattern in the searched route is predicted, and an intermediate value of the remaining battery level at each point on the route based on the driving pattern. Set. When a difference occurs between the intermediate value of the remaining battery level at the current position and the current remaining battery level during traveling, the torque sharing of the motor is adjusted.
However, an external information system such as a navigation system is required to search for a route to the destination and to predict a travel pattern in the searched route. Further, when traveling on a steady route such as commuting, the driver may not set a destination in the navigation system.

  Accordingly, an object of the present invention is to provide a hybrid vehicle that can efficiently use the regenerative output of the electric motor for charging the power storage device at low cost.

In order to solve the above problems, an invention according to claim 1 includes an internal combustion engine (for example, engine 2 in the embodiment) that generates a drive source of a vehicle and an electric motor (for example, motor 3 in the embodiment). In a hybrid vehicle (for example, the hybrid vehicle 1 in the embodiment) that performs regenerative power generation when the vehicle decelerates, an electric motor control device that controls the electric motor (for example, the electric motor control device 13 in the embodiment), and supplies electric power to the electric motor Alternatively, a power storage device (for example, the battery 12 in the embodiment) that charges power from the electric motor, a remaining capacity detection unit (for example, the SOC detection unit 11 in the embodiment) that detects a remaining capacity of the power storage device, and the vehicle particular path determination means but to determine that running a particular pathway (e.g., forward or backward in the embodiment) ( Example, a particular path determination means 51) in the embodiment, the specific path determination unit by travel path (e.g., when the forward path) is determined in the embodiment, the remaining capacity of the electric storage device detected by the remaining capacity detection unit Charging power limiting means (for example, charging power limiting means 52 in the embodiment) for limiting charging power (for example, regenerative output in the embodiment) to the power storage device according to the charging, and charging limited by the charging power limiting means A power limit calculation unit (for example, a power limit calculation unit 53 in the embodiment) that calculates a power amount (for example, a limit capacity integrated value in the embodiment) of power (for example, a limit capacity in the embodiment); The specific route is a route on which the vehicle repeatedly travels at a predetermined time, and the specific route determination means is configured to detect the vehicle at the predetermined time. If there is tartar instruction, it is determined that the vehicle travels through the particular route the motor control device, the specific travel path by a particular path determination means (e.g., backward in the embodiment) is determined to be the In this case, the apparatus includes a motor adaptive control unit (for example, the motor adaptive control unit 14 in the embodiment) that controls the electric motor based on the power limit calculated by the power limit calculating unit.

  The invention according to claim 2 is characterized in that the motor adaptive control means sets a remaining capacity target value of the power storage device based on the limit power calculated by the limit power amount calculation means.

  The invention according to claim 3 is characterized in that the motor adaptive control means sets a remaining capacity target region of the power storage device based on the limit power calculated by the limit power amount calculation means.

  The invention according to claim 4 is characterized in that the motor adaptive control means increases the drive output of the motor based on the limit power calculated by the limit power amount calculation means.

The invention according to claim 5 includes an internal combustion engine that generates a drive source of the vehicle and an electric motor, wherein the electric motor is a hybrid vehicle that performs regenerative power generation when the vehicle is decelerated, and an electric motor control device that controls the electric motor, and the electric motor a power storage device to charge the electric power from the supply or the motor power, a particular path determination means for determining the remaining capacity detection means for detecting a remaining capacity of the power storage device, that the vehicle is traveling a particular route, Charging power limiting means for limiting charging power to the power storage device according to the remaining capacity of the power storage device detected by the remaining capacity detection means when the travel route is determined by the specific route determination means; and the charging and limit power amount calculating means for calculating the power amount of the charging power that is limited by the power limiting means, or when the said is determined to be traveling on a particular route by a particular path determination means Travel distance to the time when the charging power is limited by the charging power limiting means (e.g., section distance Dis in the embodiment) and the travel distance storage means for storing (e.g., S274 in the embodiment), wherein the specific Is a route on which the vehicle repeatedly travels at a predetermined time, and the specific route determination means determines that the vehicle travels on the specific route when there is a starter instruction for the vehicle at the predetermined time. running, the motor control device, which when it is determined to be a specific travel path by the particular path determination unit, limiting the amount of power calculated by said limit power amount calculating means, and stored by the travel distance storage means An electric motor adaptive control means for controlling the electric motor based on a distance is provided.

  According to a sixth aspect of the invention, the motor adaptive control means determines the remaining capacity target value of the power storage device based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. It is characterized by setting.

  According to a seventh aspect of the present invention, the motor adaptive control means determines the remaining capacity target area of the power storage device based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. It is characterized by setting.

  In the invention according to claim 8, the motor adaptive control means increases the drive output of the motor based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. It is characterized by.

Invention, when the vehicle by the particular path determination means determines that traveling a particular route, and forward backward determining means for determining whether a backward or a forward in the specific path, the charging according to claim 9 Storage means for storing whether the charge power is limited by the power control means on the forward path or the return path, and the motor adaptive control means is executed on either the forward path or the return path stored by the storage means. It is characterized by doing.

  According to the first aspect of the present invention, the power limit (capacity limit) in the specific route is calculated, and the electric motor is controlled based on the power limit, so that the charging of the power storage device is again limited in the specific route. Can be prevented. Therefore, the regenerative output of the electric motor can be efficiently used for charging the power storage device. Note that an external information device such as a navigation system is not necessary and can be realized at low cost.

  According to the second and fourth aspects of the invention, the remaining capacity of the power storage device can be reduced based on the power limit calculated by the power limit calculating means. Therefore, it is possible to prevent charging of the power storage device again in the specific route, and the regenerative output of the electric motor can be efficiently used for charging the power storage device.

  According to the fifth aspect of the invention, since the electric motor is controlled based on the limited electric energy in the specific route and the distance to the time point, the charging of the power storage device is restricted again at the distance of the specific route. It becomes possible to prevent. Therefore, the regenerative output of the electric motor can be efficiently used for charging the power storage device. Note that an external information device such as a navigation system is not necessary and can be realized at low cost.

  According to the inventions according to claims 6 to 8, the remaining capacity of the power storage device can be reduced based on the power limit calculated by the power limit calculating means and the distance stored by the travel distance storage means. Accordingly, it is possible to prevent charging of the power storage device again at the distance of the specific route, and the regenerative output of the electric motor can be efficiently used for charging the power storage device.

  According to the ninth aspect of the present invention, the motor adaptive control means is provided with the storage means for storing whether the charge power is limited by the charge power control means in the forward path or the return path. The electric motor can be controlled according to the situation. Therefore, the regenerative output of the electric motor can be efficiently used for charging the power storage device.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1A is a schematic configuration diagram of a drive system of a hybrid vehicle. The vehicle 1 includes an engine 2 and a front wheel motor (which is disposed on the output shaft of the engine 2 and is directly connected to the engine 2). Motor) 3, a transmission 5 connected to the output shaft of the engine 2, a differential mechanism 8 connected to the output shaft of the transmission 5 via a clutch (not shown), and left and right connected to the differential mechanism 8. Axle shafts 9a and 9b and left and right front wheels 10a and 10b connected to the axle shafts 9a and 9b are provided. As the transmission 5, either a stepped transmission or a pulley-belt type continuously variable transmission can be employed, and an automatic transmission or a manual transmission can also be employed.

  The motor 3 is connected to a power control unit (hereinafter referred to as “PDU”) 13 that controls its operation. The PDU 13 is connected to a battery 12 that supplies power to the motor or charges power from the motor. The battery 12 is connected to SOC detecting means 11 for detecting the remaining capacity (hereinafter referred to as “battery SOC” or “SOC”). The motor 3 is driven by electric power supplied from the battery 12 via the PDU 13. The motor 3 can perform regenerative power generation by rotation of the front wheels 10a and 10b and power of the engine 2 at the time of decelerating traveling to charge the battery 12 (energy recovery).

  FIG.1 (b) is a schematic block diagram of ECU and PDU. The PDU 13 is connected to an electric control unit (hereinafter referred to as “ECU”) 50. The ECU 50 includes a specific route determination unit 51 that determines that the vehicle travels on a specific route, and a battery SOC that is detected by the SOC detection unit 11 when the travel route is determined by the specific route determination unit 51. Accordingly, charging power limiting means 52 for limiting charging power from the motor 3 to the battery 12 and limiting power amount calculating means 53 for calculating the amount of charging power limited by the charging power limiting means 52 are provided. . In addition, the PDU 13 includes a motor adaptive control unit 14 that controls the motor 3 based on the limit power amount calculated by the limit power amount calculation unit 53 when the specific route determination unit 51 determines that the specific travel route is established. I have.

(Battery charge control method)
Next, the battery charge control method according to the first embodiment will be described using travel on a commute route as an example.
As shown in FIG. 19 (a), the battery is charged by the regenerative output from the motor while traveling on the downhills 61 and 62 on the outward path from the home to the company. However, in the hybrid vehicle, in order to prevent the battery from being overcharged, charging of the battery is stopped when the battery SOC exceeds the upper limit set value (P1 and P2 portions) as shown in FIG. 19B. Regenerative output restriction processing is performed. Therefore, there is a problem that the regenerative output that was originally available for charging the battery is wasted.

FIG. 2 is an explanatory diagram of a battery charge control method according to the first embodiment. FIG. 2 (a) shows the time of traveling on the first commuting route, and FIG. 2 (b) shows the time of traveling on the second and subsequent commuting routes. As shown on the left side of FIG. 2A, when traveling on the first outbound path, the battery is charged in the same manner as described above. At that time, the regenerative output (limited capacity integrated value) that could not be used for charging the battery in the P1 and P2 regions is integrated.
Next, as shown on the right side of FIG. 2A, adaptive control is performed when traveling on the return path from the company to the home for the first time. Specifically, the drive control is performed so that the battery SOC is reduced by the limit capacity integrated value (solid line) as compared with the battery SOC (dashed line) by the normal control. Specifically, the motor is driven by multiplying the normal motor driving amount by the increase coefficient, and the battery is consumed.

As a result, the battery SOC at the second and subsequent outbound departures shown on the left side of FIG. 2B is smaller than the battery SOC at the first outbound departure shown on the left side of FIG. 2A. For this reason, as shown on the left side of FIG. 2B, when traveling on the forward path from the second time onward, the battery SOC does not exceed the upper limit set value. Therefore, all of the regenerative output of the motor can be used for charging the battery.
Note that the same adaptive control as that in the first return trip shown on the right side of FIG. 2A is also performed during the second and subsequent return trips shown on the right side of FIG.

The battery charge control method described above will be described in detail with reference to the flowcharts of FIGS. 3 to 7 and the timing charts of FIGS.
(At first departure)
FIG. 3 is a flowchart of the main control routine. The main control routine may be started when the user SW is turned on by a vehicle occupant or the like (S102). First, in S (step) 104, it is determined whether or not there is a starter instruction such as ignition switch ON. The determination at the time of the first outbound departure is YES, and the process proceeds to S105 and 1TRIP determination processing (1) is performed.

FIG. 4A is a flowchart of the 1TRIP determination process (1) subroutine. This 1TRIP determination process is to determine that the vehicle is traveling on a specific route, and is executed by a specific route determination means. In this subroutine, first, in S106, the values of the adaptive control flag FADAP, the limit capacity integrated value INICAPLMT, and the round trip flag FTRIP are read from the memory. Note that the initial values of FADAP, INICAPLMT, and FTRIP are all 0. Next, a round trip determination process (6) is performed in S130.
FIG. 4B is a flowchart of the round trip determination process (6) subroutine. In this subroutine, it is determined whether the travel route is the forward route or the return route. First, home determination is performed in S140.

FIG. 4C is a flowchart of the home determination subroutine. In this subroutine, first, in S141, it is determined whether the current position is at home. In the home determination process, for example, when the current time is a commuting time on a weekday morning, the current position is determined to be a home. If the current position is at home, the home determination flag FHOME is set to 1. Next, in S142, it is determined whether FHOME is 1. The determination at the time of the first outbound departure is YES, and the process proceeds to S144. In S144, it is determined whether or not the adaptive control flag FADAP is 1. Since the adaptive control is not being performed at the time of the first outbound departure, the determination in S144 is NO, and the process proceeds to S148 where the round trip flag FTRIP is set to 1.
Next, the process proceeds from S140 (home determination process) in FIG. 4B to S132, and it is determined whether FTRIP is 1. Since the determination at the time of the first outbound departure is YES, FTRIP is changed to 0 in S134. Next, in S136, the initial value of the limited capacity integrated value INICAPLMT is substituted into CAPLMT2.

Returning to FIG. 3, in S109, the engine is started (start mode processing). Next, in S126, the engine and motor torque distribution for realizing the vehicle required output is instructed (output instruction processing). Next, in S180, the process (4) at the time of turning off the ignition is performed (IGOFF process).
FIG. 6 is a flowchart of the IGOFF process (4) subroutine. In this subroutine, first, in S181, it is determined whether the ignition switch is turned off. The determination at the time of the first outbound departure is NO, the process proceeds to S188, and the adaptive control flag FADAP, the limit capacity integrated value INICAPLMT, and the round trip flag FTRIP are stored in the memory.

(During the first outbound trip)
Returning to FIG. 3, the main control routine is repeated. The determination (starter instruction) in S104 during the first outbound travel is NO, and the process proceeds to S110. In S110, the current accelerator pedal opening ΔAP and vehicle speed VS are searched. Next, in S112, the driving request from the driver is determined by depressing the accelerator pedal (AP = ON). If the accelerator pedal is not depressed, the determination is no and the process proceeds to S114. In S114, it is determined whether the current vehicle speed VS is 0 km / h (that is, whether the vehicle is stopped). If this determination is YES, the process proceeds to S116, where it is determined whether there is an engine stop command. If this determination is YES, the process proceeds to S118, and engine stop mode processing during idling is performed. If the determination in S116 is NO, the process proceeds to S120, and normal (not stopping the engine) idle mode processing is performed.

  On the other hand, when the determination in S114 is NO (that is, when the vehicle is traveling), the process proceeds to S122, and it is determined whether there is an engine stop command. If this determination is NO, the process proceeds to S124 to determine whether idling is in progress. If this determination is YES, the process proceeds to S120, and normal idle mode processing is performed. On the other hand, if the determination in S122 is YES and the determination in S124 is NO, the vehicle is traveling at a reduced speed, and the battery can be charged by the regenerative output from the motor using the rotation of the wheels. Is possible. Then, it progresses to S150 and performs regeneration mode process (2).

FIG. 5A is a flowchart of the regeneration mode process (2) subroutine. In this subroutine, the battery is charged by the regenerative output of the motor. First, in S152, the regeneration output PREG is calculated. Next, in S154, it is determined whether the value obtained by adding the regenerative output PREG to the current battery SOC exceeds the upper limit set value of the battery SOC. The current battery SOC is detected by the SOC detection means. If the determination in S154 is NO, the battery is charged using all of the regenerative output PREG, and the regenerative mode processing subroutine ends.
On the other hand, if the determination in S154 is YES, the entire regenerative output PREG cannot be used for charging the battery. Therefore, the process proceeds to S156, and a process of limiting the regenerative output used for charging the battery to the regenerative limit output PREGLMT is performed. The regeneration limit output PREGLMT is a value obtained by subtracting the current battery SOC from the upper limit set value of the battery SOC. Next, in S158, the battery is charged with the regeneration limit output PREGLMT as the regeneration output PREG. Charging of the battery by the regenerative output limiting process and the regenerative limiting output is executed by the charging power limiting means. The charging power limiting means limits the charging power to the battery according to the battery SOC when the travel route is determined by the specific route determination means. Next, in S160, a calculation process (5) of the limited capacity CAPLMT 1 is performed.

FIG. 5B is a flowchart of the limited capacity calculation process (5) subroutine. This limit capacity calculation process is to integrate the limit power amount (limit capacity) by the charge power limit means, and is executed by the limit power amount calculation means. First, in S161, the regenerative limit output PREGLMT is subtracted from the regenerative output PREG to calculate the limit capacity CAPLMT 1 . Next, in S162, it is determined whether or not the adaptive control flag FADAP is zero. Since the adaptive control is not being performed during the first outbound travel, the determination is NO and the process proceeds to S164. In S164, a process for accumulating the limit capacity CAPLMT 1 to obtain a limit capacity integration value INICAPLMT is performed. Next, in S165, it is determined whether the limit capacity integrated value INICAPLMT exceeds a set value based on the error of the SOC detection means. If the determination is NO, the limited capacity integrated value INICAPLMT is not significant, and the round trip flag FTRIP is set (maintained) to 0 in S168. If the determination in S165 is YES, the limit capacity integrated value INICAPLMT is significant, and the round trip flag FTRIP is set to 1 in S166 (see FIG. 8). Note that when the round trip flag FTRIP is 1, it indicates an outbound path in which a limited capacity is generated.

(On arrival of the first outbound trip)
Returning to FIG. 3, the process proceeds from the regeneration mode process of S150 to the IGOFF process (4) of S180 through the output instruction process of S126.
In the IGOFF processing (4) subroutine shown in FIG. 6, it is determined in S181 whether the ignition switch is turned off. The determination at the time of the first outbound arrival is YES, and the process proceeds to S182. In S182, it is determined whether or not the adaptive control flag FADAP is zero. The determination at the time of the first outbound arrival is YES, and the process proceeds to S183. In S183, it is determined whether or not the round trip flag FTRIP is 1. The determination at the time of the first outbound arrival is YES, and the process proceeds to S186 via S184. In S186, the adaptive control flag FADAP is set to 1, and adaptive control is started. In step S188, the adaptive control flag FADAP, the limit capacity integrated value INICAPLMT, and the round trip flag FTRIP are stored in the memory.

(At the time of the first return departure)
Returning to FIG. 3, the main control routine is repeated. At the time of the first return departure, the determination in S104 (starter instruction) is YES, so the 1TRIP determination process (1) is performed in S105.
In the 1TRIP process (1) subroutine shown in FIG. 4A, the round trip determination process (6) is performed in S130. In the subroutine of the round trip determination process (6) shown in FIG. 4B, the home determination process is performed in S140. In the home determination subroutine shown in FIG. 4 (c), the determination of S142 (FHOME = 1) at the time of the first return departure is NO, so FTRIP is set to 1 in S148. Next, in FIG. 4B, since the determination in S132 (FADP = 1) is YES, FTRIP is changed to 0 in S134. Next, in S136, the value of the limit capacity integrated value INICAPLMT is substituted for the battery power amount (preliminary consumption amount) CAPLMT 2 to be consumed in advance.
Returning to FIG. 3, the start mode process in S109, the output instruction process in S126, and the IGOFF process in S180 are performed in order from the 1TRIP determination process in S105.

(During the first return trip)
The main control routine of FIG. 3 is repeated, and in S112, it is determined whether the accelerator pedal is depressed (AP = ON). If the determination is YES, the vehicle is traveling normally and can travel using the driving force of the engine and motor. Then, it progresses to S190 and performs a drive mode process (3).

FIG. 7A is a flowchart of the drive mode process (3) subroutine. This drive mode process is executed by the motor adaptive control means. The motor adaptive control means controls the motor based on the limit power amount calculated by the limit power amount calculation means when it is determined that the specific travel route is specified by the specific route determination means. First, in S192, it is determined whether the battery SOC is below the lower limit set value. If the determination is YES, the battery should not be consumed and the motor should not be driven, so the routine proceeds to S194 and the motor drive amount ASTPWR is set to zero. On the other hand, if the determination in S192 is NO, it is possible to drive the motor. Therefore, the process proceeds to S196, and the motor drive amount ASTPWR is obtained by map search. Next, in S197, it is determined whether or not the adaptive control flag FADAP is 1. Since FADAP is 1 during the first return trip, the determination is YES and the process proceeds to S198. In S198, it is determined whether or not the round trip flag FTRIP is zero. Since FTRIP is 0 during the first return trip, the determination is YES and the process proceeds to S302. In S302, it is determined whether the pre-consumption amount CAPLMT 2 into which the limit capacity integrated value INICAPLMT is substituted is equal to or less than a set value based on the error of the SOC detection means. If the determination is NO, CAPLMT 2 is significant and the process proceeds to S304.

In S304, the motor drive amount ASTPWR is increased. This increase process is performed by multiplying the ASTPWR obtained in S196 by an increase coefficient. The increase coefficient is obtained with reference to the increase coefficient table.
FIG. 7B is an increase coefficient table. In the increase coefficient table, an increase coefficient (both 1.0 or more) is set corresponding to the pre-consumption amount CAPLMT 2 . It should be noted that the increase coefficient is set so as to increase as CAPLMT 2 increases. With reference to this table, an increase coefficient corresponding to the current CAPLMT 2 is obtained. When the current value of CAPLMT 2 is not in the table, the increase coefficient is obtained from the adjacent CAPLMT 2 by proportional distribution.
As described above, the motor adaptive control means increases the drive output of the motor based on the limit power calculated by the limit power amount calculation means.

By increasing the motor drive amount ASTPWR, the battery consumption increases. Thereby, as shown on the right side of FIG. 2A, when the increase process of the motor drive amount ASTPWR is performed (solid line), the battery SOC is reduced compared to the case where the increase process is not performed (broken line). . When the increase process is not performed, the battery SOC at the first return departure and the battery SOC at the return arrival are substantially the same, but when the increase process is performed, the battery SOC at the first return departure is the same. The battery SOC at the time of return arrival is smaller than the battery SOC.
The motor adaptive control means may set the target value of the battery SOC based on the limit power calculated by the limit power amount calculation means. Further, a target area of the battery SOC may be set.

Returning to FIG. 7A, when the motor drive amount ASTPWR is increased in S304, the advance consumption amount CAPLMT 2 is increased by the increment of the motor drive amount ASTPWR (ie, ASTPWR × (increase coefficient−1.0)). Subtract. As described above, since increasing a gain coefficient with an increase in the CAPLMT 2, by subtracting the increment by pre consumption CAPLMT 2 of the motor drive amount ASTPWR, by the time of arrival first return path CAPLMT 2 can be 0. As shown in FIG. 8, the preliminary consumption amount CAPLMT 2 gradually decreases, but the limited capacity integrated value INICAPLMT retains the original value.

  Returning to FIG. 3, the process proceeds from the drive mode process of S190 to the output instruction process of S126. In S126, the engine and motor torque distribution for realizing the vehicle required output is instructed. Specifically, the motor drive amount ASTPWR multiplied by the increase coefficient is set as the motor torque distribution, and a value obtained by subtracting the motor torque distribution from the requested output is designated as the engine torque distribution. Thereafter, the IGOFF process of S180 is performed.

(On the second outbound departure)
Returning to FIG. 3, the main control routine is repeated. At the time of the second outbound departure, the determination in S104 (starter instruction) is YES, and 1TRIP determination processing (1) is performed in S105.
In the 1TRIP process (1) subroutine shown in FIG. 4A, the round trip determination process (6) is performed in S130. In the subroutine of the round trip determination process (6) shown in FIG. 4B, the home determination process is performed in S140. In the subroutine of the home determination process shown in FIG. 4C, the determination in S142 (FHOME = 1) at the time of the second outbound departure is YES, and the determination in S144 (FADP = 1) is also YES, so in S146 Set FTRIP to 0. Next, in FIG. 4B, since the determination in S132 (FADP = 1) is NO, FTRIP is changed to 1 in S138.
Returning to FIG. 3, S109 (start mode process), S126 (output instruction process), and S180 (IGOFF process) are sequentially performed from the 1TRIP determination process of S105.

(During the second outbound trip)
The main control routine of FIG. 3 is repeated, and if it is determined in S112 that the accelerator pedal is depressed (AP = ON), drive mode processing (3) of S150 is performed. In the drive mode processing (3) subroutine of FIG. 7A, since the adaptive control is being performed during the second forward travel, the determination in S197 (FADP = 1) is YES, but the determination in S197 because it is the forward ( FTRIP = 0) is NO. Therefore, the adaptive control in S304 is not performed and normal control is performed.

  On the other hand, the value of the battery SOC at the time of the second outbound departure shown on the left side of FIG. 2B matches the value of the battery SOC at the time of the first return arrival shown on the right side of FIG. It is smaller than the value of the battery SOC at the time of the first outbound departure shown on the left side of (a). In addition, the amount of decrease in the battery SOC coincides with the value of the limit capacity integrated value INICAPLMT during the first forward travel. Therefore, during the second forward travel shown on the left side of FIG. 2B, in principle, no limit capacity is generated, and the battery SOC does not exceed the upper limit set value.

However, due to the difference between the first and second vehicle driving conditions (road congestion, etc.), battery deterioration, and the like, an exceptionally limited capacity may occur even during the second outbound travel. Therefore, the following processing is performed.
In S154 of the regeneration mode process (2) subroutine shown in FIG. 5A, it is determined whether the value obtained by adding the regeneration output PREG to the current battery SOC exceeds the upper limit set value of the battery SOC. If the determination is YES, the process proceeds to S156, and a process of limiting the regenerative output used for charging the battery to the regenerative limit output PREGLMT is performed. The regeneration limit output PREGLMT is a value obtained by subtracting the current battery SOC from the battery SOC upper limit value. Next, in S158, the battery is charged with the regeneration limit output PREGLMT as the regeneration output PREG.
Next, in S160, a calculation process (5) of the limited capacity CAPLMT 1 is performed.

In the limited capacity calculation process (5) subroutine shown in FIG. 5B, first, in S161, the regenerative limit output PREGLMT is subtracted from the regenerative output PREG to calculate the limit capacity CAPLMT 1 . Next, in S162, it is determined whether or not the adaptive control flag FADAP is zero. Since the adaptive control is being performed during the second outbound travel, the determination is YES and the process proceeds to S170. In S170, it is determined whether or not the round trip flag FTRIP is 1. Since FTRIP is 1 during the second outbound travel, the determination is YES and the process proceeds to S174. In S174, the limit capacity CAPLMT 1 is added to perform a process for obtaining the limit capacity integrated value TMCAP. Next, in S176, it is determined whether the limit capacity integrated value TMCAP exceeds a set value based on the error of the SOC detection means. When the determination is NO, it cannot be said that the limit capacity integrated value TMCAP is significant, and FADAP is maintained at 1. If the determination in S178 is YES, the limited capacity integrated value TMCAP is significant, and the adaptive control flag FADAP is returned to 0 in S178. If the limited capacity is generated again in this way, the adaptive control flag FADAP is reset (see FIG. 10).

(At the second outbound arrival)
Returning to FIG. 3, the process proceeds from the regeneration mode process of S150 to the IGOFF process (4) of S180 through the output instruction process of S126.
In the IGOFF processing (4) subroutine shown in FIG. 6, when the second outbound arrival is reached, the determination in S188 (IGOFF) is YES, the determination in S182 (FADP = 0) is also YES, and the determination in S183 (FTRIP = 1) ) Is also YES, the process proceeds to S184. In S184, the limit capacity integrated value TMCAP calculated during the second outbound travel is added to the limit capacity integrated value INICAPLMT calculated during the first outbound travel, and is substituted into INICAPLMT. This INICAPLMT is the limit capacity integrated value for all of the first and second times (see FIG. 10). In S186, the adaptive control flag FADAP is set to 1 again.
The adaptive control during the second return trip may be performed in the same manner as the adaptive control during the first return trip. Further, the control during the third and subsequent travels may be performed in the same manner as the control during the second travel.

  As described above in detail, the hybrid vehicle according to the present embodiment includes a specific route determining unit that determines that the vehicle is traveling on a specific route, and a battery when the travel route is determined by the specific route determining unit. A charging power limiting unit that limits charging power to the battery according to the SOC, a limited power amount calculating unit that calculates a power amount (limited capacity) of the charging power limited by the charging power limiting unit, and a specific path determination unit When it is determined that the travel route is a specific travel route, an electric motor adaptive control unit that controls the motor based on the limit power amount calculated by the limit power amount calculation unit is provided.

  As a result, the limited capacity in which charging is limited in the specific path is calculated, and the motor is controlled based on the limited capacity, so that it is possible to prevent the charging of the battery from being limited again in the specific path. Therefore, the regenerative output of the motor can be efficiently used for charging the battery. Along with this, the engine load can be reduced, so that fuel efficiency can be improved. Note that an external information device such as a navigation system is not necessary and can be realized at low cost. In addition, the battery can be optimally controlled, and the deterioration of the battery can be suppressed.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. Note that detailed description of portions having the same configuration as in the first embodiment is omitted.
In addition to the hybrid vehicle of the first embodiment, in the second embodiment, travel distance storage means (not shown) is provided inside the ECU 50 shown in FIG. The travel distance storage means stores the travel distance from the time when the specific route determination means 51 determines that the vehicle is traveling on the specific route to the time when the charge power limit means 52 limits the charge power. As this mileage storage means, it is possible to use what is mounted on a normal hybrid vehicle. Further, the motor adaptive control means 14 provided in the PDU 13 adds to the limit power amount calculated by the limit power amount calculation means 53 when the specific route determination means 51 determines that it is a specific travel route, The motor 3 is controlled based on the travel distance stored by the travel distance storage means.

(Battery charge control method)
FIG. 11 is an explanatory diagram of a battery charge control method according to the second embodiment, in which FIG. 11 (a) shows the first traveling time, and FIG. 11 (b) shows the second and subsequent traveling times. As shown in FIG. 11A, normal control is performed when traveling on the first specific route (commuting trip). At this time, regenerative outputs (restricted capacity integrated values) Reg1 and Reg2 that could not be used for charging the battery are recorded. In addition, the distances Dis1 and Dis2 from the home to the locations where Reg1 and Reg2 are generated are recorded.

  Next, as shown in FIG. 11 (b), adaptive control is performed at the time of traveling on a specific route (commuting trip) after the second time. Specifically, as compared with the battery SOC (dashed line) by the normal control, the battery SOC decreases by the amount of the limit capacity integrated value Reg1 before reaching Dis1, and the amount of the limit capacity integrated value Reg2 before reaching Dis2. Only the battery SOC is controlled to decrease (solid line). As a result, when the vehicle travels on the specific route for the second time and thereafter, the battery SOC does not exceed the upper limit set value at Dis1 and Dis2. Therefore, all of the regenerative output of the motor can be used for charging the battery.

The above-described battery charge control method will be described in detail with reference to the flowcharts of FIGS. In the following, description will be given by taking as an example the case of traveling on the commuting trip as a specific route.
(At the first departure)
FIG. 12 is a flowchart of the main control routine. At the time of the first departure, the determination in S204 (starter instruction) is YES, and the process proceeds to S205 to perform the 1TRIP determination process (1).
FIG. 13A is a flowchart of the 1TRIP determination process (1) subroutine. This 1TRIP determination process is to determine that the vehicle is traveling on a specific route, and is executed by a specific route determination means. In this subroutine, a specific route determination process (6) is performed in S230.

FIG. 13B is a flowchart of the specific route determination process (6) subroutine. In this subroutine, home determination is performed in S240.
FIG. 13C is a flowchart of the home determination subroutine. In this subroutine, first, in S241, it is determined whether the current position is at home. Since the current position at the time of the first departure is at home, the determination in S242 (FHOME = 1) is YES, and the determination in S244 (FADP = 1) is NO, so FTRIP is set to 1 in S248. .
Next, returning to FIG. 13B, since the determination in S232 (FTRIP = 1) is YES, FTRIP is changed to 0 in S234.

Returning to FIG. 12, the process proceeds to S270 through S209 (start mode process) and S226 (output instruction process), and a distance / limited capacity storage process (7) is performed.
FIG. 15 is a flowchart of the distance / limited capacity storage process (7). In this flowchart, as will be described later, a process of storing the distance from the home to the limited capacity generation point and the limited capacity at that point is performed. First, in S272, it is determined whether the mode variable MODE is the limited regeneration mode. The initial value of MODE is the normal regeneration mode, and the determination at the first departure is NO and the process proceeds to S276. In S276, it is determined whether the previous MODE is the limited regeneration mode. At the first departure, this determination is also NO, and the distance / limited capacity storage processing subroutine ends.

(During the first run)
Returning to FIG. 12, the main control routine is repeated. If the vehicle is decelerating, regeneration mode processing (2) is performed in S250.
FIG. 14A is a flowchart of the regeneration mode process (2) subroutine. In this subroutine, the battery is charged by the regenerative output of the motor. First, in S252, the regeneration output PREG is calculated. Next, in S254, it is determined whether the value obtained by adding the regenerative output PREG to the current battery SOC exceeds the upper limit set value of the battery SOC. The current battery SOC is detected by the SOC detection means. If the determination in S254 is NO, the mode variable MODE is set (maintained) in normal regeneration mode in S255, the battery is charged using all of the regeneration output PREG, and the regeneration mode processing subroutine is terminated.

On the other hand, if the determination in S254 is YES, the entire regenerative output PREG cannot be used for charging the battery. Therefore, the process proceeds to S256, and a process of limiting the regenerative output used for charging the battery to the regenerative limit output PREGLMT is performed. The regeneration limit output PREGLMT is a value obtained by subtracting the current battery SOC from the upper limit set value of the battery SOC. Next, in S258, the battery is charged with the regeneration limit output PREGLMT as the regeneration output PREG. Charging of the battery by the regenerative output limiting process and the regenerative limiting output is executed by the charging power limiting means. The charging power limiting means limits the charging power to the battery according to the battery SOC when the travel route is determined by the specific route determination means.
Next, in S260, a calculation process (5) of the limited capacity CAPLMT 1 is performed.

FIG. 14B is a flowchart of the limited capacity calculation process (5) subroutine. This limit capacity calculation process is to integrate the limit power amount (limit capacity) by the charge power limit means, and is executed by the limit power amount calculation means. First, in S262, the regenerative limit output PREGLMT is subtracted from the regenerative output PREG to calculate the limit capacity CAPLMT 1 . Next, in S264, the limit capacity CAPLMT 1 is integrated to obtain a limit capacity integrated value INICAPLMT. Next, in S265, it is determined whether the limit capacity integrated value INICAPLMT exceeds a set value based on the error of the SOC detection means. If the determination is NO, the limit capacity integrated value INICAPLMT is not significant, and the round trip flag FTRIP is set to 0 (maintained) in S268, and the mode variable MODE is set (maintained) in S269. ) If the determination in S265 is YES, the limited capacity integrated value INICAPLMT is significant, the round trip flag FTRIP is set to 1 in S266, and the mode variable MODE is set to the limited regeneration mode in S267.

Returning to FIG. 12, the distance / limited capacity storage process (7) of S270 is performed from the regeneration mode process of S250 through the output instruction process of S226.
In the distance / limited capacity storage processing (7) subroutine of FIG. 15, in S272, it is determined whether or not the mode variable MODE is the limited regeneration mode. Since this determination is YES, the process proceeds to S273, where it is determined whether the previous MODE is in the limited regeneration mode (whether it is the normal regeneration mode). Immediately after the start of the limited regeneration mode, the determination in S273 is YES, and thus the process proceeds to S274. In S274, the distance from the home to the current position (current distance) is input to Dis1 and stored in the travel distance storage means. That is, when the limited capacity is newly generated and the limited regeneration mode is started, the data input for Dis1 is performed. In the section where the limited capacity is generated, the limited regeneration mode continues.

The main control routine of FIG. 12 is repeated, and the regeneration mode process (2) of S250 is performed in the same manner as described above. If it is determined in step S254 of the regeneration mode process (2) subroutine of FIG. 14A that no limited capacity is generated (NO), the process returns to the normal regeneration mode in step S255.
Returning to the main control routine of FIG. 12, the distance / limit capacity storage process (7) of S270 is performed. In the distance / limited capacity storage process (7) subroutine of FIG. 15, the determination in S272 (MODE = restricted regeneration mode) is NO, and the flow proceeds to S276. Immediately after returning to the normal regenerative mode, the determination in S276 (previous MODE = restricted regenerative mode) becomes YES, so the process proceeds to S277. In S277, the current limit capacity integrated value INICAPLMT is input to the first limit capacity integrated value INICAPLMT1. In the first limit capacity integrated value INICAPLMT1, data of the limit capacity integrated value in the first limit capacity generation section is recorded.

  Similarly, when there is a second or subsequent limited capacity generation section, data of distances Dis2, Dis3,... To the point where the new limited capacity is generated is stored in the travel distance storage means, and the limited capacity in each section is stored. Data of integrated values INICAPLMT2, INICAPLMT3,... Are recorded. Note that adjacent limited capacity generation sections may be recorded together as one.

(On first arrival)
Returning to the main control routine of FIG. 12, the IGOFF process (4) of S280 is performed.
FIG. 16 is a flowchart of the IGOFF process (4). In this flowchart, first, in S281, it is determined whether or not the ignition switch is turned off. The determination at the first arrival is YES, and the process proceeds to S282. In S282, it is determined whether or not the adaptive control flag FADAP is zero. The determination at the first arrival is YES, and the process proceeds to S283. In S283, it is determined whether or not the round trip flag FTRIP is 1. The determination at the first arrival is YES, and the process proceeds to S286. In S286, the adaptive control flag FADAP is set to 1, and adaptive control is started. Next, in S288, the adaptive control flag FADAP and the round trip flag FTRIP are stored in the memory.

(On the second departure)
Returning to FIG. 12, the main control routine is repeated. At the time of the second departure, since the determination in S204 (starter instruction) is YES, a 1TRIP determination process (1) is performed in S205.
In the 1TRIP process (1) subroutine shown in FIG. 13A, the specific route determination process (6) is performed in S230. In the specific route determination process (6) subroutine shown in FIG. 13B, the home determination process is performed in S240. In the home determination processing subroutine shown in FIG. 13C, at the time of the second departure, the determination in S242 (FHOME = 1) is YES, and the determination in S244 (FADP = 1) is also YES, so FTRIP is set in S246. Set to 0. Next, in FIG. 13B, since the determination in S232 (FADP = 1) is NO, FTRIP is changed to 1 in S238.

(During the second run)
Returning to FIG. 12, the main control routine is repeated. In S212, it is determined whether the accelerator pedal is depressed (AP = ON). If the determination is YES, the vehicle is traveling normally and can travel using the driving force of the engine and motor. Then, it progresses to S290 and performs drive mode processing (3).

  FIG. 17 is a flowchart of the drive mode processing (3) subroutine. This drive mode process is executed by the motor adaptive control means. The motor adaptive control means adds the travel distance stored in the travel distance storage means to the travel distance stored in the travel distance storage means in addition to the power limit calculated by the power limit calculation means when the specific travel path is determined to be a specific travel route. Based on this, the motor is controlled. First, in S292, it is determined whether the battery SOC is below the lower limit value. If the determination is YES, the battery should not be consumed and the motor should not be driven, so the process proceeds to S294 and the motor drive amount ASTPWR is set to zero. Further, the mode variable MODE is set to the drive mode.

On the other hand, if the determination in S292 is NO, it is possible to drive the motor, so the process proceeds to S296 and the motor drive amount ASTPWR is obtained by map search. Next, in S297, it is determined whether or not the adaptive control flag FADAP is 1. Since FADAP is 1 during the second run, the determination is yes and the process proceeds to S298. In S298, it is determined whether or not the round trip flag FTRIP is 1. Since FTRIP is 1 during the second run, the determination is YES and the process proceeds to S410. In S410, a CAPLMT 2 calculation process (8) is performed.

FIG. 18A is a flowchart of the CAPLMT 2 calculation process (8) subroutine. In this subroutine, the battery power amount (preliminary consumption amount) CAPLMT 2 to be consumed in advance is calculated. First, in S412, it is determined whether the data set flag FSETCAP is zero. The initial value of FSETCAP is 0, and the determination is yes and the process proceeds to S414. In S414, data of the first section distance Dis1 and the first limit capacity integrated value INICAPLMT1 is searched from the table recorded as shown in FIG. 18B. Next, in S415, the first quota integrated value INICAPLMT1 by adding the previous unconsumed amount PRECAP, input to the pre-consumption CAPLMT 2. The initial value of the previous unconsumed amount PRECAP is 0. In step S416, the data set flag FSETCAP is changed to 1.

Returning to FIG. 17, the process proceeds to S <b> 402 from the CAPLMT 2 calculation process of S <b> 410. In S402, it is determined whether the prior consumption amount CAPLMT 2 into which the first limit capacity integrated value INICAPLMT1 is substituted is equal to or less than a set value based on the error of the SOC detection means. If the determination is YES, it cannot be said that CAPLMT 2 is significant, and the data set flag FSETCAP is returned to 0 in S408.

On the other hand, if the determination in S402 is NO, CAPLMT 2 is significant and the process proceeds to S404.
In S404, a process for increasing the motor drive amount ASTPWR is performed. This increase process is performed by multiplying the ASTPWR obtained in S296 by an increase coefficient. Specifically, first, the first limit capacity integrated value INICAPLMT1 is divided by the first section distance Dis1 to calculate a pre-consumption amount (unit pre-consumption amount) per unit distance. Next, an increase coefficient is determined so that the motor drive amount ASTPWR increases by the calculated unit prior consumption amount. Thus, the motor adaptive control means increases the motor drive output based on the travel distance stored by the travel distance storage means in addition to the limit capacity integrated value calculated by the limit power amount calculation means. The motor adaptive control means may set the target value of the battery SOC based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. Further, a target area of the battery SOC may be set.

  By increasing the motor drive amount ASTPWR, the battery consumption increases. Thus, as shown in FIG. 11B, in the case of the adaptive control in which the motor driving amount ASTPWR is increased (solid line), the battery SOC is compared with the case of the normal control in which the increase processing is not performed (broken line). Decrease.

Returning to FIG. 17, after the process of increasing the motor drive amount ASTPWR is performed in S <b> 404, the advance consumption amount CAPLMT 2 is subtracted by the increment of the motor drive amount ASTPWR (that is, ASTPWR × (increase coefficient −1.0)). To do. In the present embodiment, since the motor drive amount ASTPWR is increased as described above, the advance consumption amount CAPLMT 2 can be set to zero before the vehicle reaches the first section distance Dis1.

The main control routine of FIG. 12 is repeated, and in the CAPLMT 2 calculation process (8) subroutine of FIG. 18A, it is determined whether or not the data set flag FSETCAP is 0 in S412. Since the data of the first interval distance Dis1 and the first limit capacity integrated value INICAPLMT1 have already been read and FSETCAP is 1, the determination in S412 is NO and the process proceeds to S420. In S420, it is determined whether the current distance of the vehicle is greater than the first section distance Dis1. If the first section distance Dis1 has not yet been reached, the determination in S420 is NO and the process proceeds to S424. In S424, the value of the current pre-consumption amount CAPLMT 2 is input to the non-consumption amount PRECAP. Here, the pre-consumption amount CAPLMT 2 after being subtracted in S406 of FIG. 17 is input to the non-consumption amount PRECAP.

The main control routine of FIG. 12 is repeated, and in the CAPLMT 2 calculation process (8) subroutine of FIG. 18A, the determination in S412 (FSETCAP = 0) is NO, and the process proceeds to S420. If the current distance of the vehicle exceeds the first section distance Dis1 in S420, the determination is YES, and the data set flag FSETCAP is returned to 0 in S422.

As described above, the battery is consumed in advance by the pre-consumption amount CAPLMT 2 corresponding to the first limit capacity integrated value INICAPLMT1 before the vehicle reaches the first section distance Dis1. Therefore, it is possible to prevent the limited capacity from being generated in the first section during the second run. Similarly, since the battery is consumed in advance by the pre-consumption amount CAPLMT 2 corresponding to the second limit capacity integrated value INICAPLMT2 before the vehicle reaches the second section distance Dis2, the limit capacity is also generated in the second section. Can be prevented. Note that the battery may be consumed by a pre-consumption amount CAPLMT 2 corresponding to the first limit capacity integrated value INICAPLMT1 and the second limit capacity integrated value INICAPLMT2 before the vehicle reaches the first section distance Dis1.

The main control routine of FIG. 12 is repeated, and in the CAPLMT 2 calculation process (8) subroutine of FIG. 18A, the determination in S412 (FSETCAP = 0) becomes YES, and the process proceeds to S414. In S414, the data of the second section distance Dis2 and the second limit capacity integrated value INICAPLMT2 are searched from the table of FIG. 18B. Next, in S415, by adding the unconsumed amount PRECAP the second quota integrated value INICAPLMT2, and inputs to the pre-consumption CAPLMT 2. Based on this CAPLMT 2 , by performing the motor drive amount increasing process in S404 of FIG. 17, it is possible to consume the battery consumption that has not been consumed. Thereby, generation | occurrence | production of a limit capacity can be prevented.
The control during the third and subsequent runs may be performed in the same manner as the control during the second run.

  As described above in detail, the hybrid vehicle according to the present embodiment includes the battery SOC when the travel route is determined by the specific route determination unit that determines that the vehicle is traveling on the specific route and the specific route determination unit. The charging power limiting means for limiting the charging power to the battery according to the charging power, the limiting power amount calculating means for calculating the power amount (limited capacity) of the charging power limited by the charging power limiting means, and the specific path determining means A travel distance storage means for storing the travel distance from the time when it is determined that the route is determined to be traveling to the time when the charge power is restricted by the charge power restriction means, and a specific travel route by the specific route confirmation means Motor that controls the motor based on the limit power amount calculated by the limit power amount calculating means and the travel distance stored by the travel distance storage means Characterized in that it comprises a 応制 control means.

  Thus, since the motor is controlled based on the limit capacity integrated value in the specific route and the distance to that point, it is possible to prevent the charging of the battery from being restricted again at the distance of the specific route. . Therefore, the regenerative output of the motor can be efficiently used for charging the battery. Along with this, the engine load can be reduced, so that fuel efficiency can be improved. Note that an external information device such as a navigation system is not necessary and can be realized at low cost. In addition, the battery can be optimally controlled at a low cost, and deterioration of the battery can be suppressed.

The present invention is not limited to the embodiment described above.
The present invention can be driven using energy stored in an in-vehicle secondary battery, and can be applied to all hybrid vehicles having an internal combustion engine.
Further, in the embodiment, control for increasing the motor assist amount according to the limit capacity integrated value is performed. However, control for expanding the set value of the EV travel region may be performed, and control for decreasing the lower limit set value of the battery SOC is performed. Alternatively, control for stopping the cylinder may be performed.

It is a schematic block diagram of the drive system of a hybrid vehicle. It is explanatory drawing of the charge control method of the battery which concerns on 1st Embodiment. It is a flowchart of a main control routine. It is a flowchart of 1 TRIP determination processing subroutine. It is a flowchart of a regeneration mode processing subroutine. It is a flowchart of an IGOFF processing subroutine. It is a flowchart of a drive mode processing subroutine. It is a timing chart in the first round trip. It is a timing chart in the 2nd round trip. It is a timing chart when a capacity limit occurs in the second outbound path. It is explanatory drawing of the charge control method of the battery which concerns on 2nd Embodiment. It is a flowchart of a main control routine. It is a flowchart of 1 TRIP determination processing subroutine. It is a flowchart of a regeneration mode processing subroutine. 10 is a flowchart of a distance / limited capacity storage processing subroutine. It is a flowchart of an IGOFF processing subroutine. It is a flowchart of a drive mode processing subroutine. It is a flowchart of a CAPLMT 2 calculation processing subroutine. It is explanatory drawing of the charge control method of the battery which concerns on a prior art.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 2 ... Engine (internal combustion engine) 3 ... Motor (electric motor) 11 ... SOC detection means (remaining capacity detection means) 12 ... Battery (power storage device) 13 ... PDU (electric motor control device) 14 ... Electric motor adaptive control means 50 ... ECU 51 ... Specific route determination means 52 ... Charging power limiting means 53 ... Limiting electric energy calculation means

Claims (9)

In a hybrid vehicle that includes an internal combustion engine that generates a drive source of the vehicle and an electric motor, and the electric motor performs regenerative power generation when the vehicle decelerates,
An electric motor control device for controlling the electric motor;
A power storage device for supplying electric power to the electric motor or charging electric power from the electric motor;
A remaining capacity detecting means for detecting a remaining capacity of the power storage device;
A particular path determination means for determining that the vehicle is traveling a particular route,
Charging power limiting means for limiting charging power to the power storage device according to the remaining capacity of the power storage device detected by the remaining capacity detection means when the travel route is determined by the specific route determination means;
A limit power amount calculating means for calculating the amount of charge power limited by the charge power limit means, and
The specific route is a route on which the vehicle repeatedly travels at a predetermined time,
The specific route determination means determines that the vehicle travels on the specific route when there is a starter instruction of the vehicle at the predetermined time,
The motor control apparatus, when by the particular path determination means that a particular travel route is determined, the motor adaptive control means for controlling the electric motor on the basis of the limit power amount calculated by said limit power amount calculating means A hybrid vehicle comprising:   2. The hybrid vehicle according to claim 1, wherein the motor adaptive control unit sets a remaining capacity target value of the power storage device based on the limit power calculated by the limit power amount calculation unit.   2. The hybrid vehicle according to claim 1, wherein the electric motor adaptive control unit sets a remaining capacity target region of the power storage device based on the limited power calculated by the limited power amount calculating unit.   2. The hybrid vehicle according to claim 1, wherein the electric motor adaptive control unit increases a drive output of the electric motor based on the limited power calculated by the limited power amount calculating unit. In a hybrid vehicle that includes an internal combustion engine that generates a drive source of the vehicle and an electric motor, and the electric motor performs regenerative power generation when the vehicle decelerates,
An electric motor control device for controlling the electric motor;
A power storage device for supplying electric power to the electric motor or charging electric power from the electric motor;
A remaining capacity detecting means for detecting a remaining capacity of the power storage device;
A particular path determination means for determining that the vehicle is traveling a particular route,
Charging power limiting means for limiting charging power to the power storage device according to the remaining capacity of the power storage device detected by the remaining capacity detection means when the travel route is determined by the specific route determination means;
Limit power amount calculating means for calculating the amount of charge power limited by the charge power limit means;
And a travel distance storage means for storing the travel distance from the time when it is determined that the traveling on a specific route to the point where the charging power is limited by the charging power limiting means by the particular path determination unit,
The specific route is a route on which the vehicle repeatedly travels at a predetermined time,
The specific route determination means determines that the vehicle travels on the specific route when there is a starter instruction of the vehicle at the predetermined time,
The motor control device, when it is a specific travel path is determined by the particular path determination unit, limiting the amount of power calculated by said limit power amount calculating means, and the traveling distance stored by the travel distance storage means A hybrid vehicle comprising: an electric motor adaptive control means for controlling the electric motor based on the motor.   The electric motor adaptive control means sets the remaining capacity target value of the power storage device based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. Item 6. The hybrid vehicle according to Item 5.   The electric motor adaptive control means sets the remaining capacity target area of the power storage device based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. Item 6. The hybrid vehicle according to Item 5.   The motor adaptive control means increases the drive output of the motor based on the limit power calculated by the limit power amount calculation means and the travel distance stored by the travel distance storage means. The described hybrid vehicle. When it is determined that said vehicle by a specific path determination unit travels a certain route, and forward backward determining means for determining whether a backward or a forward in the specific path,
Storage means for storing whether the charge power is limited by the charge power control means is the forward path or the return path, and
The hybrid vehicle according to any one of claims 1 to 8, wherein the electric motor adaptive control means is executed on either the forward path or the return path stored by the storage means.