JP5895353B2 - Hybrid car - Google Patents

Description

  The present invention includes an internal combustion engine, a traveling electric motor capable of generating electric power, a secondary battery capable of exchanging electric power with the electric motor, traveling power setting means for setting traveling power required for traveling, The internal combustion engine and the electric motor are controlled so as to travel by the set traveling power with switching between an engine operation mode in which the internal combustion engine is operated and an electric travel mode in which the vehicle is driven only by power from the electric motor. The present invention relates to a hybrid vehicle comprising control means for

  Conventionally, this type of hybrid vehicle includes an engine that outputs power to the drive shaft via a transmission, a motor that outputs power to the drive shaft, and a battery that exchanges power with the motor, and only power from the motor. Has been proposed that can perform both motor traveling that travels by means of power, hybrid traveling that travels by using both power from the engine and power from the motor, and engine traveling that travels only by the power from the engine (for example, Patent Documents). 1). In this hybrid vehicle, when the remaining capacity of the battery is greater than or equal to the first set amount, the vehicle travels by running the motor, and the remaining capacity of the battery is less than the first set amount and smaller than the first set amount and greater than or equal to the second set amount. The vehicle travels by hybrid travel, and when the remaining capacity of the battery is less than the second set amount, the vehicle travels by engine travel.

JP 2007-269249 A

  In such a hybrid vehicle, a power larger than the driving power required for driving from the engine is output, and a surplus power output from the engine is generated by a motor to charge the battery while driving with the driving power. You can also. However, since the engine needs to output surplus power for charging the battery, carbon dioxide emissions may increase or fuel consumption may deteriorate as the engine burns.

  The main purpose of the hybrid vehicle of the present invention is to increase the storage ratio of the secondary battery without increasing the amount of carbon dioxide emission or deteriorating the fuel consumption.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine, a traveling motor capable of generating electric power, a secondary battery capable of exchanging electric power with the motor, traveling power setting means for setting traveling power required for traveling, and driving the internal combustion engine Control means for controlling the internal combustion engine and the electric motor so as to travel with the set power for traveling with switching between the engine operating mode for traveling and the electric traveling mode for traveling only by the power from the electric motor; In a hybrid vehicle equipped with
The control means outputs the driving power only from the internal combustion engine and outputs the driving power when the set driving power is driving power when a request to increase the storage ratio of the secondary battery is made. The internal combustion engine and the electric motor are controlled so as to travel by the above-mentioned, and when the set traveling power is braking power, the braking power is output from the electric motor and travels by the traveling power. And a means for controlling the motor.

  In the hybrid vehicle of the present invention, when a request to increase the storage ratio of the secondary battery is made, if the set traveling power is the driving power, the driving power is output only from the internal combustion engine and travels with the traveling power. The internal combustion engine and the electric motor are controlled so that when the set traveling power is the braking power, the braking power is output from the electric motor and the internal combustion engine and the electric motor are controlled to travel by the traveling power. As a result, the secondary battery can be prevented from discharging when traveling with drive power, and the secondary battery can be charged by regenerative control of the electric motor when traveling with braking power. As a result, surplus power is not output from the internal combustion engine in order to charge the secondary battery, so that the storage rate of the secondary battery is increased without increasing the amount of carbon dioxide emission or deteriorating fuel consumption. be able to.

  In such a hybrid vehicle of the present invention, the control means subtracts the charging / discharging required power required for the secondary battery from the set traveling power when no request for increasing the storage ratio of the secondary battery is made. The internal power is output from the internal combustion engine and the internal combustion engine and the electric motor are controlled so as to travel with the travel power, and a request to increase the storage ratio of the secondary battery is made and the set travel power In the case where is the driving power, the set traveling power is output from the internal combustion engine, and at the same time, the internal combustion engine and the electric motor can be controlled to travel by the traveling power. . The “charge / discharge required power” is used with the discharge side as positive and the charge side as negative. Therefore, when the secondary battery is charged when a request to increase the power storage ratio of the secondary battery is not made, a power larger than the traveling power is output from the internal combustion engine.

  Further, in the hybrid vehicle of the present invention, when the request for increasing the storage ratio of the secondary battery is made, the control means sets the state of the secondary battery when the set traveling power is drive power. And setting the allowable maximum discharge power as the maximum value of the power that the secondary battery may discharge based on, and controlling the electric motor within the set allowable maximum discharge power, the set driving power Is a means for setting the allowable maximum discharge power to a value of 0 regardless of the state of the secondary battery and controlling the electric motor within the set allowable maximum discharge power, regardless of the state of the secondary battery. You can also.

  Further, in the hybrid vehicle of the present invention, when the request for increasing the storage ratio of the secondary battery is made, the control means travels in the electric travel mode when the set travel power is drive power. It may be prohibited and may be a means for permitting traveling in the electric traveling mode when the set traveling power is braking power.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of a drive control routine executed by an EV ECU 70. It is explanatory drawing which shows the mode of the time change of the vehicle speed V, the request | requirement power P *, and the electrical storage ratio SOC when the recovery instruction | command of the electrical storage ratio SOC is made during driving | running | working. It is a flowchart which shows an example of the drive control routine of a modification. It is a flowchart which shows an example of the drive control routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment receives signals from an engine 22 that uses gasoline, light oil or the like as fuel, and various sensors such as a crank position sensor that detects the rotational position of the crankshaft. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 for controlling the driving of the engine, a drive shaft connected to a crankshaft 26 of the engine 22 with a carrier and connected to drive wheels 38a and 38b via a differential gear 37. A planetary gear 30 having a ring gear connected to 36, a motor MG1 configured as, for example, a synchronous generator motor and a rotor connected to the sun gear of the planetary gear 30, and a rotor connected to the drive shaft 36, for example, configured as a synchronous generator motor. Motor MG2 and motor MG1 Inverters 41 and 42 for driving MG2, motor electronic control unit (hereinafter referred to as motor ECU) 40 for driving and controlling motors MG1 and MG2, and motors MG1 and MG2 via inverters 41 and 42. A battery 50 to be exchanged, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the battery 50, and a hybrid electronic control unit (hereinafter referred to as a HVECU) 70 for controlling the entire vehicle are provided.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input via an input port, and a switching control signal for switching switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 to the output port. Is being output via. Further, the motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by the control signal from the hybrid electronic control unit 70, and relates to the operating state of the motors MG1 and MG2 as necessary. Data is output to the hybrid electronic control unit 70. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on signals from the rotational position detection sensors 43, 44.

  The battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line connected to the output terminal of the battery 50. The charging / discharging current from a current sensor (not shown), the battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input to the HVECU 70 by communication as necessary. To do. Further, the battery ECU 52 is based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 50, and the storage ratio SOC that is the ratio of the capacity of the electric power that can be discharged from the battery 50 at that time to the total capacity. Or the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. 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, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal by the driver. Hybrid control (HV control) for controlling the operation of the engine 22, the motor MG1, and the motor MG2 is executed so that the required power corresponding to the required torque Tr * is output to the drive shaft. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. The motor MG2 converts the torque of the motor MG1 and the motor MG2 so that the motor MG1 and the motor MG2 are driven and controlled, and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 is obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 36. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. Note that the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the driving force 36 with the operation of the engine 22. Since there is no difference in general control, both are hereinafter also referred to as an engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque For travel required for travel, the loss Loss is added to Tr * multiplied by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor). The engine 22 is calculated by calculating the power Pdrv and subtracting the charge / discharge required power Pb * (positive value when discharged from the battery 50) of the battery 50 from the calculated traveling power Pdrv based on the storage ratio SOC of the battery 50. The required power Pe * as the power to be output from is set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and torque command Tm1 * as torque to be output from motor MG1 is set by rotation speed feedback control so that rotation speed Ne of engine 22 becomes target rotation speed Ne *. At the same time, when the motor MG1 is driven with the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr *, and the temporary torque Tm2tmp which is a temporary value to be output from the motor MG2. And input / output limits Win and Wout of the battery 50 and the set torque command Tm1 As the upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplying the current rotational speed Nm1 of the motor MG1 by the rotational speed Nm2 of the motor MG2 Torque limits Tm2min and Tm2max are calculated, the set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, and the torque command Tm2 * of the motor MG2 is set. The set target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the HVECU 70 sets the torque command Tm1 * of the motor MG1 to 0 and sets the required torque Tr * to the temporary torque Tm2tmp of the motor MG2, and based on the input / output limits Win and Wout of the battery 50 described above. Torque limits Tm2min and Tm2max of the motor MG2 calculated, the set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, the torque command Tm2 * of the motor MG2 is set, and the set torque commands Tm1 * and Tm2 * are It transmits to ECU40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  When the hybrid vehicle 20 according to the embodiment is operating in the motor operation mode, when the driver depresses the accelerator pedal 83 and the power from the battery 50 alone cannot cover the travel power Pdrv, When the storage ratio SOC of the vehicle becomes equal to or lower than a predetermined threshold value for switching to the engine operation mode, or when the vehicle state reaches a predetermined state for switching to the engine operation mode, the engine 22 is Start and shift to engine operation mode. The engine 22 is started by outputting torque from the motor MG1 to motor the engine 22 and canceling torque acting on the drive shaft 36 by torque output from the motor MG1 by torque from the motor MG2. This is performed by starting fuel injection control, ignition control, and the like when the rotational speed Ne reaches a predetermined control start rotational speed.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when increasing the storage ratio SOC of the battery 50 will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU of the HVECU 70 first needs to control the accelerator opening Acc, the vehicle speed V, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, the input / output limits Win, Wout of the battery 50, and the like. Data is input (step S100), the required torque Tr * to be output to the drive shaft 36 is set based on the input accelerator opening Acc and the vehicle speed V, and the rotational speed Nr of the drive shaft 36 is set to the required torque Tr *. A loss Loss is added to the multiplied value to set the traveling power Pdrv (step S110). Subsequently, it is determined whether or not a recovery command for the storage ratio SOC of the battery 50 has been issued (step S120). Here, the recovery command for the storage ratio SOC is, for example, provided when a switch for instructing the recovery of the storage ratio SOC is provided and this switch is turned on, or the storage ratio SOC is a predetermined ratio (for example, , 40%, 50%, etc.). When the power storage rate SOC recovery command is not issued, normal HV control is executed (step S130). In this normal HV control, as described above, when the engine 22 is in operation, basically, the engine required power Pe * is set by subtracting the charge / discharge required power Pb * from the traveling power Pdrv, The engine 22, the motor MG1, and the motor MG2 are controlled so that the required engine power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Control according to the charge / discharge operation mode is performed. Therefore, the battery 50 is charged / discharged with electric power corresponding to the charge / discharge required power Pb *. Further, when the engine 22 is stopped, control is performed in a motor operation mode for controlling the motor MG2 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. On the other hand, when the power storage ratio SOC is instructed to be restored, it is determined whether or not the traveling power Pdrv is greater than or equal to the threshold value Pth (step S140). If the traveling power Pdrv is greater than or equal to the threshold value Pth, the engine required power The travel power Pdrv is set to Pe * (step S150), the engine required power Pe * is output from the engine 22, and the required torque Tr * is applied to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. The engine 22, the motor MG1, and the motor MG2 are controlled so as to be output (step S160). In this case, all of the power output from the engine 22 is torque-converted and output to the drive shaft 36, and the battery 50 is not charged or discharged. Therefore, this control is a control in the torque conversion operation mode. When the traveling power Pdrv is less than the threshold value Pth, the engine required power Pe * is set to a value 0, the torque command Tm1 * of the motor MG1 is set to a value 0, and all of the required torque Tr * (braking torque) is output from the motor MG2. In step S170, the torque command Tm2 * of the motor MG2 is set so as to control the motor MG2. In this case, the traveling power Pdrv is regenerated by the motor MG2 and charged in the battery 50.

  FIG. 3 is an explanatory diagram showing changes over time in the vehicle speed V, the required power P *, and the power storage ratio SOC when a command to restore the power storage ratio SOC is issued during traveling. As shown in the figure, when the traveling power Pdrv is equal to or greater than the threshold value Pdrv (periods T1, T3, T5, T7 in the figure), the engine 22 is controlled to be able to cover the traveling power Pdrv in the torque conversion operation mode. Since the battery 50 is not charged / discharged, the storage rate SOC does not change. On the other hand, when traveling power Pdrv is less than threshold value Pdrv (periods T2, T4, and T6 in the figure), traveling power Pdrv is regenerated by motor MG2 in the motor operation mode, so battery 50 is charged. That is, in the embodiment, the battery 50 is charged only by regenerative energy by the motor MG2, and the storage ratio SOC of the battery 50 is recovered. Therefore, since the engine 22 does not output surplus power, it is possible to suppress an increase in the amount of carbon dioxide emissions and a deterioration in fuel consumption caused by the combustion of the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, when the recovery command for the storage ratio SOC of the battery 50 is issued, when the traveling power Pdrv is equal to or greater than the threshold value Pth, that is, the driving power, the traveling power Pdrv is used as the engine. The engine 22 and the motor are set so that the required engine power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36 within the input / output limits Win and Wout of the battery 50. When MG1 and motor MG2 are controlled and traveling power Pdrv is less than threshold value Pth, that is, braking power, torque command Tm2 of motor MG2 is output so that all of required torque Tr * (braking torque) is output from motor MG2. Since * is set to control the motor MG2, it is regenerative energy by the motor MG2. In charging the battery 50 can restore the state of charge SOC of the battery 50. As a result, since the engine 22 does not output surplus power, it is possible to suppress an increase in the amount of carbon dioxide emission and a deterioration in fuel consumption accompanying the combustion of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the drive control routine of FIG. 2 is executed, but the drive control routine of FIG. 4 may be executed instead of the drive control routine of FIG. Of the processes of the drive control routine of FIG. 4, the same processes as those of the drive control routine of FIG. In the drive control routine of the modified example, when the recovery command for the storage ratio SOC is issued in step S120, when the traveling power Pdrv is equal to or greater than the threshold Pth (step S140), the input / output limits Win and Wout input in step S100 The value 0 is reset to the output limit Wout (step S210), and the control in the charge / discharge operation mode is executed using the output limit Wout for which the value 0 is set (step S220). In this case, since the output limit Wout is set to the value 0, the battery 50 is not discharged. Therefore, all of the traveling power Pdrv is covered by the output from the engine 22. When the traveling power Pdrv is less than the threshold value Pth (step S140), the output limit Wout is released (step S230), and the input / output limits Win and Wout input in step S100 are used as they are, and the required torque Tr * ( Control by the motor operation mode for controlling the motor MG2 is performed by setting the torque command Tm2 * of the motor MG2 so that all of the braking torque is output from the motor MG2 (step S170).

  In the hybrid vehicle 20 of the embodiment, the drive control routine of FIG. 2 is executed, but the drive control routine of FIG. 5 may be executed instead of the drive control routine of FIG. Note that, among the processes of the drive control routine of FIG. 5, the same processes as those of the drive control routine of FIG. In the drive control routine of the modified example, when a command for recovering the storage rate SOC is issued in step S120, when the traveling power Pdrv is equal to or greater than the threshold value Pth (step S140), the motor operation mode is prohibited (step S310), When the power Pdrv is less than the threshold value Pth (step S140), the motor operation mode is permitted (step S320). That is, when the traveling power Pdrv is the driving power, the motor operation mode is prohibited in order to prevent the battery 50 from discharging during acceleration traveling, and when the traveling power Pdrv is the braking power, the traveling power Pdrv is used as the motor. The motor operation mode is permitted in order to collect the battery 50 and collect it by regenerative control of MG2.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 6, the drive shaft 36 is connected to the power of the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 6) different from the other axle (the axle to which the drive wheels 38a and 38b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but this is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b are driven, and a part of the power of the engine 22 is driven. A counter-rotor motor 230 that transmits power to the shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modification of FIG. 8, a motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and a clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to. Alternatively, as illustrated in the hybrid vehicle 420 of the modified example of FIG. 9, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 38a, 38b are connected (the axle connected to the wheels 39a, 39b in FIG. 6). In other words, any type of hybrid vehicle may be used as long as it includes an engine and an electric motor that outputs driving power.

  In the embodiments, the present invention has been described as the form of the hybrid vehicle 20, but may be a form of a vehicle other than the automobile or a form of a vehicle control method.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “secondary battery”, and the processing of steps S100 and S110 of the drive control routine of FIG. The HVECU 70 that executes is equivalent to “travel power setting means”, and the HVECU 70 that executes the processing of steps S120 to S170 of the drive control routine of FIG. 2 corresponds to “control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. 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 to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 electronic control unit for battery (battery ECU), 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 2 0 the pair-rotor motor, 232 an inner rotor, 234 outer rotor, 329 clutches, 330 and 430 transmission, MG, MG1, MG2 motor.

Claims (1)

An internal combustion engine, a traveling motor capable of generating electric power, a secondary battery capable of exchanging electric power with the motor, traveling power setting means for setting traveling power required for traveling, and driving the internal combustion engine Control means for controlling the internal combustion engine and the electric motor so as to travel with the set power for traveling with switching between the engine operating mode for traveling and the electric traveling mode for traveling only by the power from the electric motor; In a hybrid vehicle equipped with
A switch for requesting an increase in the storage ratio of the secondary battery;
Wherein,
When there is no request to increase the power storage ratio by operating the switch, the traveling power is output from the internal combustion engine by subtracting the charging / discharging power with the discharge side being positive from the traveling power. And controlling the internal combustion engine and the electric motor so that the secondary battery is charged / discharged by the charging / discharging power,
When a request for increased before Symbol charge ratio by the operation of the switch has been made, the set traveling power travels by the traveling power and outputs the driving power only from the internal combustion engine when the driving power In addition, the internal combustion engine and the electric motor are controlled so that the secondary battery is not charged, and when the set traveling power is braking power, the braking power is output from the electric motor to travel with the traveling power. A hybrid vehicle characterized in that it is means for controlling the internal combustion engine and the electric motor.

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