JP6201546B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including a power storage device that supplies electric power for motor driving and power for engine start to an electric motor, and in particular, a technology that allows a power storage device to supply power that exceeds a rated output. It is about.

  An engine, an electric motor, and a power storage device that supplies electric power to the electric motor when the motor travels using only the electric motor as a driving force source for traveling and supplies electric power to the electric motor when starting the engine by the electric motor Hybrid vehicles equipped with are well known. For example, this is the vehicle described in Patent Document 1. In Patent Literature 1, when the engine is started when the required power (requested output) set based on the accelerator opening corresponding to the driver's output request (driver request) becomes larger than a threshold during motor running, Changing the output limit of the battery to a value obtained by adding a predetermined excess output to the rated output, setting the predetermined excess output based on the accelerator opening and the battery temperature, and the electric motor for traveling by the amount of the predetermined excess output It is disclosed that the torque command can be set large.

JP 2005-39989 A

  By the way, even if it is always allowed to raise the output limit of the battery, including when the required power is increased, the required driving amount (e.g., accelerator opening) is kept almost constant during motor driving, such as constant vehicle speed driving and acceleration. There is a case where it does not contribute so much to the expansion of a region where steady travel such as slow acceleration travel where the opening is slightly increased (hereinafter referred to as EV steady travel possible region). For example, the engine is started when sudden acceleration is requested due to sudden acceleration of the accelerator while the motor is running at a low vehicle speed range. At this time, the time required for the required power to exceed the threshold is relatively short. (In other words, the increase in the vehicle speed until the required power exceeds the threshold is relatively small). The time required to become smaller is smaller than in steady running where the time is relatively long. Even if the battery does not contribute much to the expansion of the EV steady running range in this way, the battery outputs exceeding the rated output, so the fuel efficiency improvement effect is small, but the battery voltage drop or battery There is a risk of lowering durability. The problem of such a battery voltage drop and battery durability drop increases as the value exceeding the rated output increases. Note that the above-mentioned problems are not well known, and appropriately limit the range in which the output limit of the power storage device is raised (for example, the region where the output limit is not raised even when sudden acceleration is required (or suppressed). It has not been proposed yet to set the appropriate areas).

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to suppress a voltage drop and a durability drop of the power storage device, and to expand an EV steady running possible region. An object of the present invention is to provide a control device for a hybrid vehicle that can achieve both of the above.

The gist of the first invention for achieving the above object is that: (a) the engine, the electric motor, and the electric motor are started by the electric motor when the engine is started, and the electric power is supplied to the electric motor from the output limitation. A control device for a hybrid vehicle, comprising: a power storage device that supplies electric power to a motor that travels with a motor that travels using only the electric motor as a driving power source for traveling within a range of remaining electric power obtained by subtracting the amount of electric power that is supplied when starting the engine (B) When the running resistance of the hybrid vehicle that is changed according to the vehicle speed is within a predetermined range, the output limit of the power storage device is limited, and the running resistance is a value smaller than the predetermined range. And a power storage device output setting unit that is larger than the rated output and increased by a predetermined output from the rated output, and (c) the output limit of the power storage device is rated output The first upper limit output, which is the upper limit value of the output of the power storage device that can be used for motor travel when the motor is, the output of the power storage device used by the motor when starting the engine from the output limit of the power storage device. set by subtracting a value, the vehicle speed range in which steady running required power based on the vehicle speed exceeds the first upper limit output which is an output of the power storage device required for steady running at; (d) motor drive The electric motor is set to a predetermined range of the running resistance, or when the power required for steady running is equal to or higher than the first upper limit output and the output limit of the power storage device is increased by a predetermined output from the rated output. The predetermined range of the running resistance is a range that is equal to or lower than a second upper limit output that is an upper limit value of the output of the power storage device that can be used for motor running .

  In this way, by limiting the range in which the output limit of the power storage device is increased in accordance with the running resistance, it is possible to suppress the voltage drop and durability reduction of the power storage device, and to expand the EV steady travel possible region. Both. Specifically, when the running resistance is relatively small, the motor can travel originally without increasing the output limit of the power storage device, and the EV steady travel possible region even if the output limit of the power storage device is increased. In contrast, when the running resistance is a value smaller than the predetermined range, the output limit of the power storage device cannot be increased beyond the rated output or when the running resistance is within the predetermined range. Since it cannot be increased (i.e., the output limit of the power storage device is set to the rated output or a value smaller than when the running resistance is within a predetermined range), for example, in response to a sudden engine start request However, the power storage device does not perform or suppress excessive output exceeding the rated output. Therefore, it is possible to suppress the durability deterioration and the voltage drop of the power storage device. In addition, when the running resistance is relatively large, the motor running cannot be continued unless the output limit of the power storage device is increased. However, the running resistance can be continued when the output limitation of the power storage device is increased. Is within a predetermined range, the output limit of the power storage device is set to a value increased by a predetermined output from the rated output, so that the EV steady travel possible region can be expanded.

  Here, the second invention is the hybrid vehicle control device according to the first invention, wherein the motor is based on a running resistance calculation unit for calculating a running resistance of the hybrid vehicle and the running resistance of the hybrid vehicle. A steady travel required power calculation unit that calculates power required for steady travel that is an output of the power storage device necessary for steady travel by travel, and the motor travels when the output limit of the power storage device is a rated output. Motor travel which sets the first upper limit output, which is the upper limit value of the output of the power storage device that can be used for the motor, to a value obtained by subtracting the output of the power storage device used by the motor when starting the engine from the output limit of the power storage device A possible output setting unit, and a vehicle speed range calculation that calculates a vehicle speed range in which the steady running required power exceeds the first upper limit output as a predetermined range of the running resistance. A Department is to further comprise. In this way, since the vehicle speed is lower than the vehicle speed range in which the steady running required power exceeds the first upper limit output, the running resistance is relatively small, so that the motor can run originally without increasing the output limit of the power storage device. If the output limit of the power storage device does not contribute much to the expansion of the EV steady travel range, the output limit of the power storage device cannot be increased beyond the rated output, or a predetermined output amount. Without being increased, durability deterioration and voltage drop of the power storage device are appropriately suppressed. Further, when the running resistance is relatively large due to the vehicle speed within the vehicle speed range where the steady running required power exceeds the first upper limit output, the output limit of the power storage device is increased by a predetermined output from the rated output, and the EV steady running The travelable area is appropriately expanded.

  According to a third aspect of the invention, in the hybrid vehicle control device according to the first or second aspect of the invention, the power storage device output setting unit is configured such that when the running resistance of the hybrid vehicle is within a predetermined range, The output limit of the power storage device is set to a value that is larger than when the running resistance is larger than the predetermined range and is increased by a predetermined output from the rated output. In this way, when the running resistance is even greater, motor driving cannot be continued even if the output limit of the power storage device is increased, whereas when the running resistance is greater than a predetermined range, Since the output limit is not increased more than the rated output or is not increased as much as when the running resistance is within the predetermined range (i.e., the output limit of the power storage device is set to the rated output or the running resistance is within the predetermined range). Since the value is smaller than that at a certain time), it is possible to suppress deterioration in durability and voltage drop of the power storage device.

  According to a fourth aspect of the present invention, in the hybrid vehicle control device according to the third aspect of the present invention, a travel resistance calculation unit that calculates a travel resistance of the hybrid vehicle and the motor travel based on the travel resistance of the hybrid vehicle. The steady travel required power calculation unit that calculates the steady travel required power that is the output of the power storage device necessary for steady travel at the power output, and the output limit of the power storage device is increased by a predetermined output from the rated output Sometimes, the second upper limit output, which is the upper limit value of the output of the power storage device that the motor can use for motor running, is subtracted from the output limit of the power storage device, and the output of the power storage device used by the motor when starting the engine A motor travelable output setting section that is set by a value, and a vehicle speed range in which the steady travel required power is lower than the second upper limit output. A vehicle speed range calculation section that calculates as is to further comprise. In this way, when the vehicle running cannot be continued even if the output limit of the power storage device is increased because the running resistance is higher because the vehicle speed is higher than the vehicle speed range where the steady running required power is lower than the second upper limit output. The output limit of the power storage device is not increased beyond the rated output, or is not increased by a predetermined amount, and the durability deterioration and voltage drop of the power storage device are appropriately suppressed.

  According to a fifth aspect of the invention, in the hybrid vehicle control device according to the second or fourth aspect of the invention, the travel resistance calculation unit calculates the travel resistance of the hybrid vehicle based on a vehicle speed. is there. In this way, the range in which the output limit of the power storage device is increased according to the vehicle speed, which is one of the factors that change the running resistance of the hybrid vehicle, is appropriately limited.

  According to a sixth aspect of the invention, in the hybrid vehicle control device according to the fifth aspect of the invention, the travel resistance calculation unit calculates the travel resistance of the hybrid vehicle based on at least one of a vehicle weight and a road surface gradient. There is. In this way, the running resistance of the hybrid vehicle can be calculated with higher accuracy.

  According to a seventh invention, in the hybrid vehicle control device according to any one of the first to sixth inventions, the rated output of the power storage device is based on the specifications of the power storage device. It is predetermined. In this way, the output limit of the power storage device is appropriately set to the rated output.

  According to an eighth aspect of the present invention, in the hybrid vehicle control device according to any one of the first to seventh aspects, the predetermined output temporarily exceeds a rated output of the power storage device. This is a predetermined value as the power of the minute. In this way, the increased amount of electric power that temporarily exceeds the rated output can be used for engine start that requires much shorter time than motor running, and the output of the power storage device that the motor originally uses when starting the engine. Can be used for motor running.

It is a figure explaining the schematic structure of the power transmission device with which the hybrid vehicle with which this invention is applied is provided, and is a figure explaining the principal part of the control function and control system in the hybrid vehicle. It is a figure which shows an example of the predetermined map used for the setting of the input / output restriction | limiting of an electrical storage apparatus. It is a figure of an example which compares each EV driving | running | working area | region when the output restriction | limiting of an electrical storage apparatus is made into a rated output, and when it raises more temporarily than it. It is a figure explaining the vehicle speed range which raises the output restriction | limiting of an electrical storage apparatus, and is a figure explaining that EV regular driving | running | working possible area | region is expanded. It is a flowchart explaining the control action for making compatible the main part of the control action | operation of an electronic controller, ie, suppressing the voltage fall and durability fall of an electrical storage apparatus, and expanding EV steady travel possible area | region.

  In the present invention, preferably, the hybrid vehicle is provided with the electric motor in a power transmission path between the engine and the drive wheel, and a clutch that connects and disconnects the power transmission path between the engine and the electric motor. It has. In such a hybrid vehicle, motor travel is performed with the clutch released, and when the engine is started during motor travel, the motor is controlled by the electric motor by controlling the clutch toward engagement. Cranked. The clutch is a wet or dry engagement device capable of disconnecting the engine from the drive wheel.

  Alternatively, preferably, the hybrid vehicle includes a plurality of electric motors as the electric motor, and a differential mechanism having a plurality of rotating elements respectively connected to any one of the plurality of electric motors and the engine. It has. In such a hybrid vehicle, motor driving is performed by any one of the plurality of electric motors, and when the engine is started during the motor traveling, the motor is driven by any one of the plurality of electric motors. The engine is cranked.

  Preferably, the hybrid vehicle includes a transmission that constitutes a part of a power transmission path between the engine and the drive wheels. This transmission is a manual transmission such as a known synchronous mesh type parallel two-shaft transmission having a plurality of pairs of transmission gears that are always meshed between two axes, or various automatic transmissions (planetary gear type automatic transmission, synchronous transmission). Mesh type parallel two-shaft automatic transmission, DCT, belt-type continuously variable transmission, etc.). This automatic transmission is constituted by an automatic transmission alone, an automatic transmission having a fluid transmission, or an automatic transmission having a sub-transmission.

  Preferably, the engine is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by burning fuel.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission device 12 provided in a hybrid vehicle 10 (hereinafter, referred to as a vehicle 10) to which the present invention is applied, as well as control functions for various controls in the vehicle 10, and It is a figure explaining the principal part of a control system. In FIG. 1, a vehicle 10 supplies an electric power to an electric motor MG at the time of starting the engine 14 and an electric motor MG functioning as a driving power source for traveling, and the electric motor MG, and at the time of starting the engine from the output limit Wout. And a power storage device 16 that supplies electric power to the motor MG during motor travel (EV travel) in which only the electric motor MG is used as a driving power source for travel within a range of remaining power obtained by subtracting the amount of power to be supplied.

  In the transmission case 18 as a non-rotating member, the power transmission device 12 includes, in order from the engine 14 side, an engine connecting / disconnecting clutch K0 (hereinafter referred to as clutch K0), a torque converter 20 as a fluid transmission device, and an automatic A transmission 22 and the like are provided. The power transmission device 12 is also connected to a propeller shaft 26 connected to a transmission output shaft 24 that is an output rotating member of the automatic transmission 22, a differential gear 28 connected to the propeller shaft 26, and the differential gear 28. And a pair of axles 30 and the like. The pump impeller 20a of the torque converter 20 is connected to the engine connecting shaft 32 via the clutch K0 and is directly connected to the electric motor MG. The turbine impeller 20 b of the torque converter 20 is directly connected to a transmission input shaft 34 that is an input rotation member of the automatic transmission 22. The pump impeller 20a is rotationally driven by the engine 14 (and / or the electric motor MG) to generate hydraulic pressure for executing the shift control of the automatic transmission 22, the engagement release control of the clutch K0, and the like. A mechanical oil pump 36 is connected. The power transmission device 12 configured in this way is suitably used for, for example, the FR type vehicle 10. In the power transmission device 12, the power of the engine 14 (the torque and force are synonymous unless otherwise distinguished) is transmitted from the engine connecting shaft 32 that connects the engine 14 and the clutch K0 when the clutch K0 is engaged. It is transmitted to a pair of drive wheels 38 via K0, torque converter 20, automatic transmission 22, propeller shaft 26, differential gear 28, a pair of axles 30 and the like sequentially. Thus, the power transmission device 12 constitutes a power transmission path from the engine 14 to the drive wheel 38.

  The automatic transmission 22 is interposed in a power transmission path between the torque converter 20 and the drive wheel 38, and constitutes a part of the power transmission path between the engine 14 and the electric motor MG and the drive wheel 38. This is a transmission that transmits power from the driving power source (engine 14 and electric motor MG) to the drive wheel 38 side. The automatic transmission 22 is, for example, a known planetary gear type multi-stage transmission in which a plurality of shift stages having different gear ratios γ (= transmission input shaft rotation speed Nin / transmission output shaft rotation speed Nout) are selectively established. Alternatively, a known continuously variable transmission or the like in which the speed ratio γ is continuously changed steplessly. In the automatic transmission 22, for example, a hydraulic actuator is controlled by the hydraulic control circuit 40, whereby a predetermined speed ratio γ is established according to the accelerator opening θacc, the vehicle speed V, and the like.

  The electric motor MG is a so-called motor generator having a function as a motor that generates mechanical power from electric energy and a function as a generator that generates electric energy from mechanical energy. Electricity is exchanged with 16. The electric motor MG generates driving power using electric power supplied from the power storage device 16 via the inverter 42 instead of the engine 14 or in addition to the engine 14 (electric energy is also agreed unless otherwise distinguished). The electric motor MG converts the power of the engine 14 and the driven force input from the driving wheel 38 side into electric energy by regeneration, and stores the electric energy in the power storage device 16 via the inverter 42. The electric motor MG is provided in a power transmission path between the engine 14 and the drive wheel 38, and is connected to a power transmission path between the clutch K0 and the torque converter 20, and between the motor MG and the pump impeller 20a. Power is transmitted between each other. Further, the electric motor MG can crank the engine 14 by being operated by receiving power supply from the power storage device 16 when the clutch K0 is slipped or engaged.

  The clutch K0 is, for example, a wet-type multi-plate hydraulic friction engagement device, and is engaged and released by the hydraulic control circuit 40 using the hydraulic pressure generated by the oil pump 36 as a source pressure. In the engagement release control, the torque capacity of the clutch K0 (hereinafter referred to as K0 torque) is changed by adjusting the pressure of a linear solenoid valve or the like in the hydraulic control circuit 40, for example. In the engaged state of the clutch K0, the pump impeller 20a and the engine 14 are integrally rotated via the engine connecting shaft 32. On the other hand, in the released state of the clutch K0, power transmission between the engine 14 and the pump impeller 20a is interrupted. That is, the engine 14 and the driving wheel 38 are disconnected by releasing the clutch K0. Since the electric motor MG is connected to the pump impeller 20a, the clutch K0 is provided in a power transmission path between the engine 14 and the electric motor MG, and a clutch that connects and disconnects the power transmission path, that is, the motor MG is connected to the engine 14. It also functions as a clutch that connects and disconnects.

  The vehicle 10 is provided with an electronic control device 60 including a control device for the vehicle 10 related to the operation of the electric motor MG, for example. The electronic control unit 60 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 60 performs output control of the engine 14, drive control of the motor MG including regeneration control of the motor MG, shift control of the automatic transmission 22, torque capacity control of the clutch K0, and the like. If necessary, it is configured separately for engine control, motor control, hydraulic control, and the like. The electronic control device 60 includes various sensors (for example, an engine rotation speed sensor 44, an input shaft rotation speed sensor 46, an output shaft rotation speed sensor 48, an electric motor rotation speed sensor 50, an accelerator opening sensor 52, an acceleration sensor 54, a battery sensor 56). Etc.) (for example, engine rotational speed Ne, turbine rotational speed Nt, that is, transmission input shaft rotational speed Nin, transmission output shaft rotational speed Nout corresponding to vehicle speed V, and motor rotational speed (MG rotational speed)). Nm, accelerator opening θacc corresponding to the amount of driving required for the vehicle 10 by the driver, vehicle acceleration G, temperature of battery 16 (battery temperature, battery temperature) THbat, charging current or discharging current (battery charging / discharging current, battery current) ) Ibat and voltage (battery voltage, battery voltage) Vbat, etc.) are respectively supplied. From the electronic control unit 60, for example, an engine output control command signal Se for controlling the output of the engine 14, an electric motor control command signal Sm for controlling the operation of the electric motor MG, and a hydraulic actuator for the clutch K0 and the automatic transmission 22 are controlled. Therefore, a hydraulic control command signal Sp for operating an electromagnetic valve (solenoid valve) or the like included in the hydraulic control circuit 40 is used for an engine control device such as a throttle actuator or a fuel injection device, an inverter 42, a hydraulic control circuit 40, or the like. Are output respectively.

  The electronic control device 60 is a battery state acquisition / setting unit that functions as a power storage device output setting unit, that is, a battery state acquisition / setting that functions as a power storage device output setting unit, in order to realize control functions for various controls in the vehicle 10. Unit 62, shift control means, that is, shift control unit 64, and hybrid control means, that is, hybrid control unit 66.

  The battery state acquisition / setting unit 62 calculates the charge capacity (charge state, charge level) SOC of the power storage device 16 based on, for example, the battery temperature THbat, the battery charge / discharge current Ibat, and the battery voltage Vbat. The battery state acquisition / setting unit 62, for example, from the input / output restriction map as shown in FIG. 2A, based on the battery temperature THbat, the input restriction (rechargeable power) Win and the output restriction (dischargeable power). ) Set the basic value of Wout. Then, the battery state acquisition / setting unit 62 sets an input restriction correction coefficient and an output restriction correction coefficient based on the charge capacity SOC, for example, from an input / output restriction correction coefficient map as shown in FIG. The input restriction Win and the output restriction Wout of the power storage device 16 are set by multiplying the basic values of the input restriction Win and the output restriction Wout by the input restriction correction coefficient and the output restriction correction coefficient, respectively. The input / output restriction map shown in FIG. 2 (a) shows an example of the relationship between the battery temperature THbat and the input / output restriction Win / Wout that has been obtained and stored experimentally or in advance (that is, predetermined). FIG. The input / output limiting correction coefficient map shown in FIG. 2B is a diagram showing an example of a predetermined relationship between the charging capacity SOC and the input / output limiting Win / Wout correction coefficient.

  The shift control unit 64 determines the vehicle state (for example, actual map) from a known relationship (shift diagram, shift map; not shown), for example, using the vehicle speed V and the required drive amount (for example, accelerator opening θacc) as variables. Based on the vehicle speed V and the accelerator opening degree θacc), the gear ratio γ of the automatic transmission 22 to be established is determined, and a gear shift command value for obtaining the determined gear ratio γ is output to the hydraulic control circuit 40. Thus, the automatic transmission control of the automatic transmission 22 is executed. This shift command value is one of the hydraulic control command signals Sp.

  The hybrid control unit 66 has a function as an engine drive control unit that controls the drive of the engine 14 and a function as a motor operation control unit that controls an operation as a driving force source or a generator by the motor MG via the inverter 42. In addition, hybrid drive control by the engine 14 and the electric motor MG is executed by these control functions. For example, the hybrid control unit 66 calculates a required drive torque Tdtgt as a required drive amount for the vehicle 10 by the driver based on the accelerator opening θacc and the vehicle speed V, and transmission loss, auxiliary load, shift of the automatic transmission 22 Considering the ratio γ, the input / output limit Win / Wout of the power storage device 16 and the like, the driving force for traveling so that the required driving torque Tdtgt can be output from the driving power source (engine 14 and electric motor MG). Command signals (engine output control command signal Se and motor control command signal Sm) for controlling the power source are output. The required drive amount includes, in addition to the required drive torque Tdtgt [Nm] in the drive wheel 38, the required drive force [N] in the drive wheel 38, the required drive power [W] in the drive wheel 38, and the transmission output shaft 24. The required transmission output torque or the like can also be used. Further, the accelerator opening degree θacc [%], the throttle valve opening degree [%], the intake air amount [g / sec], or the like can be used as the required driving amount.

  Specifically, for example, when the required drive torque Tdtgt is within a range that can be covered only by the output of the electric motor MG, the hybrid control unit 66 sets the travel mode to the motor travel mode (EV travel mode) and releases the clutch K0. EV drive. On the other hand, the hybrid control unit 66 sets the travel mode to the engine travel mode, that is, the hybrid travel mode (HV travel mode), for example, when the required drive torque Tdtgt is in a range that cannot be covered unless at least the output of the engine 14 is used. In the state where the clutch K0 is engaged, the engine traveling, that is, the hybrid traveling (HV traveling) is performed in which at least the engine 14 is used as the driving power source for traveling. On the other hand, the hybrid control unit 66, for example, in the case where the required drive torque Tdtgt is in a range that can be covered only by the output of the electric motor MG, when the engine 14 or equipment related to the engine 14 needs to be warmed up, Perform HV running. As described above, the hybrid control unit 66 automatically stops the engine 14 while the engine is running based on the required drive torque Tdtgt or the like, or restarts the engine 14 after the engine is stopped. And switch. For example, the hybrid control unit 66 determines whether or not there is an engine start request based on the required drive torque Tdtgt during EV traveling, and if there is an engine start request due to an increase in the required drive torque Tdtgt during EV traveling. If it is determined, the engine 14 is started to switch from EV traveling to HV traveling.

  Note that the output of the electric motor MG is an upper limit output based on the rated output of the electric motor MG itself, but in this embodiment, the rated output of the electric motor MG is larger than the rated output of the power storage device 16. The upper limit output is defined exclusively based on the output limit (dischargeable power) Wout of the power storage device 16 including the case where charging of the power storage device 16 is requested. That is, hybrid control unit 66 determines based on output limit Wout of power storage device 16 whether required drive torque Tdtgt is within a range that can be covered only by the output of electric motor MG.

  The hybrid control unit 66 starts the fuel supply, engine ignition, etc. while starting the engine 14 while cranking the engine 14 by the electric motor MG by controlling the released clutch K0 toward engagement, for example ( Unless otherwise distinguished, restarting is also synonymous). In this starting method, the clutch K0 is controlled so that a K0 torque for transmitting the engine starting torque Tst, which is a torque necessary for starting the engine, to the engine 14 side is obtained. Since this engine starting torque Tst corresponds to the output torque of the electric motor MG that flows to the engine 14 side via the clutch K0 (hereinafter referred to as MG torque Tm), the corresponding amount of MG that flows to the drive wheel 38 side. Torque Tm is reduced. Therefore, in this starting method, for example, in order to suppress the drop of the driving torque Td, in addition to the MG torque Tm required to satisfy the required driving torque Tdtgt, the engine starting torque Tst is transmitted to the engine 14 side. The amount of MG torque corresponding to K0 torque is increased. In other words, during EV traveling, the engine start torque Tst must be secured in preparation for engine start. That is, it is preferable not to use the engine starting torque Tst for the EV running out of the output MG torque Tm. For this reason, in the EV traveling of the present embodiment, the EV is equal to the maximum MG torque Tm that can be output by the electric motor MG, as long as the engine starting torque Tst is secured in preparation for engine starting. A region where the vehicle can travel (EV traveling region) is limited (reduced). Therefore, the range in which the required drive torque Tdtgt can be covered only by the MG torque Tm is a torque region excluding the engine start torque Tst with respect to the maximum MG torque Tm that can be output by the output limit Wout of the power storage device 16.

  As described above, the EV travel region is defined based on the output limit Wout of the power storage device 16. On the other hand, since the engine start is an extremely short time as compared with the EV travel, the engine start torque Tst only needs to be generated for a short time (for example, within one second). On the other hand, the power storage device 16 can generate an output higher than the rated output for a short time. Therefore, in this embodiment, the EV travel region is expanded by temporarily raising the output limit Wout of the power storage device 16.

  FIG. 3 is a diagram illustrating an example in which the EV travel regions are compared when the output limit Wout of the power storage device 16 is set to the rated output and when the output limit Wout is temporarily raised. Each line in FIG. 3 represents an output (power) [W]. When considering an EV travel area based on the output limit Wout [W], the output of the power storage device 16 (hereinafter referred to as battery power Pw) is used for convenience. For example, an engine start power Pst (corresponding to engine start torque Tst × MG rotation speed Nm) that is an output (MG power Pm) (that is, a corresponding battery power Pw) of the motor MG used by the motor MG when starting the engine is a power storage device. EV traveling power Pev (= the upper limit value of MG power Pm that can be used for EV traveling (that is, the upper limit value of battery power Pw that the motor MG can use for EV traveling) set by a value that is subtracted from the output limit Wout of 16 Wout-Pst) is used to see the size of the EV travel area.

  In FIG. 3, a thick solid line A indicates the maximum power that can be output by the electric motor MG when the output limit Wout of the power storage device 16 is a rated output (also referred to as a normal battery rating). A thick broken line B indicates the maximum power that can be output by the electric motor MG when the output limit Wout of the power storage device 16 is set to the battery 1 sec rating, which is a temporary up output that is increased by a predetermined output ΔWout from the rated output. . The output limit Wout corresponding to the rated output in the thick solid line A is set as the rated output limit Wout (0), and the output limit Wout corresponding to the battery 1 sec rating in the thick broken line B is set as the temporary up output limit Wout (up) (= Wout ( 0) + ΔWout). The thin solid line a represents the EV travelable power Pev1 (= Wout (0) at the rated limit as the first upper limit output that is the EV travelable power Pev when the output limit Wout of the power storage device 16 is the rated output limit Wout (0). ) -Pst). Further, the thin broken line b indicates the EV travelable power Pev2 (= the second upper limit output as the second upper limit output, which is the EV travelable power Pev when the output limit Wout of the power storage device 16 is the temporary up output limit Wout (up). Wout (up) −Pst). Therefore, the normal EV traveling region A, which is a region within the range of the EV limiting power EVv1 at the rated limit, is an EV traveling region when the output limit Wout of the power storage device 16 is the rated output. Further, the EV traveling region B when the temporary traveling time EV traveling region B, which is the region within the range of the EV traveling possible power Pev2 when the limit is increased, increases the output limit Wout of the power storage device 16 by the predetermined output ΔWout from the rated output. It is. In this way, by increasing the output limit Wout by the predetermined output ΔWout from the rated output, the EV travel region is expanded by the shaded portion C, and fuel efficiency is improved. When an engine start request (EV → HV request) is made in the normal EV travel region A, the power storage device 16 covers the engine start (engine start power Pst) within the rated output limit Wout (0). Decrease and durability deterioration can be suppressed. Further, when the engine start request is made in the EV travel area B at the time of the temporary up, the output limit Wout is raised by the temporary increase (ΔWout), so that the EV travel area is expanded and the engine 14 Can be started.

  The rated output of the power storage device 16 is a maximum output determined in advance as an output that is unlikely to cause a problem in durability even if power is continuously output based on, for example, specifications of the power storage device 16. Further, if the battery 1 sec rating of the power storage device 16 is, for example, about 1 second, it is a maximum output that is determined in advance as an output that is allowable in terms of durability even if electric power exceeding the rated output is output. Therefore, the predetermined output ΔWout is a value determined in advance as an increased amount of power that can be tolerated even if the rated output is temporarily exceeded, for example. Further, for example, a map as shown in FIG. 2 for setting the rated output limit Wout (0) when the rated output is set and the temporary up output limit Wout (up) when the battery is rated for 1 sec is set in advance. Yes. Then, for example, the battery state acquisition / setting unit 62 sets the rated output limit Wout (0) and the temporary up output limit Wout (up) from each map as shown in FIG.

  Here, in the present embodiment, the output limit Wout of the power storage device 16 is set to the rated output by focusing on expanding the EV steady travelable region from the viewpoint of improving fuel efficiency, not simply expanding the EV travel region. More than the predetermined output ΔWout. This is because, even if the output limit Wout of the power storage device 16 is increased by a predetermined output ΔWout from the rated output in response to the request for rapid acceleration, the time required to start the engine is short. This is because the time during which the running can be maintained is shortened (or the vehicle speed V is lowered) and may not contribute much to the expansion of the EV steady running range. On the other hand, during EV travel, the required driving amount (for example, accelerator opening) is made substantially constant, the vehicle speed V is made substantially constant, the accelerator opening is slightly increased, or the vehicle speed V is increased. Because the vehicle speed V that causes the traveling resistance (road surface load) R / L of the vehicle 10 to gradually increase or decrease in a predetermined steady traveling such as slowly accelerating so that the vehicle speed is gradually increased If the vehicle is in a vehicle speed range where EV driving is not possible without outputting MG power Pm corresponding to the running resistance R / L with the output limit Wout being the rated output, the output limit Wout of the power storage device 16 is set to a predetermined output ΔWout from the rated output. If it is increased by an amount, it is considered that it contributes to the expansion of the EV steady travel possible region. On the other hand, when the vehicle is in a low vehicle speed range where EV travel can be performed with the output limit Wout being the rated output, the lower the vehicle speed V, the less likely it is to contribute to the expansion of the EV steady travel possible region. On the other hand, even if the output limit Wout of the power storage device 16 is increased by a predetermined output ΔWout from the rated output, if the vehicle is in a high vehicle speed range where steady travel is not possible, it does not contribute to the expansion of the EV steady travel possible region. Therefore, in the present embodiment, at a vehicle speed equal to or higher than a predetermined vehicle speed, the EV travel range is expanded from the normal range, and the EV steady travel possible region (for example, EV steady travel possible vehicle speed range) is expanded. Further, in the region where EV traveling is possible without increasing the output limit Wout by the predetermined output ΔWout, the voltage drop and the durability decrease are avoided by intentionally not increasing the predetermined output ΔWout. Also, at high vehicle speeds where steady travel is not possible even if the output limit Wout is increased by the predetermined output ΔWout, there is no need to increase the predetermined output ΔWout to expand the EV travel area. Do not enlarge.

  Therefore, when the running resistance R / L of the vehicle 10 is within a predetermined range, for example, the battery state acquisition / setting unit 62 sets the output limit Wout of the power storage device 16 to a value that the running resistance R / L is smaller than the predetermined range. And a value that is larger than the rated output and increased by a predetermined output ΔWout (that is, a temporary up-output limit that increases the output limit Wout by a predetermined output ΔWout from the rated output limit Wout (0)). Wout (up)). Further, the battery state acquisition / setting unit 62 sets the output limit Wout of the power storage device 16 and the traveling resistance R / L is larger than the predetermined range when the traveling resistance R / L of the vehicle 10 is in a predetermined range, for example. It is set to a value that is larger than that of the above and increased by a predetermined output ΔWout from the rated output. The predetermined range is a vehicle speed range in which the steady travel required power Pwc, which is the MG power Pm (that is, the corresponding battery power Pw) necessary for steady travel in EV travel, exceeds the EV travelable power Pev1 at the rated limit. This is the range of the running resistance R / L when the vehicle speed V is present. The predetermined range is, for example, a range of the running resistance R / L when the vehicle speed V is in the vehicle speed range where the steady travel required power Pwc is lower than the EV travelable power Pev2 when the limit increases.

  Specifically, returning to FIG. 1, the electronic control unit 60 further includes an EV possible power setting means, that is, a motor that functions as a motor travelable output setting means in order to realize control functions for various controls in the vehicle 10. EV possible power setting unit 68 that functions as a travelable output setting unit, travel resistance calculation means, that is, travel resistance calculation unit 70, steady travel required power calculation unit, that is, steady travel required power calculation unit 72, and vehicle speed range calculation unit, that is, vehicle speed range calculation. A portion 74 is provided.

  EV possible power setting unit 68 sets EV travelable power Pev that is a value obtained by subtracting engine start power Pst from output limit Wout of power storage device 16. Specifically, the EV possible power setting unit 68 is based on the rated output limit Wout (0) set by the battery state acquisition / setting unit 62 and the engine start power Pst, and the EV travelable power Pev1 at the rated limit. (= Wout (0) −Pst) is calculated and set. Further, the EV possible power setting unit 68 is based on the temporary up output limit Wout (up) set by the battery state acquisition / setting unit 62 and the engine start power Pst, and the EV travelable power Pev2 (= Wout (up) −Pst) is calculated and set. The engine starting power Pst is, for example, a predetermined uniform value, but may be a predetermined value that changes according to the engine water temperature or the like.

The traveling resistance calculation unit 70 calculates, for example, the traveling resistance R / L of the vehicle 10. Specifically, the running resistance R / L is a known value (= Fr + Fa) of the rolling resistance Fr and the air resistance Fa when, for example, steady running is performed on a flat road. For example, the running resistance calculation unit 70 calculates a general relational expression (R / L = Fr + Fa: Fr = μ × Wg; μ is a rolling resistance coefficient, Wg is a vehicle weight (for example, estimated weight), and Fa = (1/2). * Ρ * A * Cd * V ² ; ρ is the air density, A is the front projected area, and Cd is the air resistance coefficient), and the running resistance R / L is calculated based on the vehicle speed V and the estimated weight Wg. Alternatively, the running resistance calculation unit 70 may calculate the running resistance R / L based on the vehicle speed V and the estimated weight Wg from a predetermined map or the like. For example, if the estimated weight Wg is considered to be substantially constant, the running resistance R / L can be changed according to the vehicle speed V. Therefore, the running resistance calculation unit 70 can calculate the running resistance R / L based on the vehicle speed V, for example. May be calculated. For example, when traveling on a slope, the traveling resistance calculation unit 70 further adds a gradient resistance Fs to calculate a traveling resistance R / L (= Fr + Fa + Fs). The running resistance calculation unit 70 calculates the gradient resistance Fs based on the road surface gradient θ from a general relational expression (Fs = Wg × sin θ: θ is a road surface gradient). In general, the acceleration resistance Fac is also the traveling resistance R / L. However, since the acceleration resistance Fac is calculated as the traveling resistance R / L corresponding to the constant vehicle speed traveling, the acceleration resistance Fac is not included. The acceleration resistance Fac is treated as a travel resistance corresponding to a steady travel margin α when calculating a steady travel required power Pwc corresponding to slow acceleration travel, which will be described later.

  The steady travel required power calculation unit 72 calculates the steady travel required power Pwc based on, for example, the travel resistance R / L of the vehicle 10 calculated by the travel resistance calculation unit 70. Specifically, the steady travel required power calculation unit 72 is, for example, a constant vehicle speed travel that is an MG power Pm (that is, a corresponding battery power Pw) necessary to achieve a constant vehicle speed travel by overcoming the travel resistance R / L. The required power Pcon is calculated. Then, the steady travel required power calculation unit 72 adds the steady travel margin α, which is predetermined as a margin necessary for stable steady travel, to the constant vehicle speed travel required power Pcon, and thus the steady travel required power Pwc. (= Pcon + α) is calculated. As described above, the steady travel required power Pwc is calculated in response to (in response to) the travel resistance R / L. Therefore, for example, as shown in FIG. 4, the vehicle speed V is a variable using the travel resistance R / L as a parameter. It is a function (characteristic) Pwc (= f (V, R / L)). Note that the steady travel allowance α is, for example, for realizing a slow acceleration travel that has the same degree of change as the constant vehicle speed travel required power Pcon corresponding to the travel resistance R / L that varies gently according to the vehicle speed V. Is the MG power Pm (that is, the corresponding battery power Pw) that needs to be added to the constant vehicle speed travel required power Pcon.

  The vehicle speed range calculation unit 74 calculates, for example, a vehicle speed range in which the steady travel required power Pwc exceeds the EV travelable power Pev1 at the rated limit as the predetermined range of the travel resistance R / L. Further, the vehicle speed range calculation unit 74 calculates, for example, a vehicle speed range in which the steady travel required power Pwc is lower than the EV travelable power Pev2 when the limit increases as the predetermined range of the travel resistance R / L. Specifically, as shown in FIG. 4, the vehicle speed range calculation unit 74 has a temporary up lower limit vehicle speed Vev1 (that is, Pwc equal to Pwc) that is a lower limit value of the vehicle speed at which the steady travel required power Pwc exceeds the EV limitable power Pev1 at the rated limit. Based on this, an upper limit vehicle speed Vev1) that allows EV travel at Pev1 is calculated. In other words, the vehicle speed range calculation unit 74 determines the rated limit in which the steady travel required power characteristic Pwc (= f (V, R / L)) calculated by the steady travel required power calculation unit 72 is set by the EV possible power setting unit 68. The vehicle speed V at which the hour EV travelable power Pev1 is reached is calculated as a temporary up lower limit vehicle speed Vev1 that is a lower limit vehicle speed of the vehicle speed range corresponding to a predetermined range of the travel resistance R / L. Further, as shown in FIG. 4, the vehicle speed range calculation unit 74 has a temporary up upper limit vehicle speed Vev2 (that is, Pev2 based on Pwc) that is an upper limit value of the vehicle speed at which the steady travel required power Pwc is lower than the EV travelable power Pev2 when the limit is increased. To calculate the upper limit vehicle speed Vev2) at which EV driving is possible. That is, the vehicle speed range calculation unit 74 increases the limit in which the steady travel required power characteristic Pwc (= f (V, R / L)) calculated by the steady travel required power calculation unit 72 is set by the EV possible power setting unit 68. The vehicle speed V at which the hour EV travelable power Pev2 is reached is calculated as a temporary up upper limit vehicle speed Vev2 that is an upper limit vehicle speed of the vehicle speed range corresponding to a predetermined range of the travel resistance R / L. The vehicle speed range in which the vehicle speed V is equal to or higher than the temporary up lower limit vehicle speed Vev1 and lower than the temporary up upper limit vehicle speed Vev2 is a temporary up output limit Wout (up) obtained by increasing the output limit Wout of the power storage device 16 by a predetermined output ΔWout from the rated output. This is a temporary up vehicle speed range, that is, a predetermined range of the running resistance R / L.

  The battery state acquisition / setting unit 62 determines whether or not the vehicle speed V is in the temporarily increased vehicle speed region calculated by the vehicle speed range calculation unit 74 (that is, determines whether or not the running resistance R / L is within a predetermined range). Do). When the vehicle speed V is in the temporarily up vehicle speed region (that is, when the running resistance R / L is in the predetermined range), the battery state acquisition / setting unit 62 sets the output limit Wout of the power storage device 16 to the temporarily up output limit Wout ( up). Further, the battery state acquisition / setting unit 62 sets the output limit Wout of the power storage device 16 when the vehicle speed V is less than the temporary up lower limit vehicle speed Vev1 (that is, when the running resistance R / L is smaller than a predetermined range). Set the rated output limit Wout (0). Further, the battery state acquisition / setting unit 62 sets the output limit Wout of the power storage device 16 when the vehicle speed V exceeds the temporary increase upper limit vehicle speed Vev2 (that is, when the running resistance R / L is larger than a predetermined range). Set the rated output limit Wout (0). As a result, in this embodiment, as shown in FIG. 4, the EV steady travel possible region is achieved by raising the output limit Wout of the power storage device 16 in the temporarily up vehicle speed region (that is, the predetermined range of the travel resistance R / L). (For example, the EV steady travel possible vehicle speed range) is expanded. It is preferable to raise the output limit Wout during, for example, power-on running when the accelerator is on.

  FIG. 5 illustrates a control operation for controlling the main part of the control operation of the electronic control device 60, that is, suppressing both the voltage drop and the durability drop of the power storage device 16 and expanding the EV steady travelable region. This flowchart is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example.

  In FIG. 5, first, in a step (hereinafter, step is omitted) S1 corresponding to the traveling resistance calculation unit 70, for example, the vehicle speed V, the estimated weight Wg, and the road surface gradient θ (only when traveling on a slope or when traveling on a flat road). The running resistance R / L of the vehicle 10 is calculated on the basis of (θ is set to zero). Next, in S2 corresponding to the steady travel required power calculation unit 72, the steady travel required power characteristic Pwc is calculated based on the travel resistance R / L calculated in S1, for example. Next, in S3 corresponding to the EV possible power setting unit 68, for example, the EV travelable power Pev1 at the rated limit and the EV travelable power Pev2 at the limit increase are calculated. Next, in S4 corresponding to the vehicle speed range calculation unit 74, for example, based on the steady travel required power characteristic Pwc calculated in S2, EV travel is possible with the rated limit EV travelable power Pev1 calculated in S3. The upper limit vehicle speed (temporary up upper limit vehicle speed) Vev2 that can be EV traveled with the electric power Pev2 at the time of the limit increase calculated in S3 and the EV travelable power Pev2 calculated in S3 is calculated. That is, in S4, a temporary up region in which the output limit Wout of the power storage device 16 is temporarily raised is set according to the running resistance R / L. Next, in S5 corresponding to the battery state acquisition / setting unit 62, for example, whether or not the vehicle is in the temporary up region (Vev1 ≦ V ≦ Vev2) set in S4, that is, the temporary up vehicle speed calculated in S4. It is determined whether or not the vehicle speed V is in a region (a vehicle speed range that is equal to or higher than the temporary up lower limit vehicle speed Vev1 and lower than the temporary up upper limit vehicle speed Vev2). If the determination in S5 is affirmative, in S6 corresponding to the battery state acquisition / setting unit 62, for example, the output limit Wout of the power storage device 16 is set to the temporary up output limit Wout (up). Thereby, the EV traveling area is expanded. If the determination in S5 is negative, in S7 corresponding to the battery state acquisition / setting unit 62, for example, the output limit Wout of the power storage device 16 is not set to the temporary up output limit Wout (up), but the rated output limit Wout (0 ). As a result, the EV traveling area is not enlarged. Following S6 or S7, in S8 corresponding to the hybrid control unit 66, for example, it is determined whether or not there is an engine start request. If the determination in S8 is affirmative, for example, the clutch K0 is controlled to engage in S9 corresponding to the hybrid control unit 66, the engine 14 is cranked by the electric motor MG, and the engine 14 is started. Thereby, it shifts from EV traveling to HV traveling. If the determination in S8 is negative, for example, EV traveling is continued in S10 corresponding to the hybrid control unit 66.

  As described above, according to the present embodiment, the voltage of the power storage device 16 is limited by limiting the range in which the output limit Wout of the power storage device 16 is increased according to the vehicle speed V (that is, according to the running resistance R / L). It is possible to achieve both the suppression of the decrease and the decrease in durability and the expansion of the EV steady travel possible region. Specifically, when the vehicle speed V is in the low vehicle speed range and the running resistance R / L is relatively small, the output limit Wout of the power storage device 16 is set to the rated output. For example, in response to a sudden engine start request Even in this case, the power storage device 16 does not perform an excess output that exceeds the rated output, and the durability degradation and voltage drop of the power storage device 16 can be suppressed. Further, when the vehicle speed V is higher than the low vehicle speed range and the running resistance R / L is relatively large, the output limit Wout of the power storage device 16 is increased, so that the EV steady travel possible range is expanded. can do.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the electric motor MG functions as a driving force source for traveling and is also used for starting the engine 14, but is not necessarily limited to this mode. For example, the vehicle 10 may include a motor that functions as a driving force source for traveling and a motor for starting the engine separately. In short, the power for driving the motor is set by the power storage device 16 that supplies electric power to the electric motor during EV traveling and supplies electric power to the electric motor when starting the engine, that is, the remaining electric power that secures the electric power for starting the engine. Any vehicle 10 including the power storage device 16 may be used, and various modes may be adopted for the electric motor. Therefore, the vehicle to which the present invention is applied is not limited to the vehicle 10 including the engine 14, the clutch K0, the electric motor MG, and the power storage device 16 as shown in the above-described embodiment. Any vehicle including an engine, an electric motor, and the power storage device 16 as described above may be used.

  In the above-described embodiment, when the running resistance R / L is a value smaller than the predetermined range, the output limit Wout of the power storage device 16 is kept at the rated output, but this is not limitative. For example, when the running resistance R / L is smaller than the predetermined range, the output limit Wout of the power storage device 16 is set to a value smaller than that when the running resistance R / L is in the predetermined range. The value may be larger than the rated output. In this way, when the running resistance R / L is smaller than the predetermined range, the output limit Wout of the power storage device 16 is smaller than when the running resistance R / L is within the predetermined range. Therefore, the power storage device 16 suppresses the excess output even in response to a sudden engine start request, for example (that is, the output limit Wout of the power storage device 16 cannot be increased by a predetermined output ΔWout from the rated output). Therefore, a certain effect that durability degradation and voltage drop of the power storage device 16 can be suppressed can be obtained.

  In the above-described embodiment, when the running resistance R / L is a value larger than the predetermined range, the output limit Wout of the power storage device 16 is kept at the rated output, but the present invention is not limited to this. For example, when the running resistance R / L is larger than the predetermined range, the output limit Wout of the power storage device 16 is set to a value that is smaller than that when the running resistance R / L is within the predetermined range. The value may be larger than the rated output. In this way, when the running resistance R / L is larger than the predetermined range, the output limit Wout of the power storage device 16 is smaller than when the running resistance R / L is within the predetermined range. Therefore, the power storage device 16 suppresses the excess output even in response to a sudden engine start request, for example (that is, the output limit Wout of the power storage device 16 cannot be increased by a predetermined output ΔWout from the rated output). Therefore, a certain effect that durability degradation and voltage drop of the power storage device 16 can be suppressed can be obtained.

  Further, the above-described embodiment expands the EV steady travel possible region, and does not allow the EV travel to be continued when, for example, sudden acceleration is required. Therefore, when the engine resistance is suddenly increased when the running resistance R / L is in the predetermined range (when the vehicle speed V is in the temporarily up vehicle speed range (Vev1 to Vev2)) and the accelerator suddenly increases, It does not contribute much to continuation, and the engine 14 is quickly started and switched to HV traveling. However, even if the vehicle is once switched to the HV traveling, when the traveling resistance R / L is in the predetermined range and the vehicle is again in the steady traveling, the vehicle is switched to the EV traveling again.

  In the above-described embodiment, the running resistance R / L is calculated, and the steady running required power characteristic Pwc is calculated based on the running resistance R / L. However, the present invention is not limited to this mode. For example, it may be possible to have a predetermined steady running required power characteristic Pwc having the vehicle speed V as a variable with the road surface gradient θ and the estimated weight Wg as parameters. With such an aspect, it is not necessary to calculate the running resistance R / L and the steady running required power characteristic Pwc. When such an aspect is adopted, for example, in the flowchart shown in FIG. 5, it is not necessary to include S1 and S2. In addition, the temporary up vehicle speed region (Vev1 to Vev2) is set as the temporary up region for temporarily raising the output limit Wout of the power storage device 16 corresponding to the predetermined range of the running resistance R / L. However, the present invention is not limited to this mode. . For example, a range in which the steady travel required power Pwc is equal to or greater than the EV travelable power Pev1 at the rated limit and equal to or less than the EV travelable power Pev2 when the limit is increased is set as the temporary up region (that is, the predetermined range of the travel resistance R / L). good. In the case of adopting such an aspect, for example, in the flowchart shown in FIG. 5, it is not necessary to provide S4, and in S5, it is determined whether or not it is in the temporary up region (Pev1 ≦ Pwc ≦ Pev2). As described above, in the flowchart of FIG. 5, the execution contents of each step, the execution order, and the like can be changed as appropriate without departing from the scope.

  In the above-described embodiment, the vehicle 10 is provided with the automatic transmission 22. However, the automatic transmission 22 is not necessarily provided. However, when the vehicle 10 includes the automatic transmission 22, it is possible to execute the following control modes. For example, the upper limit value of the MG torque Tm may be determined (set) based on the specifications of the inverter 42. In such a case, even if the output limit Wout of the power storage device 16 is increased, the upper limit value of the MG torque Tm may not increase. When the upper limit value of the MG torque Tm does not increase as described above, the MG torque Tm can be increased even if the MG power Pm is increased by setting the transmission ratio of the automatic transmission 22 to the transmission ratio on the low vehicle speed side (low transmission ratio). The output limit Wout of the power storage device 16 may be increased in a region where the upper limit value of the power storage device 16 does not increase. Setting the transmission ratio of the automatic transmission 22 to the low-side transmission ratio means that, for example, when the output limit Wout of the power storage device 16 is not increased, the upshift is performed even in the vehicle speed range where the automatic transmission 22 is upshifted. This is to maintain the low gear ratio without performing the operation, or to increase the coast down determination vehicle speed when the output limit Wout of the power storage device 16 is not increased.

  In the above-described embodiment, the torque converter 20 is used as the fluid transmission device. However, other fluid transmission devices such as a fluid coupling having no torque amplification action may be used. Further, the torque converter 20 is not necessarily provided.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Hybrid vehicle 14: Engine 16: Power storage device 60: Electronic control device (control device)
62: Battery state acquisition / setting unit (power storage device output setting unit)
MG: Electric motor

Claims (1)

An engine, an electric motor, and the electric motor for starting the engine are supplied with electric power to the electric motor at the time of starting the engine, and only the electric motor is within the remaining electric power range obtained by subtracting the electric power supplied at the time of starting the engine from the output restriction. A control device of a hybrid vehicle comprising a power storage device that supplies electric power to the electric motor during traveling of a motor that travels as a driving power source for traveling,
When the traveling resistance of the hybrid vehicle that is changed according to the vehicle speed is within a predetermined range, the output limit of the power storage device is increased compared to when the traveling resistance is a value smaller than the predetermined range, And including a power storage device output setting unit having a value increased by a predetermined output from the rated output,
When the output limit of the power storage device is a rated output, a first upper limit output that is an upper limit value of the output of the power storage device that can be used for motor running by the electric motor is changed from the output limit of the power storage device to the time of starting the engine. Set by subtracting the output of the power storage device used by
Be the electric storage device predetermined range of the vehicle speed range the running resistance steady running required power based on the vehicle speed is output is above said first upper limit output necessary to steady running at the motor running, or When the power required for steady running is equal to or higher than the first upper limit output and the output limit of the power storage device is increased by a predetermined output from the rated output, the output of the power storage device that can be used for motor travel by the motor A hybrid vehicle control apparatus characterized in that a range that is equal to or lower than a second upper limit output that is an upper limit value is set as a predetermined range of the running resistance.

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