JP6658371B2 - Hybrid vehicle battery control system - Google Patents

Description

  The present invention relates to a battery control system for a hybrid vehicle that includes an electric motor and a generator connected to a battery, and an engine, and runs using one or both of the electric motor and the engine as a driving source.

  2. Description of the Related Art Conventionally, a hybrid vehicle that includes an electric motor and an engine and runs using one or both of the electric motor and the engine as a driving source has been known. The hybrid vehicle is equipped with a battery as a power storage unit for supplying electric power to the electric motor. In a hybrid vehicle, an EV driving mode in which the driving of the engine is prohibited and the vehicle is driven by the driving of the motor generator may be set. In some cases, the hybrid vehicle includes a charging system, and the charging system transmits the driving force of the engine to the generator and supplies the power generated by the generator to the battery to charge the battery.

  Patent Literature 1 discloses a configuration in which a hybrid vehicle performs a limp-home run by using only a motor generator when an engine malfunction occurs. In this configuration, during EV traveling, the available output power, which is the allowable discharge power of the battery, is increased. However, during evacuation traveling, the amount of increase in the available output power, which is the allowable discharge power, is suppressed as compared to when the evacuation traveling is not performed.

JP 2014-94670 A

  In the configuration described in Patent Literature 1, when the engine is abnormal, the engine is stopped and the limp-home running is performed in which only the motor generator travels while suppressing the discharge allowable power. On the other hand, in a hybrid vehicle, when there is no problem in discharging from the battery when the engine or the charging system is abnormal, the hybrid vehicle travels while prohibiting driving of the engine and charging of the battery and suppressing allowable discharge power. A configuration in which traveling is permitted only by evacuation traveling is also conceivable. In any of these configurations, the travelable distance during the evacuation travel can be increased.

  However, when performing evacuation traveling while suppressing the discharge allowable power, the discharge allowable power is insufficient due to a running condition such as climbing a hill or merging at a high vehicle speed from outside the main road to the main road, and the user may not be able to use the vehicle. It may not be possible to secure the required evacuation traveling performance.

  SUMMARY OF THE INVENTION It is an object of the present invention to ensure the limp-home running performance when the required discharge power is increased by a request from a user during the limp-home running in a battery control system of a hybrid vehicle.

A battery control system for a hybrid vehicle according to the present invention includes an electric motor and a generator connected to a battery, and an engine, and controls a battery of the hybrid vehicle traveling using one or both of the electric motor and the engine as a drive source. A control device for controlling discharge power to the battery, and charging for transmitting the driving force of the engine to a generator and supplying the power generated by the generator to the battery to charge the battery. System. When an abnormality occurs in the engine or the charging system, the control device prohibits driving of the engine and charging of the battery, sets the allowable discharge power of the battery to a set value for limp-home running, and Only the evacuation travel that is driven by driving the electric motor is permitted, and during the evacuation travel, when it is determined from the operation amount of the acceleration instruction unit and the vehicle speed that the required discharge power to the battery has increased, the evacuation travel is performed. The set value for use is set to be higher than when the required discharge power is not determined to be increased during the limp-home running , and a condition for determining that the required discharge power is increased includes an accelerator opening in an accelerator operation of the acceleration instruction unit. A requirement that the vehicle speed is larger than a predetermined opening degree and the vehicle speed is lower than a predetermined speed; , Ru contains that satisfies at least one of the requirements time rate of change of the vehicle speed is less than or equal to zero.

  ADVANTAGE OF THE INVENTION According to the battery control system of the hybrid vehicle which concerns on this invention, at the time of evacuation driving | running, when the required discharge electric power increases by the request of a user, the discharge permissible electric power is made high and the evacuation driving performance can be ensured.

1 is a diagram illustrating a basic configuration and a circuit of a battery control system and a hybrid vehicle according to an embodiment of the present invention. FIG. 7 is a diagram illustrating a method of setting a discharge allowable power Wout from a map according to an SOC that is a battery temperature and a charging capacity ratio in the embodiment. FIG. 6 is a flowchart illustrating a method for setting discharge allowable power Wout when the vehicle shifts to the evacuation traveling during the EV traveling in the embodiment. FIG. 6 is a diagram illustrating an example in which the set value of the discharge allowable power Wout changes in accordance with the traveling state when the evacuation traveling condition is satisfied with the battery temperature kept constant, in relation to a change in SOC in the embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following, a case will be described in which a motor generator having both functions of a motor and a generator is used as the generator and the electric motor, but the generator may have no function of the motor. Further, the electric motor may not have the function of the generator. Further, the numerical values and the numbers described below are examples for explanation, and can be appropriately changed according to the specifications of the battery control system of the hybrid vehicle. When a plurality of embodiments and modified examples are included below, they can be implemented by appropriately combining them. Hereinafter, the same elements will be denoted by the same reference numerals in all drawings. Further, in the description in the text, the symbols described earlier are used as necessary.

  FIG. 1 is a diagram illustrating a basic configuration and a circuit of a battery control system 12 and a hybrid vehicle 10 according to the embodiment. The dashed line in FIG. 1 represents a signal line.

  The hybrid vehicle 10 on which the battery control system 12 is mounted will be described. The hybrid vehicle 10 runs using one or both of the second motor generator 18 and the engine 50 as a drive source. Specifically, the hybrid vehicle 10 includes a battery control system 12, an engine 50, and wheels 52. The battery control system 12 includes a charging system 14, a second motor generator 18 that is an electric motor for driving wheels, and a control device 22. The charging system 14 includes a battery 15, a first motor generator 16 as a generator, and a power distribution mechanism 17. In the charging system 14, the battery 15 and the first motor generator 16 are connected via a system main relay 23, a step-up / step-down DC / DC converter 24, and an inverter 25.

  The battery 15 has a battery cell that is a plurality of secondary batteries such as a nickel-metal hydride battery or a lithium ion battery, and includes a battery module configured by electrically connecting a plurality of battery cells in series or in parallel. The battery 15 may be a battery pack configured by electrically connecting a plurality of battery modules in series. First motor generator 16 and second motor generator 18 are connected to battery 15. The DC voltage output from the battery 15 is boosted by the step-up / step-down DC / DC converter 24. The boosted DC power is converted by inverter 25 into three-phase AC power. The converted AC power is supplied to at least one of first motor generator 16 and second motor generator 18. Hereinafter, the first motor generator 16 is described as a first MG 16 and the second motor generator 18 is described as a second MG 18. In FIG. 1, the first MG 16 and the second MG 18 are indicated as MG1 and MG2, respectively.

  Here, each of first MG 16 and second MG 18 has both functions of a motor and a generator. First MG 16 is driven by electric power from battery 15, and also has a function as a starting motor for starting engine 50. The second MG 18 is driven by being supplied with electric power from the battery 15 and used to drive the vehicle. Specifically, the driving force of second MG 18 is transmitted to wheels 52 via power distribution mechanism 17, and wheels 52 are driven. The second MG 18 is also used as a generator that charges the battery 15 by supplying regenerative power to the battery 15 by regenerative power generation during braking of the vehicle.

  The engine 50 is connected to the power distribution mechanism 17, and can drive the wheels 52 by the driving force of the engine 50. In addition, the driving force of engine 50 is transmitted to first MG 16 via power distribution mechanism 17, so that first MG 16 is driven to generate power. The generated power is converted from AC to DC by an inverter 25 and then stepped down by a step-up / step-down DC / DC converter 24. Then, the stepped-down power is supplied to the battery 15, and the battery 15 is charged. Thereby, charging system 14 transmits the driving force of engine 50 to first MG 16 and supplies the power generated by first MG 16 to battery 15 to charge the battery.

  In the hybrid vehicle 10, an EV traveling mode and an HV traveling mode are set, and a control device 22 described later switches so as to select either the EV traveling mode or the HV traveling mode according to a user request or a vehicle situation. The hybrid vehicle runs in the selected running mode. The user request is generated by a user operation using an operation unit such as a switch or a button. The vehicle status is an SOC (State Of Charge) which is a charging capacity ratio with respect to a full charging capacity of the battery 15, a vehicle required driving force based on an accelerator operation, and the like.

  In the EV traveling mode, driving of engine 50 is stopped, and the vehicle is driven by the power of second MG 18. The HV traveling mode is a mode in which the driving of the engine 50 is permitted and the vehicle travels. That is, the vehicle travels while driving at least one of the engine 50 and the second MG 18, and generates power when the SOC decreases. Further, depending on the driving situation, the vehicle runs only with the driving force of the engine 50. The HV traveling mode can be a mode in which the vehicle travels so as to maintain the SOC within a predetermined range. At this time, by driving the engine 50 when the SOC falls below the lower limit of the predetermined range, the first MG 16 generates power. When the SOC exceeds the upper limit of the predetermined range in consideration of hysteresis, the driving of the engine 50 is stopped. The vehicle is driven only by the power of 2MG18.

  The driving force of the second MG 18 and the engine 50 is transmitted to the wheels 52 via the power distribution mechanism 17, and the hybrid vehicle 10 runs using one or both of the second MG 18 and the engine 50 as a drive source. Note that the term “at the time of HV traveling” described later may be the time of the HV traveling mode or may be limited to the case where both the electric motor and the engine are driven in the HV traveling mode. The term “during EV running” described later may include a state in which the engine is not driven in the HV running mode.

  The control device 22 is configured by, for example, a computer, and includes a CPU as an arithmetic unit and a storage unit such as a memory and a hard disk device. The control device 22 controls various devices in the vehicle. For example, control device 22 controls the on / off operation of switching elements (not shown) of step-up / step-down DC / DC converter 24 and inverter 25 to control the rotation speed or torque of first MG 16 and second MG 18. The control device 22 controls the on / off operation of the switching element of the step-up / step-down DC / DC converter 24 to control the step-up / step-down operation.

  Further, the control device 22 receives signals representing detection values from various sensors mounted on the vehicle. Specifically, the battery control system 12 includes an accelerator opening sensor 30, a vehicle speed sensor 31, a current sensor 32, a voltage sensor 33, and a temperature sensor 34. The accelerator opening sensor 30 sets the operation amount when the accelerator pedal (not shown) serving as the acceleration instruction unit is completely operated, that is, fully depressed, as 100, and the ratio of the operation amount to the operation amount (%). Is detected as the accelerator opening. The acceleration instruction unit is not limited to the accelerator pedal, but may be an accelerator lever or the like that is manually operated by the driver. The vehicle speed sensor 31 detects the vehicle speed of the vehicle.

  The current sensor 32 detects an input / output current of the battery 15. Voltage sensor 33 detects the voltage of battery 15. Temperature sensor 34 detects the temperature of battery 15. The accelerator opening sensor 30, the vehicle speed sensor 31, the current sensor 32, the voltage sensor 33, and the temperature sensor 34 each transmit a signal representing a detection value to the control device 22.

  Control device 22 calculates the SOC by integrating the current value of battery 15 detected by current sensor 32. The SOC can also be calculated from the battery voltage value detected by the voltage sensor 33.

  The control device 22 connects the battery 15 and the inverter 25 when the start switch (not shown) is turned on by the user and the system main relay 23 is switched from off to on. As a result, the battery control system 12 is activated. On the other hand, the control device 22 cuts off the connection between the battery 15 and the inverter 25 when the start switch is turned off by the user and the system main relay 23 is turned off from on. As a result, the battery control system 12 is in a stopped state.

  Further, when an abnormality occurs in the engine 50 or the charging system 14, the control device 22 detects the abnormality and prohibits normal EV traveling and HV traveling when there is no problem in discharging from the battery. The vehicle is allowed to travel only in the limp mode. “Evacuation” prohibits driving of the engine 50 and charging of the battery 15 and drives the second MG 18 to drive the vehicle.

  The control device 22 controls discharge power and charge power for the battery 15. When the discharge of battery 15 is controlled, discharge allowable power Wout is set. The control device 22 controls the discharge of the battery 15 so that the discharge power does not exceed the discharge allowable power Wout. The discharge allowable power Wout is determined according to the SOC of the battery 15 and the battery temperature, as described with reference to FIG. Also, in the above-mentioned “evacuation traveling”, the allowable discharge power Wout of the battery is reduced and the evacuation traveling base power Wout_md determined according to the SOC and the battery temperature is set as the evacuation traveling set value.

  FIG. 2 is a diagram illustrating a method of setting a discharge allowable power Wout from a map according to the battery temperature and the SOC in the embodiment. The allowable discharge power Wout is obtained using the calculated current SOC and the detected temperature of the battery 15 using a map indicating a preset relationship. For this purpose, a map showing the relationship between the SOC, the temperature of the battery, and the allowable discharge power Wout is stored in advance in the storage unit of the control device 22 as shown in FIG. In FIG. 2, a plurality of battery temperatures are defined by a plurality of columns arranged in a horizontal direction, and a plurality of SOCs are defined by a plurality of rows arranged in a vertical direction. In FIG. 2, each frame uniquely determined from the battery temperature and the SOC is blank, but actually, the numerical value of the allowable discharge power Wout is included in each frame. Thereby, discharge allowable power Wout according to the battery temperature and the SOC is calculated. For example, when the battery temperature is −10 ° C. and the SOC is 50%, the numerical value in the frame indicated by the tips of the arrows α and β in FIG. 2 is the discharge allowable power Wout. Further, when the battery temperature and the SOC are numerical values not shown in FIG. 2, the corresponding numerical values of the allowable discharge power Wout are obtained by linear interpolation using the two numerical values shown in FIG. Is calculated. The map shown in FIG. 2 stores a plurality of maps for the EV traveling, the HV traveling, and the evacuation traveling base power, and each map is different.

  Specifically, in the maps for EV and HV running, when the battery temperature and the SOC are the same, the EV base power Wout_base (FIG. 4), which is the discharge allowable power for EV running, is changed to the discharge for HV running. It is basically higher than the allowable power Wout_hv (FIG. 4). The EV base power Wout_base and the HV running power Wout_hv match only at both ends of the lines indicating the respective powers as shown in FIG. Further, in the maps of the HV traveling and the evacuation traveling base power, when the battery temperature and the SOC are the same, the HV traveling power Wout_hv (FIG. 4) is the evacuation traveling which is the discharge allowable power of the evacuation traveling base. It is basically higher than the base power Wout_md. The HV traveling power Wout_hv and the evacuation traveling base power Wout_md match only at both ends of the lines indicating the respective powers as shown in FIG. Therefore, during EV traveling, the allowable discharge power Wout from the battery 15 is larger than during HV traveling. Thereby, traveling performance during EV traveling can be improved. Further, during the HV traveling, the allowable discharge power Wout from the battery 15 is larger than the base power during the limp-home traveling. As a result, at the time of evacuation travel, the allowable discharge power is suppressed, and the travelable distance can be increased.

  Further, when the control device 22 determines that the required discharge power for the battery 15 has increased based on the accelerator pedal operation amount and the vehicle speed, which are the operation amounts of the accelerator pedal, during the limp-home traveling, the evacuation traveling base value is set to the limp-home traveling base. The power is set higher than the power Wout_md. Specifically, at this time, the control device 22 sets the set value for the evacuation traveling according to the SOC and the battery temperature higher than when it is not determined that the required discharge power has increased during the evacuation traveling. As a result, when the required discharge power is increased by a request from the user during the evacuation traveling as described later, the performance of the evacuation traveling can be ensured.

  Note that, as a map, the relationship between the SOC, the temperature of the battery 15, and Wout can be shown in a space of three axes including the orthogonal x-axis, y-axis, and z-axis.

  FIG. 3 is a flowchart illustrating a method for setting the discharge allowable power Wout when the vehicle shifts to the evacuation traveling during the EV traveling in the embodiment.

  The method of setting the allowable discharge power Wout shown in FIG. 3 is executed as a pre-treatment when setting the discharge power. For example, the discharge power is set so as not to exceed the set discharge allowable power Wout in each of the “running trips” that are the system activation states a plurality of times. Each traveling trip means a state from Ready On to Ready Off. A program for executing the flowchart illustrated in FIG. 3 is stored in the storage unit of the control device 22 and is executed when the control device 22 is started.

  When the control device 22 is started by the user's ON operation of the start switch (the state becomes the Ready ON state), in step S10, the control device 22 determines whether or not the vehicle is in the evacuation traveling after the transition from the EV traveling. For example, during EV traveling, when a signal notifying the abnormality of the engine 50 is input to the control device 22, the vehicle shifts to evacuation traveling. In addition, during EV traveling, a signal notifying that an abnormality has occurred in charging system 14 is input to control device 22. For example, a signal notifying an abnormality from a sensor or the like that detects the state of first MG 16 is input to control device 22. Then, the vehicle shifts to the evacuation run. Hereinafter, step S is simply described as S.

  If the result of the determination in step S10 is YES, that is, if it is determined that the vehicle is in limp-home travel from EV travel, it is determined in S12 whether the SOC is greater than a predetermined value. If the determination result in S12 is YES, the process proceeds to S13. In S13, it is determined whether the accelerator opening is larger than the predetermined opening and the vehicle speed is lower than the predetermined speed. If the result of the determination in S13 is YES, it is determined that the required discharge power for the battery 15 has increased from the accelerator opening and the vehicle speed (S16). For example, when the vehicle speed is extremely low when the vehicle is climbing a hill and the accelerator opening is large, the driving force of second MG 18 is small with respect to the load applied to the vehicle. In this case, it is desired that the allowable discharge power Wout as the set value for the evacuation traveling is increased to increase the driving force of second MG 18.

  Thus, in S17, the discharge allowable power Wout is set to the EV base power Wout_base (FIG. 4). EV base power Wout_base is basically higher than evacuation travel base power Wout_md (FIG. 4), which is discharge allowable power when it is not determined that required discharge power has increased during escape travel, with respect to a value corresponding to SOC and battery temperature. . Thereby, when the required discharge power increases due to a request from the user during the evacuation traveling, the discharge allowable power Wout can be increased to ensure the evacuation traveling performance.

  If the determination result in S13 is NO, the process proceeds to S14. In S14, the rate of increase in accelerator opening over time, that is, the amount of increase in accelerator opening per unit time is greater than a predetermined increase rate, and the rate of change of vehicle speed over time, that is, the amount of change in vehicle speed per unit time is It is determined whether it is 0 or less. For example, when merging from the outside of the main road on the highway to the main road, if the vehicle speed does not increase or decrease even though the accelerator opening is rapidly increasing, the acceleration response to the user is requested. The driving force of second MG 18 has not increased. Also in this case, it is desired to increase the driving power of second MG 18 by increasing discharge allowable power Wout.

  In this case, the discharge allowable power Wout is set to the EV base power Wout_base in S17 as in the case where the determination result in S13 is YES. Thereby, the evacuation traveling can be secured by increasing the discharge allowable power Wout.

  On the other hand, if the determination result in S12 is NO, that is, if the SOC is equal to or less than the predetermined value, increasing the discharge allowable power is not desirable in terms of battery performance. Therefore, as the next process, the discharge allowable power Wout is set to the limp-home running base power Wout_md (S15). The evacuation traveling base power Wout_md is basically lower than the EV base power Wout_base. When the result of the determination in S14 is NO, it means that it is not determined that the required discharge power has increased. As in the case where the result of the determination in S12 is NO, the discharge allowable power Wout is set to the limp-home driving base power Wout_md. Is performed (S15). When the determination result of S10 is NO and after the setting of S15 or S17, the setting of the discharge allowable power Wout is completed, and the process returns to S10.

  According to the battery control system described above, when the required discharge power increases due to a request from the user during the evacuation traveling, the discharge allowable power Wout as the setting value for the evacuation traveling can be increased to ensure the evacuation traveling performance. FIG. 4 shows an example in which the set value of the discharge allowable power Wout changes according to the traveling state when the evacuation traveling condition is satisfied with the battery temperature kept constant in the embodiment in relation to the variation of the SOC which is the charging capacity ratio. FIG. In FIG. 4, the description is made with the battery temperature kept constant for easy understanding. However, when the battery temperature actually changes, a map showing the relationship between the changed battery temperature and the SOC is shown. , The discharge allowable power Wout is set.

  In the example of FIG. 4, first, the SOC and the allowable discharge power Wout are set at the operating point C1 during the EV running. At this time, the discharge allowable power is the EV base power Wout_base. At this time, if the condition for shifting to the limp-home mode is satisfied due to an abnormality of the engine or the like, the operating point moves to C2, the discharge allowable power decreases, and the set value for the limp-home mode is set to the evacuation base power Wout_md. Thereby, the vehicle performs the limp-home run driven by second MG 18 using the electric power having the maximum low evacuation run base electric power Wout_md as the maximum. Then, as the SOC decreases as the second MG 18 is driven, the operating point moves from C2 to C3 on the line indicating the evacuation travel base power Wout_md.

  When it is determined in C3 that the required discharge power has increased due to a request from the user (S16 in FIG. 2), the operating point moves to C4, and the discharge allowable power Wout increases to the EV base power Wout_base. Thereby, when the required discharge power increases due to a request from the user during the evacuation traveling, the performance of the evacuation traveling can be ensured. Thereafter, as the SOC decreases, the operating point moves from C4 to C5 on the line indicating the EV base power Wout_base. Then, when it is not determined in C5 that the required discharge power has increased, the allowable discharge power Wout gradually decreases with time while decreasing the SOC, and becomes the evacuation travel base power Wout_md again. The discharge allowable power Wout may be reduced instantaneously when moving from C5 to C6. On the other hand, the discharge allowable power may be gradually changed when moving from C1 to C2 or when moving from C3 to C4, similarly to when moving from C5 to C6. In addition, as shown in FIG. 4, the discharge allowable power Wout is set in a discharge power permission region in which a lower limit is set with a predetermined amount of SOC separated from a discharge impossible region determined by the performance of the battery.

  In the flowchart of FIG. 3, the method of setting the allowable discharge power when the vehicle shifts to the evacuation traveling during the EV traveling has been described. At this time, as described above, when it is determined in S16 of FIG. 3 that the required discharge power has increased, in S17, the discharge allowable power Wout is set to the same EV base power Wout_base as during normal EV running. You. On the other hand, when the vehicle shifts to the evacuation traveling during the HV traveling, the discharge allowable power Wout may be set using a flowchart different from that in FIG. For example, in response to the determination that the required discharge power has increased in S16 of FIG. 3, in the process corresponding to S17, the allowable discharge power Wout is the same HV running power Wout_hv as in normal HV running (FIG. 4). Is set to As a result, the allowable discharge power Wout when it is determined that the required discharge power has increased is lower than in the case where the vehicle shifts to the evacuation travel during the EV travel. For example, in FIG. 4, the operating point moves from a point C3 to a point C4a on a line indicating the HV running power Wout_hv. The flowchart in FIG. 3 and the flowchart showing a method for setting the discharge allowable power when shifting from HV traveling to limp-home traveling can be executed in parallel.

  In FIG. 3 and FIG. 4 described above, when the required discharge power is determined to increase when the vehicle shifts to the evacuation traveling during the EV traveling, the evacuation traveling set value is set as in the case of the normal EV traveling map. Is set to the EV base power Wout_base. On the other hand, as another example, when it is determined that the required discharge power has increased during the evacuation traveling when the vehicle travels from the EV traveling to the evacuation traveling, another map different from the map during the normal EV traveling is used. The discharge allowable power Wout may be set. For example, in another map, when it is determined that the required discharge power has increased when the battery temperature and the SOC are the same, the evacuation traveling set value is higher than the evacuation traveling base power Wout_md, but the EV base power Wout_base. It may be lower.

  As another example, when the vehicle shifts to the limp-home mode, the set value for the evacuation mode is not determined according to the SOC and the battery temperature, but at a vehicle speed generally considered appropriate during the evacuation mode, for example, 40 km / h. The first fixed value may be set so that the vehicle can travel on level ground. Then, when it is determined that the required discharge power has increased during the evacuation traveling, the evacuation traveling set value may be set to the second fixed value higher than the first fixed value.

  Reference Signs List 10 hybrid vehicle, 12 battery control system, 14 charging system, 15 battery, 16 first motor generator (first MG), 17 power distribution mechanism, 18 second motor generator (second MG), 22 control device, 23 system main relay, 24 step-up / step-down DC / DC converter, 25 inverter, 30 accelerator opening sensor, 31 vehicle speed sensor, 32 current sensor, 33 voltage sensor, 34 temperature sensor, 50 engine, 52 wheels.

Claims (1)

An electric motor and a generator connected to the battery, and an engine,
A battery control system for a hybrid vehicle that runs using one or both of the electric motor and the engine as a drive source,
A control device for controlling discharge power to the battery;
A charging system for transmitting the driving force of the engine to a generator, and charging the battery by supplying power generated by the generator to the battery;
The control device includes:
When an abnormality occurs in the engine or the charging system, the driving of the engine and the charging of the battery are prohibited, the discharge allowable power of the battery is set to a set value for limp-home driving, and the electric motor is driven. When the evacuation traveling is permitted, and during the evacuation traveling, when it is determined that the required discharge power to the battery has increased from the operation amount of the acceleration instruction unit and the vehicle speed, the evacuation traveling set value is When the evacuation traveling is higher than when it is not determined that the required discharge power has increased ,
The conditions for determining that the required discharge power has increased include a requirement that the accelerator opening in the accelerator operation of the acceleration instruction unit is larger than a predetermined opening, and that the vehicle speed is smaller than a predetermined speed; greater than the predetermined increase rate accelerator opening rate of increase, and the time rate of change of the vehicle speed Ru contains that satisfies at least one of the requirements is 0 or less, the hybrid vehicle battery control system.

Images