JP6939598B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle.

Conventionally, this type of hybrid vehicle is equipped with an engine that outputs driving force to the front wheels, a motor that outputs driving force to the front wheels, and a battery that exchanges electric power with the motor, and has a CD (Charge Depleting) mode and CS (Charge Depleting) mode. It has been proposed that the vehicle travels by switching between the Charge Sustaining mode (see, for example, Patent Document 1). In this hybrid vehicle, the allowable discharge power of the battery is expanded in the CD mode as compared with the CS mode.

Japanese Unexamined Patent Publication No. 2013-252853

In the hybrid vehicle described above, it is conceivable that by expanding the discharge allowable power of the battery, it is possible to drive in the CD mode to the maximum vehicle speed similar to or close to the CS mode while giving priority to electric driving (EV driving). However, in EV traveling using one motor as a traveling motor, there is a limit to the traveling power, and it becomes impossible to maintain EV traveling, or it becomes necessary to greatly limit the maximum vehicle speed in the CD mode.

The main object of the hybrid vehicle of the present invention is to enable driving at a high maximum vehicle speed while maintaining electric driving in the CD mode.

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

The hybrid vehicle of the present invention
An engine that can output driving force to one of the front and rear wheels,
A first motor capable of outputting driving force to one of the wheels,
A second motor capable of outputting driving force to the other wheel of the front wheel and the rear wheel,
A battery that exchanges electric power with the first motor and the second motor,
A control means for controlling the engine, the first motor, and the second motor so as to switch between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode and travel with a predetermined maximum vehicle speed as an upper limit.
It is a hybrid car equipped with
As the drive mode when the CD mode is set, the first drive mode in which the drive force from one of the first motor and the second motor is used, and the drive force from the first motor It has a second drive mode that uses the drive force from the second motor.
The maximum vehicle speed when traveling in the second drive mode is set to a vehicle speed higher than the maximum vehicle speed when traveling in the first drive mode.
The gist is that.

In the hybrid vehicle of the present invention, the vehicle runs by switching between the CD (Charge Depleting) mode and the CS (Charge Sustaining) mode up to a predetermined maximum vehicle speed. When the CD mode is set, the drive mode is the first drive mode in which the drive force from one of the first motor and the second motor is used, and the drive force from the first motor and the second motor. It has a second drive mode that uses the drive force of. The maximum vehicle speed when traveling in the second drive mode is set to a vehicle speed higher than the maximum vehicle speed when traveling in the first drive mode. As a result, by performing the traveling in the CD mode in the second driving mode, it is possible to secure a sufficient driving force in the high-speed traveling and to distribute the load between the first motor and the second motor, so that the electric traveling can be performed electrically. It is possible to drive at a high maximum vehicle speed while maintaining the above.

In such a hybrid vehicle of the present invention, a switch for switching from the first drive mode to the second drive mode by a user's operation may be provided. In this way, when traveling in the CD mode is being performed in the first drive mode, the maximum vehicle speed can be increased by switching from the first drive mode to the second drive mode by operating a switch.

Further, in the hybrid vehicle of the present invention, the maximum vehicle speed when traveling in the CD mode may be set to a vehicle speed lower than the maximum vehicle speed when traveling in the CS mode. In this way, when driving in the CD mode in which electric driving is prioritized, it is possible to prevent the engine from being started due to insufficient driving force required for high-speed driving, so that the driver does not feel uncomfortable. be able to. Further, by making the maximum vehicle speed different between the CD mode and the CS mode, the driver can be made to recognize whether the current mode is the CD mode or the CS mode. In this case, a switch for switching from the CD mode to the CS mode by the user's operation may be provided. By doing so, the maximum vehicle speed can be increased by switching from the CD mode to the CS mode by operating the switch while traveling in the CD mode.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as one Example of this invention. It is a flowchart which shows an example of the maximum vehicle speed setting processing routine executed by HVECU 70. It is a block diagram which shows the outline of the structure of the hybrid vehicle 120 of a modification.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1, MG2, MG3, inverters 41, 42, 43, a battery 50, a charger 60, a meter 96, and the like. It includes a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

The engine 22 is configured as an internal combustion engine that outputs power by using gasoline, light oil, or the like from the fuel tank 25 as fuel. The engine 22 is operated and controlled by an engine electronic control unit (hereinafter, referred to as "engine ECU") 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. In the engine ECU 24, signals from various sensors necessary for operating and controlling the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 and the like are transmitted via an input port. It has been entered. From the engine ECU 24, various control signals for controlling the operation of the engine 22 are output via the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is a single pinion type planet having a sun gear of an internal gear, a ring gear of an external gear, a plurality of pinion gears that mesh with the sun gear and the ring gear, and a carrier that holds the plurality of pinion gears in a rotating and revolving manner. It is configured as a gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. A drive shaft 36F connected to the front wheels 38a and 38b via a differential gear 37F is connected to the ring gear of the planetary gear 30. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

The motor MG1 is configured as, for example, a synchronous motor generator, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to a drive shaft 36F. The motor MG3 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36R connected to the rear wheels 38c and 38d via the differential gear 37R. The inverters 41, 42, and 43 are connected to the battery 50 via the power line 54. The motors MG1, MG2, and MG3 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41, 42, and 43 by the electronic control unit for the motor (hereinafter referred to as "motor ECU") 40. ..

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The motor ECU 40 has rotation position detection sensors 44, 45, 46 that detect signals from various sensors necessary for driving and controlling the motors MG1, MG2, MG3, for example, the rotation position of the rotors of the motors MG1, MG2, MG3. The rotation positions θm1, θm2, θm3, etc. from are input via the input port. From the motor ECU 40, switching control signals and the like to a plurality of switching elements (not shown) of the inverters 41, 42, and 43 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 sets the rotation speeds Nm1, Nm2, Nm3 of the motors MG1, MG2, MG3 based on the rotation positions θm1, θm2, θm3 of the rotors of the motors MG1, MG2, MG3 from the rotation position detection sensors 44, 45, 46. I'm calculating.

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

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The battery ECU 52 is attached to signals from various sensors necessary for managing the battery 50, for example, a battery voltage Vb from a voltage sensor 51a installed between terminals of the battery 50, or an output terminal of the battery 50. The battery current Ib or the like from the current sensor 51b is input via the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is the ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

The charger 60 is connected to the power line 54, and when the power plug 61 is connected to an external power source 69 such as a household power source or an industrial power source at a charging point such as a home or a charging station, the external power source 69 It is configured so that external charging can be performed to charge the battery 50 using the electric power from.

The meter 96 is installed in front of the driver's seat and is provided with a vehicle speed meter for displaying the vehicle speed, a power meter for displaying the traveling power used for traveling, a warning display unit, and the like. The display content of the meter 96 is controlled by an electronic control unit for the meter (hereinafter, referred to as "meter ECU") 98. Although not shown, the meter ECU 98 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The meter ECU 98 is connected to the HVECU 80 via a communication port.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, a flash memory 72, an input / output port, and communication. It has a port. Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include, for example, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, and the brake from the brake pedal position sensor 86. The pedal position BP can be mentioned. Further, whether or not the vehicle speed V from the vehicle speed sensor 88, the switch signal from the CS mode switch 92, the switch signal from the 4WD mode switch 94, and the power plug 61 attached to the power plug 61 are connected to the external power supply 69. The connection signal from the connection switch 62 for determining the above can be mentioned. Various control signals, such as control signals to the charger 60, are output from the HVECU 70 via the output port. Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the meter ECU 98 via the communication port.

In the hybrid vehicle 20 of the embodiment configured in this way, hybrid traveling (HV traveling) or electric traveling (EV traveling) is performed in the CD (Charge Depleting) mode or the CS (Charge Sustaining) mode. Here, the CD mode is a mode in which EV driving is given higher priority than the CS mode. The HV driving mode is a mode in which the vehicle travels with the operation of the engine 22. EV driving is a mode in which the vehicle travels without the operation of the engine 22.

In the embodiment, when the power plug 61 is connected to the external power supply 69 when the system is turned off (system stopped) at a charging point such as a home or a charging station and the vehicle is stopped, the power from the external power supply 69 is generated. The charger 60 is controlled so that the battery 50 is charged using the above. When the storage ratio SOC of the battery 50 is larger than the threshold Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system startup), the storage ratio SOC of the battery 50 is the threshold Shv2 (for example, 25%). , 30%, 35%, etc.) or less, the battery runs in the CD mode, and after the storage ratio SOC of the battery 50 reaches the threshold value Shv2 or less, the battery runs in the CS mode until the system is turned off. Further, when the storage ratio SOC of the battery 50 is equal to or less than the threshold value Shv1 when the system is turned on, the vehicle runs in the CS mode until the system is turned off. Further, if the CS mode switch 92 is operated while traveling in the CD mode, the vehicle travels in the CS mode. If the CS mode switch 92 is driven again while the CS mode switch 92 is in the CS mode and the vehicle is running, the vehicle runs in the CD mode.

EV travel is usually driven and controlled as follows. The HVECU 70 first sets the required torque Tr * based on the accelerator opening degree Acc and the vehicle speed V. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1, and the required torque Tr * is output to the drive shafts 36F and 36R with a driving force distribution ratio k within the range of the input / output limits Win and Wout of the battery 50. The torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set and transmitted to the motor ECU 40. The driving force distribution ratio k is the distribution ratio to the rear wheels 38c and 38d in the embodiment, and when k = 0, the distribution is 100% to the front wheels 38a and 38b and 0% to the rear wheels 38c and 38d, and k = When it is 1, the distribution is 0% to the front wheels 38a and 38b and 100% to the rear wheels 38c and 38d. Further, when the vehicle speed V reaches the preset maximum vehicle speed Vmax, the required torque Tr * is limited to the maximum vehicle speed cruising torque for the vehicle to cruise at the maximum vehicle speed Vmax, and the drive shaft is driven by the driving force distribution ratio k. The torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set so as to be output to 36F and 36R. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tm3 * controls the switching of the switching elements of the inverters 41 and 42 so that the motors MG1, MG2, and MG3 are driven by the torque commands Tm1 *, Tm2 *, and Tm3 *. Do it.

The HV running is usually driven and controlled as follows. The HVECU 70 first sets the required torque Tr * required for traveling based on the accelerator opening degree Acc and the vehicle speed V. Subsequently, the required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36F (for example, the rotation speed Nm2 of the motor MG2 or the rotation speed obtained by multiplying the vehicle speed V by a conversion coefficient) to drive the driving power Pdrv required for driving. * Calculate. Next, the required power Pe * required for the vehicle is reduced by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) of the battery 50 based on the storage ratio SOC of the battery 50 from the traveling power Pdrv *. To set. Then, the required power Pe * is output from the engine 22, and the required torque Tr * is output to the drive shafts 36F and 36R within the range of the input / output limit Win and Wout of the battery 50. And the target torque Te *, the torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3 are set and transmitted to the engine ECU 24 and the motor ECU 40. Further, when the vehicle speed V reaches the maximum vehicle speed Vmax, the target rotation speed Ne * and the target torque Te of the engine 22 are output to the drive shafts 36F and 36R so that the torque limiting the required torque Tr * to the cruising torque at the maximum vehicle speed is output to the drive shafts 36F and 36R. *, Set the torque commands Tm1 *, Tm2 *, Tm3 * of the motors MG1, MG2, MG3. The target rotation speed Ne * and target torque Te * of the engine 22 are set by the fuel consumption optimum operation line that efficiently outputs the required power Pe * from the engine 22. The torque command Tm1 * of the motor MG1 is set by feedback control so that the engine 22 is operated at the target rotation speed Ne * and the target torque Te *. The torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set so that the required torque Tr * is output to the drive shafts 36F and 36R with a driving force distribution ratio k within the range of the input / output restrictions Win and Wout of the battery 50. Will be done. Upon receiving the target rotation speed Ne * and the target torque Te *, the engine ECU 24 controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotation speed Ne * and the target torque Te *. Perform control and so on. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tm3 * switches the switching elements of the inverters 41, 42, and 43 so that the motors MG1, MG2, and MG3 are driven by the torque commands Tm1 *, Tm2 *, and Tm3 *. Control.

Further, in the hybrid vehicle 20 of the embodiment, normally, the driving force distribution ratio k is set to a value 0 and the vehicle is driven by two-wheel drive (2WD mode). Then, when it is determined that four-wheel drive is necessary due to the steering angle from the steering angle sensor (not shown), or when it is determined that four-wheel drive is necessary because the road surface becomes slippery due to snowfall or the like. When it is determined that four-wheel drive is necessary to drive on an uphill road surface, the four-wheel drive (4WD mode) is set to a value larger than the value 0 and smaller than the value 1 for the driving force distribution ratio k. ). Further, if the 4WD mode switch 94 is operated while traveling in the 2WD mode, the vehicle travels in the 4WD mode. If the 4WD mode switch 94 is operated again while the vehicle is being driven in the 4WD mode by the operation of the 4WD mode switch 94, the vehicle travels in the 2WD mode.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the setting operation of the maximum vehicle speed Vmax will be described. FIG. 2 is a flowchart showing an example of the maximum vehicle speed setting processing routine executed by the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec or every several tens of msec).

When the maximum vehicle speed setting processing routine is executed, the CPU of the HVECU 70 first determines whether or not it is in the CD mode (step S100). When it is determined that the vehicle is in the CS mode instead of the CD mode, the vehicle speed A is set to the maximum vehicle speed Vmax (step S110), and a display for displaying "Maximum vehicle speed limit A [km / h]" on the meter 96 is displayed. A command is transmitted to the meter ECU 98 (step S120) to end the maximum vehicle speed setting processing routine. Here, in the CS mode, the HV running accompanied by the operation of the engine 22 is prioritized, and a sufficient driving force can be output by using the engine 22, so that the vehicle speed A (for example, 180 km) which is relatively high as the maximum vehicle speed Vmax is 180 km. / H) is set.

On the other hand, if it is determined in step S100 that the CD mode is in effect, it is determined whether or not the 2WD mode is in effect (step S130). When it is determined that the vehicle is in the 2WD mode, the maximum vehicle speed Vmax is set to a vehicle speed B lower than the vehicle speed A (step S140), and the meter 96 is displayed to display "maximum vehicle speed limit B [km / h]". A command is transmitted to the meter ECU 98 (step S150) to end the maximum vehicle speed setting processing routine. Here, when traveling in the CD mode is performed in the 2WD mode, if only the driving force from the motor MG2 is used in the EV traveling, a sufficient driving force cannot be output in the high-speed traveling. In this case, in order to make up for the lack of driving force from the engine 22, it becomes necessary to start the engine 22 in spite of the CD mode, which gives the driver a sense of discomfort. Therefore, when traveling in the CD mode in the 2WD mode, a relatively low vehicle speed B (for example, 140 km / h) is set as the maximum vehicle speed Vmax.

When it is determined in step S130 that the vehicle is in 4WD mode instead of 2WD mode, the maximum vehicle speed Vmax is set to vehicle speed C lower than vehicle speed A and higher than vehicle speed B (step S160), and the meter 96 is set to "Maximum vehicle speed limit C. A display command for displaying "[km / h]" is transmitted to the meter ECU 98 (step S170), and the maximum vehicle speed setting processing routine is terminated. Even in the CD mode, when traveling in the 4WD mode, the driving force from the motor MG3 can be used in addition to the driving force from the motor MG2, so that the load on the motor is higher than that when traveling in the 2WD mode. Can be dispersed, and a larger driving force can be output at high speeds. Further, when traveling in the 4WD mode, a driving force acts on the front wheels 38a and 38b and the rear wheels 38c and 38d, so that the feeling of ground contact is higher than when traveling in the 2WD mode and the straight running stability at high speed is achieved. Is excellent. On the other hand, in EV traveling, the engine 22 is stopped, so that the higher the vehicle speed, the larger the rotation difference between the sun gear and the ring gear of the planetary gear 30, and there is a risk that the pinion gear that meshes with the sun gear and the ring gear will over-rotate. It is also desirable to let the driver recognize which of the CD mode, which gives priority to EV driving, and the CS mode, which gives priority to HV driving, is currently running. In consideration of these circumstances, in this embodiment, when traveling in the CD mode in the 4WD mode, the maximum vehicle speed Vmax is lower than the vehicle speed A, which is the maximum vehicle speed in the CS mode, and the traveling in the CD mode is performed in the 2WD mode. A vehicle speed C (for example, 160 km / h) higher than the vehicle speed B, which is the maximum vehicle speed at the time of the operation, is set.

In the hybrid vehicle 20 of the present embodiment described above, the vehicle runs with a predetermined maximum vehicle speed Vmax as the upper limit by switching between the CD (Charge Depleting) mode and the CS (Charge Sustaining) mode. When the CD mode is set, the drive mode is a 2WD mode (first drive mode) in which only the drive force from the motor MG2 is used, and a 4WD mode in which the drive force from the motor MG2 and the drive force from the motor MG3 are used. (Second drive mode) is provided. The 4WD mode can be switched from the 2WD mode by operating the 4WD mode switch 94. Then, the maximum vehicle speed (vehicle speed C) when traveling in the CD mode in the 4WD mode is set to a vehicle speed higher than the maximum vehicle speed (vehicle speed B) when traveling in the CD mode in the 2WD mode. As a result, by performing the running in the CD mode in the 4WD mode, it is possible to secure a sufficient driving force in the high-speed running and to distribute the load between the first motor and the second motor to maintain the electric running. However, it can run at a high maximum vehicle speed.

Further, in the hybrid vehicle 20 of the present embodiment, the maximum vehicle speed (vehicle speed A) when traveling in the CS mode is set to a higher vehicle speed than the maximum vehicle speed (vehicle speeds B and C) when traveling in the CD mode. It is assumed that the setting is made, and when the CS mode switch 92 is operated while traveling in the CD mode, the mode is switched to the CS mode. As a result, the maximum vehicle speed can be increased by switching to the CS mode by operating the CS mode switch 92 while traveling in the CD mode.

In the hybrid vehicle 20 of the embodiment, the CS mode switch 92 for switching the CD mode to the CS mode is provided, but the CS mode switch 92 may not be provided. Further, although the 4WD mode switch 94 for switching the 2WD mode to the 4WD mode is provided, the 4WD mode switch 94 may not be provided.

In the hybrid vehicle 20 of the embodiment, when traveling in the 2WD mode, the driving force distribution ratio k is set to a value of 0, that is, 100% is distributed to the front wheels 38a and 38b. However, when traveling in the 2WD mode, the driving force distribution ratio k may be set to a value of 1, that is, 100% may be distributed to the rear wheels 38c and 38d.

In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1 and the motor MG2 are connected to the drive shaft 36F connected to the front wheels 38a and 38b, and the motor MG3 is connected to the drive shaft 36R connected to the rear wheels 38c and 38d. It was configured to be. However, the engine 22, the motor MG1, and the motor MG2 may be connected to the drive shaft connected to the rear wheels, and the motor MG3 may be connected to the drive shaft connected to the front wheels.

In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, and the drive shaft 36F connected to the front wheels 38a and 38b are connected to the planetary gear 30, and the motor MG2 is connected to the drive shaft 36F to the rear wheels 38c and 38d. It is assumed that the motor MG3 is connected to the connected drive shaft 36R. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 3, the motor MGF is connected to the drive shaft 36F connected to the front wheels 38a and 38b via the transmission 130, and the clutch 129 is connected to the rotating shaft of the motor MGF. The engine 22 may be connected via the vehicle, and the motor MGR may be connected to the drive shaft 36R connected to the rear wheels 38c and 38d. Further, an engine capable of outputting driving force to one of the front and rear wheels, a first motor capable of outputting driving force to one of the wheels, and the other wheel of the front and rear wheels. Any hybrid vehicle may be configured as long as it includes a second motor capable of outputting driving force.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "first motor", the motor MG3 corresponds to the "second motor", the battery 50 corresponds to the "battery", and the HVECU 70. The engine ECU 24 and the motor ECU 40 correspond to "control means".

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention is available in the hybrid vehicle manufacturing industry.

20,120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crank shaft, 28 damper, 30 planetary gear, 36F, 36R drive shaft, 37F, 37R differential gear, 38a, 38b Front wheel, 38c, 38d Rear wheel, 40 Electronic control unit for motor (motor ECU), 41,42,43 Inverter, 44,45,46 Rotation position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 52 battery Electronic control unit (battery ECU), 54 power line, 60 charger, 61 power plug, 62 connection switch, 69 external power supply, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 82 shift position sensor, 84 accelerator pedal Position sensor, 86 brake pedal position sensor, 88 vehicle speed sensor, 92 CS mode switch, 944WD mode switch, 96 meters, electronic control unit for 98 meters (meter ECU), 129 clutch, 130 transmission, MG1, MG2, MG3, MGF, MGR motor.

Claims (1)

An engine that can output driving force to one of the front and rear wheels,
A first motor capable of outputting driving force to one of the wheels,
A second motor capable of outputting a driving force to the other wheel of the front wheel and the rear wheel,
A battery that exchanges electric power with the first motor and the second motor,
A control means for controlling the engine, the first motor, and the second motor so as to switch between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode and travel with a predetermined maximum vehicle speed as an upper limit.
It is a hybrid car equipped with
As the drive mode when the CD mode is set, the first drive mode in which the drive force from one of the first motor and the second motor is used, and the drive force from the first motor It has a second drive mode that uses the drive force from the second motor.
The maximum vehicle speed when traveling in the second drive mode is set to a vehicle speed higher than the maximum vehicle speed when traveling in the first drive mode.
Hybrid car.

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