JPH09277854A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the vibration and noise of a vehicle by reducing the torque fluctuation of an internal combustion engine according to the charging condition of a battery. SOLUTION: An ECU, after determining a waveform signal based on the revolution signal of an internal combustion engine 1 and throttle opening degree signal by referring to the first standard data stored beforehand, and when the charge state is judged proper based on the torque waveform signal of the internal combustion engine 1 and the charging state signal of a battery 7 by referring to the second standard data stored beforehand, perform control so that the volume of the drive side energy becomes nearly equal to the volume of the electricity generation side energy, and when the battery 7 is excessively charged, perform control so that the volume of the drive side energy becomes more than that of the electricity generation side energy, and if the battery 7 is less charged, performs control so that the volume of the electricity generation side energy becomes less than that of the drive side energy.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle having a motor / generator and an internal combustion engine to control driving force and generated electric power.

[0002]

2. Description of the Related Art Conventionally, in an internal combustion engine equipped with, for example, a 4-cylinder engine, torque fluctuations occur twice per revolution, and it is known that vibrations and noises of a vehicle are deteriorated by the torque fluctuations. There is. Today, in this type of internal combustion engine, in order to reduce the torque fluctuation, the flywheel connected to the rotating shaft is enlarged, or the number of cylinders is increased to connect a plurality of cylinders with their stroke phases sequentially shifted. Have been improved.

Further, in a hybrid vehicle, as a conventional technique for reducing torque fluctuations as compared with the above internal combustion engine,
For example, there is JP-A-6-247186. This publication uses a cage-type multiphase induction machine directly connected to the main shaft of an internal combustion engine to calculate an average speed from the instantaneous rotation speed of the internal combustion engine according to software control, and the instantaneous rotation speed exceeds the average speed. There is disclosed a technique in which a cage-type multi-phase induction machine is operated as a generator at the time of the occurrence, and when the instantaneous rotation speed is below an average speed, the cage-type multi-phase induction machine is operated as an electric motor.

[0004]

However, the conventional technique as disclosed in the above publication is effective only by reducing the torque fluctuation of the internal combustion engine, but without considering the state of charge of the battery. Since it controls a cage-type polyphase induction machine, if the battery is in a state of insufficient charge,
Due to lack of energy, the squirrel cage polyphase induction machine does not operate sufficiently as a motor, and it is difficult to obtain the intended torque. On the other hand, when the battery is in the overcharge state, the battery charge state (%) of the battery (lead battery) and the charging efficiency (%) shown in FIG. Since the charging efficiency rapidly deteriorates at around 80%, the energy charged from around 80% becomes loss energy and deteriorates the charging efficiency. Therefore, when the energy loss dissipates into the battery as heat energy and adversely affects the battery life, or the battery life becomes short, the cage polyphase induction machine does not operate sufficiently as a generator and the intended torque is obtained. Is difficult.

Therefore, when the state of charge of the battery is taken into consideration, there arises a problem that the torque fluctuation of the internal combustion engine is not sufficiently reduced. An object of the present invention is to solve the problems of the above-described conventional example, to reduce the torque fluctuation of the internal combustion engine after obtaining an appropriate charge state according to the charge state of the battery, and thereby to reduce vehicle vibration and noise. Will provide a hybrid vehicle that reduces the deterioration.

[0006]

According to a first aspect of the present invention, a hybrid vehicle is controlled such that the amount of energy on the drive side is larger than that on the power generation side if the state of charge of the battery is higher than a predetermined value. Or, if it is lower than a predetermined value, the energy amount on the power generation side is controlled to be larger than the energy amount on the driving side. Is consumed, or if the state of charge is lower than a predetermined value, it is regarded as insufficient charge and energy is stored on the power generation side, whereby the state of charge of the battery is always maintained in a proper state. As a result, the torque fluctuation of the internal combustion engine is reduced,
It is possible to reduce vibration and noise of the vehicle.

In the hybrid vehicle according to the second aspect of the present invention, if the state of charge of the battery is within a predetermined proper range, the amount of energy on the drive side and the amount of energy on the power generation side are controlled so as to be substantially equal to each other. If it is higher than the appropriate range, the drive side energy amount is controlled to be higher than the power generation side energy amount, or if it is lower than the predetermined appropriate range, the power generation side energy amount is higher than the drive side energy amount. Since the control is made so as to increase, if the charge state is within the predetermined proper range, that state is maintained, and if the charge state is higher than the predetermined proper range, it is overcharged and enters the proper range. Energy is consumed in the power generation, or if the state of charge is lower than the predetermined appropriate range, the power generation side stores the energy so that it falls into the appropriate range due to insufficient charging. Te, the state of charge of the battery is always kept in a proper state. As a result, the torque fluctuation of the internal combustion engine is reduced, and the vibration and noise of the vehicle can be reduced.

In the hybrid vehicle according to the third aspect of the present invention, if the state of charge of the battery is within a predetermined proper range, the amount of energy on the drive side and the amount of energy on the power generation side substantially match based on the torque waveform of the internal combustion engine. So that if it is higher than the predetermined proper range, the amount of energy on the drive side becomes larger than the amount of energy on the power generation side based on the torque waveform signal of the internal combustion engine, or if it is lower than the predetermined proper range, the internal combustion engine The drive torque of each of the drive side and the power generation side, its output time, and its output timing are calculated so that the energy amount on the power generation side becomes larger than the energy amount on the drive side based on the torque waveform of If the state of charge is higher than the predetermined proper range, it will be overcharged so that the state is maintained Energy is consumed on the drive side, or if the state of charge is lower than a predetermined appropriate range, energy is stored on the power generation side so that it falls into the appropriate range due to insufficient charging, and according to the torque waveform of the internal combustion engine. The state of charge of the battery is always maintained in a proper state. As a result, the torque fluctuation of the internal combustion engine is reduced, and the vibration and noise of the vehicle can be reduced.

According to a fourth aspect of the invention, a hybrid vehicle has first reference data indicating a correspondence relationship between a torque waveform of an internal combustion engine, a rotational speed, and a throttle opening, and drive side and power generation side of a drive and a generator. The torque waveform signal of the internal combustion engine is stored by previously storing the second reference data indicating the correspondence between each drive torque, its output time, and its output timing, and referring to the correspondence of the first reference data. And the driving torque of each of the drive side and the generator side of the drive and the generator, the output time thereof, and the output timing thereof are obtained by referring to the correspondence relationship of the second reference data. A proper torque waveform can be guided according to the rotational speed and throttle opening, and a proper drive side can be obtained according to the torque waveform and the battery charge state. Generator side the respective drive torque, can be derived that the output time, and its output timing. As a result, similarly to the effect of the invention described in claim 3, the torque fluctuation of the internal combustion engine is reduced, and the vibration and noise of the vehicle can be reduced.

[0010]

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 is a block diagram showing the system configuration of a hybrid vehicle and its peripheral units according to the present invention. The system shown in FIG. 1 is applied to a hybrid vehicle including an internal combustion engine 1 and a motor / generator 2. In FIG.
A hybrid vehicle includes, for example, an inverter 6, an ECU (electronic control unit) 8, a rotation sensor 9, a throttle position sensor 10, and an S.
It has an OC (State of Charge) meter 11.

Next, the connection relationship between each unit of the hybrid vehicle and its peripheral units will be described. In FIG.
Drive shafts 31 and 32 are coupled to the left and right drive wheels W1 and W2, respectively.
A differential gear 4 is coupled to 2. A propeller shaft 5 is coupled to the differential gear 4, and a driving force is transmitted by an internal combustion engine 1 and a motor / generator 2 which are arranged in series with the propeller shaft 5.

A battery 7 is connected to the motor / generator 2 via an inverter 6, and the battery 6
The direct current power supplied from the converter is converted into alternating current by the inverter 6, and this becomes the drive power. E for the inverter 6
The CU 8 is connected, and when the ECU 8 adjusts the throttle opening of the internal combustion engine 1 according to the depression amount of an accelerator (not shown) and transmits the torque command value of the motor / generator 2 to the inverter 6, the inverter 6 Is a motor /
The primary current of the generator 2 is controlled to cause the motor / generator 2 to generate an output torque according to the torque command value. Due to the output torque output from the motor / generator 2 and the internal combustion engine 1, driving force is generated in the drive wheels W1 and W2.

The internal combustion engine 1 is provided with a rotation sensor 9, which detects the rotation speed of a crankshaft (not shown) to obtain a rotation speed signal of the internal combustion engine 1. The ECU 8 is connected to the rotation sensor 9, and the rotation speed signal of the internal combustion engine 1 detected by the rotation sensor 9 is EC
It is output to U8. In addition, a throttle position sensor 10 is provided on the throttle body (not shown) of the internal combustion engine 1.
Is provided to detect the throttle opening from the throttle valve opening and obtain a throttle opening signal. The throttle position sensor 10 has an EC
U8 is connected, and the throttle opening signal detected by the throttle position sensor 10 is the ECU.
8 is output.

The battery 7 is provided with an SOC meter 11 for detecting the state of charge of the battery. This S
The OC meter 11 measures the voltage change of the battery 7 and the current flowing in and out, detects the battery charge state, and obtains a battery charge state signal. This SOC
The ECU 8 is connected to the meter 11 so that the SOC
The battery charge state signal detected by the meter 11 is output to the ECU 8.

Although not shown, the ECU 8 includes a CPU (Central Processing Unit), a ROM (Read
It is a unit including only memory), RAM (random access memory), etc., and controls the unit such as the motor / generator 2 which is coupled according to the control program stored in the ROM. The above ROM
Includes a control program according to the flowchart of the torque command value calculation process shown in FIG. 5, data corresponding to the torque-crank angle graph shown in FIG. 2 (FIG. 3), and charging efficiency (shown in FIG. 6). %) And the battery charge state (%), the data indicating the proper range of the charge state value, which is obtained in advance based on the graph, is stored. The ECU 8 calculates the torque command value according to the control program described above. Then, the data is used to control the operation of the motor / generator 2 via the inverter 6.

In the calculation processing in the ECU 8, the rotation speed signal detected by the rotation sensor 9 and the throttle opening signal detected by the throttle position sensor 10 are input to calculate the torque waveform signal of the internal combustion engine 1. By inputting the torque waveform signal and the battery charge state signal detected by the SOC meter 11, the drive torque of each of the motor / generator 2 and the generator, and the output time of this drive torque. And processing for obtaining the output timing thereof. Also, EC
The control in U8 includes torque fluctuation control, which is executed by transmitting the command values of the drive torque, the output time, and the output timing obtained by the above-described arithmetic processing to the inverter 6.

The ROM of the ECU 8 stores the above torque-
As the data corresponding to the graph of the crank angle, the first reference data indicating the correspondence relationship between the rotational speed, the throttle opening, and the torque waveform detected from the internal combustion engine 1, and the internal combustion engine 1
Motor / corresponding to the torque waveform of the
The motor 2 of the generator 2, the output torque of each generator, the output timing, and the second reference data indicating the correspondence with the output time are stored in advance.

Now, the first and second reference data stored in the ROM of the ECU 8 will be described. FIG. 2 shows a graph of the torque waveform with respect to the crank angle, and FIG. 3 shows an enlarged graph of the portion indicated by a in FIG. The first reference data and the second reference data are both 2000 rpm and a throttle opening of 10 in a 4-cylinder reciprocating internal combustion engine with a displacement of 2000 cc.
The case of 0% is taken as an example.

2 and 3, as shown by the torque waveform ETQ of the internal combustion engine 1 based on the first reference data, the crank is rotated once (360 °) twice (180 ° = 1).
Torque) is generated. ETQA is the internal combustion engine 1
The average torque waveform of the torque waveform ETQ of FIG. Similarly, torque waveforms DTQ, GT on the drive side and the power generation side of the motor (motor / generator 2) based on the second experimental data
As shown in Q, 2 in 1 crank rotation (360 °)
Torque is generated once (at 180 ° once). Note that DT
QA and GTQA are torque waveforms DT of the motor / generator 2.
The average torque waveforms of Q and GTQ are shown.

In the motor / generator 2, the torque (torque waveform DTQ) as the motor (driving side) is 36 at crank angles of 150 ° to 186 ° as shown in FIG.
Generates a size of 7 kgm between °. Since this torque is generated twice in one rotation (360 °), the average is 1.4 kgm, and the average torque waveform DTQA
Is obtained. Similarly, the torque (torque waveform GTQ) as the generator (power generation side) produces a magnitude of 6.3 kgm between 40 ° of the crank angle of 18 ° to 58 °, as shown in FIG. This torque is generated one revolution (360 °)
Since there are two times in the average, averaging them will be approximately 1.4k.
gm, and the average torque waveform GTQA is obtained.

Next, the operation will be described. 4 is shown in FIG.
6 is a graph showing a combined torque waveform in which the torque of the internal combustion engine 1 and the torque of the motor of the motor / generator 2 are combined, and FIG. 5 illustrates a torque command value calculation process of the ECU 8 for the motor / generator 2. It is a flowchart. In the internal combustion engine 1, since there is a torque fluctuation twice per one revolution, this torque fluctuation becomes a factor that worsens the vibration and noise of the vehicle (hybrid vehicle).
In order to reduce the torque fluctuation of the internal combustion engine 1 and smooth the driving force, as shown in FIG.
It is noted that the driving torque (torque waveforms DTQ, GTQ in FIG. 2) is combined with the driving torque of the internal combustion engine 1 (torque waveform ETQ in FIG. 2) to obtain a combined torque waveform CTQ. Note that CTQA represents the average torque waveform of the combined torque waveform CTQ.

Therefore, first, the rotation speed of the internal combustion engine 1 is detected by the rotation sensor 9 provided in the internal combustion engine 1, and the EC
The rotation speed signal is output to U8. On the other hand, the internal combustion engine 1
The throttle opening of the internal combustion engine 1 is detected by a throttle position sensor 10 provided on the throttle body (not shown), and the throttle opening signal is output to the ECU 8.

In the ECU 8, when the rotation speed signal is input from the rotation sensor 9 and the throttle opening signal is input from the throttle position sensor 10, the internal combustion engine is based on these input rotation speed signal and throttle opening signal. The process of obtaining the torque waveform of 1 by calculation is executed. In this case, the first reference data stored in advance in the ROM of the ECU 8 is referred to.

Furthermore, the state of charge of the battery 7 is detected by the SOC meter 11 provided in the battery 7,
The charge state signal is output to the ECU 8. When the ECU 8 receives the state-of-charge signal from the SOC meter 11, the ECU 8 receives the state-of-charge signal of the battery 7 and the torque waveform of the internal combustion engine 1 obtained by the calculation as described above, and then the motor / generator 2 The process of calculating each output torque, output timing, and output time is executed in steps 2 to 6 described below.

In step (indicated by S in FIG. 5) 1, when the torque waveform of the internal combustion engine 1 and the charge state signal of the battery 7 are obtained by calculation as described above, the charge state is continued in the following steps 2 and 4. The state of charge is determined based on the signal. In step 2, an overcharge determination value (hereinafter referred to as m1) that determines an appropriate range preset in the ROM of the ECU 8 as a threshold of the overcharge state
And a state of charge value (hereinafter referred to as SOC) based on the state of charge signal are compared.

If the result of determination in step 2 is that the state of charge value SOC is greater, the process proceeds to step 3. In this way, when the overcharge state is found from the state of charge value SOC, in this step 3,
The energy amount of the battery 7 that consumes energy by driving the motor / generator 2 as a motor (hereinafter referred to as EM) is the energy of the battery 7 that stores energy by driving the motor / generator 2 as a generator. Greater than the amount (hereinafter referred to as EG),
That is, the torque command value for the motor / generator 2 is calculated so as to obtain the relationship of EM> EG. In this case, by referring to the second reference data stored in advance in the ROM of the ECU 8, the motor / generator 2 to be drive-corrected.
The driving torque of each of the driving side and the power generation side, the output time thereof, and the output timing thereof are calculated, and the torque command value suitable for the calculation result is obtained. Thereafter, the state-of-charge SOC based on the state-of-charge signal is corrected so as to approach m2 (indicating a shortage-of-charge value described later) ≦ SOC ≦ m1, which is an appropriate range that is neither overcharged nor undercharged, and therefore the process is step Move to.

In step 2, the state of charge value SO
When the determination result that C is the overcharge determination value m1 or less is obtained, the process proceeds to step 4. This step 4
Then, the ROM of the ECU 8 is set in advance as the threshold of the insufficient charging state.
The shortage-of-charging determination value m2 that determines the appropriate range set to 1 and the state-of-charge SOC based on the state-of-charge signal are compared.

If the result of determination in step 4 is that the state of charge value SOC is smaller, the process proceeds to step 5. In this way, when it is determined that the state of charge shortage is out of the proper range from the state of charge SOC, in this step 5, the energy amount EM described above becomes smaller than the energy amount EG, that is, the relationship of EM <EG is obtained. , The torque command value of the motor / generator 2 is calculated. Also in this case, as in the case of the above-mentioned overcharged state, by referring to the second reference data stored in advance in the ROM of the ECU 8, the drive side and the power generation side of the motor / generator 2 to be drive-corrected. Each drive torque, its output time, and its output timing are calculated, and a torque command value suitable for the calculation result is obtained. After that, the state of charge SOC based on the state of charge signal is corrected so as to approach m2 ≦ SOC ≦ m1, which is an appropriate range that is neither overcharged nor undercharged, and the process proceeds to step 7.

In step 4, the state of charge value SO
When the determination result that C is equal to or more than the charge shortage determination value m2 is obtained, the process proceeds to step 6. In this way, when it is determined from the determination results of steps 2 and 4 that the state of charge SOC is within the proper range, the energy amount EM described above becomes equal to the energy amount EG in step 6, that is, EM = EG. The torque command value of the motor / generator 2 is calculated so as to obtain the relationship Also in this case, as in the case of the overcharged state or the insufficiently charged state described above, the ROM of the ECU 8
By referring to the second reference data stored in advance in
The drive torque of each of the drive side and the power generation side of the motor / generator 2 to be drive-corrected, its output time, and its output timing are calculated, and a torque command value suitable for the calculation result is obtained. Thereafter, in order to maintain the state of charge SOC based on the SOC signal within a proper range m2 ≦ SOC ≦ m1 which is neither overcharged nor undercharged, the process proceeds to step 7.

Here, in the state of EM = EG, 2000 rpm and throttle opening of 100 in a four-cylinder reciprocating internal combustion engine having a displacement of 2000 cc shown in FIGS. 2 and 3.
% And the battery charge state is 60% as an example. As described above, the torque of the motor / generator 2 as a motor is 1.4 kgm per one rotation, and since the torque is the work amount per one rotation, the energy amount EM consumed is 13.7 J (joule). Becomes Similarly, the torque of the motor / generator 2 as a generator is 1.4 kgm per rotation as described above,
Since the torque is the work amount per one rotation, the stored energy amount EG is 13.7J. As a result, EM
The relationship of = EG can be obtained.

When the process proceeds to step 7, the torque command value of the motor / generator 2 calculated in step 3, step 5 or step 6 described above is transmitted to the inverter 6, and the output of the inverter 6 is output. Based on this, the output of the motor / generator 2 is controlled. That is, the primary current of the motor / generator 2 is controlled by the output of the inverter 6, and the output torque according to the torque command value is generated in the motor / generator 2. Due to the output torque output from the motor / generator 2 and the internal combustion engine 1, driving force is generated in the drive wheels W1 and W2. After that, the processing returns to step 1 again, and thereafter, the above-described processing is repeatedly executed.

For example, when the charge state of the battery 7 is an overcharged state, the motor / generator 2 consumes energy (energy amount EM) consumed by driving the motor (energy stored by driving the generator). The amount of energy EG) is controlled to be larger. As a result, the charge state of the battery 7 is corrected from the overcharged state to a good state in a proper range. In addition, when the charge state of the battery 7 is within a proper range and good, the motor / generator 2
Is controlled to equalize the energy consumed by driving the motor (energy amount EM) and the energy stored by driving the generator (energy amount EG). As a result, the charge state of the battery 7 is corrected so as to maintain a good charge state. When the charge state of the battery 7 is insufficient, the motor / generator 2 stores energy (energy amount EM) consumed by driving the motor (energy amount EG). ) Less than the control. As a result, the charge state of the battery 7 is corrected from the insufficient charge state to a good state in a proper range.

As described above, the motor / motor for controlling the charge state of the battery 7 according to the charge state of the battery 7
By controlling the torque of the generator 2, the battery 7
Since it is possible to always maintain the charged state of the vehicle in a proper state, it is possible to reduce the torque fluctuation of the internal combustion engine 1 and reduce the vibration and noise of the vehicle.

[Brief description of drawings]

FIG. 1 is a block diagram showing a system configuration of a hybrid vehicle and its peripheral units according to the present invention.

FIG. 2 is a graph showing a torque waveform with respect to a crank angle.

FIG. 3 is an enlarged graph of the portion indicated by a in FIG.

FIG. 4 is a graph showing a combined torque waveform between an internal combustion engine and a motor / generator.

FIG. 5 is a flowchart illustrating a torque command value calculation process according to the present embodiment.

FIG. 6 is a graph showing a correspondence relationship between a battery charge state (%) and a charging efficiency (%) of a lead battery.

[Explanation of symbols]

 1 Internal Combustion Engine 2 Motor / Generator 4 Differential Gear 5 Propeller Shaft 6 Inverter 7 Battery 8 ECU 9 Rotation Sensor 10 Throttle Position Sensor 11 SOC Meter 31, 32 Drive Shaft W1, W2 Drive Wheel

Claims (4)

[Claims] 1. A rechargeable battery, an internal combustion engine that drives drive wheels, and a direct connection to a main shaft of the internal combustion engine to drive the internal combustion engine based on electric power supplied from the battery, and to generate the electric power. In a hybrid vehicle including a drive and a generator for charging a battery, and a control circuit for controlling the drive or the drive or power generation of the generator, the control circuit determines whether or not the state of charge of the battery is a predetermined value or more. When the determination result of the determination means and the determination means is higher than the predetermined value, the drive side energy amount of the drive and the generator is set to be larger than the power generation side energy amount. When the control result is obtained or the judgment result is lower than the predetermined value, the energy amount on the power generation side in the drive and the generator is A hybrid vehicle, comprising: a control unit that controls the amount of energy to be greater than the amount of energy. 2. A rechargeable battery, an internal combustion engine for driving drive wheels, and a direct connection to a main shaft of the internal combustion engine to drive the internal combustion engine based on electric power supplied from the battery, and to generate the power by the power generation. In a hybrid vehicle comprising a drive and a generator for charging a battery and a control circuit for controlling the drive or the drive or power generation of the generator, the control circuit has a state of charge of the battery within a predetermined proper range. Determining means for determining whether or not, and in the determining means, if the determination result is within the predetermined appropriate range, the drive side energy amount and the power generation side energy amount in the drive and the generator Is controlled so as to substantially coincide with each other, and when the determination result is higher than the predetermined appropriate range, the drive side of the drive and the generator side The amount of energy is controlled to be larger than the amount of energy on the power generation side, or when the judgment result is lower than the predetermined appropriate range, the amount of energy on the power generation side of the drive and generator is driven. A hybrid vehicle, comprising: a control unit that controls the amount of energy to be greater than the side energy amount. 3. A rechargeable battery, an internal combustion engine that drives drive wheels, and a direct connection to a main shaft of the internal combustion engine to drive the internal combustion engine based on electric power supplied from the battery, and to generate the power by the power generation. In a hybrid vehicle including a drive and a generator for charging a battery, and a control circuit for controlling the drive and the generator, the control circuit includes a rotation speed detection unit that detects a rotation speed signal of the internal combustion engine, and Throttle opening detection means for detecting a throttle opening signal of the internal combustion engine; the internal combustion engine based on the rotation speed signal detected by the rotation speed detection means and the throttle opening signal detected by the throttle opening detection means. First calculating means for calculating a torque waveform signal of the engine; and determining means for determining whether or not the state of charge of the battery is within a predetermined proper range. When the determination means obtains a determination result that the value is within the predetermined appropriate range, the amount of energy on the drive side in the drive and the generator is determined based on the torque waveform signal calculated by the first calculation means. And the drive torque of each of the drive side and the power generation side, its output time, and its output timing are calculated so that the amount of energy on the power generation side and the amount of energy on the power generation side are substantially the same, and a determination result that it is higher than the predetermined appropriate range is obtained In this case, based on the torque waveform signal calculated by the first calculating means, the drive side and the power generation so that the drive side energy amount of the drive and generator is larger than the power generation side energy amount. The driving torque of each side, its output time, and its output timing are calculated, or a determination result that the driving torque is lower than the predetermined appropriate range is obtained. If so, the drive torque of each of the drive side and the power generation side, its output time, and its output timing are calculated so that the amount of energy on the side of power generation in the drive and generator is larger than the amount of energy on the side of drive. And a drive control for driving and controlling the drive and the generator based on the drive torques of the drive side and the power generation side calculated by the second calculation means, their output times, and their output timings. A hybrid vehicle having means. 4. The control circuit includes first reference data indicating a correspondence relationship between a torque waveform of the internal combustion engine, a rotational speed, and a throttle opening, and drive and generator driving sides of the drive and the generator. The first calculation means includes a storage unit that stores in advance torque, its output time, and second reference data indicating a correspondence relationship of its output timing.
On the basis of the rotation speed signal detected by the rotation speed detection means and the throttle opening degree signal detected by the throttle opening degree detection means by referring to the correspondence relation of the first reference data stored in advance in the storage means, The torque waveform signal of the internal combustion engine is calculated, and the second calculation means refers to the correspondence relationship of the second reference data stored in the storage means, and the torque waveform signal of the internal combustion engine and the charge state detection means. 4. The hybrid vehicle according to claim 3, wherein the drive torque of each of the drive side and the power generation side of the drive and the power generator, the output time thereof, and the output timing thereof are calculated based on the charge state signal detected in.