JP2015182570A - Hybrid vehicle and control method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle and a control method therefor, the vehicle and method enabling a high elevation-use maximum permissible output of a hybrid system to be higher than a high elevation permissible output of an internal combustion engine so as to secure required drive force required for driving the vehicle even in a state of traveling in high elevation, in a hybrid vehicle that includes the engine and a motor generator and is enabled to assist with the motor generator.SOLUTION: A control apparatus for controlling a hybrid vehicle includes high-elevation travel determination means for determining whether an internal combustion engine is in a state of a high elevation travel so that, in addition to a high-elevation permissible output Qemax of the engine, a maximum permissible output Qmmax of a motor generator is set at a high elevation-use maximum permissible output Qhmax for driving the vehicle when it is determined that the high-elevation travel determination means is in the state of a high elevation travel.

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator, which can be assisted by the motor generator, and a hybrid vehicle control method.

  In a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator, the engine runs alone using only the internal combustion engine as a power source, the motor runs independently using only the motor generator as a power source, and the internal combustion engine There are travel modes such as an assist travel that travels using both the motor and the motor generator as a power source, and a motor regenerative travel that generates electric power by the motor generator using the regenerative energy of the braking force of the hybrid vehicle.

  On the other hand, in high altitudes with an altitude of 3000 m or higher, an internal combustion engine adopts a high altitude mode in which a lower output limit is provided for the load required for the internal combustion engine due to the problem of turbochargers. Yes.

  In other words, when the atmospheric pressure decreases, the turbo-supercharger increases the pressure ratio before and after the compressor (supercharging pressure / atmospheric pressure), which makes it easier for surges to occur in the compressor and to secure the intake air amount. It becomes necessary to increase the rotation speed of the turbocharger, and the rotation speed tends to exceed the limit point. Also, if the combustion temperature is high, the rate of thermal expansion increases, and the work of the turbine increases, resulting in rotation. The operating condition of the turbocharger becomes severe, such as increasing the number and easily exceeding the limit point, and there arises a problem that the constituent devices are easily damaged.

  Therefore, when the atmospheric pressure is monitored and the vehicle is in a high altitude traveling state, it is necessary to reduce the output of the internal combustion engine in order to protect the turbocharger, and the output of the internal combustion engine is limited. That is, the high altitude output restriction is provided for the operation of the internal combustion engine in the high altitude traveling state.

  In relation to this high-altitude driving performance, in order to be able to suppress as much as possible the decrease in high-level driving performance, the reduction in the output of the internal combustion engine due to the decrease in atmospheric pressure is reflected in the reaction torque of the rotating electrical machine. As a result, the rotational speed limit of the rotating electrical machine and the accompanying output limit of the internal combustion engine are relaxed, so as to suppress the decrease in traveling performance at high altitudes, according to the decrease in atmospheric pressure detected by the atmospheric pressure sensor, The system voltage applied to the drive control device that controls the drive of the rotating electrical machine (motor) is reduced, and the reaction force torque of the rotating electrical machine with respect to the maximum torque that can be output by the internal combustion engine is calculated. Based on this, a hybrid vehicle that controls the rotational speed of a rotating electrical machine has been proposed (see, for example, Patent Document 1).

  However, in this hybrid vehicle, the rotational speed limit of the rotating electrical machine due to the system voltage drop at high altitude is relaxed, and as a result, the engine output limit is relaxed. It is not related to the engine output limit.

JP2013-23185A

  The present invention has been made in view of the above, and an object of the present invention is to provide a hybrid vehicle that includes an internal combustion engine and a motor generator and that can be assisted by the motor generator. Provided is a hybrid vehicle and a hybrid vehicle control method capable of making the maximum allowable output for a high altitude as a hybrid system larger than the high altitude limit output of an internal combustion engine so as to generate a driving force as large as possible with respect to the required driving force. There is to do.

  In order to achieve the above object, a hybrid vehicle of the present invention includes an internal combustion engine and a motor generator, and in the hybrid vehicle that can be assisted by the motor generator, a control device that controls the hybrid vehicle includes: In addition to the high altitude limit output of the internal combustion engine, the high altitude travel determining means for determining whether or not the high altitude travel state is entered. It is configured to perform high altitude traveling control in which the maximum allowable output of the motor generator is the maximum allowable output for high altitude for vehicle traveling.

  According to this configuration, in the highland travel control, the maximum allowable output for highland is not the highland limit output of the internal combustion engine, but a value obtained by adding the maximum allowable output that can be assisted by the motor generator to the highland limit output of the internal combustion engine. Therefore, it becomes possible to cope with a larger output required for vehicle travel. The maximum allowable output that can be assisted by the motor generator varies depending on the state of charge of the battery and the amount that can be discharged, and therefore varies according to the state of the battery.

  In the above hybrid vehicle, when the high altitude traveling determination means of the control device determines that the internal combustion engine enters a high altitude traveling state within a preset first period, the power source of the motor generator When the charge amount securing control for securing the charge amount of the battery to be performed is performed until it is determined that the highland travel determination means is in the highland travel state, the following effects can be obtained.

  That is, the motor generator at the second time and thereafter is controlled by the charge amount securing control until the second time point at which the internal combustion engine has entered the high altitude traveling state from the first time point determined to be within the first period. It is possible to ensure the amount of power for assisting by charging without being consumed or by charging at any time. Further, after the second time point, the driving force of the internal combustion engine can be added by the amount of assistance from the motor generator, so that the output in the hybrid system can be set larger than the high altitude limit output of the internal combustion engine. .

  In the hybrid vehicle, the charge amount securing control is a discharge suppression control that suppresses discharge of a battery that is a power source of the motor generator, or a load amount generated in the internal combustion engine is greater than a preset load amount. When it is configured to include at least one of the light load charge control for charging the battery by generating power by the motor generator during a small light load operation, the following effects can be obtained.

  In other words, assisting the motor / generator with battery discharge, discharge suppression control to stop the use of power equipment powered by the battery, or the internal combustion engine is electrically operated at light load operation. When at least one of the light load charge control is performed in which the power is generated by the motor generator and the battery is charged when there is room to generate power by the generator, the charge amount of the battery can be easily secured.

  In the hybrid vehicle described above, the high altitude travel determination means determines whether the internal combustion engine is in a high altitude travel state based on time-series data of atmospheric pressure, and the internal combustion engine is the first vehicle. When configured to determine whether or not to enter high altitude travel within a period, the following effects can be achieved.

  In other words, it can be easily determined whether or not the internal combustion engine is in a high altitude traveling state at atmospheric pressure, and the vehicle travels as it is from the time series downward trend of atmospheric pressure and the atmospheric pressure at the time of determination. State, in other words, when the slope of the road on which the vehicle runs continues, the time (timing) when the atmospheric pressure falls below the atmospheric pressure for highland determination can be easily calculated. By comparing with one period, it becomes possible to easily determine whether or not the internal combustion engine enters a high altitude traveling state within the first period.

  In order to achieve the above object, a hybrid vehicle control method of the present invention includes an internal combustion engine and a motor generator, and the hybrid engine control method can be assisted by the motor generator. If it is determined whether or not the vehicle is in a high altitude traveling state, in addition to the high altitude limited output of the internal combustion engine, the maximum allowable output of the motor generator is set for vehicle traveling. This is a method characterized by performing highland travel control with a maximum allowable output for highland. According to this method, the same effect as the above hybrid vehicle can be obtained.

  According to the hybrid vehicle and the hybrid vehicle control method of the present invention, in a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator, In travel control, the maximum allowable output for high altitudes is not the high altitude limit output of the internal combustion engine, but the maximum allowable output that can be assisted by the motor generator is added to the high altitude limit output of the internal combustion engine. Therefore, even in high altitude driving conditions, the maximum allowable output for high altitudes as a hybrid system must be made larger than the high altitude limited output of the internal combustion engine and required for larger vehicle driving It becomes possible to cope with the driving force.

  Furthermore, before performing the high altitude travel control, if it is configured to perform the charge amount securing control that secures the charge amount of the battery serving as the power source of the motor generator, it is possible to predict and determine when the internal combustion engine enters the high altitude travel state. Because it is possible to store a sufficient amount of power in the battery by performing charge amount securing control before the high altitude travel control, store it in the battery after shifting to the high altitude travel control assisted by the motor generator as necessary. It is possible to assist the motor generator with a sufficient amount of electric power, and this assist makes it possible to sufficiently output an output larger than the highland limit output of the internal combustion engine as a hybrid system.

It is the figure which showed typically the structure of the hybrid vehicle of embodiment which concerns on this invention, and is a figure which shows the assist state by a motor generator. It is a figure which shows an example of the control flow of the control method of the hybrid vehicle of embodiment which concerns on this invention.

  Hereinafter, a hybrid vehicle and a hybrid vehicle control method according to embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, a hybrid vehicle (HEV) 1 of this embodiment includes an engine (internal combustion engine) 10, a motor generator (running motor / generator) 20, and a transmission 30. The vehicle is a vehicle that transmits the power of the motor generator 20 to the wheels 34 via the transmission 30, and the vehicle can use both the engine 10 and the motor generator 20 as a power source for traveling.

  Here, the parallel hybrid vehicle shown in FIG. 1 will be described as an example. However, the parallel hybrid vehicle is not necessarily required, and the driving force generated by the internal combustion engine 10 is assisted (assisted) by the motor generator 20. Any hybrid vehicle having such a function can be used.

  As shown in FIG. 1, the power of the engine 10 is supplied from a torque converter 13 connected to the engine 10, a connected engine running clutch 14, a transmission 30 and a propeller shaft 31 to a differential device (differential gear) 32. And further transmitted to the wheel 34 via the axle 33.

  On the other hand, the motive power of the motor generator 20 is generated when the electric power charged (accumulated) in the battery 22 is supplied to the motor generator 20 via the inverter 21, and this motive power is generated by the connected motor running clutch. 23, the transmission 30, and the propeller shaft 31 are transmitted to the differential device 32, and further transmitted to the wheels 34 via the axle 33.

  Accordingly, one or both of the power of the engine 10 and the power of the motor generator 20 are transmitted to the wheels 34 via the transmission 30, and the hybrid vehicle 1 travels.

  In the configuration of FIG. 1, transmission and disconnection of the power of the engine 10 to the wheels 34 are performed by switching the connection and disconnection of the engine travel clutch 14, and by switching and connection of the motor travel clutch 23, The power of the motor generator 20 is transmitted to and cut off from the wheels 34, but it is sufficient that the power of the engine 10 or the power of the motor generator 20 can be properly switched between transmission and interruption. The travel clutch 23 may not be provided.

  In addition, a compressor 12 a of the turbocharger 12 is provided in the intake passage 15 of the engine 10, and a turbine 12 b of the turbocharger 12 is provided in the exhaust passage 11 of the engine 10.

  A hybrid system 2 including the engine 10, the motor generator 20, and the transmission 30, and a control device 40 for controlling the hybrid vehicle 1 are provided. The control device 40 controls the engine 10 in general. The overall control of the hybrid vehicle 1 including the overall control of the motor generator 20 by the inverter 21, the overall control of the hybrid system 2 including the connection / disconnection control of the engine travel clutch 14 and the connection / disconnection control of the motor travel clutch 23. And so on.

  In addition, the control device 40 that controls the hybrid vehicle 1 on which the hybrid system 2 is mounted is configured to include highland travel determination means 41. This high altitude travel determination means 41 is preset based on whether or not the engine 10 is in a high altitude travel state based on time-series data Pa (i) (i = 1, 2,...) Of atmospheric pressure Pa. It is determined whether or not the engine 10 enters the high altitude traveling state within the first period t1. The first period t1 is set to about 10 to 15 minutes, for example.

  In other words, it is possible to easily determine whether or not the engine 10 is in a high altitude traveling state based on the current atmospheric pressure Pa (n) measured by an atmospheric pressure sensor (not shown). From the downward trend of the series Pa (i) (i = 1, 2,... N) and the atmospheric pressure Pa (n) at the time of determination, the traveling state of the vehicle as it is, in other words, the hybrid vehicle 1 travels. When the road inclination state continues, the time (timing) tx when the atmospheric pressure Pa falls below the high altitude determination atmospheric pressure Pac can be easily calculated, so this time tx is compared with the preset first period t1. Thus, it is possible to easily determine whether or not the engine 10 enters the high altitude traveling state within the first period t1.

  For example, if the elapsed time is t and the decrease in the atmospheric pressure Pa within a certain time increment Δt is −ΔPa, ΔPa = Pa (n−1) − using the immediately preceding time series data Pa (n−1). Pa (n), and when the operating state of the engine 10 is continued from the differential value dPa / dt (= ΔPa / Δt) and the atmospheric pressure Pa (n) at the determination time point (i = n). The time (timing) tx when the atmospheric pressure Pa falls below the high altitude determination atmospheric pressure Pac can be easily calculated. Since Pac = Pa (n) −tx × ΔPa / Δt, tx = (Pa (n) −Pac) / (ΔPa / Δt). By comparing this lower timing tx with the preset first period t1, it is possible to easily determine whether or not the engine 10 enters the high altitude traveling state within the first period t1.

  Note that not only the atmospheric pressure Pa (n) and the differential value dPa / dt at the time of determination, but also the transition of the atmospheric pressure Pa (i) (i = 1, 2,...) Using the previous time series data. It is also possible to calculate a time (timing) tx when the atmospheric pressure Pa falls below the high altitude determination atmospheric pressure Pac from the curve obtained by regression analysis or the like. In this case, it is possible to predict more accurately and control with higher accuracy is possible. The high altitude determination atmospheric pressure Pac is set to an atmospheric pressure between 800 hPa (about 0.8 atm) and 900 hPa (about 0.9 atm), for example.

  Further, the high altitude travel determination means 41 takes into account the atmospheric temperature Ta data in addition to the time-series data Pa (i) (i = 1, 2,...) Of the atmospheric pressure Pa, and within the first period t1. Preferably, the engine 10 is configured to determine whether to enter a high altitude traveling state. As a result, the amount of intake air varies depending on the atmospheric temperature Ta, the operating status of the turbocharger varies, and the output limited by the engine 10 varies. Therefore, this atmospheric temperature Ta data should be taken into account. As a result, it is possible to estimate the time tx when the vehicle enters the high altitude traveling state where the output limitation of the engine 10 is required more accurately. That is, if the atmospheric temperature Ta is high, the air density becomes relatively small and the intake air amount (weight conversion) decreases, and the output limit of the engine 10 is accelerated, so the first period t1 is lengthened. On the other hand, when the atmospheric temperature Ta is low, the air density becomes relatively large, the intake air amount increases, and the output limit of the engine 10 is delayed, so the first period t1 is shortened.

  When the high altitude travel determination means 41 determines that the hybrid vehicle 1 and the engine 10 are in the high altitude travel state, the control device 40 adds the high altitude limit output Qemax of the engine 10 to the motor generator 20. The high altitude travel control is performed such that the maximum permissible output Qmmax is the maximum allowable altitude output Qhmax (= Qemax + Qmmax) for vehicle travel.

  The high altitude limit output Qemax of the engine 10 is a value set in advance as an upper limit value at which the turbocharger can be safely used in a high altitude traveling state based on the atmospheric pressure Pa and the atmospheric temperature Ta. It is set lower than the output. Further, the maximum allowable output Qmmax that can be assisted by the motor generator 20 varies depending on the state of charge of the battery 22 and the dischargeable amount, and therefore corresponds to the battery temperature that is closely related to the state of charge of the battery 22 and the dischargeable amount. Is set.

  This high altitude traveling control is performed after the second time point tb. When the required driving force Qt required for vehicle traveling is equal to or lower than the high altitude limit output Qemax, the motor traveling clutch 23 of the engine 10 is disengaged and the required driving is performed. On the other hand, if the required driving force Qt required for vehicle travel is greater than the high altitude limit output Qemax, the required driving force Qt does not exceed the high altitude maximum allowable output Qhmax, If it exceeds, the required driving force Qt is reset to the maximum allowable output Qhmax for the high altitude, and the engine 10 generates the high altitude limit output Qemax, while the difference ΔQtm between the required driving force Qt and the high altitude limited output Qemax is This is generated by the motor generator 20 with the motor running clutch 23 in the connected state. That is, the driving force Qm corresponding to the difference ΔQtm is generated to assist. As a result, a driving force (Qemax + Qm) larger than the high altitude limit output Qemax of the engine 10 can be generated by the assisting driving force Qm by the motor generator 20 to correspond to the required driving force Qt.

  As a result, the maximum allowable output for high altitude Qhmax allowed by the hybrid system 2 is not added to the high altitude limit output Qemax of the engine 10 but the maximum allowable output Qmmax that can be assisted by the motor generator 20 instead of the high altitude limit output Qemax of the engine 10. Therefore, it is possible to cope with a larger output required for vehicle travel.

  When the high altitude travel determination unit 41 determines that the engine 10 enters the high altitude travel state within the first period t1, the control device 40 determines the charge amount of the battery 22 serving as the power source of the motor generator 20. The charge amount securing control to be secured is performed until it is determined that the highland travel determination means 41 is in the highland travel state.

  As a result, the charging amount securing control is performed until the second time point tb until the second time point tb determined that the engine 10 enters the high altitude traveling state from the first time point ta determined to enter the first period t1. The amount of power for assisting the motor generator thereafter can be secured without being consumed or by being charged at any time. Further, after the second time point tb, the driving force of the engine 10 can be added by the amount of assistance from the motor generator 20, so that the maximum allowable output Qhmax for the high altitude in the hybrid system 2 is set to the high altitude limited output of the engine 10. It can be set larger than Qemax.

  In this charge amount securing control, the discharge suppression control for suppressing the discharge of the battery 22 serving as the power source of the motor generator 20 or the load amount Qea generated in the engine 10 is lighter than the preset load amount Qec. At least one of light load charging control for generating power by the motor generator 20 to charge the battery 22 during load operation is performed.

  In this discharge suppression control, the motor running clutch 23 is disengaged, the motor generator 20 assists and the motor alone running, which accompanies the discharge of the battery 22, is stopped, and at the same time, the battery 22 is used as a power source. Stop using other power devices such as air conditioners. Thereby, it is possible to secure the amount of power for assisting by the motor generator 20 after the second time point tb without consuming it.

  On the other hand, in the light load charge control, even if a part of the output of the engine 10 is used to generate power with the motor generator 20, the motor generator 20 generates power when the engine 10 has a light load operation with a margin. The battery 22 is charged. Whether or not the operation is light load is determined by whether or not the load amount Qea generated in the engine 10 is smaller than a preset load amount Qec. Thereby, the charge amount of the battery 22 can be easily ensured.

  Next, a hybrid vehicle control method according to an embodiment of the present invention will be described with reference to the control flow of FIG. The control flow of FIG. 2 is called from the advanced control flow when the operation of the hybrid vehicle 1 is started, and is performed in parallel with the control of the operation of the normal hybrid vehicle 1. When stopped, it is shown as a control flow that returns to an advanced control flow by interruption and ends with an advanced control flow.

  When the control flow of FIG. 2 is started, in step S11, it is determined whether or not the engine 10 enters a highland traveling state within a preset first period t1. In this determination, when the engine 10 does not enter the high altitude traveling state within the first period t1 (NO), the normal hybrid vehicle 1 is controlled by another control flow, and a preset control time Δti has elapsed. Then, the process returns to step S11.

  On the other hand, if it is determined in step S11 that the engine 10 enters the high altitude traveling state within the first period t1 (YES), the process goes to step S12. In step S12, it is determined whether or not the engine 10 is in a high altitude traveling state.

  If it is determined in step S12 that the engine 10 is not in the high altitude traveling state (NO), the process goes to step S13, and the charge amount securing control for securing the charge amount of the battery 22 serving as the power source of the motor generator 20 is performed. Is given priority over the control of the normal hybrid vehicle 1, and after a preset control time Δti has elapsed, the process returns to step S11. In this charge amount securing control, discharge suppression control for suppressing discharge of the battery 22 serving as the power source of the motor generator 20, or light load operation in which the load amount Qea generated in the engine 10 is smaller than the preset load amount Qec. At this time, at least one of the light load charging control for generating the electric power by the motor generator 20 and charging the battery 22 is performed.

  On the other hand, if it is determined in step S12 that the engine 10 is in the high altitude traveling state (YES), the process goes to step S14, and the maximum allowable output Qmmax of the motor generator 20 is set in addition to the high altitude limit output Qemax of the engine 10. The high altitude traveling control for the high altitude maximum allowable output Qhmax for vehicle traveling is performed with priority over the control of the normal hybrid vehicle 1, and after a preset control time Δti has elapsed, the process returns to step S11. .

  Then, Step S11 to Step S13 or Step S14 are repeatedly performed, and when the operation of the hybrid vehicle 1 is stopped, the interruption is returned to return to the advanced control flow, and with the end of the advanced control flow, The control flow in FIG. 2 is also terminated.

  In addition, according to the control according to the control flow of FIG. 2, it is determined whether or not the engine 10 is in a high altitude traveling state. High altitude traveling control can be performed in which the maximum allowable output Qmmax of the motor generator 20 is set to the maximum allowable output Qhmax for high altitude for vehicle traveling in addition to the output Qemax.

  Therefore, according to the hybrid vehicle 1 and the hybrid vehicle control method, it is determined that the hybrid vehicle 1 that includes the engine 10 and the motor generator 20 and can be assisted by the motor generator 20 is in a high altitude traveling state. In this case, the maximum allowable output for high altitude Qhmax is not the high altitude limit output Qemax of the engine 10 but the maximum allowable output Qmmax that can be assisted by the motor generator 20 in the high altitude limit output Qemax of the engine 10 in the high altitude traveling control. Since the added value is used, it becomes possible to cope with a larger output (required driving force) Qt required for vehicle travel, and the maximum allowable output Qhmax for the highland as the hybrid system 2 is set to the engine 10 even in the highland travel state. Larger than the high altitude limit output Qemax and required for larger vehicle travel It made to accommodate the required driving force Qt to be.

1 Hybrid vehicle (HEV)
2 Hybrid system 10 engine (internal combustion engine)
11 Exhaust passage 12 Turbo type supercharger 12a Compressor 12b Turbine 13 Torque converter 14 Clutch for engine travel 15 Intake passage 20 Motor generator (motor / generator for travel)
21 Inverter 22 Battery 23 Motor running clutch 30 Transmission 31 Propeller shaft 32 Differential (differential gear)
33 Axle 34 Wheel 40 Control device 41 High altitude traveling determination means G Exhaust gas Pa Atmospheric pressure Pa (i) Time series data of atmospheric pressure (i = 1, 2,...)
Pa (n) Atmospheric pressure Pa (n-1) at the time of control Time series data Pac immediately before the atmospheric pressure Pac High altitude determination atmospheric pressure Qea Load amount Qec generated in the engine Preset load amount (threshold for light load operation determination) )
Qemax Engine high altitude limit output Qhmax Maximum altitude allowable output Qm for vehicle traveling Driving power Qmmax of motor generator Maximum allowable output Qt of motor generator Required driving force t required for vehicle traveling Elapsed time t1 First period ta First 1 point in time tb 2nd point in time tx Time to enter the highland running state (time when atmospheric pressure falls below atmospheric pressure for highland determination)
Ta Atmospheric temperature ΔPa Amount of decrease in atmospheric pressure Pa ΔQtm Difference between required driving force and high altitude limit output Δt Time increment Δti Control time

Claims (5)

In a hybrid vehicle comprising an internal combustion engine and a motor generator, which can be assisted by the motor generator,
A control device for controlling the hybrid vehicle includes:
High altitude travel determination means for determining whether or not the internal combustion engine is in a high altitude travel state;
When the highland travel determination means determines that the vehicle is in a highland travel state, in addition to the highland limited output of the internal combustion engine, the maximum allowable output of the motor generator is determined as the maximum allowable output for highland for vehicle travel. A hybrid vehicle configured to perform high altitude traveling control.   When the high altitude traveling determination means of the control device determines that the internal combustion engine enters a high altitude traveling state within a preset first period, a charge amount of a battery serving as a power source of the motor generator is secured. 2. The hybrid vehicle according to claim 1, wherein the charge amount securing control to be performed is performed until the high altitude travel determination unit determines that the high altitude travel determination state is in a high altitude travel state.   When the charge amount securing control is a discharge suppression control that suppresses discharge of a battery that is a power source of the motor generator, or a light load operation in which a load amount generated in the internal combustion engine is smaller than a preset load amount The hybrid vehicle according to claim 2, further comprising at least one of light load charge control for charging the battery by generating power by the motor generator.   The highland travel determination means determines whether or not the internal combustion engine is in a highland travel state based on time-series data of atmospheric pressure, and the internal combustion engine enters highland travel within the first period. The hybrid vehicle according to claim 2, wherein the hybrid vehicle is configured to determine whether or not to enter. In a control method of a hybrid vehicle comprising an internal combustion engine and a motor generator, which can be assisted by the motor generator,
Determining whether the internal combustion engine is in a high altitude running state;
If it is determined that the vehicle is in a high altitude traveling state, high altitude travel control is performed in which the maximum allowable output of the motor generator is set to the maximum allowable output for high altitude for vehicle travel in addition to the high altitude limited output of the internal combustion engine. A control method for a hybrid vehicle, characterized in that:

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