JP3537810B2 - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle in which a power source of substantially small fuel consumption is selected. <P>SOLUTION: The hybrid vehicle is provided with an engine and a motor generator. The motor generator is driven for power generation by excess torque more than instantaneous torque for driving by the engine as a drive source to store electric energy in an accumulator. The hybrid vehicle is equipped with following calculation means and a power force-selecting means. A 1st calculator (step S204) calculates fuel consumption required for driving by the engine. A 2nd calculator (step S207) calculates fuel consumption required for driving by the motor. A 3rd calculator (step S208) calculates fuel consumption required for motor-assisted driving. The power-source selection means selects a power source for the vehicle on the basis of fuel consumption obtained by the 1st-3rd calculators. <P>COPYRIGHT: (C)2004,JPO

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention includes an engine and a motor capable of generating electric power (hereinafter, referred to as a motor generator). motor·
The present invention relates to a hybrid vehicle capable of driving a generator to generate power and charging a power storage device with the generated power.

[0002]

2. Description of the Related Art A hybrid vehicle of this kind is disclosed in
-98516 and JP-A-11-229916. In the hybrid vehicle disclosed in Japanese Patent Application Laid-Open No. 9-98516, physical quantities such as fuel consumption and exhaust gas amount when traveling with an engine as a power source, and electricity required for traveling with a motor / generator as a power source. A motor-generator for driving the motor-generator by the engine to charge the power storage device, and using the engine or using the motor-generator based on the criterion based on the physical quantity considering the efficiency of the power storage device. You decide whether to run. Further, the output torque of the engine at the time of charging is set based on the efficiency of the entire system of physical quantities such as fuel consumption and exhaust gas amount in consideration of the energy conversion efficiency of the power storage device and the motor generator at the time of charging.

[0003] In the hybrid vehicle disclosed in Japanese Patent Application Laid-Open No. 11-229916, the amount of fuel consumed under the assumption that the vehicle runs using the electric power stored in the power storage device by the motor generator is charged to the power storage device. In addition to the evaluation including the fuel consumption at the time of running, the fuel consumption when it is assumed that the vehicle runs with the power generated by burning the fuel by the engine is evaluated, and the driving using the motor / generator is performed based on the evaluation results. Or run using the engine. Further, the amount of combustion consumed when charging the power storage device is based on the difference between the engine operating point fuel efficiency when the charging is performed and the engine operating point fuel efficiency when the charging is not performed. Calculated.

[0004]

However, the one described in Japanese Patent Application Laid-Open No. 9-98516 discloses that it is more efficient to use an engine or a motor-generator to generate an instantaneous required torque. It is a judgement and not from the perspective of producing electrical energy with a low fuel consumption. Therefore, even if it is determined that the use of the motor generator to obtain the instantaneous required torque in a certain operating state requires less fuel, as long as the electric energy is supplied from the power storage device, the fuel consumption required for the engine traveling is not necessarily required. It does not guarantee that the motor will be driven with less fuel consumption than the quantity.

Japanese Patent Application Laid-Open No. H11-229916 discloses a method of evaluating the fuel consumption when traveling by using a motor / generator as a power source. Although this is included, it is not determined whether charging is possible by evaluating the amount of fuel consumption when charging the power storage device. for that reason,
When traveling with a motor / generator as the power source, the fuel consumption when charging when the power generation efficiency is poor and the fuel consumption when traveling with the engine as the power source may necessarily be compared. It doesn't mean you can save money.

Therefore, the present invention provides a hybrid vehicle which can select running using only an engine as a driving source, running using only a motor / generator as a driving source, or running using both an engine and a motor / generator as a driving source. An object of the present invention is to provide a hybrid vehicle capable of running by selecting a drive source that consumes substantially less fuel.

[0007]

In order to solve the above-mentioned problems, the present invention provides an engine (for example, an engine E in an embodiment described later) and an electric motor capable of generating electric power (for example, a motor and a motor in an embodiment described later). Generator M), and the power of the engine is continuously variable transmission (for example,
For example, the belt-type continuously variable transmission C) in the embodiment described later is
Via a drive shaft (for example, a drive shaft in an embodiment described later)
W) and the continuously variable transmission and the drive shaft
The power of the electric motor arranged between the
, Which can be transmitted to the drive shaft without passing through, and has a margin torque equal to or more than an instantaneous torque required during traveling with the engine as a drive source (for example, an instantaneous traveling power Pneed in an embodiment described later). In a hybrid vehicle capable of generating electric power by driving the electric motor and storing electric energy in a power storage device (for example, a battery 34 in an embodiment to be described later), the fuel consumption required for traveling with the engine as a driving source (Eg, GFneed in an embodiment to be described later) first calculating means (for example, step S in an embodiment to be described later)
204) and second calculating means (for example, step S207 in an embodiment to be described later) for calculating a fuel consumption (for example, GFmot in an embodiment to be described later) required for traveling using the electric motor as a power source. ), And a third fuel consumption amount (for example, GFcombine in an embodiment described later) required for traveling using power obtained by adding the outputs of the engine and the electric motor as a power source.
(For example, step S208 in an embodiment described later) and a power source selecting means (for example, a power source selecting means for selecting a power source of the vehicle based on the fuel consumption obtained by the first to third calculating means) Step S104 in the embodiment described later). With this configuration, the fuel consumption required for traveling using the engine as a driving source (hereinafter, abbreviated as engine traveling) and the traveling using the electric motor as a power source (hereinafter, referred to as a driving source).
The amount of fuel consumption required for motor driving) and the amount of fuel consumption required for driving using the power obtained by adding the outputs of the engine and the electric motor as a power source (hereinafter abbreviated as motor assisted driving) are shown. After the comparison, the power source of the vehicle can be selected. Further, the present invention relates to an engine (for example,
For example, the engine E) and the engine
Electric motor (for example, in an embodiment described later)
Motor / generator M) as a drive source.
In addition, the power of the drive source is transferred to a drive shaft (for example, an embodiment described later).
Torque converter transmitting to drive shaft W in example (example)
For example, a torque converter 13 in an embodiment described later)
And a transmission (for example, a belt in an embodiment described later).
Type continuously variable transmission C), wherein the engine is used as a drive source.
The instantaneous torque required while traveling (for example,
Instantaneous traveling power required in the embodiment Pneed) or more
The electric motor is driven to generate electric power with a margin torque of
For example, electric power is supplied to a battery 34) in an embodiment described later.
Hybrid vehicles that can store energy
And is required for traveling using the engine as a drive source.
Fuel consumption (for example, GF in the embodiment described later)
need) (for example, described later).
Step S204 in the preferred embodiment, and
Fuel consumption required for traveling with the aircraft as a power source (for example,
For example, GFmot) in the embodiment described later is calculated.
Second calculating means (for example, in an embodiment described later)
Step S207), and comparing the engine and the electric motor
Required for driving with the power of the total output as the power source
Fuel consumption (for example, GF in the embodiment described later)
third calculating means (for example,
Step S208 in the embodiment described later) and
The fuel consumption obtained by the first to third calculation means is
Power source selection means for selecting a power source of the vehicle based on the
For example, step S104 in the embodiment described later)
And the following. This configuration
Thus, traveling using the engine as a drive source (hereinafter referred to as
Engine driving) and the fuel consumption required for
Traveling using an electric motor as a power source (hereinafter abbreviated as motor traveling)
Fuel consumption required by the engine and the electric
Traveling with the power of the total output of the
Fuel-assisted driving).
After the comparison, the power source of the vehicle can be selected.

In the present invention, the fuel consumption required for traveling with the electric motor as a power source is the amount of fuel required for the electric motor to generate electric energy required for traveling with the electric motor as a power source. It may be the fuel consumption (for example, GFgen in an embodiment described later). With this configuration, it is possible to easily and accurately determine the fuel consumption required for traveling using the electric motor as a power source.

In the present invention, the fuel consumption required to generate electric energy required when the vehicle is driven by the electric motor as a power source is determined by an average power generation cost during power generation (for example, AveCOST in an embodiment described later).
gen) and running energy (for example, Pneed in an embodiment described later). With this configuration, it is possible to more accurately determine the fuel consumption required for traveling using the electric motor as a power source.

In the present invention, the power source selecting means selects a power source corresponding to the one with the smallest fuel consumption from the fuel consumption calculated by the first to third calculating means. You may. With this configuration, it is possible to select the power source of the vehicle that has the smallest fuel consumption.

In the present invention, the third calculating means estimates that a power assist ratio by the electric motor (for example, a motor assist ratio α in an embodiment described later) is consumed by the engine and the electric motor. The fuel consumption can be calculated as the power assist ratio when the sum of the fuel consumptions is minimized. With this configuration, it is possible to accurately compare the fuel consumption required for engine driving, the fuel consumption required for motor driving, and the fuel consumption required for motor-assisted driving. it can.

In the present invention, when the power source selecting means selects the power obtained by adding the outputs of the engine and the electric motor as the power source, the power assist ratio of the electric motor is consumed by the engine and the electric motor. Thus, the sum of the estimated fuel consumptions may be determined to be the minimum. With this configuration, when the power source selecting unit selects the power obtained by adding the outputs of the engine and the electric motor as the power source, it is possible to reliably reduce the fuel consumption.

In the present invention, there is provided a selection inhibiting means (for example, step S112 in an embodiment described later) for inhibiting reselection of the power source for a predetermined time when the power source is selected by the power source selecting means. Can be. With this configuration, frequent switching of the power source can be prevented.

In the present invention, the selection of the power source by the power source selection means may be performed when the amount of power stored in the power storage device is equal to or greater than a predetermined value. With such a configuration, when the amount of power stored in the power storage device is not equal to or more than the predetermined value, traveling using the power of the electric motor as a power source (that is, motor traveling or motor assist traveling) is not performed. It can be prevented from lowering.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a hybrid vehicle according to the present invention will be described below with reference to FIGS. First, a power transmission system of a hybrid vehicle will be described with reference to a skeleton diagram shown in FIG.

The power transmission system of the hybrid vehicle includes an engine E, a planetary gear mechanism P for switching between forward and reverse, a belt-type continuously variable transmission C, a motor generator M, and a differential gear D. Engine E crankshaft 1
1 is connected to the input side of the torque converter 13 via the hydraulic pump 12, and the output side of the torque converter 13 is connected to the sun gear shaft 14 of the planetary gear mechanism P. The planetary gear mechanism P includes a planetary carrier 15, a sun gear 16, a ring gear 17, and a pinion 18. The sun gear 16 is fixed to a sun gear shaft 14, and the ring gear 17
Is fixed to the input shaft 19 of the belt-type continuously variable transmission C. The sun gear shaft 14 can be connected to a planetary carrier 15 via a forward clutch 20, and the planetary carrier 15 can be connected to a casing 22 via a reverse brake 21.

The belt-type continuously variable transmission C includes a drive pulley 23 supported on an input shaft 19, a driven pulley 25 supported on an output shaft 24, and an endless belt 26 wound around the pulleys 23 and 25. And both pulleys 23,
The speed ratio can be changed steplessly by increasing the effective radius of one of the 25 and decreasing the other. A final shaft 28 is connected to the output shaft 24 of the belt-type continuously variable transmission C via a clutch 27. A first gear 29 provided on the final shaft 28 is connected to a second gear 30 provided on the motor / generator M. At the same time, the third gear 31 provided on the final shaft 28 meshes with the fourth gear 32 provided on the differential gear D. The drive shaft W is connected to a drive shaft 33 extending from the differential gear D.

A battery (power storage device) 34 is connected to a motor generator M via a PDU (power drive unit) 35, and the output torque and the amount of generated power of the motor generator M are controlled by the electronic control unit 36. Controlled through.

Therefore, when the forward clutch 20 is engaged and the planetary gear mechanism P is locked, the rotation of the crankshaft 11 of the engine is controlled by the torque converter 13 → the sun gear shaft 14 → the planetary carrier 15 → the pinion 18.
→ Ring gear 17 → Input shaft 19 → Drive pulley 23 →
Endless belt 26 → driven pulley 25 → output shaft 24 → clutch 27 → third gear 31 → fourth gear 32 → differential gear D → transmitted to drive shaft W via drive shaft 33, and forwards the vehicle with the output torque of engine E You can run.

On the other hand, when the reverse brake 21 is engaged, the rotation of the engine crankshaft 11 is controlled by the torque converter 13 → sun gear shaft 14 → sun gear 16 → pinion 18 ... → ring gear 17 → input shaft 19 → drive pulley 23 → endless belt. 26 → driven pulley 25 → output shaft 2
4 → clutch 27 → third gear 31 → fourth gear 32 → differential gear D → drive wheel W via drive shaft 33
And the vehicle is driven in reverse by the output torque of the engine E.

In any case, if the motor / generator M functions as a motor with the electric power stored in the battery 34, the output torque of the engine E can be assisted by the output torque of the motor / generator M. ,
If the motor / generator M functions as a generator with the output torque of the engine E, the battery 34 can be charged with the generated power. When the vehicle decelerates, the clutch 27 is released to disconnect the drive shaft W from the engine E, and the rotation of the drive shaft W is controlled by the motor / generator M.
To perform regenerative braking, the battery 34 can be charged with the electric power generated by the motor generator M. Further, if the motor generator M functions as a motor in a state where the clutch 27 is disengaged, the vehicle can move forward and backward regardless of the output torque of the engine E.

Thus, in this hybrid vehicle,
An engine traveling mode in which the vehicle travels only with the output torque of the engine E, and a motor generator M functioning as a motor
It is possible to select a motor travel mode in which the vehicle travels only with the output torque of the motor and a motor assist travel mode in which the vehicle travels with the output torque of the motor / generator M assisting the output torque of the engine E. The driving mode with the lowest actual fuel consumption is now selected.

For this purpose, in the present embodiment, first, the power required for running the vehicle at the present time (hereinafter, referred to as instantaneous power required) is obtained, and the instantaneous power required for instantaneous travel is obtained only by the engine. Fuel consumption assuming that it is obtained (ie, assuming engine running),
A motor that functions as the motor with the instantaneous running power required;
Assuming that only generator M obtains (ie,
When it is assumed that the instantaneous power required for the instantaneous traveling is obtained by the sum of the fuel consumption amount estimated to be consumed when the motor travel is assumed and the output of the engine and the motor / generator M (that is, the motor assist travel is assumed). In this case, the fuel consumption estimated to be consumed is calculated, and these fuel consumptions are compared to select a power source (running mode) determined to have the smallest fuel consumption.

When calculating the fuel consumption estimated to be consumed when the motor-assisted running is assumed as described above, a motor assist ratio (power assist ratio) is used.
α is set to be the motor assist ratio that minimizes the fuel consumption. The motor assist ratio α is
The ratio of motor power to the sum of engine power and motor power.

Further, when calculating the fuel consumption which is estimated to be consumed by the motor generator M when assuming the motor running and when assuming the motor assist running, the amount of the fuel consumed by the motor generator M during the power generation is calculated. The calculation was based on the average value of the power generation costs. Further, power generation by the motor generator M is permitted only when the power generation cost is lower than a predetermined threshold, and is not permitted when the power generation cost is higher than the predetermined threshold.
Accordingly, it is possible to prevent the battery 34 from being charged with power having a high power generation cost.

Next, the selection of the driving mode of the hybrid vehicle will be described with reference to the flowcharts of FIGS. The flowchart shown in FIG. 2 shows a traveling mode selection routine, which is executed by the electronic control unit 36 at regular intervals.

First, in step S101, it is determined whether or not the current charge amount of the battery 34 is equal to or greater than a predetermined value. If the result of the determination in step S101 is “YES” (the amount of stored power is equal to or greater than a predetermined value), it is determined that power generation is impossible because there is no room to charge the battery 34, and the process proceeds to step S102.

In step S102, it is determined whether or not traveling by the motor / generator M is possible in the current traveling state of the vehicle. Motor generator M
Is determined based on the output torque of the motor / generator M, whether or not the motor / generator M has a failure, and the like. That is, although not shown, if the output required by the current traveling state of the vehicle exceeds the maximum output of the motor generator M, it is determined that traveling by the motor generator M is impossible, and If the failure of motor generator M is detected, it is determined that traveling by motor generator M is impossible.

If the result of the determination in step S102 is "N
If "O" (motor running disabled), step S10
Then, the process proceeds to 3 to execute a process for performing traveling using only the engine E as a power source and perform traveling using only the engine E as a power source (engine traveling mode). Step S1
02 is "YES" (motor running is possible)
If, the process proceeds to step S104 to execute a power source selection determination process, and further proceeds to step S105. In the power source selection determination process in step S104, Flg_eng is set to “1” when only the engine E is selected as the power source, and Flg_mot is set to “1” when only the motor generator M is selected as the power source. When the engine E and the motor generator M are selected as power sources,
Set g_eng to “0” and Flg_mot
Is set to "0". The details of the power source selection determination process will be described later.

In step S105, Flg_eng set in the power source selection determination processing is referenced to
It is determined whether g_eng is “1”. Step S10
If the determination result in 5 is “YES” (Flg_eng is “1”), the process proceeds to step S103, and a process for performing traveling using only the engine E as a power source is executed, and only the engine E is used as a power source. (Engine running mode).

When the result of the determination in step S105 is "N
If “O” (Flg_eng is “0”), the process proceeds to step S106, where F is set in the power source selection determination process.
With reference to lg_mot, it is determined whether or not Flg_mot is “1”. If the determination result in step S106 is “Y
If “ES” (Flg_mot is “1”), the process proceeds to step S107, in which a process for running using only the motor / generator M as a power source is executed.
The vehicle travels using only the generator M as a power source (motor traveling mode).

If the result of the determination in step S106 is "N
If "O" (Flg_mot is "0"), the process proceeds to step S108, in which a process for performing traveling using the engine E and the motor / generator M as power sources is executed, and the engine E and the motor / generator M are connected. The vehicle travels as a power source (motor assist traveling mode). The motor assist ratio α at this time is determined by the “calculation of minimum fuel consumption when performing motor assist” described later.
The motor assist ratio is set to minimize the combination. That is, when the motor assist traveling is selected, the motor assist ratio is determined so that the sum of the fuel consumption amounts estimated to be consumed by the engine E and the motor generator M is minimized. Thus, it is possible to reliably reduce the fuel consumption when the motor-assisted traveling is performed.

On the other hand, if the result of the determination in step S101 is "NO" (the amount of stored power is less than the predetermined value), there is room for charging the battery 34, so that step S109 is performed.
Then, it is determined whether or not the power generation is possible. In the power generation possible area determination process of step S109, it is determined whether or not the power generation cost by the power generation travel is lower than a predetermined power generation cost. If the power generation cost is lower than the predetermined power generation cost, it is determined that the power generation is possible. It is determined that the area is impossible. Details of the power generation possible area determination processing will be described later.

If the result of the determination in step S109 is "N
In the case of "O" (power generation impossible area), since the power generation cost is equal to or higher than the predetermined power generation cost, the power generation is not performed, and the process proceeds to step S103 to perform the process for performing the traveling using only the engine E as the power source. Then, the vehicle travels using only the engine E as a power source (engine traveling mode). On the other hand, when the result of the determination in step S109 is “YES” (power generation possible area), the process proceeds to step S110, and it is determined whether or not power generation traveling is possible in consideration of conditions other than the power generation cost.

Other conditions include a failure determination of the motor / generator M, a vehicle deceleration determination, a vehicle stop determination, and the like.
When it is determined that the motor / generator M is out of order, power cannot be generated, so that it is determined that power generation traveling is impossible. When it is determined that the vehicle is decelerating, the engine E may perform a fuel cut operation and perform a deceleration regenerative operation in which the motor generator M performs a deceleration regenerative power generation. Therefore, it is determined that the power generation traveling is impossible because the fuel consumption is increased when the power generation is performed. In addition, if the power generation operation is performed when it is determined that the vehicle is stopped, unpleasant noise or vibration may be generated for the driver, so that it is determined that the power generation traveling is impossible.

If the result of the determination in step S110 is "Y
If it is "ES" (power generation traveling is possible), step S11
Proceeding to 1, perform a series of processing for performing power generation travel,
The electric power is generated by driving the motor / generator M while the engine E is traveling, and the battery 34 is charged (power generation traveling mode). In the power generation control when generating and driving the motor generator M, the motor generator M is driven to rotate at the engine speed that realizes the current running state of the vehicle, and the motor generator M is driven by the surplus power described later. The operation of the engine E and the motor / generator M is controlled so as to perform the power generation operation. On the other hand, if the result of the determination in step S110 is “NO” (power generation traveling is possible), the process proceeds to step S103, and processing for traveling by the engine E is executed.
The vehicle travels using only the power source (engine traveling mode).

Then, step S103, step S1
07, steps S108 and S111, the process proceeds to step S112, and it is determined whether or not a predetermined time has elapsed from the start of the execution of these processes.
If the determination result in step S112 is “NO” (the predetermined time has not elapsed), the process returns to step S112. This prevents the driving mode from being frequently switched in a short time, and the driver does not feel uncomfortable. Then, the determination result in step S112 is “Y
If "ES" (predetermined time has elapsed), the execution of this routine is temporarily terminated.

In this embodiment, "YES" in the step S101 (the stored amount of the battery 34 is equal to or more than a predetermined value).
Only when it is determined that the power source selection has been performed, the power source selection determination processing in step S104 is performed. In other words, the battery 3
4 is smaller than the predetermined value, the value of “N
If it is determined to be "O", the power source selection determination process of step S104 is not performed, and therefore, traveling using the power of the motor generator M as a power source (that is, motor traveling or motor assist traveling) is not performed. Therefore, it is possible to prevent the charged amount of the battery 34 from decreasing.

In this embodiment, S10
By executing the processing of step 4, the power source selecting means for selecting the power source of the vehicle is realized, and by executing the processing of step S112, the selection prohibiting means for inhibiting the reselection of the power source for a predetermined time is realized. Is done.

Next, the power source selection judgment processing in step S104 will be described with reference to the flowchart of FIG. The flowchart shown in FIG. 3 shows a power source selection determination processing routine, which is executed by the electronic control unit 36 at regular intervals.

First, in step S201, a flag used for selecting a power source is set to an initial state. Here, the initial state is the engine selection, and Flg_
eng is set to “1”, and Flg_mot is set to “0”. Next, the process proceeds to step S202, in which various types of information indicating the current running state of the vehicle (hereinafter, referred to as instantaneous running information) are read. The instantaneous traveling information read here includes vehicle speed, traveling resistance, transmission gear ratio, engine speed, engine generated torque, and the like.

Next, the process proceeds to step S203, and based on the instantaneous traveling information read in step S202, the power required for traveling of the vehicle at the present time, that is, the instantaneous traveling necessary power (instantaneous torque, traveling energy) Pneed is calculated. . Next, the process proceeds to step S204, and step S202
And the electronic control unit 36 in advance.
The required fuel consumption, that is, the instantaneous running required fuel consumption GFneed, is calculated based on the engine data stored in the storage unit 404 assuming that the vehicle is running at the present time only by the power of the engine E.

Next, the process proceeds to step S205, where the average power generation cost AveCOSTgen, which is the average value of the power generation costs COSTgen calculated at the time of power generation, is read. AveC
OSTgen is COSTgen during power generation
Is the quotient obtained by dividing the product of the sum by the power generation time. The method of calculating the power generation cost COSTgen will be described later in detail. Next, the process proceeds to step S206, where the motor efficiency ηmot assuming that the current running of the vehicle is performed only by the motor / generator M is determined by the motor / generator M
Is calculated with reference to the electric motor efficiency map (not shown) of FIG.

Next, proceeding to step S207, the instantaneous running power Pneed calculated in step S203 and the average power generation cost AveCO read in step S205 are read.
Based on STgen and the motor efficiency ηmot calculated in step S206, the current travel of the vehicle is
GFmot = Pneed × AveCOSTgen × ηm
It is calculated by ot.

The fuel consumption GFmot required for traveling with the motor / generator M as the power source is equivalent to the electric energy required for traveling with the motor / generator M as the power source. Means to obtain the fuel consumption required for power generation. Further, GFmot is calculated based on the average power generation cost (AveCOSTgen) and the running energy (Pne) during power generation.
ed). Thereby, GFmot can be easily and accurately obtained.

Next, the process proceeds to step S208, in which the vehicle is driven at the present time with the power assisted by the motor / generator M and the power obtained by summing the outputs of the engine E and the motor / generator M. Then, the estimated minimum fuel consumption minGFcombine
Is calculated. Minimum fuel consumption minGFcombine
The calculation of will be described later in detail.

Next, the process proceeds to step S209, in which the fuel consumption GFneed when the power source calculated in step S204 is assumed to be only the engine E is assumed to be only the motor generator M calculated in step S207. Is determined to be smaller than the fuel consumption amount GFmot. If the determination result in step S209 is “YE
S ”(GFneed <GFmot), the process proceeds to step S210, and the fuel consumption GFn when the power source calculated in step S204 is assumed to be the engine E alone.
minimum fuel consumption minGFco when assuming that the motor assist is calculated in step S208
It is determined whether it is smaller than mbine.

If the result of the determination in step S210 is "Y
If “ES” (GFneed <minGFcombine), the process proceeds to step S211 to set “1” to Flg_eng for selecting the power source as the engine E, and terminates the execution of this routine once. On the other hand, if the determination result in step S210 is “NO” (GFneed ≧
minGFcombine), step S
Proceeding to 212, Flg is selected in order to select the engine E and the motor generator M (motor assist).
_eng is set to “0”, Flg_mot is set to “0”, and the execution of this routine is temporarily terminated.

If the result of the determination in step S209 is “NO” (GFneed ≧ GFmot), the flow proceeds to step S213, and the minimum fuel consumption minGFcombine assuming that the motor assist calculated in step S208 is to be performed is: It is determined whether or not the fuel consumption GFmot when the power source calculated in step S207 is only the motor / generator M is smaller than GFmot.

If the result of the determination in step S213 is "Y
If "ES"(GFmot> minGFcombine), the process proceeds to step S212, where the selection of the power source is made by the engine E and the motor generator M (motor assist).
To set “0” in Flg_eng,
lg_mot is set to “0”, and the execution of this routine is temporarily ended. On the other hand, if the determination result in step S213 is “NO” (GFmot ≦ minGFcombin
In the case of e), the process proceeds to step S214, in which Flg_mot for selecting the power source as the motor generator M is set to "1", and the execution of this routine is temporarily terminated.

In this manner, the power source with the smallest fuel consumption is selected, so that the fuel consumption of the hybrid vehicle can be reduced. In particular, in this embodiment, minGFcombine is calculated and minGFcombine is calculated.
Combine, GFneed, and GFmot are compared, so the reliability of fuel consumption comparison is improved,
The power source with the smallest fuel consumption can be reliably selected.

In this embodiment, by executing the processing of step S204, a first calculating means for calculating the fuel consumption required for engine running is realized, and the processing of step S207 is executed. By doing so, the second calculating means for calculating the fuel consumption required for the motor running is realized, and by executing the processing of step S208, the fuel consumption required for the motor assisted running is calculated. A third calculating means is realized.

Next, in step S208, the minimum fuel consumption amount estimated to be consumed when the motor assist is assumed to be performed (hereinafter referred to as minGFcombi)
ne will be described in detail. minGFcom
Bine calculation is performed at a predetermined interval between 0 and 1 (for example,
The fuel consumption amount GFcombine is calculated according to the flowchart shown in FIG. 4 for each motor assist ratio α set at 0.1 intervals or 0.05 intervals).
A two-dimensional map of the calculated GFcombine and the motor assist ratio is created, and the GFc is calculated from the two-dimensional map.
This is performed by obtaining the minimum value of ombine.

Next, the fuel consumption GFcombin estimated to be consumed when the motor assist is assumed to be performed.
The method of calculating e will be described with reference to the flowchart shown in FIG. First, in step S301, the motor assist ratio α is read. The motor assist ratio α read here is, as described above, a value preset at predetermined intervals between 0 and 1, for example, if it is set at 0.1 intervals, 0.1, 0.2, 0.
3..., And 0.05, 0.10, 0.15.

Next, the process proceeds to step S302, and the power to be shared by the engine E (hereinafter referred to as engine sharing power) from the motor assist ratio α read in step S301 and Pneed calculated in step S203 shown in FIG.
Pneedeng is calculated by Pneedeng = Pneed × (1−α).

Next, the routine proceeds to step S303, in which the engine-sharing power Pneedeng calculated in step S302 is calculated.
Calculate the fuel consumption required to generate next,
Proceeding to step S304, the motor assist ratio α read in step S301 and step S203 shown in FIG.
From the Pneed calculated in the above, the power (hereinafter referred to as the motor-sharing power) Pshared by the motor generator M
dmot is calculated by Pneedmot = Pneed × α.

Next, the process proceeds to step S305, and the motor efficiency ηmot at the time of generating the motor-sharing power Pneedmot calculated in step S304 is calculated with reference to a motor efficiency map (not shown) of the motor generator M. Next, the process proceeds to step S306, and step S304
And the motor efficiency ηmot calculated in step S305, and the average motor cost AveC read in step S205 in FIG.
From OSTgen, the fuel consumption amount GFneedmot estimated to be necessary when generating the motor-sharing power Pneedmot calculated in step S304 is calculated as: GFneedmot = Pneedmot × AveCOS
It is calculated by Tgen × ηmot.

This is because the fuel consumption GFneedmot required for the motor / generator M when traveling with the power shared by the motor as the power source is required for the motor / generator M when traveling with the power shared by the motor as the power source. Means that the electric energy required for generating electric power by the motor / generator M is obtained.
Further, GFneedmot is an average power generation cost (AveCOSTgen) and a running energy (Pne) at the time of power generation.
ed) can be calculated from the motor share. Thereby, GFneedmot can be easily and accurately obtained.

Next, the process proceeds to step S307, where GFneedeng calculated in step S303 is compared with step S3.
From the GFneedmot calculated in step 06, the fuel consumption GFcombine estimated to be consumed when the motor assist is assumed to be performed is given by: GFcombine = GFneedeng + GFnee
Calculate by dmot.

Next, a method of calculating the power generation cost by the motor generator M will be described with reference to FIG. In FIG. 5, when the engine E is operating at the operating point 1 of the engine speed Ne1, the fuel consumption GF1e when the vehicle runs only with the engine E is the engine torque Te at that time.
1, GF1e = Te1 × Ne1 × η1 ÷ 716.2, using the engine speed Ne1, the engine efficiency η1, and the unit conversion coefficient 716.2.

When the engine E is running in the best operating state at the engine speed Ne1, the excess torque (T
eηmax1−Te1), the fuel consumption GF1m1 when the moke generator M is driven to generate power is the engine torque Teηmax1 and the engine speed N at that time.
e1, engine efficiency ηmax1, and unit conversion coefficient 71
Using 6.2, GF1m = Teηmax1 × Ne1 × ηmax1 ÷ 71
Given in 6.2.

Therefore, the fuel consumption for power generation is: GF1m−GF1e = (Teηmax1 × ηmax1-
Te1 × η1) × Ne1 ÷ 716.2.

The power generation amount Egen1 is defined as Egen1 = ηgen1 × (Teηmax1-Te1) where ηgen1 is the power generation efficiency of the motor generator M.
× Ne1 ÷ 716.2.

From the above, the fuel consumption per unit power generation at the operating point 1, that is, the power generation cost COST1
By dividing the difference GF1m-GF1e between the two fuel consumption amounts by the power generation amount Egen1, COST1 = (Teηmax1 × ηmax1-Te1 ×
η) {ηgen1 × (Teηmax1-Te1)}.

In FIG. 5, when the engine E is operated at the operating point 2 of the engine speed Ne2, the fuel consumption GF2e when the vehicle runs only with the engine E is the engine torque Te2 and the engine speed at that time. Number Ne
2. Using the engine efficiency η2 and the unit conversion coefficient 716.2, GF2e = Te2 × Ne2 × η2 ÷ 716.2.

When the engine E is running in the best operating state at the engine speed Ne2, the excess torque (T
eηmax2−Te2), the fuel consumption GF2m when the motor generator M is driven to generate electric power is the engine torque Teηmax2 and the engine speed Ne at that time.
2. Engine efficiency ηmax2 and unit conversion coefficient 71
Using 6.2, GF2m = Teηmax2 × Ne2 × ηmax2 ÷ 71
Given in 6.2.

Therefore, the fuel consumption for power generation is: GF2m−GF2e = (Teηmax2 × ηmax2-
Te2 × η2) × N2 ÷ 716.2.

The power generation amount Egen2 is defined as Egen2 = ηgen2 × (Teηmax2-Te2) where ηgen2 is the power generation efficiency of the motor generator M.
× Ne2 ÷ 716.2.

From the above, the fuel consumption per unit power generation amount at the operating point 2, that is, the power generation cost COST2
By dividing the difference GF2m-GF2e between the two fuel consumption amounts by the power generation amount Egen2, COST2 = (Teηmax2 × ηmax2-Te2 ×
η2) {ηgen2 × (Teηmax2-Te2)}.

Here, in order to reduce the power generation cost COST, the denominator of the equation for the power generation cost COST may be increased and the numerator may be reduced. To increase the denominator, ηgen
Or Teηmax−Te may be increased. In order to reduce the size of the molecule, Teηmax × ηm
ax may be reduced or Te × η may be increased.

The denominator Teηmax-Te is large at the operating point 1, and Teηmax-Te is the surplus torque of the engine E, that is, the generated torque. Therefore, the large value means that the motor generator M is close to the maximum power generation capacity. You will drive with. This means that the power generation efficiency ηgen of the motor / generator M is increased (see FIG. 6), and it can be seen that the power generation efficiency ηgen suitably acts as a factor for reducing the power generation cost COST. On the other hand, the Teη of the molecule
Given that max and Te are fixed, the power generation cost COST
In this case, the operating point 1 is more convenient than the operating point 2 by reducing ηmax and increasing η. Therefore, the cost COST1 at the operating point 1 is smaller than the cost COST2 at the operating point 2, and when power is generated using the surplus power of the engine E, the power generation at the operating point 1 is more than the power generation at the operating point 2. It can be seen that the cost is lower when performing.

Next, a description will be given of the determination of the power generation possible area and the calculation processing of the power generation cost by the motor generator M with reference to the flowchart of FIG. 7 and the graph of FIG. First, in step S401, various types of information indicating the current running state of the vehicle, that is, instantaneous running information, are read. The instantaneous traveling information read here includes vehicle speed, traveling resistance, transmission gear ratio, engine speed, engine generated torque, and the like.

Next, the process proceeds to step S402, and based on the instantaneous traveling information read in step S401, the power required for traveling of the vehicle at the present time, that is, the instantaneous traveling required power Pneed is calculated. Next, proceeding to step S403, based on the instantaneous traveling information read in step S401 and the engine data stored in advance in the electronic control unit 36, the vehicle is traveling at the present time only with the power of the engine E. The required fuel consumption under the assumption, that is, the instantaneous traveling required fuel consumption GFneed is calculated.

Next, the process proceeds to step S404, where the engine speed at the time of running the vehicle at the present time by the engine E is calculated based on the instantaneous running information read in step S401, and this engine speed and the electronic speed are calculated in advance. Based on the engine data stored in the control unit 36, the operating point at which the engine efficiency becomes the best is searched, and the power Pηmax of the engine E at the operating point at the time of the best efficiency operation is calculated. Next, the process proceeds to step S405, and step S4
04 and operating information on the engine E at the operating point where the engine efficiency is the best, and the electronic control unit 3
6, the fuel consumption GFηm at the operating point where the engine efficiency becomes the best based on the engine data stored in
ax is calculated.

Next, the process proceeds to step S406, in which a target power generation amount Pgen for performing power generation traveling is calculated by Pgen = (Pηmax−Pneed) × ηgen. Next, the process proceeds to step S407, in which the motor
The fuel consumption during power generation GFgen when the generator M performs power generation operation to generate power is calculated by GFgen = GFηmax−GFneed.

Next, the process proceeds to step S408, in which the target power generation amount Pgen calculated in step S406 is compared with the value in step S4.
From the fuel consumption during power generation GFgen calculated in step 07, the fuel consumption per unit power generation, that is, the power generation cost COST.
The gen is calculated as: COSTgen = GFgen / Pgen. Next, the process proceeds to step S409, and a preset threshold value COSTref relating to the power generation cost is read.

Further, the process proceeds to step S410, where the power generation cost COSTgen calculated in step S408 is compared with the power generation cost threshold COSTgen read in step S409.
It is determined whether it is smaller than ref. Step S41
0 is “YES” (COSTgen <C
If OSTref), that is, if the power generation cost is small, the process proceeds to step S11, where it is determined that the power generation is possible, and “1” is set to FlgGenOk.
On the other hand, the determination result in step S410 is “NO”
If (COSTgen ≧ COSTref), that is, if the power generation cost is high, the process proceeds to step S412, where it is determined that the power generation is not possible, and FlgGenO is determined.
Set “0” to k.

As described above, the power generation cost is calculated before power generation, and if the calculated power generation cost is smaller than the threshold, it is determined that the power generation is possible, and the calculated power generation cost is larger than the threshold. In this case, it is determined that the area is a power generation impossible area. As a result, it is possible to charge the battery 34 with the electric power generated by the motor generator M while minimizing the fuel consumption of the engine E that drives the motor generator M, thereby contributing to a reduction in fuel consumption. it can.

By the way, in the first embodiment described above, step S1 of the traveling mode selection routine shown in FIG.
If the determination result in step S01 is "YES" (the stored amount is equal to or more than a predetermined value), the battery 34 cannot be charged, so that the power generation is disabled. A power source selection determination process (step S104) in which assist traveling is one of the options is executed. On the other hand, when the determination result in step S101 is “NO” (the amount of stored power is less than a predetermined value), the battery 34 is charged. Therefore, charging is permitted, and the power source selection determination process is not performed. That is, in the first embodiment described above, the threshold value of the power storage amount for determining whether the power generation is permitted / not permitted and the threshold value of the power storage amount for determining whether to execute the power source selection determination process are the same threshold value. .

The flowchart shown in FIG.
Assuming that the threshold of the power storage amount for determining non-permission is “first predetermined value”, and the threshold of the power storage amount for determining whether to execute the power source selection determination process is “second predetermined value”, This shows a running mode selection routine when the value is set to a value.
Regarding this, steps different from those in the first embodiment will be described, and the same steps as those in the first embodiment will be denoted by the same step numbers and description thereof will be omitted.

First, in step S101, it is determined whether or not the current charge amount of the battery 34 is equal to or greater than a first predetermined value. If the result of the determination in step S101 is "YES" (the amount of stored power is equal to or greater than the first predetermined value), it is determined that power generation is impossible because there is no room to charge the battery 34, and the process proceeds to step S102, where the current vehicle In the traveling state, it is determined whether traveling by motor generator M is possible. On the other hand, step S101
Is "NO" (the amount of stored power is less than the first predetermined value), there is room for charging the battery 34, and the process proceeds to step S109 to determine whether or not the power generation is possible.

If the result of the determination in step S102 is "YES" (motor running is possible), the flow advances to step S113 to determine whether or not the current amount of charge in the battery 34 is equal to or greater than a second predetermined value. Judge. In this embodiment, the first predetermined value is smaller than the second predetermined value (first predetermined value <second predetermined value).

If the result of the determination in step S113 is "Y
If “ES” (the stored amount is equal to or more than the second predetermined value), the stored amount of the battery 34 has room for driving the motor generator M, and the process proceeds to step S104 to execute a power source selection determination process. On the other hand, if the result of the determination in step S113 is “NO” (the charged amount is less than the second predetermined value), there is no room for driving the motor / generator M in the charged amount of the battery 34, and the process proceeds to step S103. A process for performing traveling using only the engine E as a power source is executed to perform traveling using only the engine E as a power source (engine traveling mode). That is, when the charged amount is less than the second predetermined value, the power source selection determination process is not performed, and the vehicle runs using the power of the motor generator M as the power source (that is, the motor travel or the motor assist travel).
Is not performed, so that it is possible to prevent the amount of charge in the battery 34 from decreasing.

As described above, when the threshold value of the amount of stored power for determining whether the power generation is permitted or not and the threshold value of the amount of stored power for determining whether to execute the power source selection determination process are set to different values, the energy There is an advantage that the degree of freedom of management is expanded. In addition, the threshold value of the power storage amount for determining whether the power generation is permitted or disallowed may be set to be larger than the threshold value of the power storage amount for determining whether to execute the power source selection determination process.

[Other Embodiments] The present invention is not limited to the above-described embodiments. For example, in the embodiment, the battery 34 is exemplified as the power storage means, but a capacitor may be used instead of the battery 34. There is no particular limitation on the types of the engine, the electric motor capable of generating electricity, and the transmission, and further, there is no particular limitation on the positional relationship among them. Further, the number of the electric motors and the types and arrangements of the power switching mechanism and the starting mechanism are not limited, and the presence or absence of the starting mechanism does not matter.

[0086]

As described in the foregoing, according to the present invention, an engine and a generator motor capable, the ene
The power of the gin can be transmitted to the drive shaft via a continuously variable transmission.
And, disposed between the continuously variable transmission and the drive shaft.
The drive of the electric motor is performed without passing through the continuously variable transmission.
Axis has been enabled transmitted to a hybrid vehicle capable of storing electrical energy to power the drive to the power storage device the motor at the instant torque or surplus torque necessary for running the engine as a drive source A first calculating means for calculating a fuel consumption required for traveling using the engine as a drive source, and a second calculating means for calculating a fuel consumption required for traveling using the electric motor as a power source Means, a third calculating means for calculating a fuel consumption required for traveling using a power obtained by summing the outputs of the engine and the electric motor as a power source, and the first to third calculating means. Power source selecting means for selecting the power source of the vehicle based on the fuel consumption, the fuel consumption required for the engine running, the fuel consumption required for the motor running, On comparing the fuel consumption required by the motor assist running, excellent effect that the power source of the vehicle regularly can be selected are obtained. Ma
According to the present invention, the engine and the electric
Machine as a drive source, and further drive the power of the drive source.
Equipped with a torque converter and a transmission that transmit to the drive shaft,
The moment required when running with the engine as the drive source
The motor is driven to generate power with a margin torque
Hybrid that can store electric energy in electrical equipment
In vehicles that use the engine as a drive source,
First calculating means for calculating the required fuel consumption,
Fuel consumption required for traveling with the electric motor as a power source
A second calculating means for calculating the amount, the engine and the electric power.
Necessary for driving with the power of the sum of the motive power as the power source
Third calculating means for calculating the fuel consumption to be performed;
On the basis of the fuel consumption obtained by the first to third calculating means,
Power source selecting means for selecting a power source of the vehicle.
Fuel consumption required by the engine
And the fuel consumption required for motor running
After comparing the fuel consumption required for cyst driving,
The advantage that the power source of the vehicle can be selected regularly
The effect is achieved.

In the present invention, the fuel consumption required for traveling with the electric motor as a power source is determined by the amount of electric energy required for the electric motor to generate electric energy required for traveling with the electric motor as a power source. In the case of the fuel consumption, the fuel consumption required for traveling with the electric motor as the power source can be easily and accurately obtained. The fuel consumption required for motor running and the fuel consumption required for motor assisted running can be easily and accurately compared, and the effect of improving the reliability of power source selection can be improved. is there.

In the present invention, the fuel consumption required to generate electric energy required when the electric motor is driven by using the electric motor as a power source is calculated from the average power generation cost during power generation and the traveling energy. in case of,
Since the fuel consumption required for traveling using the electric motor as the power source can be obtained more accurately, there is an effect that the reliability of selecting the power source is further improved.

In the present invention, the power source selecting means selects the power source corresponding to the one with the smallest fuel consumption from the fuel consumption calculated by the first to third calculating means. In this case, since the power source of the vehicle that has the smallest fuel consumption can be selected, the fuel consumption can be reduced.

In the present invention, the third calculating means may determine the power assist ratio by the electric motor as a power assist ratio when a sum of fuel consumption estimated to be consumed by the engine and the electric motor is minimized. In the case where the fuel consumption is calculated, the fuel consumption required for the engine running, the fuel consumption required for the motor running, and the fuel consumption required for the motor assist running are calculated. Since the magnitude comparison can be performed accurately, there is an effect that the reliability of selecting the power source is improved. Further, in this case, when the power source selecting means selects the power source corresponding to the one with the smallest fuel consumption from the fuel consumption calculated by the first to third calculating means, Thus, there is an effect that the power source with the smallest fuel consumption can be reliably selected.

In the present invention, when the power source selecting means selects, as the power source, the power obtained by summing the outputs of the engine and the electric motor, the power assist rate by the electric motor is determined to be consumed by the engine and the electric motor. In the case where the sum of the estimated fuel consumption amounts is determined to be minimized, when the power source selecting means selects the power obtained by adding the outputs of the engine and the electric motor as the power source, the fuel There is an effect that the consumption can be reliably reduced.

In the present invention, when the power source is selected by the power source selecting means, if there is provided a selection prohibiting means for prohibiting the reselection of the power source for a predetermined time, the power source is prevented from frequently switching. The driver will not feel any discomfort.

In the present invention, when the power source is selected by the power source selecting means when the power storage amount of the power storage device is equal to or more than a predetermined value, the power storage amount of the power storage device is reduced to a predetermined value. If not, traveling using the power of the electric motor as a power source (that is, motor traveling or motor assist traveling) is not performed, so that it is possible to prevent the power storage amount of the power storage device from decreasing.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a power transmission system in a first embodiment of a hybrid vehicle according to the present invention.

FIG. 2 is a flowchart of a traveling mode selection routine according to the first embodiment.

FIG. 3 is a flowchart of a power source selection determination processing routine according to the first embodiment.

FIG. 4 is a flowchart of a fuel consumption calculation routine during motor-assisted traveling in the first embodiment.

FIG. 5 is a diagram illustrating a change in power generation cost depending on an operating point of an engine.

FIG. 6 is a diagram showing the power generation efficiency of a motor generator.

FIG. 7 is a flowchart of a routine for determining a power generation possible area by a motor generator and calculating a power generation cost.

FIG. 8 is a diagram showing a relationship between an operating point of an engine and a power generation capacity.

FIG. 9 is a flowchart of a traveling mode selection routine according to the second embodiment.

[Explanation of symbols]

34 Battery (power storage means) AveCOSTgen Average power generation cost E Engine M Motor / generator (motor) Pneed Instantaneous running required power (instantaneous torque, running energy) S104 Power source selecting means S112 Selection inhibiting means S204 First calculating means S207 Second Calculation means S208 Third calculation means α Motor assist ratio (power assist ratio)

──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI F02D 45/00364 F02D 45 / 00364M (56) References JP-A-2002-171604 (JP, A) JP-A-9-98516 ( JP, A) JP-A-11-229916 (JP, A) JP-A-2000-295708 (JP, A) JP-A-58-63697 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB Name) B60K 6/02-6/04 B60L 11/00-11/18 F02D 29/00-29/06

Claims (9)

(57) [Claims] An engine and an electric motor capable of generating electric power, wherein the power of the engine is transmitted to a drive shaft via a continuously variable transmission.
Transmission is possible, and between the continuously variable transmission and the drive shaft
The power of the electric motor arranged in the
And the electric power can be transmitted to the drive shaft, and the electric motor can be driven to generate electric power with a margin torque greater than an instantaneous torque required when the vehicle is running with the engine as a drive source, and electric energy can be stored in a power storage device. A first calculating means for calculating a fuel consumption required for traveling using the engine as a drive source, and calculating a fuel consumption required for traveling using the electric motor as a power source. A second calculating means for calculating a fuel consumption required for traveling using power obtained by summing outputs of the engine and the electric motor as a power source;
And a power source selecting means for selecting a power source of the vehicle based on the fuel consumption obtained by the first to third calculating means. 2. An engine and an electric motor capable of generating electricity are driven.
Power source, and the power of the drive source is transmitted to the drive shaft.
A torque converter and a transmission,
Instantaneous torque required when driving with gin as the drive source
The electric motor is driven to generate electric power with the above-mentioned margin torque, and
Hybrid vehicle that can store electric energy
The fuel consumption required for traveling with the engine as a drive source.
First calculating means for calculating the cost , and fuel consumption required for traveling using the electric motor as a power source.
A second calculating means for calculating an amount, and a power obtained by adding outputs of the engine and the electric motor to a power.
Third calculation of fuel consumption required for driving as a source
Calculation means, and the fuel consumption obtained by the first to third calculation means
And a power source selecting means for selecting a power source of the vehicle based on the hybrid vehicle. 3. It is necessary for traveling using the electric motor as a power source.
The amount of fuel consumed is controlled by the motor running as a power source.
Electric power required by the electric motor
The fuel consumption required for
The hybrid vehicle according to claim 1 or claim 2. 4. When traveling using the electric motor as a power source.
Required to generate the electrical energy required for
Consumption is calculated based on the average power generation cost and running energy
4. The high according to claim 3, wherein
Brid vehicle. 5. The power source selecting means according to claim 1 , wherein:
Out of the fuel consumption calculated by the calculation means 3
Choosing a power source that supports low consumption
C according to any one of claims 1 to 4, characterized in that
Hybrid vehicle. 6. The electric motor according to claim 3, wherein said third calculating means is provided by said electric motor.
The power assist rate of the engine and the electric motor
When the sum of estimated fuel consumption is
Calculating the fuel consumption as a power assist ratio
The method according to any one of claims 1 to 5, wherein
Hybrid vehicle. 7. The power source selecting means is connected to the engine and
The power obtained by summing the output of the motor was selected as the power source
In this case, the power assist rate of the motor
Fuel consumption estimated to be consumed by the engine and the motor
Characterized in that the sum of the quantities is determined to be a minimum
A hybrid according to any one of claims 1 to 6.
vehicle. 8. A power source is selected by said power source selecting means.
Prohibition of reselection of power source for a predetermined time
8. The method according to claim 1, further comprising:
A hybrid vehicle according to any one of the above. 9. The power source selecting means according to claim 1, wherein
The selection is made when the amount of power stored in the power storage device is equal to or greater than a predetermined value.
9. The method according to claim 1, wherein
A hybrid vehicle according to any of the claims.