JP5218275B2 - Hybrid vehicle and control method thereof - Google Patents

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

  Conventionally, this type of hybrid vehicle includes an internal combustion engine, two motors / generators connected to the internal combustion engine via a series or parallel coupler, a battery, a coil (inductor), a boost switch, and a back. A device including a plurality of power supply stages having a switch and connected in parallel to two motors / generators has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when the vehicle or motor / generator is in the propulsion or traction mode, control is performed so that the battery of each power supply stage is evenly discharged. To improve the aging characteristics of the battery.

JP 2003-209969 A

  In such a hybrid vehicle, the ratio of electric power exchanged between the motor / generator and the battery of each power supply stage can be adjusted in order to manage the storage ratio of the battery of each power supply stage based on the respective management center. An adjustment circuit may be provided. In this configuration, the power output from the internal combustion engine when a predetermined condition for limiting the electric travel is satisfied while traveling by the electric travel that uses only the power input / output from the motor / generator. When the vehicle travels by hybrid travel using the power input / output from the motor / generator, the power storage ratio of the entire battery when the predetermined condition is satisfied (the total power storage ratio at the predetermined time) is kept as much as possible. Although it may be desired, depending on the storage ratio of the battery of each power supply stage when the predetermined condition is satisfied, the battery of each power supply stage cannot be managed based on the storage ratio (storage ratio at a predetermined time) when the predetermined condition is satisfied As a result, the overall battery management center obtained from the battery management center of each power supply stage may be greatly deviated from the total storage ratio at a predetermined time.

  The hybrid vehicle and the control method thereof according to the present invention satisfy the predetermined condition for limiting the traveling by the electric traveling while traveling by the electric traveling that uses only the power input / output from the electric motor. When traveling by hybrid traveling using the power output from the engine and the power input / output from the motor, when the predetermined condition of the entire secondary battery connected to the generator or motor side is satisfied The main purpose is to reduce the deviation between the storage ratio and the management center of the entire secondary battery.

  The hybrid vehicle of the present invention and the control method thereof employ the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine capable of outputting power for traveling, a generator capable of generating power using the power from the internal combustion engine, and an electric motor capable of inputting / outputting power for traveling are input / output from the motor. A hybrid vehicle capable of running by using only electric power and running by using electric power traveling using only power, power output from the internal combustion engine and power input / output from the electric motor,
1st battery part which has a secondary battery, 2nd battery part which has a secondary battery, 1st connection cancellation | release which performs connection and cancellation | release of the secondary battery of the said 1st battery part to the said generator and the said motor side Means, second connection release means for connecting and releasing the secondary battery of the second battery part to the generator and the motor side, the secondary battery of the first battery part, the generator and the motor It is the ratio of the first power that is the power exchanged between the second battery and the second power that is the power exchanged between the secondary battery of the second battery unit and the generator and the motor side. A battery device having a distribution ratio adjusting means capable of adjusting the distribution ratio;
A storage ratio calculation means for calculating a storage ratio that is a ratio of the storage amount of each secondary battery of the battery device to the storage capacity;
A total connection power storage ratio calculating means for calculating a total connection power storage ratio that is the power storage ratio of the entire secondary battery connected to the generator and the motor;
While the secondary battery of the first battery part and the secondary battery of the second battery part are connected to the generator and the motor side and are traveling with priority on the electric traveling At a predetermined time when a predetermined condition for restricting the electric travel is established, a predetermined power storage ratio which is the calculated power storage ratio of the secondary battery of the first battery unit and the second battery unit When both of the predetermined battery storage ratios of the secondary battery are within a predetermined range, the predetermined battery storage ratios of the secondary battery of the first battery part and the secondary battery of the second battery part of the first battery part are determined. The secondary battery and the secondary battery of the second battery part are set at the respective management centers for managing the secondary battery and the secondary battery of the second battery part. When one of the secondary battery storage ratios is outside the predetermined range Is within the predetermined range for out-of-range secondary batteries in which the storage ratio at the predetermined time is a secondary battery outside the predetermined range of the secondary battery of the first battery unit and the secondary battery of the second battery unit. The secondary battery in the range in which the control center is set and the secondary battery of the first battery part and the secondary battery of the second battery part are secondary batteries in which the predetermined power storage ratio is within the predetermined range. For the battery, the predetermined time storage ratio of the secondary battery in the range is corrected in a direction to cancel the difference between the predetermined storage ratio of the secondary battery outside the range and the predetermined management center. A secondary battery which sets the management center and is connected to the generator and the motor side based on the management center of each of the set secondary battery of the first battery part and the secondary battery of the second battery part Set the connection management center to manage the whole And the management center setting means,
When the electric travel is restricted in the connected state and the vehicle travels by the hybrid travel, the calculated overall connection power storage ratio is managed based on the set overall connection management center and the second battery of the first battery unit. The calculated storage ratio of each of the secondary battery and the secondary battery of the second battery part is based on the set management center of each of the secondary battery of the first battery part and the secondary battery of the second battery part. Control means for controlling the internal combustion engine, the generator, the electric motor, and the distribution ratio adjusting means to run by the hybrid running while being managed
It is a summary to provide.

  In the hybrid vehicle according to the present invention, the secondary battery of the first battery unit and the secondary battery of the second battery unit are driven with priority on electric driving in a connected state in which they are connected to the generator and the motor side. At a predetermined time when a predetermined condition for restricting electric travel is established during the process, a predetermined power storage ratio as a power storage ratio that is a ratio of a power storage capacity of the secondary battery of the first battery unit to a power storage capacity at a predetermined time When the predetermined storage ratio of the secondary battery of the two battery units is within a predetermined range, the predetermined storage ratio of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit is set in the first battery unit. The secondary battery and the secondary battery of the second battery part are set to the respective management centers for managing the secondary battery and the secondary battery of the second battery part. When one of the power storage ratios at a predetermined time is out of the predetermined range, For a secondary battery that is a secondary battery whose power storage ratio at a predetermined time is out of a predetermined range of the battery and the secondary battery of the second battery unit, the management center is set within the predetermined range and the second battery of the first battery unit is set. Regarding the secondary battery in the range in which the secondary battery of the secondary battery and the secondary battery of the second battery part is a secondary battery within the predetermined range, the secondary battery within the predetermined range and the secondary battery in the predetermined time The control center is set by correcting the power storage ratio of the secondary battery in the range at a predetermined time in a direction to cancel the difference between the control center and the control center, and the secondary battery of the set first battery part and the secondary battery of the second battery part are set. Based on each management center, an overall connection management center for managing the entire secondary battery connected to the generator and motor side is set. When the electric travel is restricted in the connected state and the vehicle travels by hybrid travel, the total connection power storage ratio that is the total power storage ratio of the secondary battery connected to the generator and the motor side is based on the total connection management center. And the storage ratio of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit is the management center of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit. The internal combustion engine, the generator, the electric motor, and the distribution ratio adjusting means are controlled so as to travel by hybrid travel while being managed based on the control. As a result, when one of the predetermined power storage ratio of the first secondary battery and the predetermined power storage ratio of the second secondary battery is outside the predetermined range, the predetermined power storage ratio is set at the management center of the in-range secondary battery. The deviation between the total connection management center and the total connection power storage ratio at a given time can be reduced compared to what is set as it is, and it is based on the connection total management center with a smaller deviation from the total connection power storage ratio at a predetermined time. Thus, it is possible to manage the total power storage ratio of the connection. Further, the storage ratio of the first secondary battery and the second secondary battery can be managed based on the management center within a predetermined range.

  In such a hybrid vehicle of the present invention, the management center setting means is one of the predetermined time storage ratio of the secondary battery of the first battery section and the predetermined storage ratio of the secondary battery of the second battery section. Is outside the predetermined range, for the secondary battery outside the range, the upper limit or the lower limit of the predetermined range, the one near the predetermined time storage ratio of the out-of-range secondary battery is set as the management center, and within the range For the secondary battery, a value obtained by correcting the predetermined power storage ratio of the in-range secondary battery in a direction to cancel the difference between the predetermined power storage ratio of the out-of-range secondary battery and the set management center is the predetermined range. It is also possible to limit the upper and lower limits, and to set the management center.

  Further, in the hybrid vehicle of the present invention, the predetermined condition corresponds to an output restriction as a maximum power that can be output from the secondary battery connected to the generator and the motor side for the traveling power required for traveling. It is also possible that the condition is satisfied when the power becomes larger than the power to be applied.

  Furthermore, in the hybrid vehicle of the present invention, a charger that is connected to an external power supply in a system stop state and charges a secondary battery of the battery device using electric power from the external power supply, and a secondary battery of the battery device Instructing the overall device power storage ratio calculation means for calculating the overall device power storage ratio, which is the overall power storage ratio, and the hybrid setting that is a setting of the hybrid driving priority mode in which the hybrid driving is prioritized and the cancellation of the hybrid setting A hybrid setting release instructing means, and when the system is activated, when the calculated overall device power storage ratio is greater than or equal to a first predetermined ratio, set the electric travel priority mode to run with priority on the electric travel as a travel mode, When the calculated overall device power storage ratio is less than the first predetermined ratio when the system is activated, the high When the lid travel priority mode is set as a travel mode, and the calculated overall power storage ratio of the device is less than a second predetermined ratio smaller than the first predetermined ratio due to travel in the electric travel priority mode, the hybrid travel priority mode is set. The hybrid mode is set as the travel mode, and when the hybrid setting cancellation instruction means is instructed by the hybrid setting cancellation instruction means when the vehicle is traveling in the electric travel priority mode, the hybrid travel priority mode is set as the travel mode, and the hybrid setting is canceled. When the hybrid setting release instruction means is instructed to cancel the hybrid setting when the hybrid setting priority instruction is issued by the instruction means, the electric driving priority mode is set to the driving mode. And the predetermined condition is determined when the hybrid setting is instructed by the hybrid setting release instructing means while the electric travel priority mode is set as the travel mode. It is also possible that the condition is satisfied.

  Alternatively, in the hybrid vehicle of the present invention, the battery device includes one main secondary battery as a secondary battery of the first battery part and a plurality of auxiliary secondary batteries as secondary batteries of the second battery part. The control means controls the first disconnection means so that the main secondary battery is connected to the generator and the motor side, and the plurality of auxiliary secondary batteries are one. It can also be a means for controlling the second connection release means so that it is sequentially switched and connected to the generator and the motor side. In addition, each of the first battery unit and the second battery unit includes at least one secondary battery, and the connection state is determined by one secondary battery of the first battery unit and the second battery unit. One secondary battery may be connected to the generator and the motor side.

  In addition, in the hybrid vehicle of the present invention, the distribution ratio adjusting means includes a first battery voltage system connected to a secondary battery of the first battery unit, and a high voltage system connected to the generator and the motor side. A first step-up / step-down circuit that exchanges power with voltage adjustment, a second battery voltage system that is connected to the secondary battery of the second battery part via the connection release means, and the high voltage The second step-up / step-down circuit that exchanges power with voltage adjustment with the voltage system can also be used.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine capable of outputting driving power; a generator capable of generating electricity using power from the internal combustion engine; an electric motor capable of inputting / outputting driving power; and a first battery unit having a secondary battery; A second battery part having a secondary battery, a first connection release means for connecting and releasing the secondary battery of the first battery part to the generator and the motor side, and a secondary of the second battery part Second connection release means for connecting and releasing the battery to and from the generator and the motor side, and the electric power exchanged between the secondary battery of the first battery unit and the generator and the motor side Distribution ratio adjusting means capable of adjusting a distribution ratio which is a ratio between a certain first power, a secondary battery of the second battery unit, and a second power which is power exchanged between the generator and the motor side. And a battery device having an input from the electric motor. A method for controlling a hybrid vehicle capable of running using only the power that is applied, and running hybrid using the power output from the internal combustion engine and the power input / output from the motor. ,
(A) The secondary battery of the first battery part and the secondary battery of the second battery part are traveling with priority on the electric traveling in a connected state in which the secondary battery is connected to the generator and the motor side. Power storage at a predetermined time as a power storage ratio that is a ratio of the power storage capacity of the secondary battery of the first battery unit to the power storage capacity at a predetermined time when the predetermined condition for limiting the electric travel is satisfied When both the ratio and the predetermined time storage ratio of the secondary battery of the second battery part are within a predetermined range, the predetermined time of each of the secondary battery of the first battery part and the secondary battery of the second battery part The storage ratio is set at each management center for managing the secondary battery of the first battery unit and the secondary battery of the second battery unit, respectively, and the predetermined time of the secondary battery of the first battery unit is set. The storage ratio and the predetermined storage ratio of the secondary battery of the second battery unit When one of the secondary batteries is out of the predetermined range, the secondary battery outside the range in which the storage ratio at the predetermined time is a secondary battery out of the predetermined range among the secondary battery of the first battery unit and the secondary battery of the second battery unit. Regarding the battery, the control center is set within the predetermined range, and the secondary battery within the predetermined range has a predetermined power storage ratio among the secondary battery of the first battery unit and the secondary battery of the second battery unit. For the secondary battery in the range that is a battery, the predetermined secondary battery in the range in a direction that cancels out the difference between the storage ratio at the predetermined time of the secondary battery outside the range and the set management center. The management center is set by correcting the hourly power storage ratio, and the generator and the motor side are set based on the set management centers of the secondary battery of the first battery unit and the secondary battery of the second battery unit. To manage the entire connected secondary battery Set the whole management center connection,
(B) When the electric travel is limited in the connected state and travels by the hybrid travel, the connection total power storage ratio that is the power storage ratio of the entire secondary battery connected to the generator and the motor side is It is managed based on the set whole connection management center and the storage ratio of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit is the second of the set first battery unit. Controlling the internal combustion engine, the generator, the electric motor, and the distribution ratio adjusting means so that the hybrid battery travels while being managed based on the management center of each of the secondary battery and the secondary battery of the second battery unit.
This is the gist.

  In the hybrid vehicle control method of the present invention, the electric vehicle is preferentially driven in a connected state in which the secondary battery of the first battery unit and the secondary battery of the second battery unit are connected to the generator and the motor side. When a predetermined condition for restricting electric travel is satisfied during a predetermined time, the power storage at a predetermined time as a power storage ratio that is a ratio of a power storage capacity of the secondary battery of the first battery unit to a power storage capacity at a predetermined time When both the ratio and the predetermined time storage ratio of the secondary battery of the second battery part are within a predetermined range, the predetermined storage ratios of the secondary battery of the first battery part and the secondary battery of the second battery part are set to the first The secondary battery of the battery unit and the secondary battery of the second battery unit are set to the respective management centers for managing the secondary battery and the secondary battery of the second battery unit, respectively. When one of the secondary battery storage ratios is outside the predetermined range, the first For a secondary battery outside the range in which the storage ratio at the predetermined time is a secondary battery out of the predetermined range among the secondary battery of the battery unit and the secondary battery of the second battery unit, the management center is set within the predetermined range and the first Of the secondary batteries in the battery unit and the secondary battery in the second battery unit, the secondary battery in the range in which the storage ratio at the predetermined time is the secondary battery within the predetermined range is within the predetermined range and the secondary battery outside the range. The management center is set by correcting the storage ratio at the predetermined time of the secondary battery in the range in a direction to cancel the difference between the storage ratio at the predetermined time and the management center, and the secondary battery and the second battery section of the set first battery unit are set. Based on the management center of each secondary battery, the overall connection management center for managing the entire secondary battery connected to the generator and motor side is set. When the electric travel is restricted in the connected state and the vehicle travels by hybrid travel, the total connection power storage ratio that is the total power storage ratio of the secondary battery connected to the generator and the motor side is based on the total connection management center. And the storage ratio of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit is the management center of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit. The internal combustion engine, the generator, the electric motor, and the distribution ratio adjusting means are controlled so as to travel by hybrid travel while being managed based on the control. As a result, when one of the predetermined power storage ratio of the first secondary battery and the predetermined power storage ratio of the second secondary battery is outside the predetermined range, the predetermined power storage ratio is set at the management center of the in-range secondary battery. The deviation between the total connection management center and the total connection power storage ratio at a given time can be reduced compared to what is set as it is, and it is based on the connection total management center with a smaller deviation from the total connection power storage ratio at a predetermined time. Thus, it is possible to manage the total power storage ratio of the connection. Further, the storage ratio of the first secondary battery and the second secondary battery can be managed based on the management center within a predetermined range.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the driving mode setting routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the connection state setting routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the step-up circuit control routine at the time of the electric driving | running | working performed by the electronic control unit 70 for hybrids of an Example. Explanatory drawing which shows an example of the time change of the electrical storage ratio SOC1 of the master battery 50, the electrical storage ratios SOC2 and SOC3 of the slave batteries 60 and 62, the overall electrical storage ratio SOC, and the output limit Wout when the electric travel is uniformly performed in the electric travel priority mode. It is. It is a flowchart which shows an example of the step-up circuit control routine at the time of the hybrid driving | running | working performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the electric travel priority drive control routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the hybrid driving | running | working priority drive control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when driving | operation of the engine 22 is stopped and carrying out electric driving | running | working. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling using power from an engine 22. FIG. It is a flowchart which shows an example of the charging / discharging request | requirement power setting process performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting. It is explanatory drawing which shows a mode that management center Sc1, Scs and whole connection management center Sct are set. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and motors MG1 and MG2 are driven. Inverters 41 and 42, a chargeable / dischargeable master battery 50, a master booster circuit 55 that boosts power from the master battery 50 and supplies the boosted power to the inverters 41 and 42, and the master battery 50 and the master booster circuit 55. System main relay 56 for connecting to and disconnecting from the battery, and chargeable / dischargeable slave batteries 60 and 62 The slave side booster circuit 65 that boosts the power from the slave batteries 60 and 62 and supplies the boosted power to the inverters 41 and 42, and the connection and release of the connection between the slave batteries 60 and 62 and the slave side booster circuit 65, respectively. System main relays 66 and 67 to be performed, and a hybrid electronic control unit 70 for controlling the entire vehicle. Hereinafter, for convenience of explanation, the inverters 41 and 42 from the master booster 55 and the slave booster 65 are referred to as a high voltage system, and the master battery 50 from the master booster 55 is referred to as a first low voltage system. The slave battery 60, 62 side from the slave side booster circuit 65 is referred to as a second low voltage system.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. While exchanging electric power, electric power is exchanged with the slave batteries 60 and 62 via the inverters 41 and 42 and the slave side booster circuit 65. A power line (hereinafter referred to as a high voltage system power line) 54 connecting the inverters 41 and 42, the master side booster circuit 55 and the slave side booster circuit 65 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. Thus, the electric power generated by one of the motors MG1 and MG2 can be consumed by another motor. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The master side booster circuit 55 and the slave side booster circuit 65 are configured as well-known step-up / step-down converters. The master side booster circuit 55 is connected to a power line (hereinafter referred to as a first low voltage system power line) 59 connected to the master battery 50 via a system main relay 56 and the above-described high voltage system power line 54, The power of the master battery 50 is boosted and supplied to the inverters 41 and 42, or the power acting on the inverters 41 and 42 is stepped down to charge the master battery 50. The slave side booster circuit 65 is connected to the slave battery 60 via the system main relay 66 and also connected to the slave battery 62 via the system main relay 67 (hereinafter referred to as a second low voltage system power line). 69 and the high voltage system power line 54, and boosts the power of the slave battery (hereinafter referred to as a connected slave battery) connected to the slave side booster circuit 65 among the slave batteries 60 and 62 to boost the inverters 41 and 42. Or the voltage applied to the inverters 41 and 42 is stepped down to charge the connection-side slave battery. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage system power line 54, and a smoothing capacitor 58 is connected to the positive and negative buses of the first low voltage system power line 59. Is connected, and a smoothing capacitor 68 is connected to the positive and negative buses of the second low-voltage power line 69.

  Each of the master battery 50 and the slave batteries 60 and 62 is configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has signals necessary for managing the master battery 50 and the slave batteries 60 and 62, for example, the terminal voltage Vb 1 from the voltage sensor 51 a installed between the terminals of the master battery 50, and the positive electrode of the master battery 50. Sensor installed between the terminals of the charge / discharge current Ib1 from the current sensor 51b attached to the output terminal on the side, the battery temperature Tb1 from the temperature sensor 51c attached to the master battery 50, and the slave batteries 60 and 62 The inter-terminal voltages Vb2 and Vb3 from 61a and 63a, the charging / discharging currents Ib2 and Ib3 from the current sensors 61b and 63b attached to the positive output terminals of the slave batteries 60 and 62, respectively, to the slave batteries 60 and 62, respectively. Battery temperature T from the attached temperature sensors 61c and 63c 2, such as Tb3 is input, and outputs to the hybrid electronic control unit 70 via communication data relating to the state of the master battery 50 and the slave batteries 60 and 62 as needed. Further, in order to manage the master battery 50, the battery ECU 52 manages the master battery 50, and based on the integrated value of the charge / discharge current Ib1 detected by the current sensor 51b, the power storage rate SOC1 that is the ratio of the power storage amount E1 of the master battery 50 to the power storage capacity RC1. And the input / output limits Win1 and Wout1, which are the maximum allowable power that may charge / discharge the master battery 50, based on the calculated storage ratio SOC1 and battery temperature Tb1, and the slave batteries 60, In order to manage the battery 62, the power storage that is the ratio of the power storage amounts E2, E3 of the slave batteries 60, 62 to the power storage capacity RC2, RC3 based on the integrated value of the charge / discharge currents Ib2, Ib3 detected by the current sensors 61b, 63b. The ratios SOC2 and SOC3 are calculated, or the calculated power storage ratios SOC2 and SO2 3 and based on the battery temperature Tb2, Tb3 are or calculating the input and output limits Win2, Wout2, Win3, Wout3 slave batteries 60 and 62. The battery ECU 52 also has a master battery 50 and a slave battery 60 that are the sum (E1 + E2 + E3) of the storage amounts E1, E2, and E3 obtained by multiplying the calculated storage rates SOC1, SOC2, and SOC3 by the respective storage capacities RC1, RC2, and RC3. , 62 is calculated as a total storage ratio SOC which is a ratio to the total storage capacity (RC1 + RC2 + RC3). The input / output limits Win1 and Wout1 of the master battery 50 are set to basic values of the input / output limits Win1 and Wout1 based on the battery temperature Tb1, and the output limiting correction coefficient and the input are set based on the storage ratio SOC1 of the master battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win1 and Wout1 by the correction coefficient. Further, the input / output limits Win2, Wout2, Win3, Wout3 of the slave batteries 60, 62 can be set similarly to the input / output limits Win1, Wout1 of the master battery 50. Further, in the embodiment, the master battery 50 and the slave batteries 60 and 62 have the same storage capacities RC1, RC2, and RC3 (hereinafter, may be collectively referred to as the storage capacities RC).

  In the second low voltage system, a charger 90 is connected in parallel to the slave batteries 60 and 62 with respect to the slave booster circuit 65, and a vehicle side connector 92 is connected to the charger 90. The vehicle-side connector 92 is formed so that an external power-side connector 102 connected to an AC external power source (for example, a household power source (AC100V)) 100 that is a power source outside the vehicle can be connected. The charger 90 includes a charging relay that connects and disconnects the second low-voltage system and the vehicle-side connector 92, an AC / DC converter that converts AC power from the external power source 100 into DC power, and AC / DC. A DC / DC converter that converts the voltage of the DC power converted by the converter and supplies the converted voltage to the second low voltage system is provided.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a voltage (high voltage system voltage) VH from the voltage sensor 57 a attached between the terminals of the capacitor 57 and a voltage from the voltage sensor 58 a attached between the terminals of the capacitor 58 ( (Voltage of the first low voltage system) VL1, voltage from the voltage sensor 68a attached between the terminals of the capacitor 68 (second low voltage system voltage) VL2, on the high voltage system power line 54 side of the slave side booster circuit 65. The slave side current Ibs from the current sensor 65 a attached to the terminal, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83 are detected. The accelerator opening from the accelerator pedal position sensor 84 cc, brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, and electric travel that cancels the electric travel priority mode described later and sets the hybrid travel priority mode An EV cancel SW signal EVCN or the like from a priority mode cancel switch (hereinafter referred to as “EV cancel SW”) 89 is input via an input port. From the hybrid electronic control unit 70, a switching control signal to the switching element of the master side booster circuit 55, a switching control signal to the switching element of the slave side booster circuit 65, and a drive signal to the system main relays 56, 66, 67 , A control signal to the charger 90 is output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so as to be torque-converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, required power, and charging / discharging of the master battery 50 and the slave batteries 60 and 62 The engine 22 is operated and controlled so that power corresponding to the sum of necessary electric power is output from the engine 22, and all or all of the power output from the engine 22 with charging / discharging of the master battery 50 and the slave batteries 60 and 62 is performed. Part of it is the power distribution and integration mechanism 30 and the motor MG. Charging / discharging operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with torque conversion by the motor MG2, and the operation of the engine 22 is stopped to obtain the required power from the motor MG2. There is a motor operation mode in which operation control is performed to output matching power to the ring gear shaft 32a. Both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the drive shaft 32 with the operation of the engine 22. Can be considered as an engine operation mode.

  In the hybrid vehicle 20 of the embodiment, when the external power supply side connector 102 and the vehicle side connector 92 are connected after stopping the system at home or at a preset charging point, the charging relay in the charger 90 is connected. From the external power supply 100 by turning on and off the system main relays 56, 66, 67 and controlling the master side booster circuit 55, the slave side booster circuit 65, and the AC / DC converter or DC / DC converter in the charger 90. The master battery 50 and the slave batteries 60 and 62 are set to a predetermined charge state lower than full charge or full charge (for example, a state where the storage ratios SOC1, SOC2, and SOC3 are 80% or 85%). In this way, when the system is started (ignition-on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged, the power from the master battery 50 and the slave batteries 60 and 62 is used. Thus, it is possible to travel a certain distance (time) by electric traveling. In addition, since the hybrid vehicle 20 of the embodiment includes the slave batteries 60 and 62 in addition to the master battery 50, the travel distance (travel time) traveled by electric travel is made longer than that of only the master battery 50. be able to.

  FIG. 2 is a flowchart illustrating an example of a travel mode setting routine executed by the hybrid electronic control unit 70 according to the embodiment when the system is activated. When the system is started and this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the total power storage ratio SOC (step S100), and the input total power storage ratio SOC can be electrically driven to some extent. It is determined whether or not the total power storage ratio SOC is equal to or higher than a preset threshold Sev (for example, 40% or 50%) (step S110). When the total power storage ratio SOC is equal to or higher than the threshold Sev, traveling in the motor operation mode is performed. The electric travel priority mode that gives priority to (electric travel) is set as the travel mode (step S120), and the travel in the engine operation mode (hybrid travel) is prioritized when the total power storage ratio SOC is less than the threshold Sev. Set the hybrid driving priority mode as the driving mode. Flop S180), and ends the present routine. Here, the total power storage ratio SOC is the sum (E1 + E2 + E3) of the storage amounts E1, E2, and E3 obtained by multiplying the storage ratios SOC1, SOC2, and SOC3 by the respective storage capacities RC1, RC2, and RC3, and the slave battery. What is set as a ratio to the total storage capacity (RC1 + RC2 + RC3) of 60 and 62 is input from the battery ECU 52 by communication. Further, in the embodiment, when the hybrid travel priority mode is set as the travel mode when the total power storage ratio SOC is less than the threshold Sev when the system is started (step S180), the hybrid travel priority mode is set to the travel mode until the system is stopped. It was supposed to be set continuously.

  When the electric travel priority mode is set as the travel mode in step S120, data necessary for setting the travel mode such as the total power storage ratio SOC and the EV cancel SW signal EVCN from the EV cancel SW 89 is input (step S130). The cancel SW signal EVCN is checked (step S140), and when the EV cancel SW signal EVCN is off, it is determined whether or not the total storage ratio SOC is equal to or greater than a threshold value Shv (for example, 20% or 30%) (step S150). When the total power storage ratio SOC is equal to or greater than the threshold value Shv, the electric travel priority mode is set as the travel mode (step S160), and the process returns to step S130.

  When the total power storage ratio SOC decreases due to traveling in the electric travel priority mode and becomes less than the threshold value Shv (step S150), the hybrid travel priority mode is set as the travel mode (step S180), and this routine is terminated. . When the hybrid travel priority mode is set as the travel mode because the total power storage ratio SOC is less than the threshold value Shv (step S180), the hybrid travel priority mode is continuously set as the travel mode until the system is stopped.

  If the driver turns on the EV cancel SW 89 while traveling in the electric travel priority mode, it is determined in step S140 that the EV cancel SW signal EVCN is on, and the hybrid travel priority mode is set as the travel mode. (Step S170), the process returns to Step S130. Thereafter, while the EV cancel SW 89 is on, the EV cancel SW signal EVCN is determined to be on in step S140, so the hybrid travel priority mode is set as the travel mode (step S170).

  When the driver turns on the EV cancel SW 89 and turns off the EV cancel SW 89 while traveling in the hybrid travel priority mode, it is determined in step S140 that the EV cancel SW signal EVCN is off and the system is started. Similarly to the case where the electric travel priority mode is set later, when the total power storage ratio SOC is equal to or greater than the threshold value Shv, the electric travel priority mode is set as the travel mode (steps S150 and S160), and the process returns to step S130 to return to the total power storage ratio. When the SOC is less than the threshold value Shv, the hybrid travel priority mode is set as the travel mode (steps S150 and S180), and this routine is terminated.

  In the hybrid vehicle 20 of the embodiment, when traveling in the electric travel priority mode, the connection state of the master battery 50 and the slave batteries 60 and 62 is switched by a connection state setting routine illustrated in FIG. This routine is executed by the hybrid electronic control unit 70. When the connection state setting routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly uses the power from the external power supply 100 and the master battery 50 and the slave batteries 60 and 62 are sufficiently charged. When activated (ignition on), the system main relays 56 and 66 are turned on and the first connection state (the master battery 50 and the master side booster circuit 55 are connected and the slave battery 60 and the slave side booster circuit 65 are connected) (Step S200). Subsequently, the electric running is performed by a booster circuit control to be described later which controls the master booster circuit 55 and the slave booster circuit 65 so that the storage rate SOC2 of the slave battery 60 rapidly decreases as compared with the storage rate SOC1 of the master battery 50. When the vehicle travels in the priority mode and the storage ratio SOC2 of the slave battery 60 reaches less than the threshold value Sref (steps S210 and S220), the system main relay 66 is turned off and the system main relay 67 is turned on from the first connection state. Switching to a two-connection state (a state in which the connection between the slave battery 60 and the slave booster circuit 65 is released and the slave battery 62 and the slave booster circuit 65 are connected) (step S230). Here, in the embodiment, a value corresponding to the threshold value Shv is used as the threshold value Sref. Then, when the vehicle is driven in the electric travel priority mode while controlling the master-side booster circuit 55 and the slave-side booster circuit 65 and the total storage ratio SOC reaches less than the threshold value Shv (steps S240 and S250), the system is changed from the second connection state to the system. The main relay 67 is switched off to switch to the slave cutoff state (the state where the connection between the slave battery 62 and the slave booster circuit 65 is released) (step S260), and this routine ends. In the slave cut-off state, the vehicle travels in the hybrid travel priority mode while intermittently operating the engine 22 based on the required power required by the vehicle (required power Pe * described later). In the hybrid vehicle 20 according to the embodiment, when the system is started up with the master battery 50 and the slave batteries 60 and 62 being not charged using the power from the external power supply 100, the master battery 50 and the slave batteries 60 and 62 are activated. Depending on the storage ratios SOC1, SOC2, SOC3, etc., the vehicle starts traveling in any of the first connection state, the second connection state, and the slave cutoff state.

  In the hybrid vehicle 20 of the embodiment, the master side booster circuit 55 and the slave side booster circuit 65 are controlled by an electric travel boost circuit control routine illustrated in FIG. This routine is executed by the hybrid electronic control unit 70 every predetermined time (for example, every several milliseconds). When the electric travel time boost circuit control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first stores the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the rotational speeds Nm1 and Nm2, and the storage ratio of the master battery 50. SOC1 and storage ratios SOC2 and SOC3 of the slave batteries 60 and 62, the high voltage system voltage VH from the voltage sensor 57a, the slave side current Ibs from the current sensor 65a, the connection state set by the connection state setting routine of FIG. Data necessary for control is input (step S300), and the predetermined storage ratios Sref1, Sref2, and Sref3 are subtracted from the input storage ratio SOC1 of the master battery 50 and the storage ratios SOC2 and SOC3 of the slave batteries 60 and 62, respectively. Difference ΔSOC1, ΔSOC2, Δ Executing a process of calculating OC3 (step S310). Here, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are input as set by a drive control routine described later. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. The storage ratio SOC1 of the master battery 50 and the storage ratios SOC2 and SOC3 of the slave batteries 60 and 62 are calculated based on the integrated values of the charge / discharge currents Ib1, Ib2, and Ib3 detected by the current sensors 51b, 61b, and 63b, respectively. Things are input from the battery ECU 52 by communication. In the embodiment, the predetermined power storage ratios Sref1, Sref2, and Sref3 are values corresponding to the threshold value Shv.

  Subsequently, the target voltage VHtag of the high voltage system power line 54 is set based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the rotation speeds Nm1, Nm2 (step S320), and the voltage VH of the high voltage system is set. Is set to a voltage command VH * used for controlling the master-side booster circuit 55 by voltage feedback control for making the target voltage VHtag become the target voltage VHtag (step S330). Here, in the embodiment, the target voltage VHtag is a voltage that can drive the motor MG1 at a target operating point (torque command Tm1 *, rotation speed Nm1) of the motor MG1 and a target operating point (torque command Tm2 *, rotation speed) of the motor MG2. Nm2) is set to the larger voltage of the voltages that can drive the motor MG2.

  Next, the connection state is checked (step S340). In the first connection state, the master battery 50 and the motors MG1, MG2 side are based on the storage ratio differences ΔSOC1, ΔSOC2, ΔSOC3 of the master battery 50 and the slave batteries 60, 62. Ratio of the power exchanged between the connected slave battery and the motors MG1 and MG2 to the sum of the power exchanged between the connected slave battery and the electric power exchanged between the connected slave battery and the motors MG1 and MG2 Dr is calculated by the following equation (1) (step S350), and in the second connection state, the distribution ratio Dr is calculated by the equation (2) based on the storage ratio differences ΔSOC1 and ΔSOC3 of the master battery 50 and the slave battery 62. (Step S352) When the slave is cut off, the distribution ratio Dr is set to 0. (Step S354). The distribution ratio Dr is calculated in the same manner as the timing at which the storage ratio SOC1 of the master battery 50 becomes less than the predetermined storage ratio Sref1 and the timing at which the storage ratio SOC3 of the slave battery 62 reaches less than the predetermined storage ratio Sref3. At the same time, the total power storage ratio SOC is less than the threshold value Shv.

Dr = (ΔSOC2 + ΔSOC3) / (ΔSOC1 + ΔSOC2 + ΔSOC3) (1)
Dr = ΔSOC3 / (ΔSOC1 + ΔSOC3) (2)

  Then, by multiplying the sum of the power consumption of the motors MG1 and MG2 by the distribution ratio Dr by the following equation (3), the slave-side target power Pbstag that is the power to be exchanged between the connected slave battery and the motors MG1 and MG2 is obtained. The slave side power command Pbs is calculated by power feedback control for calculating (step S360) and making the power (VH · Ibs) exchanged between the connected slave battery and the motors MG1, MG2 become the slave side target power Pbstag. * Is set (step S370). The master booster circuit 55 is controlled by the voltage command VH * so that the voltage VH of the high voltage system power line 54 becomes the target voltage VHtag (step S380), and the connected slave battery and the motor MG1 are controlled by the slave power command Pbs *. , The slave side booster circuit 65 is controlled so that the power exchanged with the MG2 side becomes the slave side power command Pbs * (step S390), and the booster circuit control routine is terminated. By such control, adjustment of the voltage VH of the high voltage system power line 54, power exchanged between the master battery 50 and the motors MG1 and MG2, and exchange between the connected slave battery and the motors MG1 and MG2 are performed. Power can be adjusted.

  Pbstag = (Tm1 * ・ Nm1 + Tm2 * ・ Nm2) ・ Dr (3)

  FIG. 5 shows an example of changes over time in the storage ratio SOC1 of the master battery 50, the storage ratios SOC2 and SOC3 of the slave batteries 60 and 62, the overall storage ratio SOC, and the output limit Wout when the electric travel is uniformly performed in the electric travel priority mode. It is explanatory drawing which shows. Here, the output limit Wout is the sum of the output limit Wout1 of the master battery 50 and the output limit of the connected slave battery, that is, the output limit Wout1 of the master battery 50 and the output limit Wout2 of the slave battery 60 in the first connection state. This is the sum of the output limit Wout1 of the master battery 50 and the output limit Wout3 of the slave battery 62 in the second connection state, and the output limit Wout1 of the master battery 50 in the slave cutoff state. As shown in the figure, since the master battery 50 and the slave battery 60 are discharged from the running start time T1 in the first connection state, both the storage ratio SOC1 of the master battery 50 and the storage ratio SOC2 of the slave battery 60 decrease. However, the power supplied from the slave battery 60 to the motors MG1 and MG2 is larger than the power supplied from the master battery 50 to the motors MG1 and MG2 because of the distribution ratio Dr calculated by the equation (1). Therefore, the decrease in the storage ratio SOC2 of the slave battery 60 is sharper than the decrease in the storage ratio SOC1 of the master battery 50. The storage ratio SOC2 of the slave battery 60 is switched from the first connection state to the second connection state at time T2 when the storage ratio SOC2 of the slave battery 60 is less than the predetermined storage ratio Sref2, and discharged from the master battery 50 and the slave battery 62. Both SOC1 and storage ratio SOC3 of slave battery 62 decrease. At this time, the power supplied from the slave battery 62 to the motors MG1 and MG2 is compared with the power supplied from the master battery 50 to the motors MG1 and MG2 because of the distribution ratio Dr calculated by the equation (2). Therefore, the decrease in the storage ratio SOC3 of the slave battery 62 is sharper than the decrease in the storage ratio SOC1 of the master battery 50. Then, when the power storage rate SOC1 of the master battery 50 becomes less than the predetermined power storage rate Sref1 and the power storage rate SOC3 of the slave battery 62 becomes less than the predetermined power storage rate Sref3, the slave battery shuts off when the total power storage rate SOC becomes lower than the threshold value Shv. At the same time, the electric travel priority mode is switched to the hybrid travel priority mode.

  In the hybrid vehicle 20 of the embodiment, the master side booster circuit 55 and the slave side booster circuit 65 are controlled by a hybrid travel time boost circuit control routine illustrated in FIG. 6 when performing hybrid travel. When the hybrid travel time boosting circuit control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first stores the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the rotational speeds Nm1 and Nm2, and the storage ratio of the master battery 50. SOC1 and management center Sc1, storage ratios SOC2 and SOC3 of slave batteries 60 and 62, management center Scs of connected slave battery, high voltage system voltage VH from voltage sensor 57a, slave side current Ibs from current sensor 65a, FIG. Data necessary for control such as the connection state set by the connection state setting routine is input (step S400). Here, it is assumed that the management center Sc1 of the master battery 50 and the management center Scs of the connected slave battery are input as set by the charge / discharge required power setting process described later. When the data is input in this way, the target voltage VHtag of the high voltage system power line 54 is set based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the rotational speeds Nm1, Nm2 (step S420). The voltage command VH * is set by voltage feedback control for causing the voltage VH to become the target voltage VHtag (step S430).

  Then, the connection state is checked (step S440). When the connection state is the first connection state, the storage ratio SOC1 of the master battery 50 and the management center Sc1, the storage ratio SOC2 of the slave battery 60, and the management center Scs of the connected slave battery are determined. Based on the storage ratio SOC1 of the master battery 50, the management center Sc1, the storage ratio SOC3 of the slave battery 62, and the management center Scs of the connected slave battery in the second connection state. The distribution ratio Dr is set (step S452), and the value 0 is set to the distribution ratio Dr when the slave is disconnected (step S454). Specifically, in the distribution ratio Dr, in the first connection state, the storage ratios SOC1 and SOCs of the master battery 50 and the slave battery 60 are managed based on the management centers Sc1 and Scs, respectively (respectively management centers Sc1 and Scs. In the second connection state, the storage ratios SOC1 and SOC3 of the master battery 50 and the slave battery 62 are managed based on the management centers Sc1 and Scs, respectively (in the vicinity of the management centers Sc1 and Scs, respectively). The distribution ratio Dr is set as follows.

  When the distribution ratio Dr is set in this way, the slave-side target power Pbstag is calculated by multiplying the sum of the power consumption of the motors MG1 and MG2 by the distribution ratio Dr by the above-described equation (3) (step S460), and the connected slave battery and the motor The slave side power command Pbs * is set by power feedback control so that the power (VH · Ibs) exchanged between the MG1 and MG2 side becomes the slave side target power Pbstag (step S470), and the voltage command The master side booster circuit 55 is controlled by VH * so that the voltage VH of the high voltage system power line 54 becomes the target voltage VHtag (step S480), and the connected slave battery and the motors MG1, MG2 side are connected by the slave side power command Pbs *. Is exchanged between the slave side power command Pb * A so as to control the slave side step-up circuit 65 (step S490), and terminates the boost circuit control routine. By such control, adjustment of the voltage VH of the high voltage system power line 54, power exchanged between the master battery 50 and the motors MG1 and MG2, and exchange between the connected slave battery and the motors MG1 and MG2 are performed. Power can be adjusted. Then, it is possible to manage the storage ratio SOC1 of the master battery 50 based on the management center Sc1 (near the management center Sc1) and to store the storage ratio SOCs of the connected slave battery (the storage ratio of the slave battery 60 when in the first connection state). When the SOC2 is in the second connection state, the storage ratio SOC3 of the slave battery 62) can be managed based on the management center Scs (near the management center Scs).

  Next, drive control in the hybrid vehicle 20 of the embodiment will be described. FIG. 7 is a flowchart showing an example of an electric travel priority drive control routine executed by the hybrid electronic control unit 70 when traveling in the electric travel priority mode, and FIG. 8 is a diagram for the hybrid when traveling in the hybrid travel priority mode. 3 is a flowchart showing an example of a hybrid travel priority drive control routine executed by an electronic control unit 70. Hereinafter, it demonstrates in order.

  When the electric travel priority drive control routine of FIG. 7 is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the motor MG1, and so on. Data necessary for control, such as the rotational speeds Nm1, Nm2, input / output limits Win, Wout of the MG2, are input (step S500), and the driving wheel is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. A required torque Tr * to be output to a ring gear shaft 32a as a drive shaft connected to 63a, 63b and a traveling power Pdrv * required for the vehicle for traveling are set (step S510), and an output limit Wout is set. Is set to a threshold value Pstart for starting the engine 22 (step S520).Here, like the output limit Wout, the input limit Win is the sum of the input limit Win1 of the master battery 50 and the input limit of the connected slave battery. In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 9 shows an example of the required torque setting map. The travel power Pdrv * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, it is determined whether the engine 22 is operating or stopped (step S530). If the engine 22 is stopped, is the set traveling power Pdrv * less than or equal to the threshold value Pstart? If the traveling power Pdrv * is equal to or less than the threshold value Pstart, it is determined that the electric traveling should be continued, and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S550). ), A value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a torque command Tm2 * to be output from the motor MG2 (step S552), and the set torque commands Tm1 * and Tm2 * are sent to the motor ECU 40. This is transmitted (step S554), and this routine is terminated. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of switching elements (not shown) of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft. FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 during electric travel. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown.

  If it is determined in step S540 that the traveling power Pdrv * is greater than the threshold value Pstart, the engine 22 is started (step S570). Here, the engine 22 is started by outputting torque from the motor MG1 and outputting torque that causes the motor MG2 to cancel torque output to the ring gear shaft 32a as a drive shaft in accordance with the output of this torque. Is performed, and fuel injection control and ignition control are started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm). During the start of the engine 22, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a. That is, the torque to be output from the motor MG2 is the sum of the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when the engine 22 is cranked. Torque.

  When the engine 22 is started, charge / discharge request power Pb * (charge side is positive) is set by a charge / discharge request power setting process described later (step S572), and the travel power Pdrv * and charge / discharge request power Pb * are set. Is set as the operation point at which the engine 22 should be operated based on the required power Pe * and the operation line for operating the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * are set (step S580), and the following equation is used by using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. The target rotational speed Nm1 * of the motor MG1 is calculated by (4), and the calculated target rotational speed Nm1 * and the input motor MG1 Calculating a torque command Tm1 * to be output from the motor MG1 by the formula (5) based on the rotation speed Nm1 (step S582). FIG. 11 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Expression (4) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 12 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, two thick arrows on the R axis indicate that torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and torque Tm2 output from the motor MG2 is applied to the ring gear shaft 32a via the reduction gear 35. And acting torque. Expression (4) can be easily derived by using this alignment chart. Here, Expression (5) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (5), “k1” in the second term on the right side is a gain of a proportional term. Yes, “k2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (4)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (5)

  Then, a torque command Tm2 * to be output from the motor MG2 by adding the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr * and further dividing by the gear ratio Gr of the reduction gear 35. Is calculated by the following equation (6) (step S584), the target engine speed Ne * and target torque Te * of the engine 22 are determined by the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are determined by the motor ECU 40. Each is transmitted (step S586), and this routine is finished. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. By such control, the required power Pe * can be efficiently output from the engine 22, and the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft for traveling. Here, Equation (6) can be easily derived from the alignment chart of FIG.

  Tm2 * = (Tr * + Tm1 * / ρ) / Gr (6)

  When traveling using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S530 that the engine 22 is in operation, so the traveling power Pdrv * is set as a margin from the threshold value Pstart. Is compared with a value obtained by subtracting the predetermined power α (step S560). Here, the predetermined power α is for providing hysteresis so that the engine 22 is not frequently started and stopped when the traveling power Pdrv * is in the vicinity of the threshold value Pstart, and can be set as appropriate. . When the traveling power Pdrv * is equal to or greater than a value obtained by subtracting the predetermined power α from the threshold value Pstart, it is determined that the operation of the engine 22 should be continued, and the request as the sum of the traveling power Pdrv * and the charge / discharge required power Pb *. While outputting the power Pe * from the engine 22 efficiently, the required rotational speed Ne *, the target torque Te *, and the motors MG1, MG2 Processing for setting torque commands Tm1 * and Tm2 * and transmitting them to engine ECU 24 and motor ECU 40 is executed (steps S572 to S586), and this routine is terminated. When the traveling power Pdrv * is less than a value obtained by subtracting the predetermined power α from the threshold value Pstart, the operation of the engine 22 is stopped (step S590), and a value 0 is set in the torque command Tm1 * of the motor MG1 so as to perform electric traveling. A value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as the torque command Tm2 * of the motor MG2, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (steps S550 to S554). This routine is terminated.

  The hybrid travel priority drive control routine of FIG. 8 is executed when the hybrid travel priority mode is set as the travel mode. When this routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2. , Input / output restrictions Win, Wout and other data necessary for control are input (step S600), the required torque Tr * is set using the required torque setting map of FIG. 9, and the rotation of the ring gear shaft 32a is set to the required torque Tr *. The traveling power Pdrv * is set as the sum of the product of the number Nr and the loss Loss as a loss (step S610).

  Next, charge / discharge required power Pb * (charge side is assumed to be positive) is set by a charge / discharge required power setting process described later (step S612), and the sum of travel power Pdrv * and charge / discharge required power Pb * is set. In order to start the engine 22 with the power Phv set in advance as a power slightly larger than the minimum power capable of operating the engine 22 efficiently (step S615). Is set to the threshold value Pstart (step S620). Subsequently, it is determined whether the engine 22 is operating or stopped (step S630). When the engine 22 is stopped, it is determined whether or not the required power Pe * is equal to or less than the threshold value Pstart. When the determination is made (step S640) and the required power Pe * is equal to or less than the threshold value Pstart, it is determined that the vehicle should be electrically driven, a value 0 is set in the torque command Tm1 * of the motor MG1 (step S650), and the required torque Tr * Divided by the gear ratio Gr of the reduction gear 35 is set as a torque command Tm2 * to be output from the motor MG2 (step S652), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S654). ), This routine is terminated. By such control, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft.

  If it is determined in step S640 that the required power Pe * is larger than the threshold value Pstart, the engine 22 is started (step S670), and based on the required power Pe * and an operation line (see FIG. 11) for operating the engine 22 efficiently. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S680), the target rotational speed Nm1 * of the motor MG1 is calculated by the above equation (4), and the motor MG1 is calculated by the equation (5). Torque command Tm1 * is calculated (step S682), torque command Tm2 * of motor MG2 is calculated by equation (6) (step S684), and target engine speed Ne * and target torque Te * of engine 22 are determined by engine ECU 24. The motor ECU 40 receives torque commands Tm1 * and Tm2 * for the motors MG1 and MG2. And respectively transmitted (step S686), and terminates this routine. By such control, the required power Pe * can be efficiently output from the engine 22, and the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft for traveling.

  When the running using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S630 that the engine 22 is in operation, and the required power Pe * is set to a predetermined power as a margin from the threshold value Pstart. The value is compared with the value obtained by subtracting γ (step S660). Here, the predetermined power γ is for giving a hysteresis so that the engine 22 is not frequently started and stopped when the required power Pe * is in the vicinity of the threshold value Pstart, similarly to the above-described predetermined power α. is there. The predetermined power γ may be the same value as the predetermined power α or may be a value different from the predetermined power α. When the required power Pe * is equal to or greater than the value obtained by subtracting the predetermined power γ from the threshold value Pstart, it is determined that traveling using the power from the engine 22 should be continued, and the required power Pe * is output from the engine 22 efficiently. The engine 22 is set with a target rotational speed Ne *, a target torque Te *, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as a drive shaft. Processing to be transmitted to the ECU 24 and the motor ECU 40 is executed (steps S680 to S686), and this routine is terminated. When the required power Pe * is less than the value obtained by subtracting the predetermined power γ from the threshold value Pstart, the operation of the engine 22 is stopped (step S690), and a value 0 is set for the torque command Tm1 * of the motor MG1 so that electric driving is performed. A value obtained by dividing the torque Tr * by the gear ratio Gr of the reduction gear 35 is set as the torque command Tm2 * of the motor MG2, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (steps S650 to S654). This routine ends.

  Normally, the output limit Wout when the electric travel priority mode is set as the travel mode is larger than the power Phv set in advance as a power slightly larger than the minimum power at which the engine 22 can be efficiently operated. When the travel priority mode is set as the travel mode, electric travel is more likely to be permitted than when the hybrid travel priority mode is set as the travel mode. Therefore, when the electric travel priority mode is set as the travel mode, the electric travel can be facilitated until the storage ratios SOC1, SOC2, and SOC3 of the master battery 50 and the slave batteries 60 and 62 become small.

  Next, processing for setting the charge / discharge required power Pb * used in the electric travel priority drive control routine of FIG. 7 and the hybrid travel priority drive control routine of FIG. 8 by the charge / discharge required power setting processing of FIG. 13 will be described. In the charge / discharge required power setting process, the CPU 72 of the hybrid electronic control unit 70 connects the storage ratios SOC1, SOC2, SOC3 of the master battery 50 and the slave batteries 60, 62 and the connection state set by the connection state setting routine of FIG. Is input (step S700), and the input connection state is checked (step S710). Hereinafter, for convenience of explanation, the case of the slave cutoff state will be described first, and then the case of the first connection state or the second connection state will be explained.

  In the slave cut-off state, the power storage of the master battery 50 is set to the connected total power storage ratio SOCt, which is the ratio of the total power stored in the batteries connected to the motors MG1 and MG2 (hereinafter referred to as the connected battery) to the total storage capacity of the connected battery The ratio SOC1 is set (step S720), and a predetermined power storage ratio Sref1 is set to the connection total management center Sct, which is the management center for managing the connection total power storage ratio SOCt (step S722), and the set connection total management center Sct is set. And charging / discharging required power Pb * is set based on the total connected power storage ratio SOCt (step S770), and this routine is terminated. Here, in the embodiment, the charge / discharge required power Pb * is determined as a charge / discharge required power setting map by predetermining a relationship among the total connection power storage ratio SOCt, the overall connection management center Sct, and the charge / discharge required power Pb *. In addition, when the total connection power storage ratio SOCt and the total connection management center Sct are given, the corresponding charge / discharge required power Pb * is derived and set from the map. An example of the charge / discharge required power setting map is shown in FIG. In the embodiment, as shown in the figure, a slight dead zone is provided centering on the overall connection management center Sct, and when the overall connection power storage ratio SOCt exceeds the dead zone from the overall connection management center Sct, the charge / discharge required power Pb on the discharge side is increased. When * (negative value) is set and the overall connection power storage ratio SOCt decreases from the overall connection management center Sct beyond the dead zone, the charge / discharge required power Pb * (positive value) is set. By controlling the engine 22, the motors MG1, MG2 and the master side booster circuit 55 using the charging / discharging required power Pb * set in this way, the total connection power storage ratio SOCt (in this case, the power storage ratio SOC1 of the master battery 50) is obtained. Management is possible based on the overall connection management center Sct (in this case, the predetermined power storage ratio Sref1).

  In step S710, in the first connection state, the storage ratio SOC2 of the slave battery 60 is set in the storage ratio SOCs of the connected slave battery (step S730). In the second connection state, the storage battery SOC in the connection slave battery SOCs is set in the slave battery 62. Is set (step S732), and the storage ratio SOC1 and storage capacity RC1 of the master battery 50, the storage ratio SOCs of the connected slave battery, and the storage capacity RCs of the connected slave battery (when the slave battery 60 is in the first connection state) are set. Using the storage capacity RC2 and the storage capacity RC3 of the slave battery 62 in the second connection state, the total connection storage ratio SOCt is calculated by the following equation (7) (step S734). In the embodiment, since the master battery 50 and the slave batteries 60 and 62 have the same storage capacity RC, the overall connection ratio SOCt is an average value of the storage ratio SOC1 of the master battery 50 and the storage ratio SOCs of the connected slave battery. be equivalent to.

  SOCt = (SOC1 ・ RC1 + SOCs ・ RCs) / (RC1 + RCs) (7)

  Next, a value of 0 is set when the vehicle is electrically driven in the electric drive priority mode in the first connection state or the second connection state, and the management centers Sc1, Scs and the entire connection management are performed in the processes of steps S750 to S770 described later. The value of the management center setting flag Fsc that is set to 1 when the center Sct is set is checked (step S740). In the embodiment, in the first connection state or the second connection state, when the EV cancellation SW 89 is off and the first condition in which the traveling power Pdrv * is greater than the threshold value Pstart is satisfied, The charge / discharge required power Pb * set in this routine is used when traveling by switching the travel mode from the electric travel priority mode to the hybrid travel priority mode when the second condition for turning on the SW 89 is established. It is determined whether or not the process of step S740 is immediately after the first condition or the second condition is satisfied (when the connection overall management center Sct used for setting the charge / discharge required power Pb * has not been set yet). It is processing to do.

  When the management center setting flag Fsc is 0, it is determined that the first condition or the second condition is satisfied, and the power storage ratio SOC1 of the master battery 50 is compared with the management center upper and lower limits Slo1 and Shi1 of the master battery 50. At the same time (step S750), the storage ratio SOCs of the connected slave battery is set to the upper and lower limits Slos and Shis of the management center of the connected slave battery. The control center upper and lower limits Slo3, Shi3) of the slave battery 62 are compared (step S752). Here, the management center upper and lower limits are set in order to suppress overcharge and overdischarge of the battery, and in the embodiment, the management center lower and upper limits Slo1, Slos (Slo2 or Slo3) are the same value (for example, 26 %, 30%, etc., and Slo1 and Slos are hereinafter collectively referred to as “Slo”), and the management center upper limit Shi1, Shis (Shi2 or Shi3) is the same value (for example, 70% or 74). Hereinafter, Shi1 and Shis may be collectively referred to as “Shi”).

  When the power storage rate SOC1 of the master battery 50 is within the range of the management center upper and lower limits Slo1, Shi1 and the power storage rate SOCs of the connected slave battery is within the range of the control center upper and lower limits Slos, Shis, the power storage rate SOC1 of the master battery 50 The management center Sc1 is set and the storage ratio SOCs is set to the management center Scs of the connected slave battery (step S754). When the storage ratio SOC1 of the master battery 50 is outside the range of the management center upper and lower limits Slo1 and Shi1, the master battery 50 is set. The storage center SOC1 of the master battery 50 is determined by the following equation (8) using the storage ratio SOC1 and the management center upper and lower limits Slo1 and Shi1, and the storage ratio SOCs of the connected slave battery, the management center upper and lower limits Slos and Shis, and the master battery 50 power savings The management center Scs of the connected slave battery is set by the equation (9) using the SOC1 (step S756), and the storage ratio SOC1 of the master battery 50 is within the range of the management center upper and lower limits Slo1, Shi1, but the connected slave battery When the storage ratio SOCs is outside the range of the management center upper and lower limits Slos and Shis, the management center Scs of the connected slave battery is calculated by the following equation (10) using the storage ratio SOCs of the connected slave battery and the management center upper and lower limits Slos and Shis. The management center Sc1 of the master battery 50 is set by the equation (11) using the storage ratio SOC1 of the master battery 50, the upper and lower limits Slo1 and Shi1 of the management center, and the storage ratio SOCs of the connected slave battery (step S758). That is, at a predetermined time when the first condition or the second condition is satisfied in the first connection state or the second connection state, the master battery 50 has a predetermined power storage rate SOC1 (hereinafter referred to as a predetermined power storage rate Sset1) and a connected slave battery. When the predetermined power storage ratio SOCs (hereinafter referred to as the predetermined power storage ratio Sset2) is within the management center upper and lower limits Slo and Shi, the predetermined power storage ratios Sset1 and Sset2 are set to the management centers Sc1 and Scs, respectively. When the predetermined power storage ratio Sset1 is outside the range of the management center upper and lower limits Slo, Shi, the management center upper / lower limit Slo, Shi that is closer to the predetermined power storage ratio Sset1 is set as the management center Sc1 and changed (Sc1-Sset1) A value obtained by correcting the predetermined-time power storage ratio Sset2 in the direction to cancel the control center upper and lower limits Slo, S The management center Scs is set by being limited by i. When the predetermined power storage ratio Sset1 is within the range of the management center upper and lower limits Slo and Shi, and when the predetermined power storage ratio Sset2 is outside the range of the management center upper and lower limits Slo and Shi, the management center Scs The lower limit Slo, Shi is set to the management center Scs that is closer to the predetermined second power storage rate Sset2 and the value obtained by correcting the predetermined power storage rate Sset1 in the direction to cancel the change (Scs-Sset2) is the management center upper and lower limit Slo. , Shi to set the management center Sc1.

Sc1 = max (min (SOC1, Shi1), Slo1) (8)
Scs = max (min (SOCs- (Sc1-SOC1), Shis), Slos) (9)
Scs = max (min (SOCs, Shis), Slos) (10)
Sc1 = max (min (SOC1- (Scs-SOCs), Shi1), Slo1) (11)

  When the management centers Sc1 and Scs of the master battery 50 and the connected slave battery are set in this way, the management center Sc1 and the storage capacity RC1 of the master battery 50, the management center Scs of the connected slave battery, and the storage capacity RCs of the connected slave battery are used. The connection whole management center Sct is set by the equation (12) (step S760), the value 1 is set to the management center setting flag Fsc (step S762), and the above-mentioned is based on the connection whole management center Sct and the connection whole power storage ratio SOCt. The charge / discharge required power Pb * is set using the charge / discharge required power setting map of FIG. 14 (step S770), and this routine is terminated. That is, the required charge / discharge power Pb * is set using the connection whole management center Sct immediately after the first condition or the second condition is satisfied. In the embodiment, since the master battery 50 and the slave batteries 60 and 62 have the same storage capacity RC, the overall connection management center Sct is the average of the management center Sc1 of the master battery 50 and the management center Scs of the connected slave battery. Equal to the value. Then, when this charge / discharge required power setting process is executed after the next time, the total connection power storage ratio SOCt is calculated based on the connection state (S710, S730 to S734), and the management center setting flag Fsc is 1. The charge / discharge required power Pb * is set based on the total connection management center Sct and the total connection power storage ratio SOCt (step S770), and this routine is terminated.

  SOCt = (Sc1 ・ RC1 + Scs ・ RCs) / (RC1 + RCs) (12)

  Thus, in the embodiment, when the predetermined power storage ratio Sset1 of the master battery 50 and the predetermined power storage ratio Sset2 of the connected slave battery are both within the management center upper and lower limits Slo and Shi at a predetermined time, the predetermined power storage ratio Sset1. , Sset2 are set to the management centers Sc1 and Scs, respectively, and when one of the predetermined power storage ratio Sset1 and the predetermined power storage ratio Sset2 is outside the range of the control center upper and lower limits Slo and Shi, the predetermined power storage ratios Sset1 and Sset2 are managed. For batteries outside the range of the center upper and lower limits Slo, Shi (hereinafter referred to as out-of-range batteries), the one near the predetermined time storage ratio between the management center upper limit Shi and the management center lower limit Slo is set as the management center and stored at the predetermined time. When the ratios Sset1, Sset2 are within the range of the control center upper and lower limits Slo, Shi For the battery (hereinafter referred to as in-range battery), the value obtained by correcting the predetermined storage ratio of the in-range battery in the direction to cancel the change from the predetermined storage ratio of the out-of-range battery to the management center is set to the management center upper and lower limits Slo, Shi. The management center is set in a limited manner, and the overall connection management center Sct is set based on the set management centers Sc1 and Scs of the master battery 50 and the connected slave battery. After the predetermined time, the engine 22 and the motors MG1, MG2 are controlled and the set management centers Sc1, Scs are controlled based on the charge / discharge required power Pb * based on the connection total management center Sct and the connection total power storage ratio SOCt. The master side booster circuit 55 and the slave side booster circuit 65 are controlled by the hybrid travel time booster circuit control routine shown in FIG. As a result, when one of the predetermined power storage ratio Sset1 and the predetermined power storage ratio Sset2 is outside the range of the control center upper / lower limit Slo, Shi, the predetermined power storage ratio is set as it is in the management center of the in-range battery. Thus, the gap between the connection total management center Sct and the connection total power storage ratio SOCt at a predetermined time (hereinafter referred to as a predetermined connection total power storage ratio Ssett) can be reduced, and the connection total management closer to the predetermined connection total power storage ratio Ssett. Based on the center Sct, it is possible to manage the overall connection power storage ratio SOCt. Further, the storage ratios SOC1 and SOCs of the master battery 50 and the connected slave battery are managed based on the management centers Sc1 and Scs within the range of the management center upper and lower limits Slo and Shi (to be in the vicinity of the management centers Sc1 and Scs). it can. Hereinafter, a specific example will be described using a state in which the management centers Sc1 and Scs and the overall connection management center Sct illustrated in FIG. 15 are set. FIG. 15A shows the state of the embodiment, and FIG. 15B shows the state of the comparative example in which the power storage ratio at the predetermined time is set as it is for the management center of the in-range battery. In the example of FIG. 15, in the case where the management lower limit Slo is 26% and the management upper limit Shi is 74%, in the second connection state, the power storage rate SOC1 is 40% and the power storage rate SOCs is 80%. When the cancel SW 89 is turned on, that is, the predetermined power storage ratio Sset1 of the master battery 50 is 40%, the predetermined power storage ratio Sset2 of the connected slave battery is 80%, and the predetermined total connection power storage ratio Ssett is 60%. I am thinking about a certain time. At this time, the management center upper limit Shi (74%) is set in the management center Scs of the connected slave battery. However, in the comparative example, the management center Sc1 of the master battery 50 has a predetermined time as shown in FIG. Since the power storage ratio Sset1 (40%) is set as it is, the connection total management center Sct becomes 57%, and a deviation occurs with respect to the connection total power storage ratio Ssett (60%) at a predetermined time. On the other hand, in the embodiment, as shown in FIG. 15 (a), a value (46%) obtained by correcting the predetermined power storage ratio Sset1 (40%) in a direction to cancel the change ((Scs-Sset2), −6%). Is set as the management center Sc1, the total connection management center Sct is 60%, and the deviation from the predetermined total connection power storage ratio Ssett (60%) can be reduced.

  According to the hybrid vehicle 20 of the embodiment described above, in the first connection state or the second connection state, the first condition or EV in which the traveling power Pdrv * is greater than the threshold value Pstart when the EV cancellation SW 89 is off. When the second condition in which the cancel SW 89 is turned on is established, when the predetermined power storage ratio Sset1 of the master battery 50 and the predetermined power storage ratio Sset2 of the connected slave battery are both within the range of the control center upper and lower limits Slo, Shi. The predetermined power storage ratios Sset1 and Sset2 are set to the management centers Sc1 and Scs, respectively, and when one of the predetermined power storage ratio Sset1 and the predetermined power storage ratio Sset2 is outside the management center upper and lower limits Slo and Shi, the out-of-range battery Is the control center upper limit Shi and the control center lower limit Slo. That is, the one closer to the predetermined time storage ratio is set as the management center, and for the in-range battery, the predetermined storage ratio of the in-range battery is corrected in a direction to cancel the change from the predetermined storage ratio of the out-of-range battery to the management center. The management center is set by limiting the values with the management center upper and lower limits Slo, Shi, and the overall connection management center Sct is set based on the management centers Sc1 and Scs of the set master battery 50 and the connected slave battery. The engine side booster circuit controls the engine 22 and the motors MG1 and MG2 based on the charge / discharge required power Pb * based on the connection total management center Sct and the connection total power storage ratio SOCt, and on the basis of the set management centers Sc1 and Scs. 55 and the slave side booster circuit 65 are controlled so that the connection is closer to the total storage ratio Ssett at a given time. Based on the body management center Sct, it is possible to manage the total connection power storage ratio SOCt, and the power storage ratios SOC1 and SOCs of the master battery 50 and the connected slave battery to the management centers Sc1 and Scs within the range of the management center upper and lower limits Slo and Shi. Can be managed based on.

  In the hybrid vehicle 20 of the embodiment, when one of the predetermined power storage ratio Sset1 of the master battery 50 and the predetermined power storage ratio Sset2 of the connected slave battery is out of the upper and lower limits of the management center, the out-of-range battery is managed. The center upper limit Shi and the management center lower limit Slo that are closer to the predetermined power storage ratio are set as the management center, but the management center upper limit Shi and the management center lower limit Slo that are closer to the predetermined power storage ratio are managed. A value slightly inside (for example, several percent) of the upper and lower limits Slo and Shi may be set as the management center. Further, when one of the predetermined-time storage ratio Sset1 and the predetermined-time storage ratio Sset2 is outside the range of the management center upper and lower limits Slo, Shi, for the in-range battery, the predetermined-time storage ratio of the out-of-range battery is shifted to the management center. Although the value obtained by correcting the storage rate of the battery in the range at a predetermined time in the direction of canceling the change amount is limited by the management center upper and lower limits Slo and Shi, the management center is set, but the range of the management center upper and lower limits Slo and Shi The management center may be set by correcting the predetermined time management ratio of the in-range battery in a direction that cancels the difference between the predetermined power storage ratio of the out-of-range battery and the management center.

  In the hybrid vehicle 20 of the embodiment, in the first connection state or the second connection state, the first condition or EV cancellation SW 89 in which the traveling power Pdrv * is greater than the threshold value Pstart with the EV cancellation SW 89 turned off is turned on. The processing when setting the management centers Sc1, Scs and the overall connection management center Sct at a predetermined time when the second condition is satisfied has been described. However, when the present invention is applied to a hybrid vehicle that does not include the EV cancel SW 89, The management centers Sc1 and Scs and the overall connection management center Sct may be set in the same manner as in the embodiment only when the first condition is established in the first connection state or the second connection state. When the first condition is established in the connected state, the engine 22 and the motor MG1 are not used without using the charge / discharge required power Pb *. In the case of controlling MG2, etc., the management centers Sc1 and Scs and the overall connection management center Sct may be set only when the second condition is satisfied in the first connection state or the second connection state. In the first connection state and the second connection state, when the conditions for limiting the electric driving other than the first condition and the second condition are satisfied, the management centers Sc1, Scs and the whole connection management center Sct are the same as in the embodiment. May be set.

  In the hybrid vehicle 20 of the embodiment, the master battery 50 and the slave batteries 60 and 62 are configured as lithium ion secondary batteries having the same capacity, but may be configured as lithium secondary batteries having different storage capacities, It may be configured as a secondary battery of a different type.

  Although the hybrid vehicle 20 of the embodiment includes one master battery 50 and two slave batteries 60 and 62, the hybrid vehicle 20 may include one master battery 50 and three or more slave batteries. In this case, when traveling in the electric travel priority mode, the master battery 50 may be connected to the motors MG1 and MG2 as a connected state, and three or more slave batteries may be sequentially connected to the motors MG1 and MG2. Moreover, it is good also as what is provided with one master battery and one slave battery, and may be provided with several master batteries and several slave batteries.

  The hybrid vehicle 20 of the embodiment includes one master battery 50 and two slave batteries 60 and 62, and when traveling in the electric travel priority mode, the master battery 50 and the slave battery 60 are connected to the motor MG1 as the first connection state. , MG2 side is connected, and the master battery 50 and slave battery 62 are connected to the motors MG1, MG2 side as the second connection state, but conversely the master battery 50 and slave battery are connected as the first connection state. 62 may be connected to the motors MG1 and MG2, and the master battery 50 and the slave battery 60 may be connected to the motors MG1 and MG2 as the second connection state.

  In the hybrid vehicle 20 of the embodiment, when traveling in the electric travel priority mode, the vehicle travels electrically or travels using the power from the engine 22 by comparing the threshold value Pstart for which the output limit Wout is set and the traveling power Pdrv *. Switching between whether to drive electrically or using power from the engine 22 based on a comparison between the threshold Pstart smaller than the threshold Pstart at which the output limit Wout is set and the traveling power Pdrv * It is good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 39c and 39d in FIG. 16) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. However, the motor MG is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 230 as illustrated in the hybrid vehicle 220 of the modified example of FIG. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230. Alternatively, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 18, the power from the engine 22 is output to the axle connected to the drive wheels 39a and 39b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 39a, 39b are connected (the axle connected to the wheels 39c, 39d in FIG. 18).

  In the embodiments, the present invention has been described using a form applied to a hybrid vehicle. However, a form of a hybrid vehicle control method may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the motor MG2 corresponds to an “electric motor”, and a master battery 50 and a slave configured as a lithium ion secondary battery. The batteries 60, 62, the system main relays 56, 66, 67, the master side booster circuit 55, and the slave side booster circuit 65 correspond to “battery devices”, and the charge / discharge current Ib1 detected by the current sensors 51b, 61b, 63b. , Ib2 and Ib3, the battery ECU 52 that calculates the storage ratio SOC1 of the master battery 50 and the storage ratios SOC2 and SOC3 of the slave batteries 60 and 62 corresponds to the “storage ratio calculation means”. The storage ratio SOC1 of the master battery 50 is set as the total connection storage ratio SOCt, and the first When the connection state or the second connection state is established, the connection total storage ratio SOCt is calculated using the storage ratio SOC1 and storage capacity RC1 of the master battery 50, the storage ratio SOCs of the connected slave battery, and the storage capacity RCs of the connected slave battery. When the hybrid electronic control unit 70 that executes the processes of steps S720, S730 to S734 of the charge / discharge required power setting process corresponds to the “total connection power storage ratio calculation means” and is in the first connection state or the second connection state When the EV cancel SW 89 is OFF and the first condition in which the traveling power Pdrv * is greater than the threshold value Pstart or the second condition where the EV cancel SW 89 is ON is satisfied, the master battery 50 has a predetermined power storage ratio Sset1. And when connected to the slave battery When both of the power ratios Sset2 are within the management center upper and lower limits Slo and Shi, the predetermined power storage ratios Sset1 and Sset2 are set to the management centers Sc1 and Scs, respectively, and the predetermined power storage ratio Sset1 and the predetermined power storage ratio Sset2 When one is outside the range of the management center upper and lower limits Slo and Shi, the out-of-range battery is set to the management center of the management center upper limit Shi and the management center lower limit Slo that is closer to the predetermined power storage rate, and the in-range battery Set the management center by limiting the value obtained by correcting the storage ratio at the specified time of the in-range battery in the direction to cancel the change from the specified power storage ratio of the out-of-range battery to the management center by setting the management center upper and lower limits Slo, Shi. Management of the whole connection based on the management centers Sc1 and Scs of the master battery 50 and the connected slave battery The hybrid electronic control unit 70 that executes the processes of steps S750 to S770 of the charge / discharge required power setting process of FIG. 13 for setting the center Sct corresponds to the “management center setting means”. The charge / discharge required power setting process Pb * of FIG. 13 for setting the charge / discharge required power Pb * based on the Sct and the total connected power storage ratio SOCt is executed, or the hybrid running is performed based on the charge / discharge required power Pb *. The electric travel priority drive control routine of FIG. 7 for setting the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel and transmitting them to the engine ECU 24 and the motor ECU 40. 8 or the hybrid driving priority drive control routine of FIG. FIG. 6 controls the master-side booster circuit 55 and the slave-side booster circuit 65 so that the storage ratio SOC1 is managed based on the management center Sc1 and the storage ratio SOCs of the connected slave battery is managed based on the management center Scs. The hybrid electronic control unit 70 for executing the hybrid travel time boost circuit control routine, the engine ECU 24 for controlling the engine 22 based on the target rotational speed Ne * and the target torque Te *, and torque commands Tm1 * and Tm2. The motor ECU 40 that controls the motors MG1 and MG2 based on * corresponds to “control means”. The charger 90 corresponds to a “charger”, and is a master of the sum (E1 + E2 + E3) of the storage amounts E1, E2, E3 obtained by multiplying the storage ratios SOC1, SOC2, SOC3 by the respective storage capacities RC1, RC2, RC3. The battery ECU 52 that calculates the total storage ratio SOC, which is the ratio of the battery 50 and the slave batteries 60 and 62 to the total storage capacity (RC1 + RC2 + RC3), corresponds to the “total apparatus storage ratio”, and the EV cancel SW 89 is the “hybrid setting cancellation instruction means”. When the power storage ratio SOC is greater than or equal to the threshold Sev at the time of system startup, the electric travel priority mode is set as the travel mode. When the power storage ratio SOC is less than the threshold Sev, the hybrid travel priority mode is set as the travel mode, and the power storage ratio SOC Until electric power is less than the threshold value Shv The priority mode is continued, and the hybrid travel priority mode is set as the travel mode when the power storage ratio SOC is less than the threshold value Shv. When the driver operates the EV cancel SW 89 in the electric travel priority mode, the EV cancel SW 89 The hybrid electronic control unit 70 that executes the driving mode setting routine of FIG. 2 that switches between the hybrid driving priority mode and the electric driving priority mode according to the operation corresponds to the “driving mode setting means”, and the accelerator opening Acc and the vehicle speed V 7 is set to the power Pdrv * required for the vehicle to travel as the sum of the product of the required torque Tr * and the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. The processing in step S510 of the travel priority drive control routine and the hybrid shown in FIG. The hybrid electronic control unit 70 that executes the process of step S610 of the row priority drive control routine corresponds to the “travel power setting means”, and is based on the storage ratios SOC1, SOC2, SOC3 and the battery temperatures Tb1, Tb2, Tb3. The output limits Wout1, Wout2, Wout3 of the master battery 50 and the slave batteries 60, 62 are calculated, and the sum of the output limit Wout1 of the master battery 50 and the output limit of the connected slave battery (the output of the master battery 50 in the first connection state) The sum of the limit Wout1 and the output limit Wout2 of the slave battery 60, the sum of the output limit Wout1 of the master battery 50 and the output limit Wout3 of the slave battery 62 in the second connection state, and the output limit of the master battery 50 in the slave cutoff state Wo The hybrid electronic control unit 70 that sets ut1) as the output limit Wout corresponds to “output limit setting means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but may be a hydrogen engine or the like that can output driving power. Any type of internal combustion engine may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can generate power using power from an internal combustion engine, such as an induction motor. It doesn't matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output driving power, such as an induction motor. . The “battery device” is limited to the master battery 50 and slave batteries 60 and 62, system main relays 56, 66 and 67, master side booster circuit 55 and slave side booster circuit 65 configured as lithium ion secondary batteries. Instead of a single master battery and three or more slave batteries, a single master battery and a single slave battery, multiple master batteries and multiple slave batteries. Secondary batteries other than secondary batteries (for example, nickel hydride secondary batteries, nickel cadmium secondary batteries, lead storage batteries, etc.) and so on, a first battery part having a secondary battery, a second battery part having a secondary battery, A first connection solution for connecting and releasing the connection of the secondary battery of the battery unit to the generator and motor side Means, second connection release means for connecting and releasing the secondary battery of the secondary battery to the generator and motor side, and exchange between the secondary battery of the first battery part and the generator and motor side Ratio adjustment that can adjust the distribution ratio that is the ratio of the first power that is the generated power and the second power that is the power exchanged between the secondary battery of the second battery unit and the generator and motor side As long as it has a means, it does not matter. As the “storage ratio calculation means”, the storage ratio SOC1 of the master battery 50 and the storage ratios of the slave batteries 60 and 62 based on the integrated values of the charge / discharge currents Ib1, Ib2, and Ib3 detected by the current sensors 51b, 61b, and 63b. It is not limited to the one that calculates SOC2 and SOC3, and may be anything as long as it calculates a storage ratio that is a ratio of the storage amount of each secondary battery of the battery device to the storage capacity. As the “total connection power storage ratio calculation means”, the power storage ratio SOC1 of the master battery 50 is set as the total connection power storage ratio SOCt in the slave cutoff state, and the power storage ratio of the master battery 50 in the first connection state or the second connection state. It is not limited to the one that calculates the total connection power storage ratio SOCt using the SOC1, the power storage capacity RC1, the power storage ratio SOCs of the connected slave battery, and the power storage capacity RCs of the connected slave battery, and is connected to the generator and motor side. Any device can be used as long as it exhibits a connected total power storage ratio that is a power storage ratio of the entire secondary battery. As the “management center setting means”, in the first connection state or the second connection state, the first condition in which the EV cancel SW 89 is OFF and the traveling power Pdrv * is greater than the threshold value Pstart or the EV cancel SW 89 is ON. At a predetermined time when the second condition is satisfied, and when the predetermined power storage ratio Sset1 of the master battery 50 and the predetermined power storage ratio Sset2 of the connected slave battery are both within the range of the control center upper and lower limits Slo, Shi, the predetermined power storage ratio Sset1 and Sset2 are set to the management centers Sc1 and Scs, respectively, and when one of the predetermined-time storage ratio Sset1 and the predetermined-time storage ratio Sset2 is outside the management center upper and lower limits Slo and Shi, the management center upper limit is set for out-of-range batteries. Close to the electricity storage rate at a given time between Shi and the control center lower limit Slo Is set to the management center, and for the in-range battery, a value obtained by correcting the predetermined storage ratio of the in-range battery in a direction to cancel the change from the predetermined storage ratio of the out-of-range battery to the management center is set to the management center upper and lower limit Slo. , Shi to set the management center and set the overall connection management center Sct based on the set management centers Sc1 and Scs of the master battery 50 and the connected slave battery. The secondary battery of the second battery unit and the secondary battery of the second battery unit are connected to the generator and the motor side in a connected state for preferentially driving the electric drive and is a predetermined for restricting the electric drive At a predetermined time when the condition is satisfied, both a predetermined power storage ratio that is a predetermined power storage ratio of the secondary battery of the first battery unit and a predetermined power storage ratio of the secondary battery of the second battery unit are both within a predetermined range. When the inside of the battery pack is in the middle, the secondary battery of the first battery part and the secondary battery of the second battery part are respectively managed with respect to the predetermined time storage ratio of the secondary battery of the first battery part and the secondary battery of the second battery part. The first battery is set when one of the predetermined time storage ratio of the secondary battery of the first battery section and the predetermined storage ratio of the secondary battery of the second battery section is outside the predetermined range. Out of the secondary battery whose secondary storage battery is out of the predetermined range among the secondary battery of the second battery unit and the secondary battery of the second battery unit, the management center is set within the predetermined range and the first Of the secondary batteries in the battery unit and the secondary battery in the second battery unit, the secondary battery in the range in which the storage ratio at the predetermined time is the secondary battery within the predetermined range is within the predetermined range and the secondary battery outside the range. Correct the storage ratio at the specified time for the secondary battery in the range in a direction to cancel out the difference between the storage ratio at the specified time and the control center. The management center is set, and the entire secondary battery connected to the generator and motor side is managed based on the management center of the secondary battery of the first battery unit and the secondary battery of the second battery unit. Any connection management center may be used as long as the connection overall management center is set. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as a “control means”, after a predetermined time, the engine 22 and the motors MG1, MG2 are controlled and set based on the charge / discharge request power Pb * based on the connection total management center Sct and the connection total power storage ratio SOCt. It is not limited to the one that controls the master side booster circuit 55 and the slave side booster circuit 65 based on the management centers Sc1 and Scs. , The total power storage ratio is managed based on the connection total management center, and the power storage ratios of the secondary battery of the first battery unit and the secondary battery of the second battery unit are the secondary battery of the first battery unit and Internal combustion engine, generator, motor, and distribution ratio adjusting means for traveling by hybrid running while being managed based on the management center of each secondary battery of the two battery section As long as it controls the may be any ones.

  In addition, the “charger” is not limited to the charger 90, and is connected to an external power source in a state where the system is stopped, and uses the power from the external power source to charge the secondary battery of the battery device. It does not matter as long as there is any. As the “total apparatus power storage ratio calculating means”, the master battery 50 having the sum (E1 + E2 + E3) of the storage amounts E1, E2, E3 obtained by multiplying the storage ratios SOC1, SOC2, SOC3 by the respective storage capacities RC1, RC2, RC3, It is not limited to the calculation of the total storage ratio SOC, which is the ratio to the total storage capacity (RC1 + RC2 + RC3) of the slave batteries 60, 62, but the total storage ratio of the device, which is the storage ratio of the entire secondary battery of the battery device. It does not matter as long as it does. The “hybrid setting cancellation instructing means” is not limited to the EV cancel SW 89, but instructs the hybrid setting that is a setting of the hybrid driving priority mode in which the hybrid driving is given priority and the cancellation of the hybrid setting. It does not matter as long as there is any. As the “driving mode setting means”, the electric travel priority mode is set as the travel mode when the power storage rate SOC is equal to or greater than the threshold Sev at the time of system startup, and the hybrid travel priority mode is set as the travel mode when the power storage rate SOC is less than the threshold Sev. The electric travel priority mode is continued until the power storage rate SOC is less than the threshold value Shv, and when the power storage rate SOC is less than the threshold value Shv, the hybrid travel priority mode is set as the travel mode. When the driver operates the EV cancel SW 89, the present invention is not limited to switching between the hybrid travel priority mode and the electric travel priority mode in accordance with the operation of the EV cancel SW 89. Electric running when is greater than or equal to the first predetermined ratio The electric travel priority mode that travels preferentially is set as a travel mode, and when the system is activated, the hybrid travel priority mode is set as the travel mode when the overall power storage ratio of the device is less than the first predetermined ratio. The hybrid travel priority mode is set as the travel mode when the overall power storage ratio of the apparatus reaches less than a second predetermined ratio that is smaller than the first predetermined ratio due to traveling, and by the hybrid setting release instruction means when traveling in the electric travel priority mode. When the hybrid setting instruction is given, the hybrid driving priority mode is set as the driving mode, and when the vehicle is traveling in the hybrid driving priority mode according to the hybrid setting instruction by the hybrid setting cancellation instructing means, the hybrid setting cancellation instructing means performs the hybrid setting. As long as setting the electric travel priority mode as the travel mode when the instruction of cancellation of de settings have been made may be any ones.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 Master battery, 51a, 61a, 63a Voltage sensor, 51b, 61b, 63b, 65a Current sensor, 51c, 61c, 63c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power IN (high voltage system power line), 55 master side boost circuit, 56, 66, 67 system main relay, 57, 58, 68 capacitor, 57a, 58a, 68a voltage sensor, 59 power line (first low voltage system power line) ), 60, 62 Slave battery, 65 Slave side booster circuit, 69 Power line (second low voltage system power line), 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Shift lever , 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Battery charger, 92 Vehicle side connector, 100 External power supply, 102 External power supply side connector, 229 clutch, 230, 330 transmission, MG1, MG2, MG motor.

Claims (8)

An internal combustion engine capable of outputting power for traveling, a generator capable of generating power using the power from the internal combustion engine, and an electric motor capable of inputting / outputting power for traveling are input / output from the motor. A hybrid vehicle capable of running by using only electric power and running by using electric power traveling using only power, power output from the internal combustion engine and power input / output from the electric motor,
1st battery part which has a secondary battery, 2nd battery part which has a secondary battery, 1st connection cancellation | release which performs connection and cancellation | release of the secondary battery of the said 1st battery part to the said generator and the said motor side Means, second connection release means for connecting and releasing the secondary battery of the second battery part to the generator and the motor side, the secondary battery of the first battery part, the generator and the motor It is the ratio of the first power that is the power exchanged between the second battery and the second power that is the power exchanged between the secondary battery of the second battery unit and the generator and the motor side. A battery device having a distribution ratio adjusting means capable of adjusting the distribution ratio;
A storage ratio calculation means for calculating a storage ratio that is a ratio of the storage amount of each secondary battery of the battery device to the storage capacity;
A total connection power storage ratio calculating means for calculating a total connection power storage ratio that is the power storage ratio of the entire secondary battery connected to the generator and the motor;
While the secondary battery of the first battery part and the secondary battery of the second battery part are connected to the generator and the motor side and are traveling with priority on the electric traveling At a predetermined time when a predetermined condition for restricting the electric travel is established, a predetermined power storage ratio which is the calculated power storage ratio of the secondary battery of the first battery unit and the second battery unit When both of the predetermined battery storage ratios of the secondary battery are within a predetermined range, the predetermined battery storage ratios of the secondary battery of the first battery part and the secondary battery of the second battery part of the first battery part are determined. The secondary battery and the secondary battery of the second battery part are set at the respective management centers for managing the secondary battery and the secondary battery of the second battery part. When one of the secondary battery storage ratios is outside the predetermined range Is within the predetermined range for out-of-range secondary batteries in which the storage ratio at the predetermined time is a secondary battery outside the predetermined range of the secondary battery of the first battery unit and the secondary battery of the second battery unit. The secondary battery in the range in which the control center is set and the secondary battery of the first battery part and the secondary battery of the second battery part are secondary batteries in which the predetermined power storage ratio is within the predetermined range. For the battery, the predetermined time storage ratio of the secondary battery in the range is corrected in a direction to cancel the difference between the predetermined storage ratio of the secondary battery outside the range and the predetermined management center. A secondary battery which sets the management center and is connected to the generator and the motor side based on the management center of each of the set secondary battery of the first battery part and the secondary battery of the second battery part Set the connection management center to manage the whole And the management center setting means,
When the electric travel is restricted in the connected state and the vehicle travels by the hybrid travel, the calculated overall connection power storage ratio is managed based on the set overall connection management center and the second battery of the first battery unit. The calculated storage ratio of each of the secondary battery and the secondary battery of the second battery part is based on the set management center of each of the secondary battery of the first battery part and the secondary battery of the second battery part. Control means for controlling the internal combustion engine, the generator, the electric motor, and the distribution ratio adjusting means to run by the hybrid running while being managed
A hybrid car with The hybrid vehicle according to claim 1,
The management center setting means, when one of the predetermined power storage ratio of the secondary battery of the first battery part and the predetermined power storage ratio of the secondary battery of the second battery part is outside the predetermined range, For the out-of-range secondary battery, the upper limit or the lower limit of the predetermined range is set to the control center that is closer to the predetermined-time storage ratio of the out-of-range secondary battery, and the out-of-range secondary battery is out of the range The value obtained by correcting the predetermined storage ratio of the secondary battery in the range in a direction to cancel the difference between the predetermined storage ratio of the secondary battery and the set management center is limited by the upper and lower limits of the predetermined range. A means of setting a management center,
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The predetermined condition is established when the traveling power required for traveling becomes larger than the power corresponding to the output limit as the maximum power that can be output from the secondary battery connected to the generator and the motor side. Is a condition to
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
A charger that is connected to an external power supply in a system-stopped state and charges the secondary battery of the battery device using power from the external power supply;
A device overall power storage ratio calculating means for calculating a device overall power storage ratio that is the power storage ratio of the entire secondary battery of the battery device;
Hybrid setting cancellation instructing means for instructing a hybrid setting that is a setting of a hybrid driving priority mode that gives priority to the hybrid traveling and a cancellation of the hybrid setting;
When the calculated overall device power storage ratio when the system is activated is greater than or equal to a first predetermined ratio, an electric travel priority mode that gives priority to the electric travel is set as a travel mode, and when the system is activated, the calculation is performed. The hybrid travel priority mode is set as a travel mode when the device overall power storage ratio is less than the first predetermined ratio, and the calculated device total power storage ratio is calculated from the first predetermined ratio by traveling in the electric travel priority mode. When the hybrid driving priority mode is set as the driving mode when the small second predetermined ratio is reached, and when the hybrid setting is instructed by the hybrid setting release instructing means when driving in the electric driving priority mode The hybrid driving priority mode is set as a driving mode. The vehicle travels in the electric travel priority mode when the hybrid setting cancellation instructing unit is instructed to cancel the hybrid setting while the vehicle is traveling in the hybrid travel priority mode in response to the hybrid setting instruction from the hybrid setting cancellation instructing unit. Traveling mode setting means for setting as a mode;
With
The predetermined condition is a condition that is satisfied when the hybrid setting is instructed by the hybrid setting cancellation instruction means while the electric travel priority mode is set as the travel mode.
Hybrid car. In the hybrid vehicle according to any one of claims 1 to 4,
The battery device is a device having one main secondary battery as a secondary battery of the first battery part and a plurality of auxiliary secondary batteries as secondary batteries of the second battery part,
The control means controls the first connection release means so that the main secondary battery is connected to the generator and the motor side, and the plurality of auxiliary secondary batteries are sequentially switched one by one. Means for controlling the second connection release means to be connected to the generator and the motor side;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
The first battery part and the second battery part each have at least one secondary battery,
The connection state is a state in which one secondary battery of the first battery unit and one secondary battery of the second battery unit are connected to the generator and the motor side.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 6,
The distribution ratio adjusting means accompanies voltage adjustment between a first battery voltage system connected to a secondary battery of the first battery unit and a high voltage system connected to the generator and the motor side. Voltage adjustment is performed between the first voltage step-up / step-down circuit for exchanging electric power and the second battery voltage system connected to the secondary battery of the second battery unit via the connection release means and the high voltage system. A second step-up / step-down circuit for exchanging electric power with it,
Hybrid car. An internal combustion engine capable of outputting driving power; a generator capable of generating electricity using power from the internal combustion engine; an electric motor capable of inputting / outputting driving power; and a first battery unit having a secondary battery; A second battery part having a secondary battery, a first connection release means for connecting and releasing the secondary battery of the first battery part to the generator and the motor side, and a secondary of the second battery part Second connection release means for connecting and releasing the battery to and from the generator and the motor side, and the electric power exchanged between the secondary battery of the first battery unit and the generator and the motor side Distribution ratio adjusting means capable of adjusting a distribution ratio which is a ratio between a certain first power, a secondary battery of the second battery unit, and a second power which is power exchanged between the generator and the motor side. And a battery device having an input from the electric motor. A method for controlling a hybrid vehicle capable of running using only the power that is applied, and running hybrid using the power output from the internal combustion engine and the power input / output from the motor. ,
(A) The secondary battery of the first battery part and the secondary battery of the second battery part are traveling with priority on the electric traveling in a connected state in which the secondary battery is connected to the generator and the motor side. Power storage at a predetermined time as a power storage ratio that is a ratio of the power storage capacity of the secondary battery of the first battery unit to the power storage capacity at a predetermined time when the predetermined condition for limiting the electric travel is satisfied When both the ratio and the predetermined time storage ratio of the secondary battery of the second battery part are within a predetermined range, the predetermined time of each of the secondary battery of the first battery part and the secondary battery of the second battery part The storage ratio is set at each management center for managing the secondary battery of the first battery unit and the secondary battery of the second battery unit, respectively, and the predetermined time of the secondary battery of the first battery unit is set. The storage ratio and the predetermined storage ratio of the secondary battery of the second battery unit When one of the secondary batteries is out of the predetermined range, the secondary battery outside the range in which the storage ratio at the predetermined time is a secondary battery out of the predetermined range among the secondary battery of the first battery unit and the secondary battery of the second battery unit. Regarding the battery, the control center is set within the predetermined range, and the secondary battery within the predetermined range has a predetermined power storage ratio among the secondary battery of the first battery unit and the secondary battery of the second battery unit. For the secondary battery in the range that is a battery, the predetermined secondary battery in the range in a direction that cancels out the difference between the storage ratio at the predetermined time of the secondary battery outside the range and the set management center. The management center is set by correcting the hourly power storage ratio, and the generator and the motor side are set based on the set management centers of the secondary battery of the first battery unit and the secondary battery of the second battery unit. To manage the entire connected secondary battery Set the whole management center connection,
(B) When the electric travel is limited in the connected state and travels by the hybrid travel, the connection total power storage ratio that is the power storage ratio of the entire secondary battery connected to the generator and the motor side is It is managed based on the set whole connection management center and the storage ratio of each of the secondary battery of the first battery unit and the secondary battery of the second battery unit is the second of the set first battery unit. Controlling the internal combustion engine, the generator, the electric motor, and the distribution ratio adjusting means so that the hybrid battery travels while being managed based on the management center of each of the secondary battery and the secondary battery of the second battery unit.
Control method of hybrid vehicle.

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