JP2001069610A - Hybrid system including fuel cell and control method thereof - Google Patents

Abstract

(57) [Summary] In a hybrid vehicle including a fuel cell and an engine, the outputs of both are properly used. A vehicle is configured to output power of an engine and a motor to an axle. A fuel cell 60 is provided as a main power supply for driving the motor 20. Normally,
When the vehicle is driven with the fuel cell 60 being used with priority over the engine 10, the engine 10
To drive. Instruction of operation mode by manual operation,
When predetermined conditions based on the temperature of the fuel cell 60, the warm-up state of the engine 10, and the like are satisfied, various conditions such as a mode in which use of the fuel cell 60 is suppressed and a mode in which operation of the engine 10 is prohibited are supported. Various operation modes are adopted.
By doing so, the fuel cell and the engine can be flexibly used according to the operating state of the hybrid vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] 1. Field of the Invention [0002] The present invention relates to a hybrid system having a fuel cell and a heat engine as energy output sources, and a control method thereof.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles equipped with an engine and an electric motor have been proposed. As one form of a hybrid vehicle, there is a configuration called a parallel hybrid vehicle that can output both power of an electric motor and an engine to a drive shaft. Parallel hybrid vehicles are energy sources in the sense of including both mechanical power and electric power.
It has two types, an engine and a battery. That is,
The parallel hybrid vehicle runs by outputting power from the engine, and can also run by using an electric motor with electric power supplied from a battery. By properly using the two types of energy output sources as described above, the engine can be operated in an efficient region. In addition, by performing regenerative braking by the electric motor, the kinetic energy of the vehicle can be collected by the battery as electric power. Based on these effects, the parallel hybrid vehicle has characteristics of being excellent in fuel efficiency and environmental friendliness.

[0003] In a hybrid vehicle, as another form,
There is a configuration called a series hybrid vehicle. A series hybrid vehicle runs with power output from an electric motor coupled to a drive shaft. The engine is provided separately from the drive shaft, and drives an electric generator to generate electric power. The electric motor coupled to the drive shaft is driven by at least one of the electric power thus generated and electric power supplied from a battery. The series hybrid vehicle also has two types of energy output sources, can use both of them as appropriate, and has characteristics excellent in fuel efficiency and environmental friendliness.

[0004] Among such parallel hybrid vehicles, a vehicle equipped with a fuel cell as one of the energy output sources has been proposed (for example, Japanese Patent Application Laid-Open No. Hei 3-14833).
0). A fuel cell is a device that generates power by oxidizing hydrogen finally supplied as fuel. What is discharged from the fuel cell is water vapor, which has the advantage of being very environmentally friendly because it contains no harmful components.

[0005]

However, the fuel cell is
This is a device that is being developed recently. Therefore, it is still insufficient to optimally combine the advantages of the characteristics of the two types of energy output sources, the fuel cell and the heat engine. In particular, fuel cells are common to secondary batteries in that they output electrical energy, but are characterized by being irreversible energy output sources unlike secondary batteries. While the secondary battery can recover the energy state by charging even while the hybrid vehicle is running, the fuel cell cannot recover the power generation capacity without replenishing the fuel from outside. Further, the fuel cell also has a characteristic of low response.

Hitherto, in the proposed hybrid vehicle equipped with a fuel cell, no consideration has been given to how the fuel cell and the heat engine should be used as an energy output source in view of such characteristics.
In particular, little consideration has been given to the proper use of energy output sources during operation under specific conditions different from normal traveling. Further, no study has been made from the viewpoint of improving the convenience of a hybrid vehicle by utilizing the characteristics of a fuel cell as a power source having high efficiency and excellent environmental performance. These problems have been common in various hybrid systems including fuel cells as well as hybrid vehicles. The present invention has been made in order to solve such a problem, and in a hybrid system equipped with a fuel cell, a hybrid system in which the fuel cell is effectively used as an energy output source to improve fuel efficiency, environment, and convenience. The purpose is to provide.

[0007]

Means for Solving the Problems and Their Functions and Effects In order to solve the above-mentioned problems, the present invention has the following configuration. A hybrid system according to the present invention is a hybrid system including: an energy output source including at least a fuel cell and a heat engine; and an energy transmission unit that externally outputs energy of the energy output source in a usable form. Required energy setting means for setting the total energy to be set; and setting each target operation state of the fuel cell, the heat engine, and the energy transfer means in a mode in which the fuel cell is preferentially used to output the total energy. Target operating state setting means, and determining means for determining whether a predetermined condition regarding the operating state of the system is satisfied,
State changing means for changing a target operating state of at least one of the fuel cell, the heat engine and the energy transfer means to a state set in advance according to the predetermined condition, when the predetermined condition is satisfied; And an operation control unit for controlling each of the energy output source and the energy transmission unit to a set target operation state.

[0008] The hybrid system of the present invention includes a fuel cell and a heat engine as energy output sources. The energy output source means a source that outputs energy in various forms such as mechanical energy and electrical energy. The fuel cell corresponds to an energy output source that outputs electric energy. The heat engine corresponds to an energy output source that outputs mechanical energy. Further, the energy transmission means includes one corresponding to the type of energy output from the energy output source and the type of energy output to the outside. Means for transmitting and outputting electric energy include a conductive wire and an outlet. Means for transmitting and outputting mechanical energy include a transmission mechanism such as a gear and a drive shaft. The energy transmitting means also includes a device for changing the form of energy output from the energy output source. That is, when mechanical energy is to be output, a motor that converts electrical energy output from the energy output source into mechanical energy is included. In the case where electric energy is to be output, a generator that generates electric power using mechanical energy output from an energy output source is included.

The hybrid system operates with priority given to the fuel cell during normal operation. The priority means that the fuel cell is preferentially used when there is a choice in an energy output source used to output the requested total energy. For example, if it is sufficient to output energy from either a fuel cell or a heat engine, a fuel cell is used. In this case, the heat engine is used when the fuel cell cannot output sufficient energy. The priority also includes a mode in which the proportion of energy output from the fuel cell among the plurality of energy output sources is the highest. A fuel cell is an energy output source that can generate electric power with high efficiency and does not involve harmful emissions, and thus has excellent environmental performance. The hybrid system of the present invention can improve operating efficiency and environmental friendliness by preferentially using a fuel cell. Here, the operation means not only when the hybrid system is traveling, such as running or flying, but also when the hybrid system outputs some available energy even when the hybrid system is stopped. Say.

As described above, the hybrid system of the present invention basically uses the fuel cell preferentially. However, when a predetermined condition is satisfied, the state changing means uses the energy output source and the energy transmission. Change the operating state of each element called means. The operating state after the change is set variously according to the “predetermined condition”. The predetermined condition refers to a condition related to the operation state of the system, and includes, for example, a case where a specific operation mode is selected, a case where a component of the system is in a specific operation state, and the like. Basically, fuel cells can be operated with high efficiency and environmental friendliness by giving priority to the use of fuel cells. There is also. For example, it may be necessary to refrain from operating the fuel cell while sacrificing efficiency and environmental friendliness. In some cases, the effect of improving the operation efficiency by using the fuel cell may not be sufficiently exhibited. According to the hybrid system of the present invention, under a predetermined condition, an appropriate operation can be realized by changing the operation state of each element.

Here, the significance of the above control in the present invention will be described. As described above, a fuel cell is an energy output source having irreversible characteristics. A secondary battery such as a battery can recover its energy state if charged even during running of the hybrid system. On the other hand, once the fuel for the fuel cell (hereinafter referred to as FC fuel) is consumed, the energy state cannot be recovered unless it is replenished from the outside. Considering such characteristics of the fuel cell, there was no guarantee that the priority and use of the fuel cell could improve the efficiency and environmental friendliness of the hybrid system. If FC fuel is consumed at an early stage, a relatively low-efficiency energy output source such as a heat engine must be used thereafter, and the average operating efficiency may be reduced.

The inventor of the present application has studied various operating states and frequencies of a hybrid system equipped with an energy output source including a fuel cell and a heat engine. Regarding the proper use of the energy output source, “an aspect in which the fuel cell is used preferentially”, “
While various aspects such as "an aspect of suppressing fuel consumption" and "an aspect in which the fuel cell and the heat engine are used equally" are conceivable, based on the above-described examination results, an aspect in which the fuel cell is used preferentially has an operating efficiency and The inventors have concluded that they can contribute to the improvement of environmental friendliness, and have completed the present invention. It has also been concluded that, under certain conditions, each element can be changed to a corresponding operating state to achieve a more appropriate operation.
The present application is significant in that an appropriate operation is realized in consideration of the characteristics of the fuel cell and the frequency of use when the fuel cell is mounted on a hybrid system.

[0013] In the hybrid system,
Operation control is often performed in consideration of energy per unit time. Therefore, in the present specification, the term energy means energy per unit time unless otherwise specified. Therefore, in this specification,
Energy is a term synonymous with power and power in principle.

In the hybrid system of the present invention,
The “predetermined condition” and the operating state of each element according to the condition include various modes. As a first aspect, in a hybrid system including a switch operated by a driver to specify a driving mode, the predetermined condition in the determination unit may be an operation state of the switch. By doing so, the driver can arbitrarily set the operating state of each element such as the fuel cell and the heat engine by operating the switch, and the convenience of the hybrid system can be improved.

In the hybrid system in which the operation mode can be designated by the switch operation, the energy is electric energy, and the predetermined condition is that the switch permits the output of the electric energy to the outside. The operation mode may be a designated condition, and the change in the state changing unit may be a prohibition of operation of the heat engine.

The above-mentioned hybrid system can output electric energy to the outside. A power generator for converting mechanical energy of the heat engine into electric energy, an outlet for outputting electric energy output from the heat engine and the fuel cell, and the like are provided as energy transmission means. By providing such an outlet,
For example, the convenience of the hybrid system can be improved, for example, various electric appliances can be used at the destination.

The hybrid system of the present invention preferentially uses the fuel cell in the normal operation mode, and operates the heat engine when the output of the fuel cell does not reach the required output. On the other hand, in the above configuration, when the operation mode in which the supply of electric power from the outlet or the like is permitted is designated, the operation of the heat engine is prohibited. In general, the use of power at a destination is often a relatively unimportant requirement. In such a case, if the operation of the heat engine is allowed to continue, the heat engine is started at the time of supplying the electric power, thereby impairing the efficiency and the environmental performance of the hybrid system. Further, since the operating noise of the heat engine is usually large, the quietness may be impaired. According to the hybrid system having the above configuration, in the operation mode using electric energy,
Since the operation of the heat engine can be prohibited, such adverse effects can be avoided.

When the operation of the heat engine is stopped as described above, a start switch operated by a driver to instruct the start of the heat engine is further provided. In this state, it is preferable that the start of the heat engine is instructed by operating the start switch, and the change by the state changing means is the start of the heat engine. In this way, when it is highly necessary to supply power at the destination, the heat engine can be started by the driver's operation to output power. Therefore, the convenience of the hybrid system can be improved. Here, only the operation of the fuel cell and the heat engine is mentioned, but it is not intended to exclude those having other energy output sources.

In the hybrid system in which the operation mode can be designated by a switch operation as described above, as another aspect, the energy is mechanical energy, and the predetermined condition is that the fuel cell and the heat engine are controlled by the switch. It is a condition that the operation mode using either one is selected, and the change in the state changing means is the execution of the operation of the selected energy output source and the prohibition of the operation of the other energy output source. You can also.

The above-mentioned hybrid system can output mechanical energy to the outside. An electric motor for converting electric energy of the fuel cell into mechanical energy, a heat engine, a drive shaft for outputting mechanical energy output from the fuel cell, and the like are provided as energy transmission means. If the output power is used for traveling, traveling is possible with both the fuel cell and the heat engine.

In the normal operation mode, the hybrid system of the present invention preferentially uses the fuel cell, and operates the heat engine when the output of the fuel cell does not reach the required output. On the other hand, according to the hybrid system, the driver can arbitrarily select the power source. As a first example, when it is desired to use the electric power output from the fuel cell at the destination, the operation mode using the heat engine is selected to suppress the consumption of FC fuel until reaching the destination. Can be. As a result, the fuel cell can be more effectively used at the destination. As a second example, it is also possible to use differently according to the request for the responsiveness of the vehicle. Generally, a fuel cell has a characteristic of low output response. In such a case, if the operation mode using the heat engine is selected, the vehicle can be driven with high responsiveness. As a third example, it is also possible to use differently according to a request regarding noise suppression. Generally, since a heat engine has a large operating noise, when there is a high demand for suppressing noise, such as when driving late at night, a quiet operation can be realized by selecting an operation mode using a fuel cell. . By making the power source arbitrarily selectable by the driver in this way, the convenience of the hybrid system can be improved.

When stopping the operation of the heat engine,
Further, a start switch operated by a driver to instruct the start of the other energy output source is provided, and the predetermined condition is such that, when the operation mode is designated, the start switch is operated by the operation of the start switch. It is preferable that the start of the energy output source is instructed, and the change by the state changing means is the start of the other energy output source. In this way, the other energy output source can be started if necessary.
Therefore, the operation of the energy output source can be performed according to the need to output power, and the convenience of the hybrid system can be improved. Here, only the operation of the fuel cell and the heat engine is mentioned, but it is not intended to exclude those having other energy output sources.

In a similar aspect, the energy is mechanical energy, and the predetermined condition is a condition in which an operation mode using only a fuel cell as an energy output source is selected by the switch. The change in the state changing means may be to execute the operation of the fuel cell and to prohibit warm-up of the heat engine.

The advantage that the driver can select the power source by operating the switch is the same as in the above-described embodiment. In a similar mode shown here, when the operation mode using only the fuel cell as the energy output source is selected, not only the operation of the heat engine but also the warm-up, that is, the preparation for operation, is prohibited. Differ in that In this way, by prohibiting the warm-up of the heat engine, it is possible to further improve the fuel efficiency and environmental performance of the hybrid system.

Although the warm-up of the heat engine is prohibited, there is a disadvantage that the response is slightly delayed when the power of the heat engine is required. Since the driver makes his / her own choice, even if the response is reduced, the influence on the driving feeling is small. Normally, each driving mode is set so that the driving sensation does not fluctuate greatly.However, from the viewpoint that the driving mode is selected by the driver after understanding its characteristics, This mode is significant in that an operation mode in which fuel efficiency and environmental friendliness are particularly emphasized is provided without considering the restriction of fluctuation.

Of course, such control is based on the premise that the fuel cell is in an operable state. Even when the operation mode using only the fuel cell as the energy output source is selected, the fuel cell operates. If not possible, the operation of the heat engine may be automatically or manually permitted.

As a second aspect relating to the "predetermined condition" and the operating state of each element according to the predetermined condition, in the hybrid system including the detecting means for detecting the power generation capacity of the fuel cell, The condition may be a condition in which the capacity decreases to a predetermined value or less, and the change in the state changing unit may be a suppression of the output of the fuel cell.

In this case, the power generation capacity can be detected by various parameters. For example, the detection means may be means for detecting the power generation capacity based on the remaining fuel amount for the fuel cell. Alternatively, the detecting means may be means for detecting the power generation capacity based on the temperature of the fuel cell.

When detecting the power generation capacity in accordance with the remaining amount of FC fuel, a decrease in power generation capacity means a decrease in the remaining amount of FC fuel. In the hybrid system having the above-described configuration, when the remaining amount of the FC fuel is reduced, excessive consumption of the FC fuel can be suppressed by suppressing the output of the fuel cell. As described above, since the fuel cell is an irreversible energy output source, the fuel cell cannot be used after consuming FC fuel. On the other hand, in the hybrid system having the above-described configuration, the fuel cell can suppress fuel consumption, and can maintain the fuel cell in a usable state for a long period of time. It can be used during operation.

When the power generation capacity is detected in accordance with the temperature of the fuel cell, the decrease in the power generation capacity is sufficient when the fuel cell becomes abnormally high in temperature or a temperature at which power can be generated in a so-called pre-warming state. The case where there is not corresponds. In such a case, if a high output is required for the fuel cell, there is a possibility that adverse effects such as a remarkable shortening of the life of the fuel cell may occur. According to the above configuration, such an adverse effect can be avoided by suppressing the output of the fuel cell.

[0031] In the hybrid system for suppressing the output of the fuel cell according to the power generation capacity, the change by the state changing means may be an increase in the output of the heat engine. In this way, it is possible to suppress the influence of the decrease in the output of the fuel cell and output the required total energy.

The energy may be rotational energy of a rotating shaft, and the energy transmitting means may be a speed change means capable of shifting and outputting the rotational energy output from the energy output source at a speed ratio of 2 or more. The change in the state changing means may be an increase in a speed ratio of the speed change means. In the case of rotational energy,
The effect of the torque decrease accompanying the output decrease is relatively large. According to the above-described configuration, a decrease in output torque can be suppressed by increasing the speed ratio.

As a third mode relating to the "predetermined condition" and the operating state of each element according to the predetermined condition, in the hybrid system including the temperature detecting means for detecting the temperature of the heat engine, the predetermined condition is detected. The condition may be that the temperature of the heat engine is equal to or lower than a predetermined value, and the change by the state changing means is a warm-up operation of the heat engine.

Generally, in order to improve the operation efficiency and the exhaust gas purifying performance of the heat engine, it is desirable to sufficiently warm up the heat engine during operation. In the hybrid system of the present invention, when the fuel cell is operated as the energy output source, the temperature of the heat engine may decrease. According to the above hybrid system, when the temperature of the heat engine becomes low,
That warm up can be done. Therefore, it is possible to improve the operation efficiency and the exhaust gas purification performance of the heat engine when the output is required. In the above-described configuration, a condition may be further added, and the warm-up may be performed when it is determined that there is a high possibility that the output from the heat engine is required. In this case, the fuel required for warm-up can be suppressed, and the operation efficiency can be further improved.

As a fourth mode relating to "predetermined conditions" and the operating state of each element according to the predetermined conditions, a temperature detecting means for detecting the temperature of the heat engine, and at least a part of the heat energy generated in the fuel cell are used. In a hybrid system including a heat transfer unit that transfers the heat to the heat engine,
The predetermined condition may be a condition that the detected temperature of the heat engine is equal to or lower than a predetermined value, and the change in the state changing unit may be an increase in the output of the fuel cell. Various configurations can be applied to the heat transfer means. For example, by configuring the cooling mechanism of the fuel cell and the heat engine as a common mechanism, the heat transfer means can be used as the heat transfer means.

In the hybrid system having such a configuration, the heat engine can be warmed up. However, the hybrid system having the above configuration is different in that the heat generated by the fuel cell is used to warm up the heat engine. Since there is no need to separately warm up the heat engine, fuel consumption can be suppressed. In addition, even in the above configuration, if it is determined that the warm-up is performed when it is determined that there is a high possibility that the output from the heat engine is required, the operation efficiency can be further improved.

Further, the present invention is a hybrid system comprising an energy output source including at least a fuel cell and a heat engine, and energy transmission means for outputting the energy of the energy output source to the outside in a usable form. An energy output source selection switch for selecting which of the energy output sources to use by an operation of the driver of the hybrid system, and the fuel cell and the heat according to the selected state by the energy output source selection switch. A hybrid system comprising a target operating state setting means for setting each target operating state of the engine and the energy transmitting means, and an operation controlling means for controlling each of the energy output source and the energy transmitting means to the set target operating state. It can also be configured. In such a case, the target operation state setting means not only prohibits the operation of the heat engine when the energy output source selection switch selects only the fuel cell as the energy output source, The target operation state may be set to a state in which the warm-up is also prohibited.

In this way, the driver can freely use the energy output source by operating the energy output source selection switch. Examples include fuel cells,
There are three possible modes of selecting an energy output source when a heat engine is provided, that is, when only a fuel cell is used, when only a heat engine is used, and when both are used. According to the hybrid system, it is possible to select a mode according to the driver's will from these modes, and to use the energy output source properly according to the will, thereby improving the convenience of the hybrid system. Can be. Further, if the control for prohibiting the warm-up of the heat engine is also performed when only the fuel cell is selected, as described above, both the fuel efficiency and the environmental performance of the hybrid system can be improved. .

The various hybrid systems described above are not necessarily limited to the case where only the fuel cell and the heat engine are provided. Furthermore, it is also possible to include a power storage unit that is a reversible energy output unit. In this case, the target operation state setting unit sets the target operation state in consideration of electric energy input to and output from the power storage unit. It may be a means for setting.

The power storage means is a reversible energy output source capable of restoring an energy state by charging during operation of the hybrid system. Examples of the storage means include a so-called secondary battery and a capacitor.
The hybrid system includes, as an energy output source that outputs electrical energy, a fuel cell having high efficiency but irreversible characteristics, and reversible power storage means. By using the energy output sources having different characteristics in this way, the respective characteristics can be utilized to improve the efficiency, environment, and convenience of the hybrid system. In the hybrid system, the power storage means may be used with higher priority than the fuel cell, or the fuel cell may be used with higher priority than the power storage means. Which one is to be used with priority can be set according to the respective output ratings and the amount of power that can be stored by the power storage means.

The present invention can be applied to various systems such as plants and industrial machines. Further, the present invention can be applied not only to a system fixed on the ground but also to a mobile object. The moving objects include various moving objects that move using power, such as vehicles, ships, aircraft, airships, and other flying objects. It is not necessarily limited to those that transport people and goods. Further, the present invention is not limited to those on which the occupants board.

The present invention is a hybrid system comprising: an energy output source including at least a fuel cell and a heat engine; and an energy transmission means for outputting the energy of the energy output source to a usable form to the outside. When both the fuel cell and the heat engine are in a state capable of outputting energy, a hybrid including control means for controlling the operation of the fuel cell and the heat engine such that the fuel cell is preferentially used to output energy. It can also be configured as a system.

According to such a hybrid system, since the fuel cell is used preferentially, the efficiency and environmental performance during system operation can be greatly improved as in the hybrid system described above. It is needless to say that in such a hybrid system, the various additional elements described in the hybrid system can be considered.

When the present invention is configured as a hybrid moving body, for example, the following configuration can be adopted. That is, a hybrid moving body including an energy output source including at least a fuel cell and a heat engine, and energy transmitting means for outputting energy of the energy output source to a usable form to the outside. A deterioration detecting unit that detects deterioration of at least one of the heat engines; and, if deterioration is detected in one of the fuel cell and the heat engine, at least in a direction to compensate for an influence on energy output due to the deterioration. It is also possible to provide a hybrid moving body including a deterioration control means for controlling the other output.

Further, the present invention provides a hybrid moving body including a power output source including at least a fuel cell and a heat engine, and a transmission mechanism for transmitting power output from the power output source to a drive shaft via a transmission. A deterioration detecting means for detecting the deterioration of the fuel cell; and a shift for controlling the transmission in a direction for compensating an influence on the energy output due to the deterioration when the deterioration of the fuel cell is detected. And a hybrid-type moving body including a machine control means.

According to the former hybrid moving body, when the fuel cell or the heat engine is deteriorated, the output of the non-deteriorated side can be controlled to suppress the influence. Here, the deterioration refers to a state in which an original output cannot be obtained due to a failure, a shortage of fuel, a change with time, or the like. Further, in the above configuration, the deterioration of both the fuel cell and the heat engine may be detected, or only one of them may be detected. According to the latter, when the fuel cell is deteriorated, the influence of the deterioration can be suppressed by controlling the transmission. Needless to say, in these hybrid vehicles, the various additional elements described in the hybrid system can be applied together.

The present invention can also be configured as a hybrid system control method described below. That is, the control method of the present invention operates the hybrid system including the energy output source including at least the fuel cell and the heat engine, and the energy transmission unit that outputs the energy of the energy output source to the outside in a usable state. A control method for controlling, wherein (a) setting a total energy to be output, and (b) outputting the total energy by preferentially using the fuel cell, wherein the fuel cell and the heat engine are output. And setting each target operation state of the energy transmission means; (c) determining whether a predetermined condition regarding an operation state of the system is satisfied; and (d).
Changing the target operation state of at least one of the fuel cell, the heat engine, and the energy transfer means to a state set in advance according to the predetermined condition when the predetermined condition is satisfied; e) controlling the energy output source and the energy transmission means to output the set total energy.

According to this control method, two types of energy output sources, that is, a fuel cell and a heat engine, can be effectively used in various operating states by the same operation as that described in the hybrid system. . As a result, the operation efficiency, environmental friendliness, and convenience of the hybrid system can be improved. It is needless to say that the various additional elements described in the invention of the hybrid system can also be considered in the invention of the control method.

[0049]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described in the following order based on an example in which the present invention is applied to a hybrid vehicle. A. Device configuration: General operation: EV traveling control processing: External power supply operation control processing: First modified example: Second modified example: Third modified example: Second Embodiment I. Modification of Second Embodiment: Third Embodiment: K. Application to four-wheel drive:

A. FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment. The power sources of the hybrid vehicle of this embodiment are the engine 10 and the motor 20. As shown in the figure, the power system of the hybrid vehicle of the present embodiment has an engine 1 from the upstream side.
0, the input clutch 18, the motor 20, the torque converter 30, and the transmission 100 are connected in series. That is, the crankshaft 12 of the engine 10
Is connected to the motor 20 via the input clutch 18. By turning on / off the input clutch 18,
Power transmission from the engine 10 can be interrupted. The rotating shaft 13 of the motor 20 is also connected to a torque converter 30. The output shaft 14 of the torque converter is connected to the transmission 100. The output shaft 15 of the transmission 100 is connected to an axle 17 via a differential gear 16. Hereinafter, each component will be described in order.

The engine 10 is a normal gasoline engine. However, the engine 10 sets the opening / closing timing of an intake valve for sucking a mixture of gasoline and air into a cylinder and an exhaust valve for discharging exhaust gas after combustion from the cylinder relative to the vertical movement of the piston. It has an adjustable mechanism (hereinafter, this mechanism is called a VVT mechanism). Since the configuration of the VVT mechanism is well known, detailed description is omitted here. Engine 10
By adjusting the opening / closing timing so that each valve closes with a delay with respect to the vertical movement of the piston, a so-called pumping loss can be reduced. As a result,
When the engine 10 is motored, the torque to be output from the motor 20 can be reduced. When power is output by burning gasoline, the VVT mechanism is controlled so that each valve opens and closes at a timing with the highest combustion efficiency according to the rotation speed of the engine 10.

The motor 20 is a three-phase synchronous motor,
A rotor 22 having a plurality of permanent magnets on an outer peripheral surface and a stator 24 around which a three-phase coil for forming a rotating magnetic field is wound. The motor 20 is driven to rotate by interaction between a magnetic field generated by a permanent magnet provided on the rotor 22 and a magnetic field formed by a three-phase coil of the stator 24. When the rotor 22 is rotated by an external force, an electromotive force is generated at both ends of the three-phase coil by the interaction of these magnetic fields. The motor 20 includes the rotor 2
It is also possible to apply a sine wave magnetized motor in which the magnetic flux density between the stator 2 and the stator 24 has a sine distribution in the circumferential direction. However, in the present embodiment, a non-sine wave magnetized motor capable of outputting a relatively large torque is used. A magnetic motor was applied.

As a power source for the motor 20, a battery 50 is used.
And a fuel cell system 60. However, the main power supply is the fuel cell system 60. The battery 50 is used as a power supply for supplying electric power to the motor 20 to supplement the failure when the fuel cell system 60 has failed or is in a transitional operation state in which sufficient electric power cannot be output. The power of the battery 50 is mainly supplied to a control unit 70 that mainly controls the hybrid vehicle and power devices such as lighting devices.

A changeover switch 84 for switching the connection state is provided between the motor 20 and each power supply. The changeover switch 84 can arbitrarily switch the connection state among the three members of the battery 50, the fuel cell system 60, and the motor 20. The stator 24 has a changeover switch 84
And a drive circuit 51 to electrically connect to the battery 50. The changeover switch 84 and the drive circuit 52
Through the fuel cell system 60. Each of the drive circuits 51 and 52 is configured by a transistor inverter, and a plurality of transistors are provided for each of the three phases of the motor 20 by using a pair of a source side and a sink side. These drive circuits 51 and 52 are electrically connected to the control unit 70. When the control unit 70 performs PWM control of the on / off time of each transistor of the drive circuits 51 and 52, the pseudo three-phase alternating current using the battery 50 and the fuel cell system 60 as power sources is applied to the stator 2.
4 and a rotating magnetic field is formed. The motor 20 functions as an electric motor or a generator as described above by the action of the rotating magnetic field.

FIG. 2 is an explanatory diagram showing a schematic configuration of the fuel cell system. The fuel cell system 60 includes a methanol tank 61 for storing methanol, a water tank 62 for storing water, a burner 63 for generating combustion gas, a compressor 64 for compressing air, and an evaporator provided with the burner 63 and the compressor 64 in parallel. The main components are a reformer 65, a reformer 66 that generates a fuel gas by a reforming reaction, a CO reducing unit 67 that reduces the concentration of carbon monoxide (CO) in the fuel gas, and a fuel cell 60A that obtains an electromotive force by an electrochemical reaction. It is a component. The operations of these units are controlled by the control unit 70.

The fuel cell 60A is a solid polymer electrolyte type fuel cell, and is constituted by stacking a plurality of cells each comprising an electrolyte membrane, a cathode, an anode, and a separator. The electrolyte membrane is, for example, a proton-conductive ion exchange membrane formed of a solid polymer material such as a fluorine-based resin. The cathode and the anode are both formed of carbon cloth woven from carbon fibers. The separator is formed of a gas-impermeable conductive member such as dense carbon which is made gas-impermeable by compressing carbon. A flow path for the fuel gas and the oxidizing gas is formed between the cathode and the anode.

The components of the fuel cell system 60 are connected as follows. The methanol tank 61 is connected to the evaporator 65 by a pipe. The pump P2 provided in the middle of the pipe supplies methanol, which is a raw fuel, to the evaporator 65 while adjusting the flow rate. The water tank 62 is similarly connected to the evaporator 65 by piping. The pump P3 provided in the middle of the pipe supplies water to the evaporator 65 while adjusting the flow rate. The methanol pipe and the water pipe merge into one pipe downstream of the pumps P2 and P3, respectively, and are connected to the evaporator 65.

The evaporator 65 vaporizes the supplied methanol and water. The evaporator 65 is provided with a burner 63 and a compressor 64. The evaporator 65 boils and vaporizes methanol and water by the combustion gas supplied from the burner 63. The fuel of the burner 63 is methanol. The methanol tank 61 is connected to the burner 63 in addition to the evaporator 65 by piping. Methanol is supplied to a burner 63 by a pump P1 provided in the middle of the pipe.
Supplied to The burner 63 also has a fuel cell 60A.
Fuel exhaust gas not consumed by the electrochemical reaction in the above is also supplied. The burner 63 mainly burns the latter of methanol and fuel exhaust gas. The combustion temperature of the burner 63 is controlled based on the output of the sensor T1.
It is kept between 0 ° C and 1000 ° C. The combustion gas of the burner 63 rotates the turbine when being transferred to the evaporator 65,
The compressor 64 is driven. The compressor 64 takes in air from outside the fuel cell system 60, compresses the air, and supplies the compressed air to the anode side of the fuel cell 60A.

The evaporator 65 and the reformer 66 are connected by a pipe. The raw fuel gas obtained in the evaporator 65, that is, a mixed gas of methanol and steam, is transported to the reformer 66. The reformer 66 reforms the supplied raw fuel gas composed of methanol and water to generate a hydrogen-rich fuel gas. A temperature sensor T2 is provided in the middle of the transfer pipe from the evaporator 65 to the reformer 66, and the amount of methanol supplied to the burner 63 is controlled so that the temperature is normally a predetermined value of about 250 ° C. Controlled. Note that oxygen is involved in the reforming reaction in the reformer 66. In order to supply oxygen required for the reforming reaction, the reformer 66 is provided with a blower 68 for supplying air from outside.

The reformer 66 and the CO reduction unit 67 are connected by a pipe. The hydrogen-rich fuel gas obtained in the reformer 66 is supplied to the CO reduction unit 67. In the reaction process in the reformer 66, usually, carbon monoxide (C
O) is contained in a certain amount. The CO reduction unit 67 reduces the concentration of carbon monoxide in the fuel gas. This is because, in a polymer electrolyte fuel cell, carbon monoxide contained in the fuel gas inhibits the reaction at the anode and lowers the performance of the fuel cell. The CO reduction unit 67 reduces the concentration of carbon monoxide by oxidizing carbon monoxide in the fuel gas to carbon dioxide.

The CO reducing section 67 and the anode of the fuel cell 60A are connected by a pipe. The fuel gas having a reduced carbon monoxide concentration is subjected to a cell reaction on the cathode side of the fuel cell 60A. Further, as described above, the fuel cell 6
A pipe for sending compressed air is connected to the cathode side of 0A. This air is supplied to the cell reaction on the anode side of the fuel cell 60A as an oxidizing gas.

The fuel cell system 60 having the above configuration
Can supply power by a chemical reaction using methanol and water. In the present embodiment, the operation state of the fuel cell is controlled according to the remaining amounts of methanol and water in the methanol tank 61 and the water tank 62. In order to realize such control, a capacity sensor 61 is provided in each tank.
a, 62a are provided. In the present embodiment, the fuel cell system 60 using methanol and water is mounted, but the fuel cell system 60 is not limited to this, and various configurations can be applied.

The fuel cell system 60 is provided with a cooling system. The engine 10 is also provided with a cooling system, but is not shown in FIG. Fuel cell system 6
The cooling system of 0 is provided separately from the cooling system of the engine 10. As shown, the cooling system includes a coolant passage 94 through which the cooling water passes, a radiator 92 for radiating the cooling water, and a pump 93 for circulating the cooling water.
Consists of The pump 93 is connected to an accessory driving device 82 described later.
Driven by

In the following description, the fuel cell system 6
0 are collectively referred to as a fuel cell 60. Also,
Methanol and water used for power generation by the fuel cell are collectively called FC fuel. Both capacities are not always the same. In the following description, the FC fuel amount means a capacity on a side that restricts power generation by the fuel cell. In other words, it means the capacity of methanol and water on the side that runs short first when power generation is continued.

The hybrid vehicle of this embodiment has an outlet 91 for supplying electric power to the outside, and the fuel cell 60 and the battery 50 are also used as a power source for the outlet 91. Outlet 91 and fuel cell 6
0 and the battery 50 are connected via a changeover switch 90, and the power can be switched between the fuel cell 60 and the battery 50 by switching the changeover switch 90. The changeover switch 90 is switched by a control signal from the control unit 70. Outlet 91
Are also electrically connected to an accessory driving motor 80 described later. Therefore, if the auxiliary device driving motor 80 is driven as a generator, the electric power can be output from the outlet 91.

The torque converter 30 is a well-known power transmission mechanism using a fluid. The input shaft of the torque converter 30, that is, the output shaft 13 of the motor 20, and the output shaft 14 of the torque converter 30 are not mechanically coupled,
They can rotate with each other slipping. Turbines each having a plurality of blades are provided at both ends, and the turbine of the output shaft 13 of the motor 20 and the turbine of the output shaft 14 of the torque converter 30 are assembled inside the torque converter in a state where they face each other. ing. The torque converter 30 has a sealed structure, and transmission oil is sealed therein. This oil acts on each of the aforementioned turbines,
Power can be transmitted from one rotating shaft to the other rotating shaft. In addition, since both can rotate in a slipping state, it is possible to convert the power input from one of the rotating shafts into a rotating state having a different number of rotations and a different torque and transmit the converted power to the other rotating shaft. The torque converter 30 is also provided with a lock-up clutch that couples the two rotating shafts under predetermined conditions so that the two rotating shafts do not slip.
The ON / OFF of the lock-up clutch is controlled by the control unit 70.
Is controlled by

The transmission 100 includes a plurality of gears, clutches, one-way clutches, brakes, and the like, and converts the torque and the number of revolutions of the output shaft 14 of the torque converter 30 by switching the speed ratio, thereby forming the output shaft 15. It is a mechanism that can transmit. FIG. 3 is an explanatory diagram showing the internal structure of the transmission 100. The transmission 100 of the present embodiment is mainly composed of an auxiliary transmission portion 110 (a portion on the left side of the broken line in the drawing) and a main transmission portion 120 (a portion on the right side of the broken line in the drawing). Thus, five forward speeds and one reverse speed can be realized.

The structure of the transmission 100 will be described in order from the rotating shaft 14 side. As shown in the figure, the power input from the rotating shaft 14 is transmitted to the rotating shaft 119 after being shifted at a predetermined gear ratio by a subtransmission unit 110 configured as an overdrive unit. The auxiliary transmission unit 110 is configured by a clutch C0, a one-way clutch F0, and a brake B0 centering on a single-pinion type first planetary gear 112. The first planetary gear 112 is a gear also referred to as a planetary gear, and includes three types of gears: a sun gear 114 that rotates at the center, a planetary pinion gear 115 that revolves while rotating around the sun gear, and a ring gear 118 that rotates around the outer periphery of the planetary pinion gear. It is composed of The planetary pinion gear 115 is supported by a rotating part called a planetary carrier 116.

In general, a planetary gear has a property such that when the rotational state of two of the above three gears is determined, the rotational state of the remaining one gear is determined. The rotation state of each gear of the planetary gear is given by a calculation formula (1) well-known in mechanics. Ns = (1 + ρ) / ρ × Nc−Nr / ρ; Nc = ρ / (1 + ρ) × Ns + Nr / (1 + ρ); Nr = (1 + ρ) Nc−ρNs; Ts = Tc × ρ / (1 + ρ) = ρTr; Tr = Tc / (1 + ρ); ρ = number of teeth of sun gear / number of teeth of ring gear (1);

Here, Ns is the rotation speed of the sun gear; Ts is the torque of the sun gear; Nc is the rotation speed of the planetary carrier; Tc is the torque of the planetary carrier; Nr is the rotation speed of the ring gear;

In the auxiliary transmission section 110, the rotating shaft 14 corresponding to the input shaft of the transmission 100 is connected to the planetary carrier 116. A one-way clutch F0 and a clutch C0 are arranged in parallel between the planetary carrier 116 and the sun gear 114. The one-way clutch F0 is provided in a direction in which the sun gear 114 is engaged when the sun gear 114 rotates forward relative to the planetary carrier 116, that is, when the sun gear 114 rotates in the same direction as the input shaft 14 to the transmission.
The sun gear 114 is provided with a multi-disc brake B0 that can stop the rotation. A ring gear 118 corresponding to the output of the subtransmission unit 110 is connected to the rotation shaft 119. The rotation shaft 119 corresponds to an input shaft of the main transmission unit 120.

In the subtransmission portion 110 having such a configuration, the planetary carrier 116 and the sun gear 114 rotate integrally when the clutch C0 or the one-way clutch F0 is engaged. According to the equation (1) shown above, when the rotation speeds of the sun gear 114 and the planetary carrier 116 are equal, the rotation speed of the ring gear 118 is also equal to them. At this time, the rotation shaft 119 is the input shaft 1
The rotation speed becomes the same as 4. Also, when the rotation of the sun gear 114 is stopped by engaging the brake B0, the rotation speed Nr of the ring gear 118 is apparent as a result of substituting a value 0 for the rotation speed Ns of the sun gear 114 in the above-described equation (1).
Is higher than the rotation speed Nc of the planetary carrier 116. That is, the rotation of the rotating shaft 14 is accelerated and the rotating shaft 119 is rotated.
Is transmitted to As described above, the auxiliary transmission unit 110 is
The power input from 4 is applied to the rotating shaft 11 as it is.
9 and the role of increasing the speed can be selectively performed.

Next, the configuration of the main transmission section 120 will be described.
The main transmission section 120 includes three sets of planetary gears 130 and 14.
0,150. Also, clutches C1, C2,
One-way clutches F1, F2 and brakes B1-B
4 is provided. Each of the planetary gears is
As in the case of the first planetary gear 112 provided in the first embodiment, a sun gear, a planetary carrier, a planetary pinion gear, and a ring gear are provided. The three planetary gears 130, 140, 150 are connected as follows.

Sun gear 1 of second planetary gear 130
32 and the sun gear 142 of the third planetary gear 140 are integrally connected to each other.
2 can be coupled to the input shaft 119. On the rotation shaft to which these sun gears 132 and 142 are connected,
A brake B1 for stopping the rotation is provided. In addition, a one-way clutch F1 is provided in a direction in which the rotation shaft is engaged when the rotation shaft reversely rotates. Further, a brake B for stopping rotation of the one-way clutch F1
2 are provided.

The planetary carrier 134 of the second planetary gear 130 has a brake B capable of stopping its rotation.
3 are provided. The ring gear 136 of the second planetary gear 130 is connected to the planetary carrier 144 of the third planetary gear 140 and the fourth planetary gear 15.
0 and the planetary carrier 154. Furthermore, these three are coupled to the output shaft 15 of the transmission 100.

The ring gear 146 of the third planetary gear 140 is connected to the sun gear 15 of the fourth planetary gear 150.
2 and to the rotating shaft 122. The rotating shaft 122 is connected to the main transmission unit 12 via the clutch C1.
0 can be coupled to the input shaft 119. The ring gear 156 of the fourth planetary gear 150 is provided with a brake B4 for stopping the rotation thereof and a one-way clutch F2 in a direction in which the ring gear 156 is engaged when the ring gear 156 reversely rotates.

The above-described clutches C0 to C2 and brakes B0 to B4 provided in the transmission 100 are engaged and released by hydraulic pressure, respectively. As shown in FIG. 1, hydraulic oil for operating these clutches and brakes is supplied to the transmission 100 from an electric hydraulic pump 102. Although not shown in detail, the transmission 100
Has a hydraulic control unit 104 provided with a hydraulic pipe enabling operation, a solenoid valve for controlling hydraulic pressure, and the like.
Thus, the hydraulic pressure can be controlled. In the hybrid vehicle of the present embodiment, the control unit 70
The operation of each clutch and brake is controlled by outputting a control signal to a solenoid valve in 4.

The transmission 100 according to the present embodiment has a clutch C0
C5 and the engagement and disengagement of the brakes B0 to B4 make it possible to set five forward speeds and one reverse speed. Also, so-called parking and neutral states can be realized. FIG. 4 is an explanatory diagram showing the relationship between the engagement state of each clutch, brake, and one-way clutch and the shift speed. In this figure, the mark ○ means that the clutch or the like is engaged, the mark ◎ means that it is engaged during power source braking,
The mark means that it engages but does not affect power transmission. The power source brake refers to braking by the engine 10 and the motor 20. The one-way clutch F
The engagement states of 0 to F2 are not based on the control signal of the control unit 70 but based on the rotation direction of each gear.

As shown in FIG. 4, in the case of parking (P) and neutral (N), the clutch C0 and the one-way clutch F0 are engaged. Since both the clutch C2 and the clutch C1 are in the disengaged state, the main transmission 1
No power is transmitted downstream from the 20 input shafts 119.

In the case of the first speed (1st), the clutch C
0, C1 and one-way clutches F0, F2 are engaged. When the engine brake is applied, the brake B4 is further engaged. In this state, the transmission 100
Input shaft 14 is equivalent to a state directly connected to the sun gear 152 of the fourth planetary gear 150, and the power is output shaft 1 at a speed ratio corresponding to the speed ratio of the fourth planetary gear 150.
5 is transmitted. The ring gear 156 is restrained so as not to rotate reversely by the action of the one-way clutch F2, and the number of revolutions becomes practically zero.

In the case of the second speed (2nd), the clutch C
1. The brake B3 and the one-way clutch F0 are engaged. When the engine brake is applied, the clutch C0 is further engaged. In this state, the transmission 100
Is equivalent to a state where the input shaft 14 is directly connected to the sun gear 152 of the fourth planetary gear 150 and the ring gear 146 of the third planetary gear 140. On the other hand, the planetary carrier 134 of the second planetary gear 130 is fixed. Second planetary gear 130 and third planetary gear
As for the planetary gear 140, the rotation speeds of the sun gears 132 and 142 are the same. Further, the rotation speeds of the ring gear 136 and the planetary carrier 144 are equal.
Under these conditions, in light of equation (1) described above,
The rotation state of the planetary gears 130 and 140 is uniquely determined. The rotation speed Nout of the output shaft 15 is the first speed (1s
t), and the torque Tout becomes lower than the torque of the first speed (1st).

In the case of the third speed (3rd), the clutch C
0, C1, brake B2, one-way clutch F0, F
1 engage. When the engine brake is applied, the brake B1 is further engaged. In this state, the input shaft 14 of the transmission 100 is connected to the fourth planetary gear 150
Of the third planetary gear 140 and the ring gear 146 of the third planetary gear 140. On the other hand, the sun gears 132 and 142 of the second and second planetary gears 130 and 140 are in a state in which reverse rotation is prohibited by the action of the brake B2 and the one-way clutch F1, and the rotation speed is practically zero. Under these conditions, the second speed (2
As in the case of nd), the rotational state of the planetary gears 130 and 140 is uniquely determined and the rotational speed of the output shaft 15 is also uniquely determined according to the above-described equation (1). The rotation speed Nout of the output shaft 15 is higher than the rotation speed of the second speed (2nd), and the torque Tout is increased to the second speed (2n).
The torque becomes lower than d).

In the case of the fourth speed (4th), the clutch C
0 to C2 and the one-way clutch F0 are engaged. The brake B2 is also engaged at the same time, but has nothing to do with the transmission of power. In this state, since the clutches C1 and C2 are simultaneously engaged, the input shaft 14 is connected to the second planetary gear 130.
, The sun gear 142 and the ring gear 146 of the third planetary gear 140, and the sun gear 152 of the fourth planetary gear 150.
As a result, the third planetary gear 140 rotates integrally with the input shaft 14 at the same rotation speed. Therefore, the output shaft 15 also integrally rotates at the same rotation speed as the input shaft 14. Therefore, in the fourth speed (4th), the output shaft 15 rotates at a higher rotation speed than in the third speed (3rd). Number of rotations No of output shaft 15
t becomes higher than the rotation speed of the third speed (3rd), and the torque Tout becomes lower than the torque of the third speed (3rd).

In the case of the fifth speed (5th), the clutch C
1, C2 and brake B0 are engaged. The brake B2 is also engaged, but has nothing to do with power transmission. In this state, the clutch C0 is disengaged, and the rotation speed is increased by the subtransmission unit 110. That is, the input shaft 1 of the transmission 100
The rotation speed of the input shaft 11 of the main transmission unit 120 is increased
9 is transmitted. On the other hand, since the clutches C1 and C2 are simultaneously engaged, as in the case of the fourth speed (4th), the input shaft 1
19 and the output shaft 15 rotate at the same rotation speed. According to the above-described equation (1), the input shaft 14 of the subtransmission unit 110 is
And the rotational speed and torque of the output shaft 119, and the rotational speed and torque of the output shaft 15 can be obtained. The rotation speed Nout of the output shaft 15 is higher than the rotation speed of the fourth speed (4th), and the torque Tout is increased to the fourth speed (4t).
h) becomes lower than the torque.

In the case of reverse (R), the clutch C
2. The brakes B0 and B4 are engaged. At this time, the rotation speed of the input shaft 14 is increased by the
Is connected directly to the sun gear 132 of the planetary gear 130 and the sun gear 142 of the third planetary gear 140. As described above, the rotation speeds of the ring gear 136 and the planetary carriers 144 and 154 are equal. The rotation speeds of the ring gear 146 and the sun gear 152 also become equal.
Also, the ring gear 156 of the fourth planetary gear 150
Has a value of 0 due to the action of the brake B4. Under these conditions, the rotational state of the planetary gears 130, 140, 150 is uniquely determined according to the above-described equation (1). At this time, the output shaft 15 rotates in the negative direction,
Reverse is possible.

As described above, the transmission 1 of this embodiment
In the case of 00, five forward gears and one reverse gear can be realized. The power input from the input shaft 14 is output from the output shaft 15 as power having different rotation speed and torque.
The power output is from the first gear (1st) to the fifth gear (5t
The rotation speed increases in the order of h), and the torque decreases. This is the same when a negative torque, that is, a braking force is applied to the input shaft 14. When a constant braking force is applied to the input shaft 14 by the engine 10 and the motor 20, the first
The braking force applied to the output shaft 15 decreases in order from the first speed (1st) to the fifth speed (5th). As the transmission 100, various well-known configurations other than the configuration applied in the present embodiment can be applied. Either one where the shift speed is smaller than or larger than the fifth forward speed is applicable.

The gear position of the transmission 100 is determined by the control unit 7
0 is set according to the vehicle speed or the like. The driver can change the range of the shift speed to be used by manually operating the shift lever provided in the vehicle and selecting the shift position. FIG. 5 is an explanatory diagram showing the operation unit 160 of the shift position in the hybrid vehicle of the present embodiment. The operation unit 160 is provided on the floor next to the driver's seat in the vehicle along the front-rear direction of the vehicle.

As shown, a shift lever 162 is provided as an operation unit. The driver uses the shift lever 162
By sliding in the front-back direction, various shift positions can be selected. The shift position is
From the front, parking (P), reverse (R), neutral (N), drive position (D), 4 position (4), 3 position (3), 2 position (2) and low position (L) are arranged in this order. ing.

The parking (P), the reverse (R), and the neutral (N) respectively correspond to the engaged state shown in FIG. The drive position (D) means selection of a mode in which the vehicle travels using the first speed (1st) to the fifth speed (5th) shown in FIG. Below, 4 position (4) up to 4th speed (4th), 3 position (3) up to 3rd speed (3rd), 2 position (2) up to 2nd speed (2nd) and low position (L) This means selection of a mode in which the vehicle runs using only the first speed (1st).

The operation section 160 is provided with various switches for the driver to indicate the operating state of the vehicle. A sports mode switch 163, a power source changeover switch 164, and a manual power generation switch 165. The sports mode switch 163 is operated by the driver when frequently accelerating or decelerating. Normally, the gear position of the transmission 100 is switched according to a map set according to the vehicle speed and the accelerator opening. When the sport mode switch 163 is on, the map is changed so that the lower gear is used as a whole.

The power source changeover switch 164 is a switch for instructing the proper use of the power source during traveling. This switch rotates in the front-rear direction like a seesaw around a portion where “AUTO” is displayed in the figure, and adopts three operation states. In the state where the part marked with “EG” in the figure is pushed down and tilted forward (hereinafter, the operation mode corresponding to this state is called the engine mode), the part marked with “FC” in the figure is pressed. There are three modes: a state in which the vehicle is tilted backward (hereinafter, an operation mode corresponding to this state is referred to as an FC mode), and a neutral state (hereinafter, an operation mode corresponding to this state is referred to as an automatic mode). The meaning of each operation mode will be described together with a control process described later.

[0092] The manual power generation switch 165 is a switch for permitting the extraction of electric power from the outlet 91. During a period in which the manual power generation switch 165 is on, if the ability to supply electric power to the hybrid vehicle remains by the control process described below, the outlet 91
By inserting the plug into the device, various electric devices can be used. When the manual power generation switch 165 is off, the outlet 91 cannot be used regardless of whether or not the vehicle has a power generation capability.

The operation section for selecting the shift position can employ various configurations other than the configuration shown in this embodiment (FIG. 5). Further, instead of the sports mode switch 163 or together with the sports mode switch 163, a mode may be provided in which the driver can manually change the gear position. In the case where a mode for manually changing the gear position is provided, the gear position may be changed with the shift lever 162, or another operation unit may be provided. As the latter, for example, there is a configuration in which a switch for increasing / decreasing a shift speed is provided in a steering unit.

In the hybrid vehicle of the present embodiment, the power output from the energy output source such as the engine 10 is also used for driving the auxiliary equipment. As shown in FIG.
An auxiliary device driving device 82 is connected to 0. Auxiliary equipment includes
It includes a compressor for an air conditioner, a pump for power steering, a pump 93 included in a cooling system of the fuel cell 60, and the like. Here, auxiliary devices driven by using the power of the engine 10 and the like are collectively shown as an auxiliary device driving device 82. The accessory drive device 82 is, specifically, an engine 10
Is connected via a belt to a pulley provided on the crankshaft via an auxiliary machine clutch 19, and is driven by the rotational power of the crankshaft.

The accessory driving device 82 is also connected to an accessory driving motor 80. Auxiliary drive motor 80
Is connected to the fuel cell 60 and the battery 50 via the changeover switch 83. The auxiliary drive motor 80 is
It has a configuration similar to that of the motor 20, is driven by the power of the engine 10, and can generate power. The electric power generated by the accessory driving motor 80 can charge the battery 50. Further, the accessory driving motor 80 is
Powering can also be performed by receiving power supply from the battery 50 and the fuel cell 60. In the hybrid vehicle of the present embodiment, the operation of the engine 10 is stopped under predetermined conditions, as described later. By powering the accessory driving motor 80, the accessory driving device 8
2 can be driven. Of course, when the engine 10 is stopped, the input clutch 18 is turned on,
The accessory drive device 82 may be driven by the power of the motor 20. When the accessory is driven by the accessory drive motor 80, the accessory clutch 19 between the engine 10 and the accessory drive 82 is released to reduce the burden.

The hybrid vehicle of the present embodiment has the engine 10 and the fuel cell 60 as main energy output sources. Since the power of the battery 50 is not mainly used for traveling, it is not included in the main energy output source here. Electric energy can be output from the fuel cell 60, and mechanical energy can also be output to the drive shaft 15 by powering the motor 20. The engine 10 can output mechanical energy to the drive shaft 15, and can output the motor 20 or the auxiliary drive motor 80.
Is driven as a generator to output electrical energy. In this embodiment, as described later, the vehicle travels by using these two main energy output sources properly.
The use of both types varies depending on the FC fuel. In the present embodiment, a display unit is provided for notifying the driver which of the two is running as an energy source so that the driver can drive without feeling uncomfortable.

FIG. 6 is an explanatory view showing the instrument panel of the hybrid vehicle in this embodiment. This instrument panel is installed in front of the driver as in a normal vehicle. The instrument panel is provided with a gasoline fuel gauge 202, a fuel cell fuel gauge 203, and a speedometer 204 on the left side as viewed from the driver, and an engine water temperature gauge 208 and an engine tachometer 20 on the right side.
6 are provided. An EV indicator 223 is provided below the engine tachometer 206. The EV indicator 223 turns on when the vehicle is running with the power of the motor 20. An external power indicator 224 is provided below the speedometer. The external power indicator 224 lights up when power can be taken from the outlet 91. As shown, the fuel gauge 203 for the engine fuel cell is configured to indicate the remaining amount of methanol and the remaining amount of water used for reforming with left and right hands, respectively. A shift position indicator 220 for displaying a shift position is provided at the center, and direction indicator indicators 210L and 210R are provided on the left and right sides thereof. Also, the sports mode indicator 222
Are provided above the shift position indicator 220. The sports mode indicator 222 lights when the sports mode is selected.

In the hybrid vehicle of this embodiment, the engine 10, the motor 20, the torque converter 30, the transmission 1
00, the operation of the auxiliary drive motor 80 and the like
0 is controlling (see FIG. 1). The control unit 70
One chip with CPU, RAM, ROM, etc. inside
The microcomputer is a microcomputer, and the CPU performs various control processes described later according to a program recorded in the ROM. Various input / output signals are connected to the control unit 70 to realize such control. FIG. 7 is an explanatory diagram showing connection of input / output signals to the control unit 70. A signal input to the control unit 70 is shown on the left side of the drawing, and a signal output from the control unit 70 is shown on the right side.

The signals input to the control unit 70 are signals from various switches and sensors. Such signals include, for example, gasoline remaining, FC fuel remaining, fuel cell temperature, engine 10 speed, engine 10 water temperature,
Ignition switch, remaining battery charge SOC, battery temperature, vehicle speed, oil temperature of torque converter 30, shift position, side brake on / off, foot brake depression amount, temperature of catalyst for purifying exhaust of engine 10, accelerator opening , Sports mode switch 163
ON / OFF, the acceleration sensor of the vehicle, the state of the power source changeover switch 164, the ON / OFF of the manual power generation switch 165, and the like. Although many other signals are input to the control unit 70, they are not shown here.

The signal output from the control unit 70 is
These are signals for controlling the engine 10, the motor 20, the torque convertor 30, the transmission 100, and the like. Such signals include, for example, an ignition signal for controlling the ignition timing of the engine 10, a fuel injection signal for controlling the fuel injection, an auxiliary equipment drive motor control signal for controlling the operation of the auxiliary equipment drive motor 80, and the operation of the motor 20. Control signal for controlling the transmission, the transmission 10
Transmission control signal for switching gear stage 0, transmission 100
Solenoid signal and AT for controlling hydraulic pressure of vehicle
A line pressure control solenoid signal, an input clutch 18 control solenoid for controlling an input clutch 18 for turning on / off the transmission of power from the engine 10 to the motor 20 side, an AT lock-up control solenoid for locking up the torque converter 30, There are a control signal of the power supply switch 84 of the motor 20, a control signal of the power supply switch 83 of the accessory driving motor 80, a control signal of the fuel cell system 60, and the like. Although many other signals are output from the control unit 70, they are not shown here.

B. General operation: Next, a general operation of the hybrid vehicle of the present embodiment will be described. As described above with reference to FIG. 1, the hybrid vehicle of the present embodiment includes the engine 10 and the motor 20 as power sources. The control unit 70 uses both of them according to the traveling state of the vehicle, that is, the vehicle speed and the torque. The proper use of both is set in advance as a map and stored in the ROM in the control unit 70.

FIG. 8 is an explanatory diagram showing the relationship between the running state of the vehicle and the power source. A region MG in the drawing is a region where the vehicle runs using the motor 20 as a power source. The area outside the area MG is an area where the vehicle runs using the engine 10 as a power source.
Hereinafter, the former is referred to as EV running, and the latter is referred to as engine running. According to the configuration of FIG. 1, it is possible to run using both the engine 10 and the motor 20 as power sources, but in the present embodiment, such a running region is not provided.

As shown in the figure, the hybrid vehicle of the present embodiment first starts by EV running. In such a region, the vehicle travels with the input clutch 18 turned off. The vehicle that has started by the EV running is the region MG and the region EG in the map of FIG.
When the vehicle reaches the traveling state near the boundary of, the control unit 7
0 turns on the input clutch 18 and starts the engine 10. When the input clutch 18 is turned on,
The engine 10 is rotated by a motor 20. The control unit 70 injects and ignites fuel at the timing when the rotation speed of the engine 10 increases to a predetermined value. VV
By controlling the T mechanism, the opening / closing timing of the intake valve and the exhaust valve is changed to a timing suitable for the operation of the engine 10.

After the engine 10 is started in this way, the vehicle runs in the region EG using only the engine 10 as a power source. When traveling in such a region is started, the control unit 70 shuts down all the transistors of the drive circuits 51 and 52. As a result, the motor 20 simply turns idle.

The control unit 70 performs the control of switching the power source according to the running state of the vehicle as described above, and also performs the process of switching the gear position of the transmission 100. The switching of the gear stage is performed based on a map set in advance in the running state of the vehicle, similarly to the switching of the power source. The map differs depending on the shift position. FIG. 8 shows maps corresponding to the D position, the 4 position, and the 3 position. As shown in this map, the control unit 70 executes the switching of the gear stage so that the gear ratio decreases as the vehicle speed increases.

In the drive position (D), as shown in FIG. 8, the vehicle travels using the speed up to the fifth speed (5th). In the four positions, the vehicle travels using the shift speeds up to the fourth speed (4th) in this map. At the four positions, the fourth speed (4th) is used even in the 5th region in FIG. Similarly, in the case of three positions, the vehicle travels using the speed up to the third speed (3rd) in the map of FIG.

At the two positions and the L position, the map is changed to one specific to each shift position to control the shift speed. FIG. 9 is an explanatory diagram showing how the gears are switched between the two positions. In the two positions, the first and second speeds are used. In the two-position map (FIG. 9), the boundary for switching between the first speed and the second speed is the same as the map for the D position (FIG. 8). In the two positions, the range of the area MG is different from that in the D position.

In the second position, the third speed is not used. Therefore, in the area MG, the area (the hatched portion) using the third speed in the map of the D position (FIG. 8) is excluded from the area MG. It is also possible to use In the present embodiment, the area MG in two positions is set in a wider range than the area. The dashed line in FIG.
This is shown for comparison with the map of the D position, and is a curve corresponding to the boundary between the second speed and the third speed in the map of the D position. By expanding the region corresponding to the second speed in the region MG in this manner, the motor 20 can be sufficiently used as a power source even in the two positions, and the fuel efficiency of the hybrid vehicle can be improved. In setting the area corresponding to the second speed,
In consideration of the rating of the motor 20, it is desirable to set the traveling sensation in the expanded region (the hatched region in FIG. 9) so as not to be significantly different from the corresponding region in the D position.

FIG. 10 is an explanatory diagram showing how the gear position is switched at the L position. In the L position,
Only the first gear is used. For the same reason as described in the setting of the map in the two positions, the range of the area MG is different in the L position than in the two positions. The area MG in the L position is set to be wider than the area corresponding to the first speed in the area MG in the two-position map. FIG. 11 is an explanatory diagram showing how the gears are switched at the R position.
Since the vehicle moves backward at the R position, the area MG is set separately from the map at the shift position in the forward direction.

In addition to the switching based on this map, the gear is switched by a so-called kick down in which the driver shifts the gear to a higher one-stage gear ratio by rapidly depressing the accelerator pedal. When the sport mode is selected, the shift is performed based on a map that is set by expanding the regions using the gears with a lower gear ratio. These switching controls are similar to those of a known vehicle that uses an engine alone as a power source and includes an automatic transmission. The relationship between the shift speed and the running state of the vehicle is shown in FIGS.
Various settings can be made in accordance with the gear ratio.

FIGS. 8 to 11 show the maps in the case where the EV running and the engine running are selectively used according to the running state of the vehicle. The control unit 70 of the present embodiment also has a map in a case where all areas are driven by the engine. These maps are obtained by removing the EV traveling region (region MG) in FIGS. 8 to 11. Electric power is required for EV running. When electric power can be secured from the battery 50 and the fuel cell system 60, the control unit 70 performs the operation by selectively using the EV traveling and the engine traveling. If sufficient electric power cannot be secured, the engine is operated with the engine running. Even when the vehicle is started in the EV running, if the power cannot be sufficiently secured after the vehicle starts, the vehicle is switched to the engine running even if the running state of the vehicle is within the area MG. Control of such proper use will be described later.

Next, braking of the hybrid vehicle of this embodiment will be described. The hybrid vehicle according to the present embodiment can be braked by two types of brakes: a wheel brake added by depressing a brake pedal, and a power source brake by load torque from the engine 10 and the motor 20. The braking by the load torque of the motor 20 is a so-called regenerative braking, which is a braking method in which the kinetic energy of the hybrid vehicle is recovered by the motor 20 as electric power. The recovered power is charged in the battery 50. The braking by the power source brake is performed when the accelerator pedal is depressed. When the brake pedal is depressed, a braking force consisting of the sum of the power source brake and the wheel brake is applied to the vehicle.

In the hybrid vehicle of the present embodiment, the control unit 70 controls the engine 10, the motor 20, and the like, thereby enabling the above-described traveling. Control is
This is performed by executing predetermined control processing prepared for each of various driving modes of the vehicle. In the following, the contents of the control processing for the hybrid vehicle of the present embodiment for each of the typical driving modes will be described.

C. EV traveling control processing: FIG. 12 is a flowchart of an EV traveling control processing routine. This is a process that the CPU in the control unit 70 periodically executes at predetermined time intervals. The running state of the vehicle is M shown in FIGS.
This is a process executed when the image is in the G area. When this process is started, the CPU inputs the driving state of the vehicle (step S10). Inputs from various sensors shown in FIG. 7 are made. In particular, shift position, vehicle speed, accelerator opening, gasoline remaining amount GSL, remaining battery charge SOC,
The remaining fuel amount FCL for the fuel cell, the state of the ignition switch, the state of the power source switch 164, and the like are involved in the subsequent processing.

Next, the CPU operates the power source changeover switch 164.
It is determined whether or not the engine mode is designated based on the state (step S20). The engine mode is an operation mode in which the vehicle runs using only the engine 10 as a power source. If the engine mode is specified,
Even when the running state of the vehicle is in the MG area, the motor 20
EV driving using the power source is not performed. When it is determined in step S20 that the engine mode is designated, the CPU determines whether the gasoline remaining amount GSL is equal to or more than a predetermined value G1 (step S60). If the remaining amount is equal to or greater than the predetermined value G1, it is determined that the engine 10 is in a state in which the engine 10 may be operated, and traveling using the engine 10 as a power source is performed (step S65). If the remaining amount is less than the predetermined value G1, it is determined that the operation of the engine 10 should be stopped, and the operation of the engine 10 is stopped (step S7).
0). At this time, the operation of the motor 20 is also stopped in the engine mode (step S70).

As described above, the predetermined value G1 is the value of the engine 1
0 is a criterion for determining whether or not to permit driving.
It can be set to any value greater than or equal to zero. G1 to the value 0
If it is set to, it is possible to run in the engine mode until gasoline is completely consumed. In this embodiment, the value of G1 is set to a positive predetermined value in consideration of the fact that the engine mode is a mode arbitrarily selected by the driver. That is, in the engine mode, the operation of the engine 10 is actually prohibited while the operation of the engine 10 can be continued. The driver
For example, by selecting the automatic mode, it is possible to continue running using the motor 20 and the engine 10 properly.

If it is determined in step S20 that the engine mode is not selected, that is, if it is determined that the automatic mode or the FC mode is selected, the CPU selectively uses the power source in a state corresponding to each operation mode. Execute. The CPU determines whether or not the remaining amount FCL of the FC fuel is equal to or more than a predetermined value F1 in order to determine whether or not the fuel cell 60 is usable (step S3).
0). The setting of the predetermined value F1 will be described later. When the remaining amount is equal to or more than F1, it is determined that the fuel cell 60 can be used, and the vehicle travels using the motor 20 as a power source (step S35). In addition, the EV indicator 223 is turned on to realize a comfortable driving. At this time, the driver is instructed to use the motor 20 as a power source, and the engine 10 is stopped. (Step S35). Here, the flag for specifying whether the engine can be operated is turned off. Actually, the operation is stopped by a separately prepared operation control process of the engine.

To drive the motor 20, the CPU
The fuel cell 60 and the motor 20 are connected by controlling the power switch 84. In addition, a flag indicating whether or not the motor 20 can be operated is turned on, and a target operation state of the motor 20, that is, a target rotation speed and a target torque are specified.
In the present embodiment, the operation itself of the motor 20 is performed by a separately prepared routine.
The data to be passed to the routine is set. The target rotation speed is specified by multiplying the vehicle speed input in step S10 by the speed ratio of the transmission 100, the speed ratio of the differential gear, and the like. The target torque is specified by a map preset according to the vehicle speed and the accelerator opening. The motor 20 is operated in the target operation state by passing these target operation states to separately prepared control processing.

A control process for driving the motor 20 will be described. FIG. 13 is a flowchart showing a motor drive control routine. When this process is started, the CPU determines whether or not an operation flag for permitting driving of the motor 20 is turned on (step S1). If the operation flag is not on, it is determined that the motor 20 should not be driven, and the motor drive control routine ends without performing any processing.

If the operation flag of the motor 20 is on, the target operation state of the motor 20, that is, the target rotation speed and the target torque are input (step S).
2). The target operation state is set in operation control processing such as the above-described EV traveling control processing. The CPU sets the voltages Vd and Vq to be applied to the motor 20 based on the input target operation state (step S3).
Vd and Vq mean the d-axis voltage and the q-axis voltage of the motor 20, respectively. In this embodiment, vector control, which is a well-known technique, is applied as a method for controlling a synchronous motor. In the vector control, the voltages in the d-axis and q-axis directions that rotate with the rotation of the rotor are treated as essential parameters for controlling the output torque of the motor 20. These voltages are
It is set in advance according to the target rotation speed and the target torque, and is stored as a table. The CPU sets the applied voltages Vd and Vq with reference to this table based on the target operation state input in step S2.

When the voltages in the d-axis direction and the q-axis direction are set in this way, the CPU uses those voltages as U, V,
The voltage is converted into a voltage to be applied to each W-phase coil (step S4). Such a conversion is called a two-phase / 3-phase conversion. d
The conversion can be performed by multiplying the voltage values in the axial direction and the q-axis direction by a known matrix corresponding to the rotational position of the rotor. Based on the voltage of each phase set in this way, C
The PU performs PWM control on the transistor (step S
5). That is, control is performed to adjust the on / off ratio of each transistor connected to each phase according to the voltage. With the above processing, the CPU can control the operation of the motor 20.

Note that the fuel cell 60 usually requires a certain delay time before the required power is output. In this embodiment, the battery 50 is used in an auxiliary manner in order to suppress the influence of the rising delay. That is, until the required power is sufficiently output, the power is supplied from the battery 50 so as to compensate for the insufficient power, and when the desired power is output from the fuel cell 60, the power is completely supplied. The fuel cell 60 is used as a power source. Such control is performed by setting the motor 20 in a state of being connected to both the battery 50 and the fuel cell 60, controlling the switching of each of the drive circuits 51 and 52, and gradually changing the voltage supplied from each power supply. It is feasible. Of course, only the fuel cell 60 may be used as a power source from the beginning, regardless of whether a rise delay occurs.

In step S30, when the remaining amount FCL of the FC fuel is smaller than a predetermined value F1, it is determined that the fuel cell 60 should not be used. Next, the CPU determines whether or not the FC mode is set based on the state of the power source switch 164 (step S40).
The FC mode is an operation mode in which the vehicle runs using the fuel cell 60 as an energy output source. The automatic mode is an operation mode in which the fuel cell 60 and the engine 10 are used separately for traveling. Accordingly, when the FC mode is not selected and the remaining amount of the FC fuel is consumed, the vehicle travels using the engine 10 as a power source (step S65). When traveling using the engine 10 as a power source, the EV indicator 223 is turned off.

On the other hand, when the FC mode is selected, use of the engine 10 is prohibited in principle. CP
U then determines whether the ignition switch is on (step S50). If the ignition switch has not been turned on, the operation of the engine 10 is prohibited and the operation of the fuel cell 60 is also stopped in principle (step S55). The hybrid vehicle loses power and stops. On the other hand, when the ignition switch is on, the driver
0 is determined to have been requested, in other words, F
It is determined that the C mode has been released, and the vehicle runs using the engine 10 as a power source (step S65).

When the vehicle runs using the engine 10 as a power source (step S65), the remaining capacity SOC of the battery 50 is
Are simultaneously performed. In this embodiment, the battery 5
The remaining capacity SOC of 0 is controlled so as to be maintained at or above a predetermined lower limit. When the remaining capacity of the battery 50 is less than the lower limit, charging by driving the accessory driving motor 80 as a generator with the power of the engine 10 and charging by the fuel cell 60 are performed. When the vehicle runs using the engine 10 as the power source in step S65, there is a high possibility that the FC fuel is insufficient. Therefore, the lower limit value of the battery 50 is increased so as to be able to respond to the power demand.

Here, the setting of the remaining capacity SOC of the battery 50 will be described. FIG. 14 is an explanatory diagram showing the relationship between the state of charge of the battery 50 and the use of regenerative power. Here, the charge state of the battery 50 is represented by CASE1 to CASE3.
Each of the three states is shown. C
ASE1 corresponds to the case where the state of charge SOC1 is relatively high. The power indicated by hatching in the figure is maintained in the battery 50. Consider a case where the hybrid vehicle is regeneratively braked in such a state. Electric power obtained by regenerative braking (hereinafter referred to as regenerative electric power) varies depending on the vehicle speed before and after braking and the weight of the vehicle, but an average regenerative electric power is shown here. C with the lower limit of battery 50 set to a higher value
In ASE1, it becomes impossible to charge all the regenerative power within the charging limit of the battery 50. Therefore, CASE1
Then, part of the regenerative electric power (the solid part in the figure) is discarded. To this extent, the hybrid vehicle cannot utilize the kinetic energy of the vehicle, so that the energy efficiency is reduced.

CASE2 corresponds to the case where the battery is in the middle state of charge SOC2. In such a state, the battery 50 can be charged with the regenerative electric power within the charging limit. CAS
E3 corresponds to the case of being in the low state of charge SOC3. Even in such a state, the regenerative electric power can sufficiently charge the battery 50. With these settings, it is possible to efficiently utilize the kinetic energy of the hybrid vehicle. From the viewpoint of utilizing regenerative power effectively,
It is desirable that the charge amount of the battery 50 be maintained at a low value.

On the other hand, the charge amount of the battery 50 must be maintained at a value at which the required power can be sufficiently output. As described above, the power of the battery 50 is
It is used to compensate for a rise delay at the beginning of operation of the fuel cell 60. In this case, it is necessary to output a relatively large amount of power. Normally, taking these factors into account, the lower limit of the state of charge of battery 50 is set to a value corresponding to SOC3 in the figure. In step S65, the lower limit value of the remaining capacity of the battery 50 is increased in a range where regenerative power can be charged, such as a value corresponding to SOC2 in the drawing.

Next, the setting of F1 (step S30) used in the above processing will be described. The predetermined value F1 is a value serving as a reference for determining whether to use the fuel cell 60 as a power supply. The predetermined value F1 can be set arbitrarily within a range of 0 or more. If the value is set to 0, the fuel cell 60 will be used as a power source as long as fuel remains. If only EV traveling is considered, it is preferable to set the value to 0 from the viewpoint of driving efficiency and environmental friendliness. However, when the value is set to 0, when the fuel cell needs to be used in another operation mode, the fuel is already consumed in the EV driving, and the fuel cell may not be used. .

In the present embodiment, a predetermined positive value is set in consideration of other operation modes. That is, in the EV traveling control processing, the fuel cell fuel is set so as not to be completely consumed. As described later, the hybrid vehicle of this embodiment requires power in various modes even in an operation mode other than the EV traveling. From the viewpoints of driving efficiency and environmental performance, there is also an operation mode in which the necessity of a power source is higher than in EV driving. In this embodiment, the use of the fuel for the fuel cell during the EV running is suppressed in order to easily secure the fuel cell as the power source in such a mode. In other words, the fuel cell is used as a power source only when there is fuel having a value equal to or more than the predetermined value F1 and the fuel has a relatively large margin. In the processing of the present embodiment, the predetermined value F1 is common between the case where the FC mode is selected and the case where the automatic mode is selected. The value of F1 can be changed according to the operation mode.

According to the EV traveling control process described above, the vehicle can normally travel with priority given to the fuel cell 60 in the MG region. Therefore, operation excellent in efficiency and environmental performance can be realized. Further, in the above embodiment, the operation of the power source changeover switch 164 causes
The driver can arbitrarily designate a power source to be used during traveling. Therefore, an operation state according to the driver's intention can be realized, and the convenience of the hybrid vehicle can be improved.

A specific example of a situation where convenience is improved by selecting a power source will be described. As a first example, when it is desired to use the outlet 91 using the fuel cell 60 at the destination, the consumption of FC fuel until reaching the destination can be suppressed by selecting the engine mode.
As a result, the fuel cell 60 can be more effectively used at the destination. As a second example, it is also possible to use differently according to the request for the responsiveness of the vehicle. Generally, the fuel cell 60 has a characteristic of low output response. If the engine mode is selected in such a case, the vehicle can be driven with high responsiveness. As a third example, it is also possible to use differently according to a request regarding noise suppression.
In general, since the engine 10 has a large operating noise, when there is a high demand for suppressing noise, such as when driving at midnight, by selecting the FC mode, it is possible to realize a quiet operation. By making the power source arbitrarily selectable by the driver in this way, the convenience of the hybrid vehicle can be improved.

In the above control processing, when the FC mode is selected and the FC fuel becomes small,
The case where the hybrid vehicle stops until the ignition switch is operated is illustrated (step S5 in FIG. 12).
5). If the driver stops due to consumption of FC fuel without expecting the driver, the convenience of the hybrid vehicle may be impaired, for example, the driver may erroneously determine that the vehicle has failed. In order to avoid such an erroneous determination, it is preferable that the control process include a process of notifying the driver by blinking the EV indicator 223 when the FC fuel is reduced to around the predetermined value F1.

D. External power supply operation control processing: FIG. 15 is a flowchart of the external power supply operation control processing. As shown in FIG. 1, the hybrid vehicle of the present embodiment includes an outlet 91 for connecting and using an electric device. The external power supply operation control process is a process of controlling the supply of power to the outlet 91.

When this process is started, the CPU inputs signals from each sensor and switch (step S1).
10). Inputs are made from various sensors and the like shown in FIG. 7, but in particular, the manual power generation switch 165, the shift position, the remaining battery charge SOC, and the remaining FC fuel F
ON and OFF of the CL and the ignition switch are involved in the subsequent processing.

Next, the CPU operates the manual power generation switch 1.
It is determined whether or not 65 is turned on (step S
S110). When the manual power generation switch 165 is off, the use of the outlet 91 is not permitted. Accordingly, the CPU performs a process of turning off the external power, that is, a process of prohibiting the supply of power to the outlet 91,
Turn off the external power indicator 224 (step S1).
40). Turning off the external power supply is realized by setting the changeover switch 90 to the neutral state.

When the manual power generation switch 165 is on, the CPU next sets the shift position to P
It is determined whether the position is the position (Step SS11)
5). Although this determination is not always necessary, in the present embodiment, such determination is performed for confirmation in consideration of the fact that the use of the outlet 91 is likely to be stopped. If the position is not the P position, the use of the external power supply is not permitted. Therefore, the CPU performs a process of turning off the external power, and outputs
4 is turned off (step S140). If the necessity of using the outlet 91 during traveling is high, step S
The determination process at 115 may be omitted.

On the other hand, if it is determined that the position is the P position, a process for outputting power from the outlet 91 is performed. The hybrid vehicle has a battery 50 and a fuel cell 6
0 is provided. Further, the auxiliary device driving motor 80 is driven by the engine 10 as a generator to be used as a power source. In this embodiment, the power supply is used in the order of priority of the battery 50, the fuel cell 60, and the engine 10.

In order to realize the above-mentioned proper use, the CPU first determines whether or not the remaining capacity SOC of the battery 50 is equal to or more than a predetermined value A% (step S120). If the SOC is equal to or higher than A%, it is determined that the battery 50 has room, and the external power supply is turned on and the external power supply indicator 224 is turned on (step S).
125). At this time, the power supply for supplying power to the outlet 91 is the battery 50, and the operation of both the fuel cell 60 and the engine 10 is stopped.

The predetermined value A% is a value used as a criterion for determining whether or not to use the electric power of the battery 50, and can be set to an arbitrary value. In the present embodiment, as described above, the rising delay of the fuel cell 60 is compensated by the battery 50. For this reason, it is desirable to leave in the battery 50 electric power capable of achieving such compensation. In this embodiment, from such a viewpoint, the predetermined value A% is set to a value that allows a margin for SOC3 in FIG. Of course, any other value may be set.

In step S120, remaining capacity SOC
Is less than A%, the CPU calculates the remaining fuel capacity FC
It is determined whether L is equal to or greater than a predetermined value F2 (step S130). If the remaining capacity FCL is equal to or greater than the value F2, it is determined that the fuel cell 60 has sufficient power generation capacity, and the external power is turned on and the external power indicator 224 is turned on (step S15).
0). At this time, the power supply for supplying power to the outlet 91 is the fuel cell 60, and the operation of the engine 10 is stopped.

The predetermined value F2 is a value used as a criterion for determining whether or not to use the fuel cell 60, and can be set to any value. Here, the outlet 91 is equipment for improving the convenience of the hybrid vehicle, and is not essential equipment for essential functions of the vehicle. From this point of view, in the present embodiment, the use of the external power supply is limited to a case where the power generation capacity of the fuel cell 60 has a sufficient margin. Therefore, the predetermined value F2 is set to a positive predetermined value. In addition, E described above
Considering the necessity in the V running control process (FIG. 12), the value F2 is set to a value larger than the predetermined value F1 used in the EV running control process. Of course, the value F2 is not limited to such a setting.

If the remaining capacity FCL is less than the predetermined value F2 in step S130, use of the external power supply is prohibited in principle. That is, power supply to the outlet 91 using the engine 10 as a power source is executed only when separately instructed by the driver. To make such a determination, the CPU determines whether the ignition switch is turned on (step S135). If the ignition switch is not turned on, the use of external power is prohibited and the external power indicator
24 is turned off (step S140). On the other hand, when the ignition switch is on, it is determined that the driver has instructed power supply using the engine 10 as a power source, and the external power is turned on and the external power indicator 224 is turned on. The processing is performed (step S145). At this time, the driving is performed by driving the accessory driving motor 80 as a generator with the power of the engine 10 that supplies power to the outlet 91. The operation of the fuel cell 60 is stopped.

According to the external power supply operation control routine described above, power can be output from the outlet 91, and the convenience of the hybrid vehicle can be improved. At this time, by preferentially using the battery 50, which is a reversible power supply, it is possible to output power without affecting traveling, which is an essential function of the vehicle.
Using the battery 50 and the fuel cell 60 as power sources,
In principle, by prohibiting the supply of electric power using the engine 10 as a power source, the electric power from the outlet 91 can be utilized without impairing the fuel efficiency and environmental friendliness. In addition, by prohibiting the operation of the engine 10, quietness when using the outlet 91 can be ensured.

In the above control processing, power can be supplied using the engine 10 by turning on the ignition switch. Therefore, when the necessity of using the outlet 91 is high, the supply of electric power can be secured by the driver's will, and the convenience of the hybrid vehicle can be improved.

E. First Modification: According to the hybrid vehicle of the first embodiment described above, by using the fuel cell 60 preferentially over the engine 10, the driving efficiency and the environmental performance during operation of the vehicle are improved. be able to.
In addition, the driver can manually select the driving mode,
Since the operation state of the outlet 91 can be designated, the operation state according to the driver's intention can be realized, and the convenience of the hybrid vehicle can be improved. Further, in an operation mode in which the use of the engine 10 is not suitable, since the operation of the engine 10 is prohibited in principle, it is possible to avoid a decrease in fuel efficiency and environmental performance due to the operation of the engine 10. Also, in such a case, by permitting the operation of the engine 10 by operating the ignition switch, an operation state according to the driver's intention can be realized, and the convenience of the hybrid vehicle can be improved.

In the hybrid vehicle and the control processing of the above embodiment, various modifications can be made. A modified example of the EV traveling control process will be described as a first modified example. FIG. 16 shows E in the first modification.
It is a flowchart of a V drive control processing routine. Here, only the portions different from the first embodiment are shown. First
In the embodiment, whether or not to use the fuel cell 60 is determined based on whether or not the remaining amount FCL of the FC fuel is equal to or more than a predetermined value F1 (step S30 in FIG. 12). At this time, the predetermined value F1 was a constant value. On the other hand, the first modification is different in that the availability of the fuel cell 60 is changed depending on whether or not the remaining capacity FCL is equal to or more than a predetermined value FGSL. The predetermined value FGSL is the remaining gasoline GSL
Is a value that changes in accordance with.

FIG. 17 is an explanatory diagram showing the relationship between the gasoline remaining amount GSL and a predetermined value FGSL. As shown
As the remaining gasoline GSL increases, a predetermined value FG
SL increases. This means that as the remaining gasoline GSL increases, the use of the fuel cell 60 is suppressed earlier. When the remaining gasoline GSL is large, there is a high possibility that the hybrid vehicle travels for a long time. Therefore,
There is a high possibility that the opportunity to use the fuel cell 60 increases. With the setting shown in FIG. 17, the remaining gasoline GS
Since the use of FC fuel is suppressed as L increases, the power generation capacity of the fuel cell 60 is ensured for a long time. As a result, the fuel cell 60 can be used in a more effective situation. FIG. 17 illustrates a case where the value FGSL is changed linearly according to the remaining gasoline amount GSL. The value FGSL is not limited to this setting,
It may be changed in a curved line or may be changed in a stepwise manner.

F. Second Modification: First Embodiment and First Embodiment
In a modification of the embodiment, the fuel cell 60
A case in which the power generation capacity of a steel sheet is evaluated and its use is suppressed is exemplified. The power generation capacity of the fuel cell 60 can be evaluated using other parameters. A control process when the power generation capacity of the fuel cell 60 is evaluated based on temperature will be described as a second modification.

FIG. 18 is a flowchart of an EV running control processing routine according to the second modification. As in the first embodiment, when this processing is started, the CPU inputs the driving state of the vehicle (step S210). Here, the temperature of the fuel cell 60, the vehicle speed, the accelerator opening, the shift position, and the remaining battery charge SOC are involved in the subsequent processing.

Next, the CPU determines whether or not the temperature of the fuel cell 60 is equal to or higher than a predetermined value TFC1 (S230).
When the temperature of the fuel cell 60 is extremely high, if the power generation is continued, the fuel cell 60 becomes overheated, which may cause an adverse effect such as significantly shortening the life of the fuel cell 60. The above temperature TFC1
Is a reference value for determining the possibility that the fuel cell 60 will be overheated, and an appropriate temperature can be set for each fuel cell.

In step S230, the fuel cell 60
If the temperature of the fuel cell is less than the predetermined value TFC1, it is determined that the use of the fuel cell 60 can be continued.
Executes a process of driving the motor 20 using the fuel cell 60 as a power supply (step S240). On the other hand, when the temperature of the fuel cell 60 is equal to or higher than the predetermined value TFC1,
It is determined that the use of the fuel cell 60 should be suppressed, and the process shifts to a process using another power source. Here, the first embodiment and the first embodiment
In the modified example, the case where the battery 50 is not used during the EV traveling is illustrated. In the second modified example, a case where the battery 50 is used is shown.

In order to determine the availability of the battery 50, the CPU determines whether or not the remaining capacity SOC is equal to or more than a predetermined value LO (step S250). Although the value LO can be set to any value, it is set to a positive predetermined value here. In the case of the second modification, since the power generation capacity of the fuel cell 60 is evaluated based on the temperature, use of the fuel cell 60 is suppressed for a while, and if the temperature decreases, there is a possibility that the fuel cell 60 will be used again. In such a case, it is necessary to compensate for the delay in rising of the fuel cell 60 with the power of the battery 50. The predetermined value LO is set within a range in which power in such a case can be secured. That is, it was set in the range of the value SOC3 or more in FIG. 14 described above.

If the remaining capacity SOC of the battery 50 is equal to or larger than the value LO, it is determined that the battery 50 has a margin, and the motor 20 is driven using the battery 50 as a power source (step S260). If the remaining capacity SOC is less than the value LO, it is determined that the battery 50 should not be used, and the engine 10 is used as a power source (step S
270).

FIG. 19 is an explanatory diagram showing changes in the temperature and the like of the fuel cell in the second modification. When the control process shown in FIG. 18 is executed, the temperature of the fuel cell (FC
Temperature), fuel cell output (FC output), engine 10 output, and motor 20 output over time.
Initially, it is assumed that the EV running using the fuel cell 60 as a power source has been performed. As shown, FC output and motor 2
The output of 0 takes a positive predetermined value, and the output of the engine 10 is 0
Becomes In addition, the FC temperature rises with time.

As shown in the figure, it is assumed that the FC temperature has exceeded a predetermined value TFC1 at time a1. Based on the control processing described above, the output of the fuel cell 60 is suppressed, and the output becomes 0 at time a2 as shown in the figure. Here, it is assumed that the remaining capacity SOC of the battery 50 is not sufficient. In such a case, traveling using the engine 10 as a power source is performed along with a decrease in the output of the fuel cell 60. Therefore, as shown in FIG.
And the output of the engine 10 increases. In this way, traveling using the engine 10 as a power source is continued until the temperature of the fuel cell 60 becomes lower than the value TFC1.

It is assumed that as a result of stopping the use of fuel cell 60, the temperature of fuel cell 60 becomes lower than TFC1 again at time a5. As a result, the operation of the fuel cell 60 is restarted, and its output rises as shown in the section between times a5 and a6. Accordingly, the output of the engine 10 decreases and the output of the motor 20 increases. By such control processing, the fuel cell 60 is operated in a range where the temperature does not greatly exceed the value TFC1. In the second modification,
In order to avoid frequent switching between operation and stop when the temperature of the fuel cell 60 is near TFC1, it is desirable to provide an appropriate hysteresis in step S230.

According to the control processing of the second modification described above, the power generation capacity is evaluated based on the temperature of the fuel cell 60, and the fuel cell 60 can be used within a range that does not cause overheating. Therefore, according to the control processing of the second modified example, it is possible to avoid a decrease in the life of the fuel cell 60 due to an overheated state. In addition, since the use of the fuel cell 60 is suppressed when the temperature reaches or exceeds the predetermined temperature TFC1, the cooling system of the fuel cell 60 may be configured to perform appropriate cooling within a range up to the temperature TFC1. As a result, the fuel cell 60
Therefore, it is not necessary to secure appropriate cooling in all the operating states, and the size of the cooling system can be reduced.

In the second modified example, the battery 50 is used for traveling. In the case of the second modification, the battery 50 may be used temporarily until the temperature of the fuel cell 60 decreases. Therefore, the battery 50 intended for auxiliary use can be used for this purpose. By using the battery 50 in this manner, the operation of the engine 10 can be suppressed, and a decrease in the driving efficiency and environmental friendliness of the hybrid vehicle can be avoided. Of course, the control process of the second modified example is merely an example, and a process that does not use the battery 50 may be performed. This processing corresponds to the processing when it is determined that the condition of step S250 in FIG. 18 is not always satisfied.

In the second modification, the case where the use of the fuel cell 60 is completely stopped and the power supply is switched to the battery 50 when the temperature of the fuel cell 60 is equal to or higher than a predetermined value is exemplified. In contrast,
The output of the fuel cell 60 may be reduced to such an extent that the rise in temperature can be suppressed, and the reduced power may be compensated by the battery 50.

In the embodiments and the modifications described above, when the engine 10 is used as a power source, the operation can be controlled in various modes. For example, similarly to a normal vehicle using only the engine 10 as a power source, the engine 10 may be operated idle while the vehicle is stopped. In another embodiment, the operation of the engine 10 may be stopped while the vehicle is stopped. However, in this case, it is necessary to drive auxiliary equipment such as an air conditioner, a power steering, and a pump 93 for driving a cooling system of the fuel cell 60 even when the vehicle is stopped. Therefore, while the vehicle is stopped, the auxiliary device driving motor 80 may be driven using the battery 50 as a power source while the operation of the engine 10 is stopped. When such control is performed, the driving of the accessory by the battery 50 and the driving of the accessory by the engine 10 can be selectively used according to the remaining capacity SOC.

G. Third Modified Example: In the embodiment and the modified examples described above, the case where the motor 20 is used only in a predetermined traveling area according to the maps shown in FIGS. On the other hand, the engine 10
And the motor 20 can also be used. A control process in such a case will be described as a third modification. FIG. 20 shows the third
It is explanatory drawing shown about the output distribution in the modification of.
Since the torque output to the drive shaft 15 varies depending on the shift speed of the transmission 100, the relationship between the torque of the input shaft 14 of the transmission 100 and the accelerator opening is shown here. As shown, in the third modification, the motor 20 and the engine 10 are used as power sources in the entire range of the accelerator opening. The total output set according to the accelerator opening is distributed and output between the engine 10 and the motor 20.

Here, in the third modification, the distribution of the output between the motor 20 and the engine 10 is changed according to the power generation capacity of the fuel cell 60. Usually, the distribution shown by the curve C1 shown in FIG. 20 is applied. The area below the curve C1 is the engine 1
0, and the range between the total output (solid line in the figure) and the curve C1 corresponds to the output torque of the motor 20.
On the other hand, when the power generation capacity of the fuel cell 60 decreases, the output torque of the motor 20 decreases. That is, the output distribution is switched to the curve C2 in the figure. As shown
The output of the motor 20 is reduced as compared with the normal time, and the output is compensated for by increasing the output distribution of the engine 10. The processing for realizing such control will be described below.

FIG. 21 is a flowchart of a traveling control processing routine according to the third modification. When this processing is started, the CPU inputs the driving state of the vehicle (step S
305). Here, the vehicle speed, the accelerator opening, the shift position, the remaining amount of FC fuel, and the remaining capacity SO of the battery 50 are set.
C, the power output from the fuel cell 60 and the like are involved.

Next, the CPU determines whether or not the fuel cell 60 has deteriorated (step S310). This determination is made based on the deviation between the power required for the fuel cell 60 and the power actually output. When a deviation that is equal to or more than a predetermined value appears in a direction in which the actually output power does not satisfy the required power, it is determined that the fuel cell 60 has deteriorated. Since the fuel cell 60 is known to have a rise delay as described above, such a determination is made after the temperature of the fuel cell 60 has sufficiently increased to avoid erroneous determination.

If it is determined that the fuel cell 60 has not deteriorated, the motor 20 is driven by the power of the fuel cell 60, and a torque corresponding to the accelerator opening is output (step S345). Although not shown in the flowchart, this corresponds to the operation state set by the curve C1 in FIG. 20, and in step S345, the engine 10 together with the fuel cell 60 outputs the predetermined torque set by the curve C1 in FIG. Driven by

At step S310, the fuel cell 60
Is determined to have deteriorated, the process proceeds to a process for compensating for a decrease in output due to the deterioration. First, the CPU determines whether or not the remaining capacity SOC of the battery 50 is equal to or greater than a predetermined value LOS (step S315). Remaining capacity SOC
Is greater than or equal to the LOS, it is determined that the battery 50 has room, and the motor 20
Is driven (step S320). In this case, FIG.
The motor 20 is driven with the distribution of the curve C1 shown in FIG.
The above-mentioned value LOS can be set within a range in which electric power capable of outputting the torque applied from the motor 20 can be secured.

If the remaining capacity SOC is lower than the predetermined value LOS, it is next determined whether or not the remaining amount FCL of the FC fuel is equal to or higher than a predetermined value F4 (step S325). That is, it is determined whether or not the operation of the fuel cell 60 can be continued although it has deteriorated. The predetermined value F4 is a value serving as a criterion for such determination, and an appropriate value can be set in consideration of other operation modes as in the above-described embodiments.

When the remaining amount FCL is less than the predetermined value F4, the operation of the fuel cell 60 cannot be continued, so the operation is switched to the operation using the engine 10 as a power source, and the operation of the fuel cell 60 is stopped. (Step S350). In this case, all of the output is output to the engine 1 according to the accelerator opening.
Output from 0. However, since the torque corresponding to the total output shown in FIG. 20 cannot be sufficiently output, the torque within the range that the engine 10 can output is output.

On the other hand, when the remaining amount FCL is equal to or more than F4, the operations of both the fuel cell 60 and the engine 10 are continued while changing the output distribution. That is, the CPU continues to operate the motor 20 using the fuel cell 60 as a power source (step S330). In this case, the output of the motor 20 is suppressed to the range set by the curve C2 in FIG. On the other hand, the output of the engine 10 is increased by the amount by which the output of the motor 20 is suppressed (step S335). The torque set by the curve C2 in FIG. 20 is output. At the same time, the gear position of the transmission 100 is controlled to increase the gear ratio (step S340). FIG. 20 shows a state in which the same total output as usual can be maintained by changing the output distribution of the motor 20 and the engine 10 to the curve C2 for convenience of explanation. Actually, the output during normal operation is set within a range in which the torque of the motor 20 and the engine 10 can be sufficiently utilized. Therefore, when the fuel cell 60 deteriorates, the total output is May not be maintained. In such a case, by increasing the gear ratio, the torque output to the drive shaft 15 can be maintained at the same level as during normal operation. In step S340, the gear ratio is switched to a larger value for this purpose.

According to the control processing in the third modification described above, even when the power generation capacity of the fuel cell 60 is reduced, the output distribution between the engine 10 and the motor 20 is changed to obtain the same result as in the normal state. Output can be maintained. Further, by controlling the speed of the transmission 100, the output torque of the drive shaft 15 can be maintained equivalent. As a result, according to the control processing, the fuel cell 60
It is possible to realize an operation that does not cause a sense of incongruity even when the deterioration of the vehicle occurs.

In the third modified example, the case where the change of the output distribution of the engine 10 and the motor 20 and the control of the shift stage are performed together is illustrated. Only one of the two controls may be performed. In the third modification,
The case where the motor 20 and the engine 10 are used together in the entire traveling region is illustrated. On the other hand, the present invention can also be applied to the case where the motor 20 and the engine 10 are used together only when the accelerator opening is equal to or more than a predetermined value.

H. Second Embodiment Next, a second embodiment will be described. FIG. 22 is an explanatory diagram showing a schematic configuration of the hybrid vehicle of the second embodiment. In the second embodiment, the configuration of the cooling system is different from that of the first embodiment. In the first embodiment, the cooling system of the fuel cell 60 and the cooling system of the engine 10 are configured separately. In the second embodiment, both are configured as a common cooling system. That is, in the second embodiment, the refrigerant passage 94 ′ for conveying the cooling water is configured to pass through both the fuel cell 60 and the engine 10. The cooling water passes through a refrigerant passage 94 ′ by a pump 93 and is radiated by a radiator 92 to cool the fuel cell 60 and the engine 10.

[0174] The control processing for traveling in the hybrid vehicle of the second embodiment is the same as that of the first embodiment. In the second embodiment, the engine 10
There is a feature in the process of performing warm-up. Hereinafter, this processing will be described.

FIG. 23 is a flowchart of an engine warm-up processing routine in the second embodiment. Similar to the first embodiment, the processing is repeatedly executed by the CPU of the control unit 70. When this processing is started, the CPU inputs the driving state of the vehicle (step S405). The vehicle speed, accelerator opening, shift position, engine water temperature, remaining amount of FC fuel, and the like are involved in the following processing.

Next, the CPU determines whether or not the running state of the vehicle falls within the MG region shown in FIGS. 8 to 11 based on the accelerator opening and the vehicle speed (step S410).
If it does not fall within this region, the vehicle runs using the engine 10 as a power source regardless of whether or not the engine 10 has been warmed up (step S440).

On the other hand, when it is determined that the engine falls within the MG area, it is determined whether the engine 10 needs to be warmed up (step S415). This determination is made based on whether the engine water temperature is equal to or higher than a predetermined value. If the engine 10 does not need to be warmed up, the motor 20 is driven by the fuel cell 60 and travels according to the normal operation state in the MG region (step S420).

If it is determined that the engine 10 needs to be warmed up, it is next determined whether there is a possibility of running the engine (step S425). This determination method will be described later because various modes can be cited. If it is determined that there is no possibility of running the engine, useless engine 1
A warm-up of 0 is avoided and the vehicle is driven in a normal operating state in the MG region, that is, the motor 20 is driven by the fuel cell 60 (step S420).

If it is determined that there is a possibility that the engine will run, the motor 20 is driven by the fuel cell 60 in the normal operation state in the MG region (step S43).
0) At the same time, the engine 10 is warmed up (step S435). The warm-up operation of the engine 10 means the engine 1
0 means operating at a so-called idle speed. In the second embodiment, when performing the warm-up operation, the input clutch 18 provided between the engine 10 and the motor 20 is released. By doing so, it is possible to prevent the power of the engine 10 from affecting the output of the drive shaft 15. Also,
During warm-up, the operating efficiency and exhaust purification of the engine 10 are usually very low. If the engine 10 is warmed up while the input clutch 18 is engaged, the rotation speed of the engine 10 may be higher than the idle rotation speed depending on the running state of the vehicle. If the number of revolutions of the engine 10 is increased during the warm-up, the driving efficiency of the hybrid vehicle is reduced.
By releasing the input clutch 18 and performing the warm-up operation, such an adverse effect can be avoided.

Here, a method of determining the possibility of running the engine will be described. This determination can be made in various ways. For example, it may be determined whether traveling in the engine area is performed based on a change in the vehicle speed in the MG area. Also, the determination can be made based on the remaining amount of FC fuel. In the hybrid vehicle according to the second embodiment, the fuel cell 60 and the cooling system for the engine 10 are configured as a common system. This means that the heat generated in the fuel cell 60 is transferred to the engine 10 via the cooling water. That is, it means that the engine 10 can be warmed up by the heat generated during the operation of the fuel cell 60.

FIG. 24 is an explanatory diagram showing the relationship between the engine temperature and the FC fuel required for warm-up. Temperature TH in the figure
Is the temperature at which it is determined that the warm-up of the engine 10 has been completed. The lower the engine temperature, the longer it takes to reach the temperature TH. When warming up by the heat of the fuel cell 60, FC fuel consumed during that time increases. Accordingly, the relationship shown in FIG. 24 is obtained, in which the FC fuel required for warming up increases as the engine temperature decreases. Here, the relationship between the two is shown by a straight line, but the relationship between the two changes depending on the cooling system, the heat capacity of the engine 10, and the like.

When the remaining amount of FC fuel is larger than a predetermined amount determined based on the relationship shown in FIG. 24, the warm-up of the engine 10 can be completed by continuing the operation of the fuel cell 60. If the remaining amount of FC fuel is smaller than the predetermined amount, warming up of the engine 10 cannot be completed only by operating the fuel cell 60. According to the EV traveling control process (FIG. 12) shown in the first embodiment, the engine 1
Before the warm-up of 0 is completed, the remaining amount of the FC fuel decreases, and the power source is switched from the motor 20 to the engine 10. In this sense, when the remaining amount of the FC fuel is smaller than the predetermined amount, it is determined that the operation of the engine 10 is likely to be started even when the traveling in the MG region is continued. You.

As another mode, when the traveling route is known in advance, the possibility of operation of the engine 10 can be determined based on the traveling route. In recent years, a so-called navigation system, that is, a system for displaying a preset traveling route of a vehicle has been proposed. In the case of a vehicle equipped with such a system, the control unit 70 can know the future traveling route from the input, and determines whether or not there is a section that clearly runs in the engine area such as an expressway. You can judge. In step S425, the possibility of the engine running can be determined based on the information. In determining the possibility of engine running, any of these various aspects may be applied, or a plurality of them may be applied,
Judgment may be made comprehensively.

According to the hybrid vehicle of the second embodiment described above, the engine 10 can be warmed up independently of the power output from the drive shaft 15. Therefore, the engine 10 can be warmed up without drastically reducing the driving efficiency and the environmental performance of the hybrid vehicle. Further, when it is determined that there is a possibility of operating the engine 10, the warm-up is performed, so that unnecessary warm-up can be avoided, and a decrease in the operating efficiency can be avoided. further,
Since the engine 10 can be warmed up using heat generated in the fuel cell 60, energy efficiency can be improved. In the second embodiment, the fuel cell 60
Although the configuration in which the cooling system of the engine 10 and the engine 10 are shared is exemplified, when the warm-up using the heat of the fuel cell 60 is not considered, the configuration in which the two cooling systems are provided separately (the configuration of the first embodiment) ) Can also be applied.

I. Modification of Second Embodiment: A modification of the second embodiment can also be configured. FIG. 25 is a flowchart of an engine warm-up processing routine as a modification of the second embodiment. Here, only the parts different from the processing in the second embodiment (FIG. 23) are shown.

In the second embodiment, when it is determined that there is a possibility of operation of the engine 10 (step S4 in FIG. 23).
25) The engine is to be warmed up. In the modification, the possibility of operation of the engine 10 is indicated by F in FIG.
Judge based on C fuel. That is, in the modification, FIG.
Instead of step S425, the FC fuel is
It is determined whether or not the required amount is reached by the warm-up (step S425 ′). If it is determined that the FC fuel is not sufficiently remaining, it means that the warm-up of the engine 10 cannot be completed only by the operation of the fuel cell 60. S4
27).

On the other hand, when it is determined that the FC fuel is sufficient, the engine 10 is warmed up by operating the fuel cell 60. At this time, the CPU increases the output of the fuel cell 60 to quickly complete the warm-up of the engine 10 (step S430 '). The output of the fuel cell 60 is basically used to drive the motor 20, and the surplus power is charged to the battery 50. At the same time, the input clutch 18 provided between the engine 10 and the motor 20 is engaged (step S432). By engaging the input clutch 18, the engine 10 can be motored by the power of the motor 20. Accordingly, frictional heat is generated between the piston and the cylinder of the engine 10, and heat is generated due to compression of air in the cylinder. Such heat also contributes to warming up the engine 10.

According to the engine warm-up process of the modified example, FC
The engine 10 can be quickly warmed up by increasing the output of the fuel cell 60 when sufficient fuel remains. Therefore, fuel consumption due to warm-up can be avoided, and driving efficiency and environmental performance of the hybrid vehicle can be improved. The surplus electric power output from the fuel cell 60 is temporarily stored in the battery 50 and used as needed, so that the operation efficiency does not extremely decrease. Note that, in the modified example, a case has been exemplified in which it is determined whether or not an amount of FC fuel remaining until the warm-up process of the engine 10 is completed is determined (step S425 ′).
It is not always necessary to make such a determination, and the engine 10 may be warmed up by the fuel cell 60 in a range where the FC fuel remains. That is, the determination in step S425 'may be omitted, and the processes in steps S430' and S432 may be always executed. Further, the engagement of the input clutch may be omitted.

J. Third Embodiment Next, a hybrid vehicle as a third embodiment will be described. The hybrid vehicle of the third embodiment has the same basic hardware configuration as that of the first embodiment (see FIGS. 1 to 7), but differs from the first embodiment in the types of selectable operation modes. In the first embodiment, as shown in FIG. 5, three types of operation modes, ie, an engine mode, an FC mode, and an automatic mode, can be selected by the power source changeover switch 164. On the other hand, in the third embodiment, three types of "engine-only mode", "FC-only mode", and "combination mode" can be selected. These operation modes correspond to the power source changeover switch 1 shown in FIG.
64 can be selected by the same switch.

The “engine alone mode” refers to the engine 1
The operation mode in which the vehicle travels using only 0 as the power source, or the “FC-only mode”, refers to an operation mode in which the fuel cell 60 drives the motor 20 to travel. The “combination mode” is an operation mode in which the engine 10 and the motor 20 are switched and used according to the running state of the vehicle. Switching between the two
Similar to the first embodiment, the processing is performed according to the maps illustrated in FIGS.

"Engine mode" in the first embodiment
In the “FC mode”, the running state of the vehicle is M in FIGS.
In the case of the G mode, the operation mode is for selectively using the power source. On the other hand, the “engine only mode” and the “FC only mode” of the third embodiment are different in that they cover the entire operation range of the hybrid vehicle. That is, when the “engine only mode” is selected, the motor 20 is not used for traveling even in the MG region, and in the “FC only mode”, the engine 20 is not used even in the MG region. Does not switch to 10 operation. Therefore,
In the “FC only mode”, the torque output during high-speed running is lower than in the combined mode. In the present embodiment, it is allowed that the driving feeling is different depending on the driving mode. This is because, after recognizing that the driving sensation changes for each driving mode, the driver is supposed to select the driving mode, and it is considered that there is no major obstacle to driving the hybrid vehicle. From such a viewpoint, the displacement of the engine 10 is set with emphasis on a high-speed running state. When the “engine only mode” is selected, the torque is smaller in the low speed region than in the “FC only mode”. Become. With this setting, there is an advantage that the output torque of the engine 10 does not need to be unnecessarily increased, and the size of the engine 10 can be reduced.

The third embodiment is characterized in that, in the use of the above-described three operation modes, control is performed with more emphasis on fuel efficiency and environmental performance. When the FC-only mode is selected, the possibility of using the engine 10 is extremely low, so that the warm-up of the engine 10 is also prohibited as long as the fuel cell 60 can be used. By doing so, useless fuel consumption required for warming up the engine 10 can be suppressed, and fuel efficiency and environmental performance are improved. The contents of such control will be described.

FIG. 26 is a flowchart of an EV running control processing routine according to the third embodiment. Similar to the first embodiment, the process is executed by the CPU of the control unit 70.
When this process is started, the CPU inputs the driving state of the vehicle (step S410). Input from various sensors shown in FIG. 7 is performed.
The vehicle speed, the accelerator opening, the remaining gasoline GSL, the remaining battery charge SOC, the remaining fuel amount FCL for the fuel cell, the state of the ignition switch, the state of the power source switch 164, and the like are involved in the subsequent processing.

Next, the CPU determines whether or not the condition of using only the engine 10 as a power source is satisfied (step S420). This condition is that the use of the fuel cell 60 is to be prohibited, that is, the remaining amount of FC fuel FC
This means that L is less than the predetermined value F1 or that the engine-only mode is selected. When at least one of these conditions is satisfied, the vehicle runs using the engine 10 as a power source. The predetermined value F1 is set to a positive constant value as in the first embodiment. In this case, the CPU selects the engine 10 as a power source and executes control for warming up the engine 10 as necessary (step S430).

The processing contents in step S430 include:
Various embodiments are conceivable. For example, the vehicle may run using only the engine 10 regardless of whether the warm-up of the engine 10 has been completed. In such cases,
The warm-up process does not need to be performed again. On the other hand, the engine 10 may be used as a power source after the warm-up of the engine 10 is completed. In such a case, while the warm-up is not completed, the engine 10 can be warmed up by idling and the engine 10 can be run temporarily using the fuel cell 60 and the motor 20. Furthermore, when the engine only mode is selected, the driving may be performed in the former mode, and when the other mode is selected, the driving may be performed in the latter mode. In the process of step S430, one of these modes is selected and set.

If none of the conditions in step S420 is satisfied, it is determined that the vehicle is in an operating state in which the vehicle should run using the fuel cell 60 as well. Next, the CPU determines whether the operation mode is the FC-only mode (step S440), and selects a power source according to the result.
If the FC only mode is selected, the fuel cell 6
The vehicle travels by driving the motor 20 using 0 as a power source (step S450). When this operation mode is selected, the engine 10 is not used as a power source as long as the fuel cell 60 is in a usable state. Therefore,
The CPU prohibits not only the operation of the engine 10 but also the warm-up (step S450). By turning off the flag for specifying whether or not the engine can be operated, all the operations are stopped by the separately prepared engine operation control process.

A process for determining whether or not the fuel cell 60 is in an unusable state due to a failure or the like is provided between the steps S440 and S450, and the above-described steps are performed only when the fuel cell 60 is usable. If the process of S450 is executed and the engine cannot be used, the warm-up of the engine 10 may be permitted. As an example, when it is determined that the fuel cell 60 cannot be used, the process of step S430 of running using the engine 10 as a power source may be executed.

On the other hand, when the combined mode is selected in step S440, the vehicle travels using engine 10 and motor 20 selectively according to the traveling state of the vehicle (step S460). Although the engine 10 is not used while in the MG region shown in FIGS. 8 to 11, the power source needs to be quickly switched to the engine 10 depending on the driving state of the vehicle in the combined mode. Is performed (step S460).

According to the hybrid vehicle of the third embodiment described above, the "F"
By providing the "C-only mode" and prohibiting the warm-up of the engine in this case, the fuel efficiency and environmental performance of the hybrid vehicle can be greatly improved. In such an operation mode, when the fuel cell 60 becomes unusable due to consumption of FC fuel or when the driver selects another operation mode, when switching the power source to the engine 10, warm-up is required, and the responsiveness is increased. However, it is considered that the driver may select a driving mode after understanding the characteristics, and such a disadvantage may hinder the operation of the hybrid vehicle. Can not be said. Here, the case where the power source is selectively used by the switch for the entire traveling region of the vehicle is illustrated, but the case where the power source is properly used for the MG region as in the first embodiment is also described. It goes without saying that control for inhibiting fuel warm-up and improving fuel efficiency and environmental performance can be applied.

K. Application to Four-Wheel Drive: In the above-described embodiments and modified examples, a so-called two-wheel drive hybrid vehicle is illustrated. The present invention may be applied to a four-wheel drive hybrid vehicle. FIG. 27 is an explanatory diagram showing a schematic configuration of a four-wheel drive hybrid vehicle. Here, a configuration capable of outputting power to both of the two axles 17, 17A is shown.

The structure for outputting power to the axle 17 is as follows.
This is the same as the embodiment. That is, the engine 10 and the motor 2
0, the torque converter 30 and the transmission 100 are connected in series. Electric power to the motor 20 can be supplied from each of the battery 50 and the fuel cell 60 as in the embodiment.

The structure for outputting power to axle 17A is as follows. A motor 20A is connected to the axle 17A via a differential gear 16A. The motor 20A is a three-phase synchronous motor like the motor 20.
Electric power can be supplied to the motor 20A from three types: a battery 50, a fuel cell 60, and an auxiliary device driving motor 80. Electric power of the battery 50 and the fuel cell 60 is supplied to the motor 20A via drive circuits 51A and 52A, respectively. The driving circuits 51A and 52A are
Like 52, it is composed of a transistor inverter. The accessory driving motor 80 can generate electric power by the power of the engine 10. The power generated by the accessory driving motor 80 can be directly supplied to the motor 20A.

The power supply for supplying electric power to the motor 20A can be switched by the connection state of the switches 85 and 86. As shown in the figure, the power can be switched between the battery 50 and the fuel cell 60 and the accessory driving motor 80 by switching the changeover switch 86. By switching the changeover switch 85, the power supply can be switched between the battery 50 and the fuel cell 60.

Note that any of the axles 17 and 17A may be a front axle and a rear axle. When the engine 10 is mounted in front of the vehicle, if the axle 17 side is configured as a rear axle, a propeller shaft for transmitting mechanical power from the engine 10 to the rear axle by traversing the vehicle body is required. Become. On the other hand, if the axle 17A side is configured as the rear axle, the propeller shaft becomes unnecessary. Therefore, by employing a configuration in which the engine 10 and the axle 17 are brought close to each other, there is an advantage that the configuration of the power system can be made relatively simple.

The above-described various control processes can also be applied to the hybrid vehicle having such a configuration, and by using the fuel cell 60 preferentially, it is possible to realize driving with excellent efficiency and environmental friendliness. . Under certain conditions, the fuel cell 6
0, the engine 10 and the like can be selectively used.

In the various embodiments described above, the case where the battery 50 is provided has been exemplified. In applying the present invention, it is not always necessary to mount the battery 50. A configuration in which the battery 50 is omitted from each embodiment may be applied. Further, instead of the battery 50, another power storage means such as a capacitor can be used.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and may be embodied in various other forms without departing from the gist of the present invention. Obviously you can get it.
For example, although the gasoline engine is used in the hybrid vehicle of the present embodiment, a diesel engine or another heat engine can be used. In the present embodiment, a three-phase synchronous motor is used as a motor, but an induction motor or another AC motor or a DC motor may be used. In the present embodiment, various control processes are realized by executing software by the CPU, but such control processes may be realized by hardware. In this embodiment, the case where the present invention is applied to a vehicle is described. However, the present invention can be applied to various moving objects such as trains, ships, aircraft, airships, and other flying objects. Further, the driver is not necessarily limited to the one on board, and may be remotely controlled.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment.

FIG. 2 is an explanatory diagram showing a schematic configuration of a fuel cell system.

FIG. 3 is an explanatory diagram showing an internal structure of the transmission 100.

FIG. 4 is an explanatory diagram showing the relationship between the engagement state of each clutch, brake, and one-way clutch and the shift speed.

FIG. 5 is an explanatory diagram showing an operation section 160 of a shift position in the hybrid vehicle of the embodiment.

FIG. 6 is an explanatory view showing an instrument panel of the hybrid vehicle in the embodiment.

FIG. 7 is an explanatory diagram showing connection of input / output signals to a control unit;

FIG. 8 is an explanatory diagram showing a relationship between a traveling state of a vehicle and a power source.

FIG. 9 is an explanatory diagram showing a state of switching gear positions in two positions.

FIG. 10 is an explanatory diagram showing a state of shifting gears at an L position.

FIG. 11 is an explanatory diagram showing a state of switching gears at an R position.

FIG. 12 is a flowchart of an EV traveling control processing routine.

FIG. 13 is a flowchart illustrating a motor drive control routine.

FIG. 14 is an explanatory diagram showing a relationship between a state of charge of a battery 50 and utilization of regenerative electric power.

FIG. 15 is a flowchart of an external power supply operation control process.

FIG. 16 is a flowchart of an EV traveling control processing routine in a first modified example.

FIG. 17 is an explanatory diagram showing a relationship between a gasoline remaining amount GSL and a predetermined value FGSL.

FIG. 18 is a flowchart of an EV traveling control processing routine according to a second modification.

FIG. 19 is an explanatory diagram showing changes in temperature and the like of a fuel cell in a second modified example.

FIG. 20 is an explanatory diagram showing output distribution in a third modified example.

FIG. 21 is a flowchart of a traveling control processing routine in a third modified example.

FIG. 22 is an explanatory diagram illustrating a schematic configuration of a hybrid vehicle according to a second embodiment.

FIG. 23 is a flowchart of an engine warm-up processing routine according to the second embodiment.

FIG. 24 is an explanatory diagram showing a relationship between an engine temperature and FC fuel required until warm-up.

FIG. 25 is a flowchart of an engine warm-up processing routine as a modification of the second embodiment.

FIG. 26 is a flowchart of an EV traveling control processing routine in a third embodiment.

FIG. 27 is an explanatory diagram showing a schematic configuration of a four-wheel-drive hybrid vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Crankshaft 13, 14, 15 ... Rotating shaft 16 ... Differential gear 16A ... Differential gear 17, 17A ... Axle 18 ... Input clutch 19 ... Auxiliary clutch 20, 20A ... Motor 22 ... Rotor 24 ... Stator 30 ... Torque converter 50 Battery 51, 51A, 52, 52A Drive circuit 60 Fuel cell 60A Fuel cell 61 Methanol tank 61a Capacity sensor 62 Water tank 63 Burner 64 Compressor 65 Evaporator 66 Reforming Device 68 ... Blower 70 ... Control unit 80 ... Auxiliary machine driving motor 82 ... Auxiliary machine driving device 83 ... Changeover switch 84 ... Changeover switch 85,86,90 ... Changeover switch 91 ... Outlet 92 ... Radiator 93 ... Pump 94 ... Refrigerant path 100: transmission 102: hydraulic port Step 104: Hydraulic control unit 110: Sub transmission unit 112: First planetary gear 114: Sun gear 115: Planetary pinion gear 116: Planetary carrier 118: Ring gear 119: Output shaft 120: Main transmission unit 122: Rotating shaft 130, 140, 150 ... Planetary gears 132, 142, 152 ... Sun gears 134, 144, 154 ... Planetary carriers 136, 146, 156 ... Ring gear 160 ... Operating part 162 ... Shift lever 163 ... Sports mode switch 164 ... Power source changeover switch 165 ... Manual power generation switch 202, 203 … Fuel gauge 204… speedometer 206… engine tachometer 208… engine water temperature gauge 210R, 210L… direction indicator indicator 220… shift position indicator 222… sport mode in Applicator 223 ... EV indicator 224 ... external power supply indicator

Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) F02D 29/02 321 H01M 8/00 Z H01M 8/00 8/04 P 8/04 Z B60K 9/00 EF term ( Reference) 3G092 AA01 AA11 AC02 AC03 AC06 AC08 AC10 CA01 DA01 DA02 DA08 EA01 EA08 EA11 EA12 EA14 EA26 EC09 FA01 FA03 FA14 FA15 FA24 FA36 FA43 FA44 FB06 GA02 GA14 HB09Z HE08Z HF02Z HF06Z HF08A17A12A8A HF12A8 BA24 BA32. RB26 RE01 RE05 SE04 SE05 SE06 SE08 SJ12 SJ13 TE02 TE08 TI02 TI09 TI10 TO21 TO23 TO30 TR19 TU12

Claims (22)

[Claims] 1. A hybrid system comprising: an energy output source including at least a fuel cell and a heat engine; and an energy transmission means for outputting energy of the energy output source to a usable form to the outside. Required energy setting means for setting the total energy; and a target for setting each target operation state of the fuel cell, the heat engine, and the energy transmission means in a mode of outputting the total energy by preferentially using the fuel cell. Operating state setting means; determining means for determining whether a predetermined condition relating to an operation state of the system is satisfied; and when the predetermined condition is satisfied, the fuel cell, the heat engine, and the energy State changing means for changing at least one target operation state of the transmission means to a state set in advance in accordance with the predetermined condition; Hybrid system comprising a driving control means for controlling the target operating state that is set each output source and the energy transfer means. 2. The hybrid system according to claim 1, further comprising: a switch operated by a driver to specify an operation mode, wherein the predetermined condition in the determination unit is an operation state of the switch. . 3. The hybrid system according to claim 2, wherein the energy is electric energy, and the predetermined condition is an operation mode in which the switch permits the output of electric energy to the outside. A hybrid system in which the change by the state changing means is prohibition of operation of the heat engine. 4. The hybrid system according to claim 3, further comprising: a start switch operated by a driver to instruct the heat engine to start, wherein the predetermined condition is that the operation mode is specified. In the hybrid system, a condition in which starting of the heat engine is instructed by operating the start switch in a state in which the heat engine is started, wherein the change in the state changing means is a start of the heat engine. 5. The hybrid system according to claim 2, wherein the energy is mechanical energy, and in the predetermined condition, an operation mode using one of a fuel cell and a heat engine is selected by the switch. A hybrid system in which the change in the state changing means is the execution of the operation of the selected energy output source and the prohibition of the operation of the other energy output source. 6. The hybrid system according to claim 5, further comprising: a start switch operated by a driver to instruct starting of the other energy output source, wherein the predetermined condition is the operation mode. Is a condition in which the start of the other energy output source is instructed by operating the start switch in a state where is designated, and the change in the state changing means is a start of the other energy output source. system. 7. The hybrid system according to claim 2, wherein the energy is mechanical energy, and the predetermined condition is that an operation mode using only a fuel cell as an energy output source is selected by the switch. A hybrid system in which the change in the state changing means is the execution of the operation of the fuel cell and the prohibition of warm-up of the heat engine. 8. The hybrid system according to claim 1, further comprising detection means for detecting a power generation capacity of the fuel cell, wherein the predetermined condition is a condition that the power generation capacity is reduced to a predetermined value or less; The hybrid system in which the change in the state changing means is suppression of an output of the fuel cell. 9. The hybrid system according to claim 8, wherein said detecting means is means for detecting said power generation capacity based on a remaining fuel amount for said fuel cell. 10. The hybrid system according to claim 8, wherein said detecting means is means for detecting said power generation capacity based on a temperature of said fuel cell. 11. The hybrid system according to claim 8, wherein the change in the state changing means is an increase in the output of the heat engine. 12. The hybrid system according to claim 8, wherein the energy is rotational energy of a rotating shaft, and the energy transmitting means converts the rotational energy output from the energy output source into two or more speed ratios. A hybrid system, wherein the change in the state changing means is an increase in a speed ratio of the speed changing means. 13. The hybrid system according to claim 1, further comprising temperature detection means for detecting a temperature of the heat engine, wherein the predetermined condition is that the detected temperature of the heat engine is equal to or lower than a predetermined value. Wherein the change in the state changing means is a warm-up operation of the heat engine. 14. The hybrid system according to claim 1, wherein temperature detection means for detecting a temperature of the heat engine, and heat transfer for transferring at least a part of heat energy generated in the fuel cell to the heat engine. Means, wherein the predetermined condition is a condition that the detected temperature of the heat engine is equal to or lower than a predetermined value, and the change in the state changing means is an increase in the output of the fuel cell. 15. A hybrid system comprising: an energy output source including at least a fuel cell and a heat engine; and an energy transmission unit that outputs energy of the energy output source to a usable form to the outside. An energy output source selection switch for selecting which of the power sources to use by an operation of the hybrid system driver; and the fuel cell, the heat engine, and the energy transmission according to a selection state by the energy output source selection switch. A hybrid system comprising: target operation state setting means for setting each target operation state of the means; and operation control means for controlling each of the energy output source and the energy transmission means to the set target operation state. 16. The hybrid system according to claim 15, wherein the target operating state setting means is configured to output the target operating state when only the fuel cell is selected as an energy output source by the energy output source selection switch. A hybrid system that sets a target operation state in a state in which not only operation of a heat engine but also warm-up is prohibited. 17. The hybrid system according to claim 1, further comprising a power storage means, wherein said target operation state setting means takes into account electric energy input to and output from said power storage means. A hybrid system which is means for setting the target operation state. 18. The system of claim 1, wherein the system is a mobile.
Or the hybrid system according to claim 15. 19. A hybrid system comprising: an energy output source including at least a fuel cell and a heat engine; and an energy transmission unit that outputs energy of the energy output source to a usable form to the outside. A hybrid system comprising control means for controlling operation of the fuel cell and the heat engine such that when both the heat engine and the heat engine are in a state capable of outputting energy, the fuel cell is preferentially used to output energy. 20. A hybrid vehicle comprising: an energy output source including at least a fuel cell and a heat engine; and energy transmission means for outputting the energy of the energy output source to a usable form to the outside. A deterioration detecting means for detecting deterioration of at least one of the fuel cell and the heat engine; and a direction for compensating an influence on the energy output due to the deterioration when the deterioration is detected in one of the fuel cell and the heat engine. And a degradation control means for controlling at least the other output. 21. A hybrid moving body comprising: a power output source including at least a fuel cell and a heat engine; and a transmission mechanism for transmitting power output from the power output source to a drive shaft via a transmission. A deterioration detecting means for detecting deterioration of the fuel cell; and a shift for controlling the transmission in a direction for compensating for an influence on energy output due to the deterioration when the deterioration of the fuel cell is detected. A hybrid mobile body comprising a machine control means. 22. A control method for controlling the operation of a hybrid system including an energy output source including at least a fuel cell and a heat engine, and energy transmission means for outputting the energy of the energy output source to an external device in a usable state. (A) setting the total energy to be output; and (b) outputting the total energy by preferentially using the fuel cell, wherein the fuel cell, the heat engine, and the energy transfer Setting each target operating state of the means; (c) determining whether a predetermined condition regarding the operating state of the system is satisfied; and (d).
Changing the target operating state of at least one of the fuel cell, the heat engine, and the energy transfer means to a preset state in accordance with the predetermined condition when the predetermined condition is satisfied; e) controlling the energy output source and the energy transmission means to output the set total energy.