JP2009220788A - Hybrid vehicle - Google Patents

Abstract

In a vehicle in which engine torque is divided into both wheel driving force and torque required for charging, the overcharging state of the power storage means due to partial charging from the engine torque during climbing is suppressed, and the power storage means is deteriorated. Also prevent.
Based on the navigation information, it is determined whether there is an uphill road (S202) or whether the uphill road is congested (S204). When the uphill road is congested, the battery ECU 52 estimates the remaining capacity SOC _real of the battery 50 (S206). The HVECU 70 estimates the engine torque required for climbing on the basis of the slope θ of the uphill road obtained from the navigation information, and charges the battery 50 in consideration of the estimated engine torque and the torque split ratio. The first estimated charge amount is calculated to calculate the uphill upper limit charge amount SOC _max1 obtained by subtracting the second estimated charge amount from the SOC upper limit charge amount. When SOC _real > SOC _max1 , control is performed to lower the SOC _real. (S210).
[Selection] Figure 2

Description

  The present invention relates to a hybrid vehicle.

  A hybrid vehicle travels by driving wheels with both a motor and an engine. Further, the battery as the power storage means is charged by a generator that generates electric power by driving or regenerating by the engine, and the motor operates on the electric power from the battery to drive the driving wheels. Since the hybrid vehicle as described above is equipped with an expensive large-capacity battery, it is desired to reduce the deterioration of the battery and extend its life. Therefore, in a conventional hybrid vehicle, the remaining capacity of the battery is detected, and charging / discharging is controlled so that the remaining capacity falls within a predetermined setting range. For example, when the battery is discharged from the battery and the remaining capacity of the battery falls below the lower limit remaining amount, discharging is prohibited and only charging is performed, and when the remaining capacity of the battery exceeds the upper limit remaining capacity due to charging, charging is prohibited and only discharging is performed. The charge / discharge is controlled.

  Normally, when accelerating the vehicle at the speed intended by the driver, the wheels are driven by the motor, so that the battery is discharged, and when the remaining amount of the battery reaches the lower limit capacity, the discharge by the battery is stopped and the motor drives the wheels. Instead of driving, the wheels are driven only by the engine. On the other hand, when the driver decelerates, the battery is charged and the remaining amount increases. When the remaining amount of the battery reaches the upper limit remaining amount, charging the battery is prohibited. Thus, the battery is controlled so as to be between the upper and lower limits of the remaining amount.

  In general, the remaining amount setting range that allows charging / discharging of the battery can prevent the battery from deteriorating and extend its life as the lower limit remaining amount and the upper limit remaining amount are close to 50%. However, if the setting range that allows charging / discharging is narrowed, the battery capacity that can be substantially used is reduced.

  Therefore, some proposals have been made to increase the actual capacity of the battery and lengthen the driving time of the motor by the battery while minimizing the deterioration of the battery.

  For example, in a hybrid vehicle that includes an engine and a single motor that drives the vehicle, and that travels by the driving force of at least one of the motor and the engine, the travel position of the vehicle on a 3D gyro sensor mounted on the vehicle or a map is detected. Based on the information from the navigation system, when climbing the slope, the lower limit remaining capacity that allows battery discharge is lowered to lower the range that allows discharge, extending the wheel drive time by the motor, while downhill is due to regeneration There has been proposed a hybrid electric vehicle that performs control so as to widen a range in which charging is permitted by increasing an upper limit remaining capacity that permits charging of a battery (see, for example, Patent Document 1).

  Further, in a hybrid vehicle that includes an engine and a single motor that drives the vehicle, and that travels by the driving force of at least one of the motor and the engine, an elevation difference in a descending section ahead of the current location of the vehicle is predicted based on navigation information In order to start traveling in the down section, a hybrid vehicle has been proposed that controls storage and discharge so that the amount of power stored in the power storage means is consumed to the lower limit, and can store regenerative energy when going down (for example, (See Patent Document 2).

  Further, in a hybrid vehicle that includes an engine and a motor for driving the vehicle and travels by the driving force of at least one of the motor and the engine, the hybrid vehicle has a gradient detection unit that detects a gradient of the traveling path, In order to prevent the battery from being charged with excessive power, when traveling on an ascending slope, the allowable charging power input to the battery is increased, or the auxiliary device is forcibly driven to consume power, There has been proposed a control method for obtaining a necessary torque of an engine during climbing (see, for example, Patent Document 3).

JP 2002-51405 A JP 2005-160269 A JP 2007-186005 A

  When starting up an ascending hill or running at a low speed, if the motor is suddenly driven by the motor, the motor is heated, so that the engine must be driven, and a large engine torque is required. On the other hand, in a vehicle having a structure in which the engine torque is transmitted to the sun gear (generator) and the ring gear (through the speed reducer to the wheels) at a predetermined split ratio, the engine torque is calculated by combining the driving force of the wheels and the torque required for charging. Divided into both. In such a vehicle, when starting uphill and running at a low speed, if the amount of electricity stored in the battery, which is the electricity storage means, is close to the upper limit remaining capacity (that is, if the SOC (state of charge) is too much), the battery is driven by engine drive. There is a risk that the battery will deteriorate due to overcharging. On the other hand, if the engine torque is not increased in order to avoid an overcharged state of the battery, it may be difficult for the vehicle to start or run at low speed when climbing.

  The present invention has been made in view of the above problems. When it is predicted that the vehicle will approach an uphill road and stop (for example, traffic jam) based on the navigation information, the storage amount (for example, SOC) of the storage unit is previously determined. Provided is a hybrid vehicle that can be lowered and output a large engine torque.

  In order to achieve the above object, the hybrid vehicle of the present invention has the following features.

  (1) An engine that transmits engine torque to the sun gear and the ring gear at a predetermined split ratio, a first motor that is a generator connected to the sun gear, and a first gear that is connected to the reduction gear that is indirectly connected to the ring gear. A hybrid vehicle that travels by at least one driving force of the first motor, the second motor, and the engine, and supplies power to at least one of the first motor and the second motor. Power storage means for supplying and storing power by regenerative energy, storage / discharge control means for controlling storage / discharge of the power storage means, and climbing road detection means for detecting traveling to the uphill road based on information from the navigation system; An uphill road traffic jam information acquisition means for acquiring uphill road traffic jam information from information from the navigation system, and the storage / discharge control means When traveling on the uphill road is detected by the uphill road detection means, the hybrid vehicle controls the amount of power stored in the power storage means to a predetermined amount based on the traffic jam information obtained by the uphill road traffic information acquisition means. .

  In a vehicle with a structure in which the engine torque is transmitted to the sun gear (generator) and ring gear (through the reducer to the wheels) at a predetermined split ratio, the engine torque is both the driving force of the wheels and the torque required for charging. Divided. Therefore, in such a vehicle, when it is predicted that the vehicle will approach an uphill road and stop (for example, traffic jam) based on the information of the navigation system, the power storage amount (for example, SOC) of the power storage means is reduced to a predetermined amount in advance. By controlling in this way, even if a sufficient engine torque is output when starting uphill and running at a low speed, the overcharged state of the power storage means due to partial charging from this engine torque is suppressed, so the deterioration of the power storage means Can also be prevented.

  (2) The hybrid vehicle according to (1), further including a gradient detection unit that detects a gradient of an uphill road, and a travel distance detection unit that detects a travel distance of the uphill road, and the storage / discharge control. When the traveling to the uphill road is detected by the uphill road detecting means, the traffic information obtained by the uphill road traffic information acquiring means, the slope of the uphill road by the slope detecting means, and the traveling distance detecting means This is a hybrid vehicle that controls the amount of electricity stored in the electricity storage means to a predetermined amount based on the travel distance of the vehicle.

  In addition to information from the navigation system (for example, traffic jam information), the output amount of engine torque required for starting from a stop when climbing can be predicted, for example, by adding the slope of the uphill road, and the navigation system In addition to information (for example, traffic jam information), the number of times of starting from an uphill stop can be predicted, and the low speed travel distance of the uphill road can also be predicted. Taking these into consideration, even if a sufficient amount of engine torque is output when starting uphill and running at low speed by controlling the power storage amount (for example, SOC) of the power storage means to a predetermined amount in advance, this engine torque Since the overcharged state of the power storage means due to partial charging of the battery is suppressed, the power storage means can be prevented from being deteriorated.

  (3) The hybrid vehicle described in (2) above further includes recording means for storing the weight of the hybrid vehicle, and the storage / discharge control means detects the traveling on the uphill road by the uphill road detecting means. Then, based on the traffic information obtained by the uphill road traffic information acquisition means, the slope of the uphill road by the slope detection means, the travel distance by the travel distance detection means, and the weight of the hybrid vehicle of the storage means, The hybrid vehicle controls the amount of electricity stored in the electricity storage means to a predetermined amount.

  By adding the weight of the vehicle in addition to the information from the navigation system (for example, traffic jam information), the slope of the uphill road and the distance traveled, for example, the output amount of the engine torque required for starting from the stop when going uphill is more accurate. Can be predicted well. Based on the output amount of engine torque required for starting from the stop when climbing up, the amount of charge (for example, SOC) of the power storage means is controlled in advance to a predetermined amount in consideration of the charge amount according to the engine torque division ratio. By doing so, even when a sufficient engine torque is output when starting uphill and running at a low speed, the overcharged state of the power storage means due to partial charging from this engine torque is suppressed, so that deterioration of the power storage means can also be prevented. .

  (4) In the hybrid vehicle according to any one of (1) to (3), the hybrid vehicle further includes a calculation unit that calculates a storage amount charged at the time of starting when climbing or when traveling at a low speed when climbing, The storage / discharge control means is a hybrid vehicle that controls, based on the estimated charge amount calculated by the calculation means, to reduce the power storage amount of the power storage means in advance at least when the vehicle is climbing and stopping on an uphill road. .

  By calculating the amount of electricity charged when climbing and when stopping on an uphill road, the amount of electricity stored in the electricity storage means can be reduced in advance by at least the estimated amount of electricity charged in the future. A vehicle that can save energy and contribute to ECO can be provided without reducing the amount.

  According to the present invention, in a vehicle having a structure in which the engine torque is transmitted to the sun gear (generator) and the ring gear (through the speed reducer to the wheels) at a predetermined division ratio, the engine torque is necessary for the driving force and charging of the wheels. When the vehicle is divided into two types of torque, when it is predicted that the vehicle will stop on the slope and stop (for example, traffic jam) based on the information of the navigation system, the power storage amount (for example, SOC) of the power storage means is determined in advance. Since the control is performed so that the amount is constant, even if a sufficient engine torque is output when starting uphill or running at a low speed, the overcharged state of the power storage means due to partial charging from this engine torque is suppressed, and the power storage means deteriorates. Can also be prevented.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the hybrid vehicle 100 includes an engine 22, a three-shaft power distribution integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power distribution integration mechanism. The first motor 10 capable of generating power connected to the power transmission, the reduction gear 35 attached to the ring gear shaft 32a as the drive shaft connected to the power distribution and integration mechanism 30, and the second motor connected to the reduction gear 35. Motor 12 and a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is under operation control such as fuel injection control, ignition control, intake air amount adjustment control. The engine ECU 24 is in communication with a hybrid electronic control unit (hereinafter referred to as “HVECU”) 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and sends data related to the operation state of the engine 22 to the HVECU 70 as necessary. Output.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the first motor 10 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When the first motor 10 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and the first motor 10 functions as an electric motor. When doing so, the power from the engine 22 input from the carrier 34 and the power from the first motor 10 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Each of the first motor 10 and the second motor 12 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. Exchange. A power line 54 that connects the inverters 41 and 42 and the battery 50 that is a power storage unit is configured as a positive and negative bus shared by the inverters 41 and 42, and the first motor 10 and the second motor 12. The electric power generated by either of these can be consumed by another motor. Therefore, the battery 50 is charged / discharged by electric power generated from one of the first motor 10 and the second motor 12 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the first motor 10 and the second motor 12. The first motor 10 and the second motor 12 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 has a rotation position detection for detecting signals necessary for driving and controlling the first motor 10 and the second motor 12, for example, the rotation positions of the rotors of the first motor 10 and the second motor 12. Signals from the sensors 43 and 44 and phase currents applied to the first motor 10 and the second motor 12 detected by a current sensor (not shown) are input. From the motor ECU 40 to the inverters 41 and 42. The switching control signal is output. The motor ECU 40 is in communication with the HVECU 70 and controls the driving of the first motor 10 and the second motor 12 by the control signal from the HVECU 70 and operates the first motor 10 and the second motor 12 as necessary. Data relating to the state is output to the HVECU 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor 55 installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the current sensor 53, the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and data on the charging / discharging state (that is, SOC) of the battery 50 is input as necessary. It outputs to HVECU70 by communication. The battery ECU 52 also estimates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

The estimation of the SOC can be obtained by integrating current values actually measured from the current sensor 53. In another method, the internal resistance R of the battery 50 is obtained using the measured voltage V from the voltage sensor 55 and the measured current I from the current sensor 53, and further, the estimated current I is calculated based on the open circuit voltage V _{OCV. n} may be obtained from I _n = (V−V _OCV ) / R, and the obtained estimated current I _n may be integrated to estimate the SOC. As another method, the internal resistance R of the battery 50 is estimated based on the measured battery temperature Tb from the temperature sensor 51, and the measured voltage V from the voltage sensor 55 and the estimated internal resistance R are estimated. to the estimated current I _n determined from _{I n = (V-V OCV} ) / R, may estimate the SOC by integrating the estimated current I _n determined. The fully charged state is represented by SOC of 100%. On the other hand, when the SOC is 0%, the state of charge is zero.

  The battery 50 is an assembled battery in which a large number of battery cells are connected in series, and includes, for example, a cell such as a nickel metal hydride (Ni-MH) battery or a lithium ion battery.

  A power line 54 from the battery 50 is connected to a driving circuit 46 of a cooling pump 45 that circulates a cooling medium (not shown) that cools the engine 22 and an air compressor for an air conditioner that conditioned the passenger compartment (air conditioning compressor). ) 47 drive circuit 48 and the like are connected to receive power from the battery 50.

  The HVECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. The HVECU 70 receives an ignition signal from an ignition switch (not shown), navigation information from the navigation system 80, and a signal from the accelerator sensor 82, and further receives information from the sensor (not shown) such as accelerator opening, brake depression amount, vehicle speed, Further, a gradient θ from a gradient sensor (not shown) is input. Here, the torque command is determined in the HVECU 70 based on the information such as the accelerator opening, the brake depression amount, the vehicle speed, etc., and the torque command is output from the HVECU 70 to the motor ECU 40 and the engine ECU 24. The driving of the motor 10, the second motor 12, and the engine 22 is controlled. Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Further, the ROM 74 may store the weight of the hybrid vehicle 100. The navigation information includes the gradient θ of the traveling road, traffic jam information, the traveling distance of the uphill road, and the like. Therefore, for example, information on the gradient θ may be obtained from the navigation information.

  Further, the hybrid vehicle 100 calculates a required torque to be output to the ring gear shaft 32a as a drive shaft based on the accelerator opening corresponding to the depression amount of the accelerator pedal by the driver and the vehicle speed, and corresponds to the required torque. The engine 22, the first motor 10, and the second motor 12 are controlled to operate so that the required power to be output is output to the ring gear shaft 32a. As operation control of the engine 22 and the first motor 10 and the second motor 12, all of the power output from the engine 22 is controlled while the engine 22 is operated and controlled so that the power corresponding to the required power is output from the engine 22. Is converted to torque by the power distribution and integration mechanism 30, the first motor 10 and the second motor 12, and is output to the ring gear shaft 32a, and the torque conversion operation for driving and controlling the first motor 10 and the second motor 12 is performed. The engine 22 is operated and controlled so that the power corresponding to the sum of the mode and required power and the power required for charging and discharging the battery 50 is output from the engine 22 and is output from the engine 22 along with charging and discharging of the battery 50. All or part of the power is converted by the power distribution / integration mechanism 30, the first motor 10, and the second motor 12. A charge / discharge operation mode for driving and controlling the first motor 10 and the second motor 12 so that the required power is output to the ring gear shaft 32a, and the required power from the second motor 12 by stopping the operation of the engine 22. There is a motor operation mode in which operation control is performed so that power corresponding to the above is output to the ring gear shaft 32a.

  Next, the operation of the hybrid vehicle 100 described above, particularly the operation when starting on an uphill slope or traveling at a low speed will be described. FIG. 2 shows an example of a drive control routine executed by the HVECU 70. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) based on the timer 78 of the HVECU 70.

First, navigation information is collected from the navigation system 80 (S200). Based on the navigation information, it is determined whether there is an uphill road (S202). If there is an uphill road, it is further determined whether the uphill road is congested (S204). When it is determined that the uphill road is congested, the battery ECU 52 estimates the current remaining capacity SOC _real of the battery 50 based on any of the SOC estimation methods described above (S206). On the other hand, using the CPU 72 of the HVECU 70, the first map stored in advance in the ROM 74 is also stored based on the slope θ of the uphill road obtained from the navigation information, the travel distance of the uphill road, and the weight of the hybrid vehicle 100. In addition, the engine torque required for traveling on an uphill road is estimated. Then, the CPU 72 considers the estimated engine torque and the torque split ratio, calculates the first estimated charge amount charged in the battery 50, and climbs up the slope obtained by subtracting the second estimated charge amount from the SOC upper limit charge amount. The time upper limit charge amount SOC _max1 is calculated and temporarily stored in the RAM 76. Then, the CPU 72 determines whether or not the current SOC _real is larger than SOC _max1 (S208). If the SOC _real is larger than SOC _max1 , control is performed to lower the current SOC _real (S210).

As a method for lowering the SOC _real , for example, the driving of the engine 22 is stopped from the HVECU 70 via the engine ECU 24 or the rotational speed of the engine 22 is reduced to limit the amount of charge to the battery 50, or from the HVECU 70 The ratio between the sun gear 31 and the ring gear 32 is changed via the motor ECU 40 to increase the rotational speed of the second motor 12 and increase the amount of discharge from the battery 50.

Next, the CPU 72 of the HVECU 70 determines based on a map stored in advance in the ROM 74, based on the accelerator opening from the accelerator sensor 82 and the vehicle speed from a vehicle speed sensor (not shown), whether or not the vehicle is traveling at a low speed on an uphill. (S212). If it is determined that the vehicle is traveling at a low speed on an uphill, the remaining capacity SOC _real of the current battery 50 is estimated in the battery ECU 52 based on one of the SOC estimation methods described above (S214). On the other hand, using the CPU 72 of the HVECU 70, from an accelerator opening from an accelerator pedal position sensor (not shown), a vehicle speed from a vehicle speed sensor (not shown), the rotational speeds Nm1, Nm2 of the first motor 10 and the second motor 12, and navigation information Based on the obtained slope θ of the uphill road, the distance traveled on the uphill road, and the weight of the hybrid vehicle 100, the engine torque required for low-speed running on the uphill based on the second map stored in the ROM 74 in advance. Is estimated. Then, the CPU 72 considers the estimated engine torque and the torque split ratio, calculates the second estimated charge amount charged in the battery 50, and climbs up the slope obtained by subtracting the second estimated charge amount from the SOC upper limit charge amount. The time upper limit charge amount SOC _max2 is calculated and temporarily stored in the RAM 76. Then, the CPU 72 determines whether or not the current SOC _real is larger than the SOC _max2 (S216), and when the SOC _real is larger than the SOC _max2 , control is performed to lower the current SOC _real (S218). Since the control method for lowering the SOC _real is the same as described above, a description thereof is omitted here.

Further, the CPU 72 of the HVECU 70 does not stop the climbing at a low speed on the basis of a map stored in advance in the ROM 74 based on the accelerator opening from the accelerator sensor 82 and the vehicle speed from a vehicle speed sensor (not shown). When it is determined that the vehicle has started (S220), the remaining capacity SOC _real of the current battery 50 is estimated in the battery ECU 52 based on one of the SOC estimation methods described above (S222). On the other hand, using the CPU 72 of the HVECU 70, from an accelerator opening from an accelerator pedal position sensor (not shown), a vehicle speed from a vehicle speed sensor (not shown), the rotational speeds Nm1, Nm2 of the first motor 10 and the second motor 12, and navigation information Based on the obtained slope θ of the uphill road, the travel distance of the uphill road, and the weight of the hybrid vehicle 100, it is necessary for starting from the stop of the uphill based on the third map stored in advance in the ROM 74. Estimate engine torque. Then, the CPU 72 calculates the third estimated charge amount charged in the battery 50 in consideration of the estimated engine torque and the torque split ratio, and climbs up the slope obtained by subtracting the third estimated charge amount from the SOC upper limit charge amount. The hour upper limit charge amount SOC _max3 is calculated and temporarily stored in the RAM 76. Then, the CPU 72 determines whether or not the current SOC _real is larger than the SOC _max3 (S224). If the SOC _real is larger than the SOC _max3 , control is performed to lower the current SOC _real (S226). Since the control method for lowering the SOC _real is the same as described above, a description thereof is omitted here.

  As described above, the slope θ of the uphill road obtained from the navigation information, the travel distance of the uphill road, and the weight of the hybrid vehicle 100 are used to calculate the estimated charge amount of the uphill road. However, the present invention is not limited to this. Only the gradient θ may be used, and it is preferable to combine the gradient θ of the uphill road obtained from the navigation information in consideration of the accuracy of the estimated charging amount, the traveling distance of the uphill road, and the weight of the hybrid vehicle 100.

_{Needless to} say, the SOC _max1 , the SOC _max2, and the SOC _max3 are at least larger than the lower limit remaining amount SOC _{min of the} battery 50.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids in the hybrid vehicle of one Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 1st motor, 12 2nd motor, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45 cooling pump, 46 drive circuit, 47 air conditioning compressor, 48 drive circuit , 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 53 current sensor, 54 power line, 55 voltage sensor, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b , 70 hybrid electronic control unit (HVECU), 72 CPU, 74 ROM, 76 RAM, 80 a navigation system, 82 an accelerator sensor, 100 a hybrid vehicle.

Claims (4)

An engine that transmits engine torque to the sun gear and the ring gear at a constant split ratio, a first motor that is a generator connected to the sun gear, and a second motor that is connected to a reduction gear that is indirectly connected to the ring gear And a hybrid vehicle that travels by at least one driving force of the first motor, the second motor, and the engine,
Power storage means for supplying power to at least one of the first motor and the second motor and storing power by regenerative energy;
Storage / discharge control means for controlling storage / discharge of the power storage means;
An uphill detecting means for detecting traveling on the uphill based on information from the navigation system;
An uphill road traffic information acquisition means for acquiring uphill traffic information from information from the navigation system,
When the traveling to the uphill road is detected by the uphill road detecting means, the storage / discharge control means sets the storage amount of the power storage means to a predetermined amount based on the traffic jam information obtained by the uphill road traffic information acquisition means. A hybrid vehicle, characterized by being controlled. The hybrid vehicle according to claim 1,
Furthermore, a gradient detection means for detecting the gradient of the uphill road,
Mileage detecting means for detecting the mileage of the uphill road,
When the traveling to the uphill road is detected by the uphill road detecting means, the storage / discharge control means, the traffic jam information obtained by the uphill road traffic jam information acquiring means, the slope of the uphill road by the slope detecting means, and the A hybrid vehicle characterized in that the power storage amount of the power storage means is controlled to a predetermined amount based on the travel distance by the travel distance detection means. The hybrid vehicle according to claim 2,
Furthermore, it has a recording means for storing the weight of the hybrid vehicle,
When the traveling to the uphill road is detected by the uphill road detection means, the storage / discharge control means, the traffic jam information obtained by the uphill road traffic jam information acquisition means, the slope of the uphill road by the slope detection means, and the A hybrid vehicle characterized in that a power storage amount of the power storage means is controlled to a predetermined amount based on a travel distance by a travel distance detection means and a weight of the hybrid vehicle in the storage means. In the hybrid vehicle according to any one of claims 1 to 3,
Furthermore, it has a calculation means for calculating the amount of electricity charged when starting at the time of climbing or when traveling at a low speed when climbing,
The storage / discharge control means controls based on the estimated charge amount calculated by the calculation means so as to reduce the charge amount of the power storage means in advance at least by the estimated charge amount when climbing and stopping on an uphill road. A hybrid vehicle.

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