JP2013001373A - Hybrid vehicle and control method of the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of reducing a frequency of starting/stopping of an engine and to provide a control method of the hybrid vehicle.SOLUTION: A motor generator 6 generates power by use of the power of an engine 2. An electric storage device 16 is charged by receiving electric power generated by the motor generator 6 from a power converter 18. When the SOC (state of charge) of the electric storage device 16 decreases, an ECU 26 carries out a charge control for starting the engine 2 to charge the electric storage device 16 by the motor generator 6. The ECU 26 sets a charge amount of the electric storage device 16 by the motor generator 6 based on a time period to the next execution of the charge control.

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more particularly to a hybrid vehicle that executes charge control for starting an internal combustion engine and charging the power storage device with a generator when the remaining capacity of the power storage device decreases. About.

  As an environmentally-friendly vehicle, a hybrid vehicle equipped with a traveling motor that receives power supplied from a power storage device and an internal combustion engine as a power source has attracted a great deal of attention.

  Japanese Patent Laying-Open No. 2004-201411 (Patent Document 1) discloses a power supply control device applied to such a hybrid vehicle. In this power supply control device, the storage battery is charged and discharged so that the state of charge (SOC) of the storage battery is within a predetermined range by appropriately starting and stopping the engine and the generator driven thereby. Is controlled. Then, the frequency at which the engine or the vehicle is stopped (frequency of idle stop) is detected, and the upper limit value of the predetermined range when the frequency is equal to or higher than a predetermined threshold value is the predetermined frequency. It is set higher than the above upper limit value when it is less than the threshold value.

  Thereby, it is supposed that it is possible to prevent the life of the storage battery from being shortened during traveling in a congested urban area (see Patent Document 1).

JP 2004-201411 A JP 2002-262401 A JP 2000-205000 A JP 2000-197207 A JP 2001-128309 A

  In a method of controlling the SOC of a storage battery within a predetermined range as in the power supply control device disclosed in the above Japanese Patent Application Laid-Open No. 2004-201411, an auxiliary machine, an electric air conditioner, etc. (hereinafter referred to as “auxiliary machines”). The frequency of engine start / stop varies depending on the power consumption of the engine, and when the power consumption is large, the engine starts / stops frequently.

  Accordingly, the present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid vehicle capable of reducing the frequency of engine start / stop and a control method therefor.

  According to the present invention, the hybrid vehicle includes an internal combustion engine, a generator, a power storage device, and a control device. The generator is driven by an internal combustion engine. The power storage device is charged by a generator. When the remaining capacity of the power storage device decreases, the control device executes charge control for starting the internal combustion engine and charging the power storage device with the generator. Then, the control device sets the charge amount of the power storage device by the generator based on the time until the next execution of the charge control.

  Preferably, the control device sets the charge amount based on the time when the internal combustion engine is continuously stopped for a predetermined time or more except when the internal combustion engine is started due to a decrease in the remaining capacity.

  Preferably, the hybrid vehicle further includes auxiliary machinery. The auxiliary machines are supplied with electric power from the power storage device. The control device calculates the amount of charge using the power consumption and time of the auxiliary machines.

  Preferably, the hybrid vehicle further includes auxiliary machinery. The auxiliary machines are supplied with electric power from the power storage device. The control device calculates the amount of charge so that the amount of charge increases as the power used by the auxiliary equipment increases.

Preferably, the control device corrects the charge amount based on a discharge state of the power storage device.
More preferably, the control device corrects the charge amount based on the actual required time with respect to the set time until the next execution of the charge control.

  According to the invention, the control method is a control method for a hybrid vehicle. The hybrid vehicle includes an internal combustion engine, a generator, and a power storage device. The generator is driven by an internal combustion engine. The power storage device is charged by a generator. Then, when the remaining capacity of the power storage device decreases, the control method executes a charge control for starting the internal combustion engine and charging the power storage device by the generator, and charging the amount of charge of the power storage device by the generator. And setting based on the time until the next execution of control.

  In the present invention, when the remaining capacity of the power storage device decreases, charging control for starting the internal combustion engine and charging the power storage device with the generator is executed. And since the amount of charge of the power storage device by the generator is set based on the time until the next execution of the charge control, the amount of charge varies depending on the amount of power consumption, and when the amount of power consumption is large, the amount of charge Will increase. Therefore, according to the present invention, the frequency of engine start / stop can be reduced.

1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention. FIG. 3 is a diagram showing an example of a time transition of SOC in the first embodiment. FIG. 3 is a diagram showing an example of a time transition of SOC in the first embodiment. It is the figure which showed an example of the time transition of conventional SOC as a reference example. It is a functional block diagram of ECU shown in FIG. It is a flowchart for demonstrating the process sequence of the forced charge performed by ECU. FIG. 6 is a functional block diagram of an ECU in a second embodiment. 6 is a flowchart for illustrating a procedure of forced charging executed by an ECU in the second embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes an engine 2, a power split device 4, motor generators 6, 10, a transmission gear 8, a drive shaft 12, and wheels 14. Hybrid vehicle 100 further includes power storage device 16, power converters 18, 20, auxiliary equipment 22, and electronic control unit (hereinafter referred to as “ECU (Electronic Control Unit)”) 26.

  Power split device 4 is coupled to engine 2, motor generator 6 and transmission gear 8 to distribute power among them. For example, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used as the power split device 4, and these three rotation shafts are connected to the rotation shafts of the motor generator 6, the engine 2, and the transmission gear 8, respectively. Is done. The rotation shaft of motor generator 10 is connected to the rotation shaft of transmission gear 8. That is, motor generator 10 and transmission gear 8 have the same rotation shaft, and the rotation shaft is connected to the ring gear of power split device 4.

  The kinetic energy generated by the engine 2 is distributed to the motor generator 6 and the transmission gear 8 by the power split device 4. That is, engine 2 is incorporated in hybrid vehicle 100 as a power source for driving transmission gear 8 that transmits power to drive shaft 12 and driving motor generator 6. The motor generator 6 is incorporated in the hybrid vehicle 100 so as to operate as a generator driven by the engine 2 and to operate as an electric motor that can start the engine 2. Motor generator 10 is incorporated in hybrid vehicle 100 as a power source that drives transmission gear 8 that transmits power to drive shaft 12.

  The power storage device 16 is a rechargeable DC power source, and is constituted by, for example, a secondary battery such as nickel metal hydride or lithium ion. The power storage device 16 supplies power to the power converters 18 and 20. Power storage device 16 is charged by receiving power from power converters 18 and / or 20 when motor generator 6 and / or 10 generates power. A large-capacity capacitor can also be used as the power storage device 16, and a power buffer that temporarily stores the power generated by the motor generators 6, 10 and can supply the stored power to the motor generators 6, 10. Anything is acceptable. It is noted that voltage VB of power storage device 16 and current IB input / output to power storage device 16 are detected by a sensor (not shown), and the detected value is output to ECU 26.

  Based on signal PWM 1 from ECU 26, power converter 18 converts the power generated by motor generator 6 into DC power and outputs it to power storage device 16. Based on signal PWM <b> 2 from ECU 26, power converter 20 converts DC power supplied from power storage device 16 into AC power and outputs the AC power to motor generator 10. Power converter 18 converts DC power supplied from power storage device 16 into AC power and outputs it to motor generator 6 based on signal PWM1 when engine 2 is started. Further, power converter 20 converts the electric power generated by motor generator 10 into DC power based on signal PWM 2 and outputs it to power storage device 16 when the vehicle is braked or when acceleration is reduced on a downward slope. Note that power converters 18 and 20 are configured by inverters including switching elements for three phases, for example.

  Motor generators 6 and 10 are AC motors, and are constituted by, for example, three-phase AC synchronous motors in which a permanent magnet is embedded in a rotor. The motor generator 6 converts the kinetic energy generated by the engine 2 into electric energy and outputs it to the power converter 18. Motor generator 6 generates driving force by the three-phase AC power received from power converter 18 and starts engine 2.

  Motor generator 10 generates driving torque for the vehicle using three-phase AC power received from power converter 20. Further, the motor generator 10 converts the mechanical energy stored in the vehicle as kinetic energy or positional energy into electric energy and outputs the electric energy to the power converter 20 when the vehicle is braked or when the acceleration on the down slope is reduced.

  The engine 2 converts thermal energy generated by the combustion of fuel into kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split device 4. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split device 4.

  The auxiliary machinery 22 generally represents each auxiliary device and the electric air conditioner mounted on the vehicle. As an example, the auxiliary machinery 22 includes an electric air conditioner that operates by receiving power from the power storage device 16, a DC / DC converter that converts power from the power storage device 16 into auxiliary voltage, and each auxiliary device and auxiliary device that receives power from the DC / DC converter. Including battery.

  The ECU 26 controls the power converters 18 and 20 and the engine 2 by software processing by executing a program stored in advance by a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit. Specifically, ECU 26 generates signals PWM1 and PWM2 for driving power converters 18 and 20, respectively, and outputs the generated signals PWM1 and PWM2 to power converters 18 and 20, respectively. Further, the ECU 26 generates a signal ENG for controlling the engine 2 and outputs the generated signal ENG to the engine 2.

  Further, ECU 26 calculates an SOC indicating the remaining capacity of power storage device 16 based on the detected values of voltage VB and current IB of power storage device 16. Then, when the SOC decreases, the ECU 26 forcibly starts the engine 2 to cause the motor generator 6 to generate electric power, and executes charging control for charging the power storage device 16 with the generated electric power (hereinafter referred to as such). Such charging is also referred to as “forced charging”). Here, the ECU 26 sets the amount of charge of the power storage device 16 by forced charging based on the time from when forced charging is completed until the next forced charging is executed. In other words, the ECU 26 sets a time from the end of forced charging until the next forced charging is executed, and sets the amount of charge in the current forced charging so that the forced charging is not executed during the set time. To do.

Hereinafter, the concept of forced charging in the first embodiment will be described in detail.
In a hybrid vehicle capable of running with the power of the motor generator (hereinafter referred to as “EV running”) with the engine stopped, EV running continues due to low vehicle speed and low torque during a traffic jam. During EV travel, the energy stored in the power storage device is used as travel energy, and the power storage device is not charged as the engine travels, so the SOC of the power storage device decreases.

  Conventionally, forced charging is started when the SOC of the power storage device falls below the control lower limit, and forced charging is terminated when the SOC reaches the control upper limit. However, if the start and end of forced charging are defined by the SOC, if the power consumption of auxiliary equipment (such as an electric air conditioner) is large or the capacity of the power storage device is small, forced charging occurs frequently and is inconvenient to the user. Can give pleasure.

  Therefore, in the first embodiment, the amount of time during forced charging is set so that forced charging is not performed during the set time after the forced charging ends and until the next forced charging is performed. Is to be set. Thereby, it can suppress that forced charging occurs frequently.

  2 and 3 are diagrams showing an example of the time transition of the SOC in the first embodiment. Referring to FIG. 2, when the SOC reaches lower limit level SL at time t <b> 1, forced charging for starting engine 2 and charging power storage device 16 by motor generator 6 is started. Then, when the amount of charge reaches ΔP1, forced charging ends. The charge amount ΔP1 by the forced charge is calculated based on the set time Ts from the end of the forced charge until the next forced charge is executed. That is, the charge amount ΔP1 is calculated based on the set time Ts and the power consumption of the auxiliary machinery 22 (for example, the value at time t1).

  Since this charge amount ΔP1 is calculated based on the set time Ts, if there is no change in the power consumption of the auxiliary machinery 22, the set time until the next forced charge is executed from the time t2 when the forced charge is completed. The time Ts is secured. Note that, if the power consumption of the auxiliary machinery 22 changes, the time until the next forced charging is performed also varies, but such variation is not considered here.

  Referring to FIG. 3, in this case where the power consumption of auxiliary machinery 22 is larger than the example shown in FIG. 2, the time from the end of forced charging until the next forced charging is executed (set time Ts ) Is set to a value larger than the charge amount ΔP1 shown in FIG. Also in this case, since the charge amount ΔP2 is calculated based on the set time Ts, if there is no change in the power consumption of the auxiliary machinery 22, the next forced charge is executed from the time t12 when the forced charge is finished. Until the set time Ts is secured.

  FIG. 4 is a diagram showing an example of time transition of the conventional SOC as a reference example. Referring to FIG. 4, when the SOC reaches lower limit level SL at time t21, forced charging is started. Then, when the SOC reaches the upper limit level SU at time t22, forced charging ends. Thereafter, when the SOC decreases again to the lower limit level SL at time t23, forced charging is started again.

  In this case, the charge amount by forced charging is a fixed amount determined by the upper and lower limits of the SOC, and the time until the next forced charge is executed is not considered in the calculation of the charge amount. Accordingly, the time T varies depending on the power consumption of the auxiliary machinery 22, and when the power consumption of the auxiliary machinery 22 is large, the time T is shortened and forced charging frequently occurs. In contrast, in the first embodiment, as shown in FIGS. 2 and 3, the charge amount at the time of forced charging is set so that the time until the next forced charge is executed is the set time Ts. Therefore, even if the power consumption of the auxiliary machinery 22 fluctuates, the time until the next forced charge is executed (set time Ts) is secured.

  FIG. 5 is a functional block diagram of ECU 26 shown in FIG. Referring to FIG. 5, ECU 26 includes an SOC calculation unit 32, a time setting unit 34, a charge amount calculation unit 36, a charge control unit 38, an engine control unit 40, and a power conversion control unit 42.

  SOC calculation unit 32 calculates the SOC of power storage device 16 based on the detected values of voltage VB and current IB of power storage device 16, and outputs the calculation result to charge control unit 38. Various known methods can be used for calculating the SOC.

  The time setting unit 34 sets a time from the end of forced charging to the next execution of forced charging (set time Ts). This set time Ts may be a fixed value or may be set by the user within a chargeable range. Here, as an example, the set time Ts is set by the following equation so that the set time Ts is lengthened every time forced charging is repeated.

Ts = Tf + C × N (1)
Here, Tf indicates an initial value of the set time, and C indicates a time that is extended every time forced charging is repeated. N indicates the number of repetitions of forced charging.

  The charge amount calculation unit 36 calculates the charge amount by forced charging so that the set time Ts is secured until the next forced charge is executed after the forced charge is completed. The charge amount calculation unit 36 detects the power used by the auxiliary machinery 22 by a sensor (not shown), and calculates the charge amount ΔP by forced charging by the following equation.

ΔP = Pc × Ts (2)
Here, Pc indicates the detected power used by the auxiliary machinery 22. In order to reflect the running power, the charge amount ΔP may be calculated by adding the output of the motor generator 10 (time average value or the like) to Pc.

  When the forced charging execution condition is satisfied, charging control unit 38 executes charging control for starting engine 2 and charging power storage device 16. Specifically, when the SOC falls below lower limit level SL, charging control unit 38 outputs a start command for engine 2 to engine control unit 40 and power conversion control unit 42. After the engine 2 is started, the charging control unit 38 outputs a power generation command for the motor generator 6 to the power conversion control unit 42. When the charge amount of power storage device 16 reaches ΔP, charge control unit 38 outputs a stop command for engine 2 to engine control unit 40.

  The engine control unit 40 generates a signal ENG for controlling the engine 2 and outputs the generated signal ENG to the engine 2. When the engine control unit 40 receives a start command for the engine 2 from the charge control unit 38, the engine control unit 40 generates a signal ENG instructing the operation of the engine 2 and outputs the signal ENG to the engine 2. In addition, when the engine control unit 40 receives a stop command for the engine 2 from the charge control unit 38, the engine control unit 40 generates a signal ENG that instructs the engine 2 to stop and outputs the signal ENG to the engine 2.

  The power conversion control unit 42 generates signals PWM1 and PWM2 for driving the power converters 18 and 20, respectively, and outputs the generated signals PWM1 and PWM2 to the power converters 18 and 20, respectively. When power conversion control unit 42 receives a start command for engine 2 from charge control unit 38, power conversion control unit 42 generates signal PWM 1 for powering driving motor generator 6 and outputs the signal PWM 1 to power converter 18. When power generation control unit 42 receives a power generation command for motor generator 6 from charge control unit 38, power conversion control unit 42 generates signal PWM 1 for regeneratively driving motor generator 6 and outputs the signal PWM 1 to power converter 18. Further, during traveling, power conversion control unit 42 generates signal PWM <b> 2 for driving motor generator 10 and outputs it to power converter 20.

  FIG. 6 is a flowchart for explaining a processing procedure of forced charging executed by the ECU 26. The processing shown in this flowchart is called from the main routine and executed at regular time intervals or when a predetermined condition is satisfied.

  Referring to FIG. 6, ECU 26 calculates the SOC based on voltage VB and current IB of power storage device 16, and determines whether or not the calculated SOC is lower than lower limit level SL (step S10). If it is determined that the SOC is equal to or higher than lower limit level SL (NO in step S10), ECU 26 proceeds to step S120 without executing a series of subsequent processes.

  If it is determined in step S10 that the SOC is lower than lower limit level SL (YES in step S10), ECU 26 starts engine 2 and starts charging power storage device 16 by motor generator 6 (step S20). Next, the ECU 26 determines whether or not the stop time of the engine 2 exceeds a predetermined time (step S30). This determination process determines whether or not there is a traffic jam. A positive determination is made when the engine 2 has been stopped for a long time, except when the engine 2 is started by forced charging. .

  If it is determined in step S30 that the engine stop time has exceeded the predetermined time (YES in step S30), the ECU 26 sets the time (set time Ts) from the end of forced charging until the next forced charging is executed. ) Is calculated by the above equation (1) (step S40). Then, the ECU 26 calculates the charge amount ΔP by forced charging based on the set time Ts by the above formula (2) (step S50).

  If it is determined that charging of charge amount ΔP has been performed (YES in step S60), ECU 26 stops engine 2 and ends forced charging (step S70). Thereafter, the ECU 26 counts up N indicating the number of times of forced charging (step S80).

  On the other hand, when it is determined in step S30 that the engine stop time is equal to or shorter than the predetermined time (NO in step S30), ECU 26 performs the forced charging end determination based on the SOC. That is, when it is determined that the SOC exceeds upper limit level SU (YES in step S90), ECU 26 stops engine 2 and ends the forced charging (step S100). Then, the ECU 26 resets N indicating the number of times of forced charging to 0 (step S110).

  As described above, in the first embodiment, when the SOC of power storage device 16 decreases to lower limit level SL, forced charging is performed in which engine 2 is started and motor power generator 6 charges power storage device 16. Then, since the charge amount ΔP of the power storage device 16 by the motor generator 6 is set based on the time until the next forced charge is executed (set time Ts), charging is performed according to the power consumption of the auxiliary machinery 22. When the amount ΔP fluctuates and the power consumption is large, the charge amount ΔP increases. Therefore, according to the first embodiment, the frequency of starting / stopping the engine 2 can be reduced.

[Embodiment 2]
In the second embodiment, the charge amount ΔP calculated based on the set time Ts is corrected based on the actual discharge state of the power storage device 16.

  The overall configuration of the hybrid vehicle according to the second embodiment is the same as that of hybrid vehicle 100 according to the first embodiment shown in FIG.

  FIG. 7 is a functional block diagram of ECU 26A in the second embodiment. Referring to FIG. 7, ECU 26 </ b> A further includes a charge amount correction unit 44 in the configuration of ECU 26 in the first embodiment shown in FIG. 5, and includes a charge amount calculation unit 36 </ b> A instead of charge amount calculation unit 36.

  The charge amount correction unit 44 calculates a correction coefficient for correcting the charge amount by forced charging based on the actual discharge state of the power storage device 16. The charge amount correction unit 44 measures the actual time Th from the end of forced charging until the next forced charge is executed, and calculates the correction coefficient K by the following equation using the actual time Th.

K = Ts / Th (3)
Ts is the set time calculated by the above equation (1). That is, when the real time Th is shorter than the set time Ts, the correction coefficient K is larger than 1.

The charge amount calculation unit 36A calculates the charge amount ΔP by forced charging according to the following equation.
ΔP = Pc × Ts × K (4)
K is a correction coefficient calculated by equation (3). That is, the charge amount by forced charging is corrected by the correction coefficient K.

  The other functions of ECU 26A are the same as those of ECU 26 in the first embodiment shown in FIG.

  FIG. 8 is a flowchart for illustrating a procedure of forced charging executed by ECU 26A in the second embodiment. The processing shown in this flowchart is also called and executed from the main routine at regular time intervals or when a predetermined condition is satisfied.

  Referring to FIG. 8, this flowchart further includes steps S22, S24, S26, and S75 in the flowchart shown in FIG. 6, and includes step S55 instead of step S50. That is, when forced charging is started in step S20, the ECU 26A determines whether or not N indicating the number of forced charging repetitions is 0 (step S22).

  If it is determined that N is not 0 (YES in step S22), ECU 26A calculates a correction coefficient K for correcting the amount of charge by forced charging using the above equation (3) (step S24). On the other hand, when it is determined that N is 0 (NO in step S22), since there is no actual time Th, the ECU 26A sets the correction coefficient K to 1 (step S26). And after execution of the process of step S24 or S26, ECU26A transfers a process to step S30.

  In addition, when the set time Ts is calculated in step S40, the ECU 26A calculates the charge amount ΔP by forced charging by the above equation (4) (step S55). Thereafter, the ECU 26A moves the process to step S60.

  When forced charging ends in step S70, the ECU 26A resets the value of the real time Th and starts counting the real time Th again (step S75). Thereafter, the ECU 26A moves the process to step S80.

The processing in other steps is as described with reference to FIG.
As described above, according to the second embodiment, since the charge amount ΔP is corrected based on the actual discharge state of the power storage device 16, the accuracy of the time until the next forced charge is executed is improved. .

  In each of the above-described embodiments, a current reversible booster that boosts the voltage on the power converters 18 and 20 to a voltage higher than that of the power storage device 16 between the power storage device 16 and the power converters 18 and 20. A chopper circuit may be provided.

  In each of the above-described embodiments, the series / parallel type hybrid vehicle in which the power of the engine 2 can be divided and transmitted to the transmission gear 8 and the motor generator 6 by the power split device 4 has been described. Can be applied to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 2 only to drive the motor generator 6 and generates the driving force of the vehicle only by the motor generator 10, or a motor as required using the engine as the main power. The present invention is also applicable to a one-motor hybrid vehicle that assists and can charge the power storage device using the motor as a generator.

  In the above description, engine 2 corresponds to an embodiment of “internal combustion engine” in the present invention, and motor generator 6 corresponds to an embodiment of “generator” in the present invention. ECUs 26 and 26A correspond to an embodiment of “control device” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  2 engine, 4 power split device, 6, 10 motor generator, 8 transmission gear, 12 drive shaft, 14 wheels, 16 power storage device, 18, 20 power converter, 22 auxiliary machinery, 26, 26A ECU, 32 SOC calculation unit , 34 time setting unit, 36 charge amount calculation unit, 38 charge control unit, 40 engine control unit, 42 power conversion control unit, 44 charge amount correction unit, 100 hybrid vehicle.

Claims (7)

An internal combustion engine;
A generator driven by the internal combustion engine;
A power storage device charged by the generator;
When the remaining capacity of the power storage device decreases, a control device that starts the internal combustion engine and performs charge control for charging the power storage device with the generator,
The said control apparatus is a hybrid vehicle which sets the charge amount of the said electrical storage apparatus by the said generator based on the time until the next execution of the said charge control.   The control device sets the charge amount based on the time when the internal combustion engine is continuously stopped for a predetermined time or more except when the internal combustion engine is started due to a decrease in the remaining capacity. The hybrid vehicle according to claim 1. Auxiliaries that receive power from the power storage device are further provided,
The hybrid vehicle according to claim 1, wherein the control device calculates the amount of charge using electric power used by the auxiliary machinery and the time. Auxiliaries that receive power from the power storage device are further provided,
The hybrid vehicle according to claim 1, wherein the control device calculates the charge amount such that the charge amount increases as the power used by the auxiliary devices increases.   The hybrid vehicle according to any one of claims 1 to 4, wherein the control device corrects the charge amount based on a discharge state of the power storage device.   The hybrid vehicle according to claim 5, wherein the control device corrects the charge amount based on an actual required time with respect to a set time until the next execution of the charge control. A control method for a hybrid vehicle,
The hybrid vehicle
An internal combustion engine;
A generator driven by the internal combustion engine;
A power storage device charged by the generator,
The control method is:
When the remaining capacity of the power storage device is reduced, starting the internal combustion engine and executing charging control for charging the power storage device with the generator;
Setting the amount of charge of the power storage device by the generator based on the time until the next execution of the charge control.

Images