JP5069484B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle provided with a motor generator, and more particularly to a control device for a hybrid vehicle that prevents overcharge and overdischarge of a battery.

  Some hybrid vehicles include a motor generator having a function as an electric motor that transmits driving force to the vehicle and a function as a generator that is driven by an engine to generate electric power and charge a battery. When the motor generator functions as an electric motor, electric power is supplied from the battery to the motor generator, and when the motor generator functions as a generator, the electric power generated by the motor generator is charged into the battery. In recent years, power storage devices such as secondary batteries such as nickel metal hydride batteries and lithium ion batteries, and electrochemical capacitors such as electric double layer capacitors have been reduced in size and weight, and energy density has been increased. It is also actively used as a power source for hybrid vehicles.

  When the battery, that is, the storage device is not optimally charged and discharged and the storage device is overcharged or overdischarged, for example, when the storage device is a lithium ion secondary battery, As a result, the lithium storage capacity is lowered and the performance is lowered. For this reason, normal charging / discharging of the battery is controlled so that the remaining capacity (SOC) of the battery is within a predetermined range, and when the battery voltage reaches the maximum allowable voltage, it is determined that the battery is overcharged, and the minimum allowable voltage is When it becomes, it is determined as overdischarge, and the command torque for each motor generator is limited.

  However, when charging / discharging control is performed on the power storage device in this way, the internal resistance of the power storage device increases at low temperatures, so the voltage instantaneously becomes higher than the maximum allowable voltage or lower than the minimum allowable voltage. If the power storage device is repeatedly overcharged or overdischarged, the durability of the power storage device is impaired. In particular, in the vicinity of the maximum allowable voltage that is the upper limit value of charging, hunting that goes up and down the upper limit value occurs depending on the vehicle environment and driving state, and as a result, the upper limit value is exceeded, and charging and If the discharge is repeated in a short time, the driver feels uncomfortable.

For example, Patent Document 1 discloses a control device that detects the state of a battery and sets upper and lower limit values for charge and discharge current values and voltage values according to the battery state.
JP 2004-135417 A

  However, simply detecting the battery status and setting the upper and lower limit values for the current and voltage values for charging / discharging simply limits the battery and charges it to the maximum allowable voltage that is higher than the limit value. Therefore, it cannot be said that the entire area of battery performance is used, and it is difficult to control the electricity storage device for the purpose of reducing the size and weight and increasing the energy density.

  It is an object of the present invention to control an electricity storage device so that the maximum allowable voltage as the upper limit value and the minimum allowable voltage as the lower limit value of the electricity storage device are not exceeded and converges to the maximum allowable voltage during charging and to the minimum allowable voltage during discharging. An object of the present invention is to provide a control device for a hybrid vehicle.

  Another object of the present invention is to provide a control device for a hybrid vehicle that can fully use the usable range of the electricity storage device.

  Another object of the present invention is to provide a control device for a hybrid vehicle that can improve the durability of the electricity storage device.

The hybrid vehicle control device of the present invention is a hybrid vehicle control device including an electricity storage device and a motor generator that transmits driving force to the vehicle and generates electric power to charge the electricity storage device. Voltage detecting means for detecting the voltage of the storage device, allowable voltage setting means for setting the maximum allowable voltage and the minimum allowable voltage of the usable voltage of the power storage device, and for charging lower than the maximum allowable voltage from the state of the power storage device Determining a threshold value and a discharge threshold value that is higher than the minimum allowable voltage, and when the voltage of the power storage device is between the maximum allowable voltage and the charging threshold value, and between the minimum allowable voltage and the discharging threshold value. when in, a motor command torque control means for multiplying the limit correction value to indicated torque reference value to the motor-generator, for the discharge Characterized by setting the value and the charging threshold, based on the rate of change of the actual voltage at the time of approaching the maximum allowable voltage or the minimum allowable voltage by charging and discharging at a preset predetermined charging and discharging modes And

In the hybrid vehicle control apparatus according to the present invention, the limit correction value is a value that decreases as a difference between the maximum allowable voltage or the minimum allowable voltage and the current voltage detected by the voltage detection unit decreases. And

  The control apparatus for a hybrid vehicle according to the present invention is characterized in that the discharge threshold and the charging threshold are variably set according to at least one of a current value, a temperature, and a remaining capacity of the power storage device.

  In the hybrid vehicle control device of the present invention, the discharge threshold and the charging threshold are set according to a reference value set according to a current and a temperature of the power storage device, a remaining capacity and a current of the power storage device. It calculates based on the correction value to be performed.

  In the hybrid vehicle control device of the present invention, the limit correction value is a difference between the maximum allowable voltage or the minimum allowable voltage and a current voltage detected by the voltage detection, and the maximum allowable voltage and the charging threshold value. Or a value divided by the difference between the minimum allowable voltage and the discharge threshold.

  According to the present invention, when the power storage device is charged by the motor generator, the command torque reference value for the motor generator is multiplied by the limit correction value within a predetermined time when the voltage of the power storage device approaches the maximum allowable voltage. Charging is controlled so as to gradually approach the maximum allowable voltage. When the power storage device is discharged and the driving power of the motor generator is transmitted to the drive wheels, the command torque reference value for the motor generator is multiplied by the limit correction within a predetermined time when the voltage of the power storage device approaches the minimum allowable voltage. Therefore, the discharge is controlled so as to gradually approach the minimum allowable voltage. This makes it possible to control the battery to converge to the maximum allowable voltage without exceeding the maximum allowable voltage during charging, and to control the charge / discharge of the power storage device to converge to the maximum allowable voltage without discharging. The range can be fully used.

  According to the present invention, the power storage device is prevented from exceeding the maximum allowable voltage or the minimum allowable voltage, and the power storage device is prevented from being overcharged or overdischarged. The durability can be improved by suppressing the decrease. Moreover, since charging and stopping of charging are not repeated frequently, and discharging and stopping of discharging are not repeated frequently, the driving feeling for the driver can be enhanced.

  According to the present invention, the command torque is calculated by multiplying the command torque reference value by the limit correction value, and the voltage of the power storage device at the time of charging is higher than the charging threshold value lower than the maximum allowable voltage at the time of charging. This is performed when the voltage of the electricity storage device at that time becomes lower than the threshold value for discharging, which is higher than the minimum allowable voltage. When it exceeds, the indicated torque can be corrected.

  According to the present invention, the threshold value is changed based on at least one of the temperature, current, voltage, and remaining capacity of the power storage device corresponding to the vehicle state and the battery state. The optimum threshold can be set.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram showing a power unit 10 mounted on a hybrid vehicle. As shown in FIG. 1, the power unit 10 is provided with an engine 11 as a drive source, a motor generator 12 having a function of an electric motor and a function of a generator, and a transmission 13 on the rear side of the motor generator 12. Is provided. The power output from the engine 11 and the motor generator 12 is shifted through a transmission mechanism 15 incorporated in the mission case 14 and then distributed to each drive wheel via a plurality of differential mechanisms 16 and 17.

  The illustrated power unit 10 is a parallel power unit. The engine 11 is driven as a main driving source for traveling, and the motor generator 12 is driven as an auxiliary driving source at the time of starting or accelerating. Further, when the motor generator 12 is driven to generate power during deceleration or steady running, the deceleration energy and surplus power can be converted into electric energy and recovered. Further, by operating the motor generator 12 as a starter motor, the engine 11 can be started and rotated by the motor generator 12.

  The motor generator 12 provided on the rear side of the engine 11 includes a stator 21 fixed to the motor case 20 and a rotor 23 connected to the crankshaft 22 of the engine 11, and the rotor 23 is interposed via a drive plate 24. To the torque converter 25. The torque converter 25 includes a pump impeller 27 that is fixed to the converter case 26 and a turbine runner 28 that faces the pump impeller 27, and the turbine runner 28 is connected from the pump impeller 27 via the hydraulic oil in the torque converter 25. Power is transmitted to.

  A transmission mechanism 15 including a planetary gear train, a clutch, a brake, and the like is connected to the torque converter 25 via a transmission input shaft 30. By selectively engaging the clutch and the brake in the transmission mechanism 15, the power transmission path in the transmission mechanism 15 can be switched to change the speed. Further, a compound planetary gear type center differential mechanism 16 that distributes drive torque to the front and rear wheels is mounted between the transmission output shaft 31 and the rear wheel output shaft 32, and the front wheels are connected via the center differential mechanism 16. Power is distributed to the output shaft 33 and the rear wheel output shaft 32.

  FIG. 2 is a block diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention. A high voltage battery 40 is mounted as an electricity storage device in the hybrid vehicle, and the high voltage battery 40 is a lithium ion battery. Batteries are being used. However, an electrochemical capacitor such as an electric double layer capacitor may be used as the high voltage battery 40 in addition to a secondary battery such as a lithium ion battery. The motor generator 12 is an AC synchronous motor, and is connected to an inverter 42 by a high voltage wiring 41. When the motor generator 12 is driven and its driving force is transmitted to driving wheels, the electric power from the high voltage battery 40 is transferred to the inverter. 42 is converted into an alternating current of a predetermined frequency and supplied to the motor generator 12. On the other hand, when the motor generator 12 is driven by the engine or is driven during vehicle braking to generate electric power by the motor generator 12, it is converted into a direct current by the inverter 42 and the high voltage battery 40 is charged.

  A DC / DC converter 43 is connected to the high voltage wiring 41 as voltage conversion means, and an output terminal of the DC / DC converter 43 is connected to a low voltage device by a power supply wiring 44. Low-voltage devices include a low-voltage battery 45, a battery control unit 46, a hybrid control unit 47, an engine control unit 48, a transmission control unit 49, etc., and step down the high-voltage system voltage from the high-voltage battery 40 to 12V. Then, the low voltage battery 45 is charged and power is supplied to the engine control unit 48 and the like.

  Each of the control units 46 to 49 described above includes a CPU that calculates a control signal and the like, and also includes a ROM that stores a control program, an arithmetic expression, map data, and the like, and a RAM that temporarily stores data. The control units 46 to 49 are connected to each other via a communication network, and various types of information are shared between the control units 46 to 49.

  The battery control unit 46 includes a temperature sensor 51 as temperature detecting means for detecting the cell temperature of the high voltage battery 40, a voltage sensor 52 as voltage detecting means for detecting the voltage of the high voltage battery 40, and a current of the high voltage system. A detection signal from a current sensor 53 serving as a current detection means for detecting the battery is sent, and based on signals from these sensors 51 to 53, the battery control unit 46 calculates the remaining capacity (SOC) of the battery. Calculate.

  From the battery control unit 46, signals such as the cell temperature, terminal voltage, current and remaining capacity of the high voltage battery 40 are sent to the hybrid control unit 47. The hybrid control unit 47 sends an instruction torque signal to the engine control unit 48 to control the drive of the engine 11. Further, a command torque (electric power) signal is sent from the hybrid control unit 47 to the inverter 42, and the hybrid control unit 47 is driven to generate predetermined generated power when the motor generator 12 functions as a generator. When a torque signal is output to function as an electric motor, a power generation signal is output to generate a predetermined drive torque, and the operation of the motor generator 12 is controlled. The high voltage wiring 41 constituting the high voltage system is provided with a high voltage relay 54 for turning the wiring on and off. When the starter switch of the vehicle is turned on, the high voltage relay 54 is turned on.

  FIG. 3 is a block diagram showing the functional configuration of the hybrid control unit 47. The hybrid control unit 47 constitutes a motor command torque control means and has a reference command torque calculation unit 61. The reference command torque calculation unit 61 includes a signal of the remaining capacity (SOC) from the battery control unit 46, a signal of an accelerator depression amount from an accelerator sensor (not shown) that detects the depression amount of an accelerator pedal, and an inverter 42 The rotation speed signal of the motor generator 12 and a gear shift information signal such as a gear ratio from the transmission control unit 49 are sent. Based on these signals, the reference command torque calculation unit 61 sends the motor command. A torque reference value is calculated, and an instruction torque to the engine 11 is also calculated.

  The hybrid control unit 47 includes a maximum allowable voltage setting unit 62 for setting a voltage when the high voltage battery 40 is fully charged (SOC is 100%), that is, a maximum allowable voltage (Vmax), and a charge amount of the high voltage battery 40. Is provided with a minimum allowable voltage setting unit 63 for setting a voltage when SOC is zero (SOC is 0%), that is, a minimum allowable voltage (Vmim), and each value is stored in the ROM as a default value. Further, the ROM of the hybrid control unit 47 has an i-T threshold map 64 and an SOC-i threshold map 65. The i-T threshold map 64 stores data for setting a threshold value for charging and a reference value Vsa for the discharging threshold corresponding to the voltage and temperature of the high voltage battery 40, and the cell temperature from the battery control unit 46. Based on the (T) signal and the battery current (I) signal, each reference value Vsa signal is output. On the other hand, the SOC-i threshold map 65 stores data for setting the charging threshold value and the discharge threshold correction value Vsb in accordance with the battery current (I) and the SOC. The respective correction values Vsb are set based on the current (I) signal and the remaining capacity (SOC) signal.

  The hybrid control unit 47 includes a threshold value calculation unit 66 and a limit correction value calculation unit 67. The threshold calculation unit 66 calculates the threshold Vs based on the reference value Vsa and the correction value Vsb output from the maps 64 and 65, respectively. On the other hand, the limit correction value calculation unit 67 includes the current battery voltage (V) sent from the voltage sensor 52 via the battery control unit 46 and the maximum allowable voltage (Vmax) output from the maximum allowable voltage setting unit 62. Based on the minimum allowable voltage (Vmim) output from the minimum allowable voltage setting unit 63, a limiting coefficient, that is, a limiting gain is calculated.

  FIG. 4A is a schematic diagram showing a calculation method of a limiting gain during charging, and FIG. 4B is a schematic diagram showing a calculation method of the limiting gain during discharging.

As shown in FIG. 4A, when the current battery voltage (V) detected by the voltage sensor 52 is a value between the maximum allowable voltage (Vmax) and the threshold value Vs for charging, the limitation at the time of charging is performed. The gain Gchg is calculated as follows.
Gchg = | Vmax−V | / | Vmax−Vs | (0 ≦ Gchg ≦ 1)

On the other hand, when the current battery voltage (V) detected by the voltage sensor 52 is between the minimum allowable voltage (Vmim) and the discharge threshold value Vs as shown in FIG. The limiting gain Gdis is calculated as follows.
Gdis = │V-Vmin│ / │Vs-Vmimx│ (0 ≦ Gdis ≦ 1)

  As shown in FIG. 3, the hybrid control unit 47 includes a limit gain setting unit 68 that determines a limit gain based on the limit gain value calculated by the limit correction value calculation unit 67. The limit gain setting unit 68 outputs the value as a limit gain when the limit gain Gchg at the time of charging and the limit gain Gdis at the time of discharging are both in the range of 0 to 1, and always when it is larger than that. 1 is output as the limiting gain. The set limit gain is sent to the command torque calculation unit 69, and the command torque calculation unit 69 multiplies the command torque reference value for the motor generator 12 by the limit gain and outputs the command torque to the inverter 42.

  In FIG. 3, the reference command torque calculation unit 61 to the command torque calculation unit 69 are illustrated as functional configurations of the microprocessor and the ROM that configure the hybrid control unit 47.

  When the motor generator 12 charges the high voltage battery 40, the motor generator 12 is driven with a predetermined torque. When power is transmitted to the drive wheels, the high voltage battery 40 is discharged to supply power to the motor generator. Therefore, since the driving torque and the supplied power have a certain correspondence relationship, the instruction torque calculated by the instruction torque calculation unit 69 includes the case of charging and the case of discharging.

  FIG. 5 is a time chart showing an experimental method for obtaining map data of the charging threshold value and the discharging threshold value. The high voltage battery 40 is charged with a pulse current of 0.5 [C], 1 [C], 2 [C], 5 [C], 10 [C] under a specific temperature (T) and remaining capacity (SOC). And discharging are repeated for 10 seconds, and the voltage at the 5th and the voltage at the 10th are measured for each. However, [C] is a relative value when the current [A] that can be discharged for 1 hour of the battery is 1. For example, since 1 [C] of a lithium ion battery is 4.3 [A], 2 [C] is 8.6 [A] and 10 [C] is 43 [A].

  FIG. 5 shows the change in battery voltage when charged for 10 seconds, and the voltage change rate at these times is obtained from the voltage difference between the voltage at 5 seconds and the voltage at 10 seconds. The rate of change is shown as a characteristic line connecting the voltage at 5 seconds and the voltage at 10 seconds in FIG. 5, and by calculating the voltage at point A corresponding to the extension line of this characteristic line at the start of charging, The voltage is set as a charging threshold value Vs. The i-T threshold map 64 having the battery current i and the cell temperature T as variables can be obtained by changing the temperature condition and repeating the above-described experiment. Similarly, the i-T threshold map 64 at the time of discharging can be obtained from the rate of change of the battery voltage when discharged for 10 seconds, but in FIG. 5, the change of the voltage at the time of discharging is omitted. Further, the SOC-i threshold map 65 can be obtained in the same manner for charging and discharging, respectively. The charging mode and discharging mode for charging or discharging the pulse current having the above-described value are not limited to the above-described patterns, and various charging / discharging pattern modes can be employed.

  In FIG. 5, when the hybrid vehicle is controlled by multiplying the reference torque (electric power) reference value to the generator motor by the limiting gain, the change in the charging current Ic after the limitation and the change in the voltage Vc at that time are two. It is shown with a dotted line. By controlling in this way, it is possible to gradually control the command torque (electric power) so as not to reach the maximum allowable voltage Vmax and the minimum allowable voltage Vmin of the battery during traveling of the vehicle. Thus, charging can be performed so as not to exceed the maximum allowable voltage Vmax, and the motor generator 12 can be driven by discharging so as not to exceed the minimum allowable voltage Vmin.

  FIG. 6 is a flowchart showing a routine for calculating an instruction torque to the motor generator 12, and FIG. 7 is a flowchart showing a routine for setting a limit gain.

  In step S1 of FIG. 6, information such as the remaining battery capacity SOC, accelerator depression amount, motor generator speed and gear ratio is detected, and in step S2, the command torque for engine 11 and the command torque for motor generator 12 are detected. Set the reference value. In step S3, the reference value of the instruction torque to the motor generator 12 is multiplied by the limit gain to obtain the motor instruction torque.

  This limit gain is set by a limit gain setting routine shown in FIG. First, in step S11, a threshold reference value Vsa is read from the i-T threshold map 64 shown in FIG. 3 based on the battery temperature, that is, the cell temperature T and battery current I signals. In step S12, a threshold correction value Vsb is read from the SOC-i threshold map 65 shown in FIG. 3 based on the battery current I and remaining capacity SOC signals, and the threshold value Vs is calculated by correcting the reference value Vsa with the correction value Vsb. Thereby, when charging, the threshold value Vs for charging shown in FIG. 4A is calculated, and when discharging, the threshold value Vs for discharging shown in FIG. 4B is calculated.

Then, the limiter gain Gchg during charging is calculated when the charging in step S13, limit gain Gdis during discharge is calculated when discharging. In step S14, it is determined whether or not the limit gain Gchg is greater than 1 at the time of charging, and it is determined whether or not the limit gain Gdis is greater than 1 at the time of discharging. The limit gain value thus set is set as the limit gain in step S15. When each limit gain is larger than 1, the limit gain is set to 1 in step S16. The limit gain set in this way is multiplied by the command torque reference value in step S3 described above, and the value obtained by multiplication is output to the inverter 42 as the motor command torque.

  As described above, in the control device described above, when the high voltage battery 40 as the power storage device is charged by the motor generator 12, the motor is within a predetermined time when the voltage of the high voltage battery 40 approaches the set maximum allowable voltage Vmax. Since the command torque reference value for the generator 12 is multiplied by the limit correction value, charging is controlled so as to gradually approach the maximum allowable voltage Vmax. Similarly, when the high-voltage battery 40 is discharged and the driving force of the motor generator 12 is transmitted to the driving wheels, the motor generator 12 is applied to the motor generator 12 within a predetermined time when the voltage of the high-voltage battery 40 approaches the set minimum allowable voltage Vmin. Since the command torque reference value is multiplied by the limit correction, the discharge is controlled so as to gradually approach the minimum allowable voltage Vmin. This prevents the high voltage battery 40 from exceeding the maximum allowable voltage or exceeding the minimum allowable voltage during traveling, and prevents the high voltage battery 40 from being overcharged or overdischarged. The performance degradation of the high voltage battery 40 can be suppressed and the durability can be improved. Moreover, since charging and stopping of charging are not repeated frequently, and discharging and stopping of discharging are not repeated frequently, the driving feeling for the driver can be enhanced.

  The command torque is calculated by multiplying the command torque reference value by the limit correction value when the voltage of the high-voltage battery at the time of charging is higher than the charging threshold lower than the maximum allowable voltage. When discharging, when the voltage of the high-voltage battery at that time becomes lower than the threshold value for discharging higher than the minimum allowable voltage, when the threshold value is exceeded at each time of charging and discharging The command torque can be corrected.

  Since the threshold value is changed based on at least one of the temperature, current, voltage, remaining capacity SOC, etc. of the high-voltage battery 40 corresponding to the vehicle state and the battery state, the optimum according to the battery state and the vehicle state Thresholds can be set.

  The threshold for charging is set based on the rate of change of voltage when the actual battery voltage approaches the maximum allowable voltage by charging the high voltage battery 40 in a predetermined charging mode set in advance. Similarly, the threshold value for discharging also supplies the electric power of the high voltage battery 40 to the motor generator 12 in a predetermined discharge mode that is set in advance and rotationally drives it so that the actual battery voltage approaches the minimum allowable voltage. It is set based on the voltage change rate at the time.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the illustrated hybrid vehicle is a parallel hybrid vehicle, but is not limited to this, and the control device of the present invention can be applied to a series or series / parallel hybrid vehicle.

It is a skeleton figure which shows the power unit mounted in a hybrid vehicle. 1 is a block diagram showing a control device for a hybrid vehicle according to an embodiment of the present invention. It is a block diagram which shows the function structure of a hybrid control unit. (A) is a schematic diagram illustrating a calculation method of a limiting gain during charging, and (B) is a schematic diagram illustrating a calculation method of a limiting gain during discharging. It is a time chart which shows the experimental method for calculating | requiring the map data of the threshold value for charge and the threshold value for discharge. It is a flowchart which shows the calculation routine of the instruction torque to a motor generator. It is a flowchart which shows the setting routine of a limiting gain.

Explanation of symbols

11 Engine 12 Motor generator 40 High voltage battery (power storage device)
42 Inverter 46 Battery control unit 47 Hybrid control unit 48 Engine control unit 49 Transmission control unit 61 Reference command torque calculation unit 62 Maximum allowable value setting unit 63 Minimum allowable value setting unit 64 i-T threshold value setting unit 65 SOC-i threshold value setting Unit 66 threshold calculation unit 67 limit correction value calculation unit 68 limit gain setting unit 69 command torque calculation unit

Claims (5)

A control device for a hybrid vehicle, comprising: an electricity storage device; and a motor generator that transmits driving force to the vehicle and generates power to charge the electricity storage device,
Voltage detection means for detecting the voltage of the electricity storage device;
An allowable voltage setting means for setting a maximum allowable voltage and a minimum allowable voltage of the usable voltage of the power storage device;
A charging threshold lower than the maximum allowable voltage and a discharging threshold higher than the minimum allowable voltage are determined from the state of the electric storage device, and the voltage of the electric storage device is between the maximum allowable voltage and the charging threshold. Motor instruction torque control means for multiplying a limit correction value to an instruction torque reference value to the motor generator when there is between the minimum allowable voltage and the discharge threshold,
The threshold value for discharging and the threshold value for charging are set based on a rate of change of an actual voltage when approaching the maximum allowable voltage or the minimum allowable voltage by charging / discharging in a predetermined charging / discharging mode set in advance. A control apparatus for a hybrid vehicle characterized by the above.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein the limit correction value is a value that decreases as a difference between the maximum allowable voltage or the minimum allowable voltage and the current voltage detected by the voltage detecting unit decreases. A hybrid vehicle control device.   The hybrid vehicle control device according to claim 1, wherein the discharging threshold and the charging threshold are variably set according to at least one of a current value, a temperature, and a remaining capacity of the power storage device. Control device for hybrid vehicle.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein the discharge threshold and the charging threshold are set according to a reference value set according to a current and a temperature of the power storage device, a remaining capacity and a current of the power storage device. A control apparatus for a hybrid vehicle, which calculates based on a correction value set by   3. The control apparatus for a hybrid vehicle according to claim 2, wherein the limit correction value is a difference between the maximum allowable voltage or the minimum allowable voltage and a current voltage detected by the voltage detection. A hybrid vehicle control device characterized by a difference from a threshold or a value divided by a difference between the minimum allowable voltage and the discharge threshold.

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