Control device for hybrid vehicle

Abstract

To provide a control device for a hybrid vehicle that can suppress electric discharge from a battery when the battery has an SOC equal to or lower than a threshold and an electric motor that functions as a power generator generates electric power of the maximum electric energy.SOLUTION: When a battery has an SOC equal to or lower than a threshold and a first electric motor generates electric power of the maximum electric energy and generates a deviation amount Wdf, at least part of the deviation amount Wdf is subtracted from at least one of the available electric energy and auxiliary power.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] In the hybrid vehicle of Patent Document 1 below, power balance control is performed so that the sum of the input / output power of the electric motor that operates mainly as a generator and the input / output power of the electric motor that operates mainly as an electric motor for generating vehicle driving force is between the battery's available output power Wout and available input power Win.

[0003] In the hybrid vehicle of Patent Document 2 below, when the battery is in an input / output restricted state in which power input / output is restricted, a motor torque command is calculated so that the difference between the power generated by the generator that generates power to supply to the motor that can drive the drive wheels and the power consumed by the motor falls within the power input / output limit of the battery. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-247097 [Patent Document 2] Japanese Patent Application Laid-Open No. 2010-184514 Summary of the Invention [Problem to be solved by the invention]

[0005] The inventions of Patent Documents 1 and 2 described above have room for improvement in terms of suppressing battery discharge when the battery SOC is below a threshold and the electric motor functioning as a generator is generating the maximum amount of electric power.

[0006] In consideration of the above, the present invention aims to provide a control device for a hybrid vehicle that can suppress battery discharge when the battery's SOC is below a threshold and an electric motor functioning as a generator is generating the maximum amount of power. [Means for solving the problem]

[0007] The hybrid vehicle control device of claim 1 is a control device provided in a series-type hybrid vehicle having an engine, a first electric motor for generating electricity rotated by the engine, a battery capable of storing the electricity generated by the first electric motor, and a second electric motor for generating driving force to rotate drive wheels by using the electric power of the battery and the electric power generated by the first electric motor, and is capable of controlling the first electric motor so as to generate a target amount of electric power which is the sum of the amount of electric power required of the second electric motor, a first estimated value which is an estimated value of auxiliary electric power, and a second estimated value which is an estimated value of power losses of the first electric motor and the second electric motor when the SOC is equal to or lower than the threshold and the actual amount of electric power is lower than a first total value which is the sum of the first estimated value and the second estimated value. a first electric motor control unit that can control the first electric motor to generate a corrected target amount of power, which is the amount of power obtained by adding a deviation amount, which is the value obtained by subtracting the first total value from the second total value, to the target amount of power when a second total value, which is the sum of the auxiliary power and the power loss, is large; and a second electric motor control unit that can supply to the second electric motor an amount of usable power, which is the value obtained by subtracting the first total value from the target amount of power, when the SOC is equal to or lower than the threshold value and the first electric motor is not generating the maximum amount of power that it can generate, and when the SOC is equal to or lower than the threshold value, the first electric motor is generating the maximum amount of power and the deviation amount has occurred, and the second electric motor control unit subtracts at least a portion of the deviation amount from at least one of the usable amount of power and the auxiliary power.

[0008] In the hybrid vehicle control device of claim 1, when the battery SOC is below a threshold, the second electric motor is supplied with an available amount of power, which is the target amount of power minus the first total value. Furthermore, when the SOC is below the threshold, the first electric motor is generating the maximum amount of power, and a deviation occurs, at least a portion of the deviation is subtracted from at least one of the available amount of power and the auxiliary power. Thus, in the hybrid vehicle control device of claim 1, when the battery SOC is below the threshold and the first electric motor functioning as a generator is generating the maximum amount of power, the supply of battery power to at least one of the second electric motor and the auxiliary is suppressed. Therefore, the hybrid vehicle control device of claim 1 can suppress battery discharge when the battery SOC is below the threshold and the first electric motor is generating the maximum amount of power.

[0009] The hybrid vehicle control device of claim 2 is the same as claim 1, and subtracts a corrected deviation amount, which is a value obtained by multiplying the deviation amount by a coefficient that increases as the SOC decreases within a range below the threshold, from at least one of the auxiliary power and the usable power amount.

[0010] According to the hybrid vehicle control device of claim 2, when the SOC of the battery is equal to or lower than the threshold value and the first electric motor is generating the maximum amount of electric power, a decrease in the output of the second electric motor can be suppressed.

[0011] The control device for a hybrid vehicle according to claim 3 is in claim 1 or claim 2 and includes a power correction unit that subtracts at least a portion of the deviation from the auxiliary power, prioritizing the available power amount, when a predetermined specific condition is met.

[0012] The hybrid vehicle control device according to claim 3 can suppress a decrease in the output of the second electric motor when the SOC of the battery is equal to or lower than the threshold value and the first electric motor is generating the maximum amount of electric power. [Effects of the Invention]

[0013] As described above, the hybrid vehicle control device according to the present invention has the excellent effect of being able to suppress battery discharge when the battery SOC is below a threshold and the electric motor functioning as a generator is generating the maximum amount of power. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a schematic plan view of a hybrid vehicle equipped with a hybrid vehicle control device according to an embodiment; [Figure 2] FIG. 2 is a control block diagram of an ECU of a vehicle. [Figure 3] FIG. 2 is a functional block diagram of the ECU. [Figure 4] 10A and 10B are diagrams showing two graphs illustrating the relationship between the SOC of a battery and the discharge allowable power. [Figure 5] 10 is a diagram for explaining the relationship between the amount of power required of the second electric motor when the SOC of the battery is equal to or lower than a threshold, the first total value, and the target amount of power generated by the first electric motor. FIG. [Figure 6] 10 is a diagram for explaining a target amount of power generated by the first electric motor when the SOC is equal to or less than a threshold value and the second total value is greater than the first total value. FIG. [Figure 7] 10 is a diagram for explaining a method of calculating the available power of the second electric motor when the SOC is equal to or lower than a threshold value. FIG. [Figure 8] FIG. 10 is a diagram for explaining the relationship between the target amount of power generated by the first electric motor and the amount of power available for use in an emergency by the second electric motor when the SOC is below a threshold, the first electric motor is generating the maximum amount of power, and there is a deviation. [Figure 9] 10 is a flowchart showing processing executed by a CPU. DETAILED DESCRIPTION OF THE INVENTION

[0015] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a control device for a hybrid vehicle (hereinafter referred to as a control device) according to the present invention will be described below with reference to the accompanying drawings.

[0016] 1, a vehicle 10 equipped with the control device is a vehicle equipped with a series-type hybrid system. The vehicle 10 includes an engine 11, a first electric motor 12, a second electric motor 13, a battery 14, and a PCU (Power Control Unit) 15.

[0017] The engine 11 is, for example, a gasoline engine or a diesel engine.

[0018] The first electric motor 12 is, for example, a permanent magnet synchronous motor, and functions as a generator. The rotating shaft of the first electric motor 12 is mechanically connected to the crankshaft of the engine 11 via a gear (not shown). The maximum amount of electric power that the first electric motor 12 can generate per unit time is a predetermined maximum amount of electric power Wmax. For example, when an accelerator pedal (not shown) provided on the vehicle 10 is depressed to accelerate the vehicle 10, the first electric motor 12 generates electric power of the maximum amount of electric power Wmax.

[0019] The second electric motor 13 is, for example, a permanent magnet synchronous motor that is larger than the first electric motor 12. A rotating shaft of the second electric motor 13 is connected to the drive system of the vehicle 10. Power of the second electric motor 13 is transmitted to the left and right front wheels (drive wheels) 17 via this drive system. In other words, the second electric motor 13 is a motor for driving the vehicle 10.

[0020] The battery 14 is a lithium ion secondary battery and is capable of outputting DC power of, for example, about 200 to 350 V (volts).

[0021] The PCU 15 is a unit for controlling the first electric motor 12 and the second electric motor 13, and includes, for example, an inverter that converts DC voltage into AC voltage and vice versa, a converter that transforms DC power input and output to the battery 14, and a CPU, which will be described later.

[0022] When starting the engine 11, AC power is supplied from the PCU 15 to the first electric motor 12, which rotates the engine 11. When the rotation speed of the crankshaft of the engine 11 reaches the rotation speed required for starting, the spark plug of the engine 11 is fired, and the engine 11 starts.

[0023] When the engine 11 is operating and the first electric motor 12 performs a power generation operation, the first electric motor 12 generates AC power. The AC power generated by the first electric motor 12 is input to the PCU 15 and converted to DC power by an inverter connected to the first electric motor 12. When the second electric motor 13 is rotating, for example, DC power output from an inverter connected to the first electric motor 12 is converted to AC power by an inverter connected to the second electric motor 13, and the AC power is supplied from the inverter to the second electric motor 13. When power supply to the second electric motor 13 is not required, the DC power output from the first electric motor 12 is supplied to the battery 14 via the PCU 15, thereby charging the battery 14.

[0024] 2, the PCU 15 includes a CPU (Central Processing Unit) 15A, a ROM (Read Only Memory) 15B, a RAM (Random Access Memory) 15C, a storage 15D, a communication I / F 15E, and an input / output I / F 15F. The CPU 15A, the ROM 15B, the RAM 15C, the storage 15D, the communication I / F 15E, and the input / output I / F 15F are connected to each other via an internal bus 15Z so as to be able to communicate with each other.

[0025] The CPU 15A is a central processing unit that executes various programs and controls each part. The CPU 15A reads programs from the ROM 15B or the storage 15D and executes the programs using the RAM 15C as a work area. The CPU 15A controls each component and performs various arithmetic processing in accordance with the programs recorded in the ROM 15B or the storage 15D.

[0026] The ROM 15B stores various programs and various data. The RAM 15C temporarily stores programs or data as a working area. The storage 15D is configured by a storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive) and stores various programs and various data.

[0027] The communication I / F 15E is an interface for connecting via an external bus (not shown) to an ECU (not shown) other than the PCU 15. The interface uses a communication standard such as the CAN protocol.

[0028] The input / output I / F 15F is an interface for communicating with various devices, such as the engine 11, the first electric motor 12, the second electric motor 13, the battery 14, an accelerator opening sensor, and various auxiliary devices provided in the vehicle 10. The auxiliary devices include, for example, a headlight, a wiper drive motor, and a steering device motor.

[0029] 3 is a block diagram showing an example of the functional configuration of PCU 15. PCU 15 has, as its functional configuration, a Wout calculation unit 151, a first electric motor control unit 152, a second electric motor control unit 153, an auxiliary control unit 154, and a power correction unit 155. The Wout calculation unit 151, the second electric motor control unit 153, the first electric motor control unit 152, the auxiliary control unit 154, and the power correction unit 155 are realized by the CPU 35A reading and executing programs stored in ROM 35B.

[0030] The Wout calculation unit 151 calculates the discharge allowable power Wout of the battery 14 based on the SOC (State of Charge) of the battery 14. As shown in FIG. 4, the SOC threshold Th is the lower limit value (e.g., 30%) of the SOC of the battery 14 plus a predetermined margin. Furthermore, the discharge allowable power Wout of the battery 14 decreases as the SOC decreases toward the threshold Th, and when the SOC becomes equal to or lower than the threshold Th, the discharge allowable power Wout becomes 0. The Wout calculation unit 151 calculates the magnitude of the discharge allowable power Wout based on the SOC of the battery 14 and the technical concept of the graph in FIG. 4. When Wout > 0, discharge from the battery 14 is allowed, and when Wout = 0, discharge from the battery 14 is prohibited.

[0031] When the discharge allowable power Wout=0, the first electric motor control unit 152 calculates a target amount of power Wtg per unit time of the first electric motor 12, as shown in Fig. 5. The target amount of power Wtg is the sum of the amount of power required per unit time of the second electric motor 13 (described later), a first estimate value ES1 (described later) that is an estimate of the auxiliary power per unit time, and a second estimate value ES2 (described later) that is an estimate of the power loss per unit time of the first electric motor 12 and the second electric motor 13. Furthermore, when the discharge allowable power Wout=0, the first electric motor control unit 152 can control the first electric motor 12 to generate power that is either the target amount of power Wtg or the maximum amount of power Wmax that the first electric motor 12 can generate per unit time, but is smaller than the other. When the target power amount Wtg and the maximum power amount Wmax are the same, the power that is smaller than either the target power amount Wtg or the maximum power amount Wmax is either the target power amount Wtg or the maximum power amount Wmax.

[0032] Furthermore, when the discharge allowable power Wout=0, the first electric motor 12 is not generating the maximum amount of power Wmax, and there is a deviation Wdf (described later), the first electric motor control unit 152 adds the deviation Wdf to the target amount of power Wtg to obtain the corrected target amount of power Wtg-cr, as shown in Fig. 6. Furthermore, at this time, the first electric motor control unit 152 can control the first electric motor 12 to generate the corrected target amount of power Wtg-cr.

[0033] The second electric motor control unit 153 calculates the amount of power required per unit time of the second electric motor 13 based on the detection value of the accelerator opening sensor. Furthermore, when the discharge allowable power Wout is greater than 0, the second electric motor control unit 153 can supply power equivalent to the amount of power required to the second electric motor 13 from at least one of the power of the battery 14 and the power generated by the first electric motor 12.

[0034] Furthermore, when the discharge allowable power Wout=0, the second electric motor control unit 153 calculates the amount of usable power Wuse or the amount of usable power Wuse-cr in an emergency, which is the power per unit time supplied from the first electric motor 12 to the second electric motor 13. The methods for calculating the amount of usable power Wuse and the amount of usable power Wuse-cr in an emergency are different.

[0035] When the first electric motor 12 is not generating the maximum amount of power Wmax, the second electric motor control unit 153 obtains the available amount of power Wuse by subtracting the first estimated value ES1 and the second estimated value ES2 from the target amount of power Wtg, or by subtracting the first estimated value ES1, the second estimated value ES2 and the deviation amount Wdf from the corrected target amount of power Wtg-cr, as shown in FIG. 7.

[0036] When the first electric motor 12 is generating the maximum amount of power Wmax, the second electric motor control unit 153 obtains the amount of available power Wuse by subtracting the first estimate value ES1 and the second estimate value ES2 from either the target amount of power Wtg or the maximum amount of power Wmax, which is smaller than the other, as shown in Fig. 8. Note that the target amount of power Wtg in this case is equal to or less than the target amount of power Wtg (= amount of power required by the second electric motor 13 + first estimate value ES1 + second estimate value ES2) calculated based on Fig. 5. Furthermore, when a deviation Wdf exists, the second electric motor control unit 153 obtains the amount of available power Wuse-cr in an emergency by subtracting the deviation Wdf from the amount of available power Wuse.

[0037] The auxiliary control unit 154 calculates a first estimate ES1 (see FIGS. 5 to 8) which is an estimate of auxiliary power, which is the amount of power per unit time to be supplied to all auxiliary devices. The auxiliary control unit 154 calculates the first estimate ES1 based on, for example, the usage state of each auxiliary device.

[0038] The power correction unit 155 calculates a second estimate value ES2 (see FIGS. 5 to 8) which is an estimate of the power loss per unit time of the first electric motor 12 and the second electric motor 13. Furthermore, the power correction unit 155 can calculate a first total value Am1 which is the sum of the first estimate value ES1 and the second estimate value ES2.

[0039] The power correction unit 155 is capable of calculating a second total value Am2 (see FIGS. 6 and 8) which is the total of the actual auxiliary power per unit time and the power losses per unit time of the first electric motor 12 and the second electric motor 13. Furthermore, when the second total value Am2 is greater than the first estimated value ES1, the power correction unit 155 is capable of calculating a deviation amount Wdf (see FIGS. 6 and 8) which is the difference between the second total value Am2 and the first estimated value ES1. Note that the power correction unit 155 is capable of calculating the second total value Am2 based on the actual amount of change in the SOC of the battery 14.

[0040] In the configuration described above, the PCU 15 is a component of the control device.

[0041] (Action and effect) Next, the operation and effects of this embodiment will be described.

[0042] Next, a description will be given of the processing executed by the CPU 15A of the PCU 15. The CPU 15A repeatedly executes the processing of the flowchart shown in FIG.

[0043] In step S10 (hereinafter, the word "step" will be omitted), the CPU 15A determines whether the amount of electric power required by the second electric motor 13 is greater than zero.

[0044] If the determination in S10 is Yes, the CPU 15A proceeds to S11 and determines whether the SOC of the battery 14 is equal to or lower than the threshold value Th. In other words, the CPU 15A determines whether the discharge allowable power Wout=0.

[0045] If the determination in S11 is Yes, the CPU 15A proceeds to S12 and calculates the target power amount Wtg.

[0046] Next, the CPU 15A proceeds to S13, where it determines whether the first electric motor 12 is generating the maximum amount of electric power Wmax.

[0047] If the determination in S13 is No, the CPU 15A proceeds to S14 to determine whether or not there is a deviation amount Wdf, i.e., whether or not a second total value Am2 greater than the first total value Am1 has occurred.

[0048] If the answer to S14 is Yes, the CPU 15A proceeds to S15, where it adds the deviation Wdf to the target power amount Wtg to obtain a corrected target power amount Wtg-cr.

[0049] If the answer is No in S14 or if the processing of S15 is executed, the CPU 15A proceeds to S16 and calculates the usable power amount Wuse by subtracting the first estimated value ES1 and the second estimated value ES2 (first total value Am1) from the target power amount Wtg, or by subtracting the first estimated value ES1, the second estimated value ES2 and the deviation amount Wdf from the corrected target power amount Wtg-cr.

[0050] On the other hand, if the determination in S13 is Yes, the CPU 15A proceeds to S17 and obtains the usable power amount Wuse by subtracting the first total value Am1 from either the target power amount Wtg or the maximum power amount Wmax, which is smaller than the other.

[0051] When the process of S17 is executed, the CPU 15A proceeds to S18 and determines whether or not there is a deviation amount Wdf.

[0052] If the answer to S18 is Yes, the CPU 15A proceeds to S19, where it calculates the amount of available power in an emergency Wuse-cr by subtracting the deviation Wdf from the amount of available power Wuse.

[0053] When the processing of S16 or S19 is completed, or when the result of S18 is No, the CPU 15A proceeds to S20 and controls the first electric motor 12 to generate the acquired target power amount Wtg, corrected target power amount Wtg-cr, or maximum power amount Wmax.

[0054] When processing of S20 is completed, the CPU 15A proceeds to S21 and controls the second electric motor 13 to output the power of the usable power amount Wuse or the emergency usable power amount Wuse-cr, which is a portion of the power of the target power amount Wtg or the corrected target power amount Wtg-cr generated by the first electric motor 12.

[0055] On the other hand, if the determination in S11 is No, the CPU 15A proceeds to S22 and supplies at least one of the electric power of the battery 14 and the electric power generated by the first electric motor 12 to the second electric motor 13.

[0056] When the determination in S10 is No, or when the processes of S19 and S20 are completed, the CPU 15A temporarily ends the process of this flowchart.

[0057] As described above, in this embodiment, when the SOC of the battery 14 is equal to or lower than the threshold value Th and the first electric motor 12 is not generating the maximum amount of power Wmax, the second electric motor 13 is supplied with the available amount of power Wuse, which is calculated by subtracting the first estimated value ES1 and the second estimated value ES2 from the target amount of power Wtg. Furthermore, when the SOC is equal to or lower than the threshold value Th, the first electric motor 12 is generating the maximum amount of power Wmax, and a deviation Wdf occurs between the first sum Am1 and the second sum Am2, which is greater than the first sum Am1, the amount of available power Wuse-cr in an emergency is calculated by subtracting the deviation Wdf from the available amount of power Wuse. Furthermore, power equivalent to the amount of available power Wuse-cr in an emergency is supplied from the first electric motor 12 to the second electric motor 13. As described above, in this embodiment, when the SOC of the battery 14 is equal to or lower than the threshold value Th and the first electric motor 12, functioning as a generator, is generating the maximum amount of electric power Wmax, the electric power of the battery 14 is not supplied to the second electric motor 13. Therefore, when the SOC of the battery 14 is equal to or lower than the threshold value Th and the first electric motor 12 is generating the maximum amount of electric power Wmax, the battery 14 is prevented from discharging, and therefore, deterioration of the battery 14 is prevented.

[0058] Although the hybrid vehicle control device according to the embodiment has been described above, appropriate design changes are possible without departing from the spirit and scope of the present invention.

[0059] For example, the process of S19 may be a process of subtracting the deviation amount Wdf from the auxiliary power. According to this modification, when the SOC of the battery 14 is equal to or lower than the threshold value Th and the first electric motor 12 is generating the maximum amount of electric power Wmax, it is possible to suppress the discharge of the battery 14 and suppress the decrease in the output of the second electric motor 13.

[0060] The process of S19 may also be a process of subtracting the deviation amount Wdf from the available electric power amount Wuse and the auxiliary electric power.

[0061] The power corrector 155 may subtract a corrected deviation amount, which is a value obtained by multiplying the deviation amount Wdf by a coefficient α that increases as the SOC of the battery 14 decreases within a range equal to or less than the threshold Th, from at least one of the auxiliary power and the usable power Wuse. According to this modification, when the SOC is a large value within a range equal to or less than the threshold Th, a decrease in the output of the second electric motor 13, for example, can be suppressed, making it less likely that the occupants of the vehicle 10 will feel uncomfortable.

[0062] When the power correcting unit 155 determines that a predetermined specific condition is met, the power correcting unit 155 may subtract at least a portion of the deviation Wdf from the auxiliary power, prioritizing the available power Wuse. That is, in this case, for example, if the auxiliary power is significantly greater than the deviation Wdf, the entire deviation Wdf is subtracted from the auxiliary power. Alternatively, for example, β% (β>50) of the deviation Wdf may be subtracted from the auxiliary power, and (100-β)% of the deviation Wdf may be subtracted from the available power Wuse. This specific condition is met when a situation arises in which it is desirable to suppress a decrease in the output of the second electric motor 13. For example, the specific condition is met when the distance between the vehicle 10 and a following vehicle (not shown) located behind the vehicle 10 is equal to or less than a first threshold and the vehicle speed of the following vehicle is higher than the vehicle speed of the vehicle 10 by equal to or more than a second threshold. For example, the specific condition is met when the vehicle 10 is traveling uphill with a gradient greater than a predetermined value. Furthermore, for example, the specific condition is met when the vehicle 10 is traveling in the passing lane of a highway. [Explanation of symbols]

[0063] 10 vehicles (hybrid vehicles) 11 Engine 12 First electric motor 13 Second electric motor 14 Battery 15 PCU (control unit) 152 First electric motor control unit 153 Second electric motor control unit 155 Power correction unit 17 Front wheels (drive wheels) Th threshold Wuse Usable power amount Wuse-cr Emergency usable power amount Wtg Target power amount Wtg-cr Corrected target power amount Wdf deviation amount Wmax Maximum power amount ES1 First estimate ES2 Second estimate Am1 1st total value Am2 Second Total Value

Claims

1. A control device provided in a series-type hybrid vehicle having an engine, a first electric motor for generating electricity that is rotated by the engine, a battery that can store the electricity generated by the first electric motor, and a second electric motor that generates a driving force for rotating drive wheels by utilizing the electric power of the battery and the electric power generated by the first electric motor, a first electric motor control unit that, when the SOC of the battery is equal to or lower than a threshold, can control the first electric motor to generate a target amount of electric power that is a sum of an amount of electric power required by the second electric motor, a first estimate that is an estimate of auxiliary electric power, and a second estimate that is an estimate of power losses of the first electric motor and the second electric motor, and that, when the SOC is equal to or lower than the threshold and a second total value that is the sum of the actual auxiliary electric power and the power losses is greater than a first total value that is the sum of the first estimate and the second estimate, can control the first electric motor to generate a corrected target amount of electric power that is the amount of electric power obtained by adding a deviation that is a value obtained by subtracting the first total value from the second total value to the target amount of electric power; a second electric motor control unit that, when the SOC is equal to or lower than the threshold value and the first electric motor is not generating the maximum amount of electric power that it can generate, supplies the second electric motor with a usable amount of electric power that is a value obtained by subtracting the first total value from the target amount of electric power; Equipped with the second electric motor control unit subtracts at least a portion of the deviation amount from at least one of the usable electric energy and the auxiliary electric energy when the SOC is equal to or lower than the threshold value, the first electric motor generates the maximum amount of electric energy, and the deviation amount occurs.

2. 2. The hybrid vehicle control device according to claim 1, further comprising a power correction unit that subtracts a correction deviation amount, which is a value obtained by multiplying the deviation amount by a coefficient that increases as the SOC decreases within a range below the threshold, from at least one of the auxiliary power and the usable power amount.

3. 3. The hybrid vehicle control device according to claim 1, further comprising a power correction unit that subtracts at least a portion of the deviation from the auxiliary power, prioritizing the available power amount, when a predetermined specific condition is met.

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