JP2000295708A - Hybrid electric automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid electric automobile which can contribute to improvement of charging efficiency of a battery in accordance with power generation requirement from the battery. SOLUTION: In the case of a series parallel running mode, the charging state of a battery is detected. When the charging state of a battery is lower than or equal to a specified value, and power generation requirement (step S110) is present, which a vehicle is in a running state or in a regenerating state is judged (S140) on the basis of a driving force F necessary for vehicle running. In the case of the running state, switching control (step S90) to a parallel running mode is performed. During power running in a middle high speed region and a low load region, motor running is assisted according to necessity of engine running. During regeneration, switching control (step S70) to a series running mode is performed, regenerated power is effectively recovered to a battery by the motor running, in the case of regeneration in the middle high speed region and the low load region.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid electric vehicle having an internal combustion engine and an electric motor as power sources.

[0002]

2. Description of the Related Art Conventionally, a hybrid electric vehicle disclosed in Japanese Patent Application Laid-Open No. 6-225403 has been proposed. In this hybrid electric vehicle,
In the low speed range, the vehicle travels only with the motor, and when there is a power generation request, the vehicle drives the generator with an engine that is separated from the drive shaft.

[0003] In a middle to high speed range, a PHEV which basically runs the engine according to the required driving force of the vehicle when the required driving force is large, and assists with a motor as needed.
When the vehicle is traveling and the required driving force is small, SHE
SPHEV running by switching between V running and PHEV running
I am running.

[0004] In this case, when the charged amount of the battery reaches a certain value, the engine separated from the drive shaft by a clutch or the like drives the generator in a rotation region having good thermal efficiency. Then, the electric power generated by the generator is consumed by the motor, or the remaining power not consumed is charged in the battery.

[0005] As described above, there is the advantage that fuel consumption of the internal combustion engine can be reduced by running with the motor in the rotation region where the thermal efficiency of the engine is poor and generating electricity in the rotation region where the thermal efficiency is good.

[0006]

However, when the battery is charged only with the remaining power not consumed by the motor out of the power generated by the generator, a corresponding time is required until the battery is fully charged. As a result, there is a problem that the amount of power generation increases. As a countermeasure against this, there is a problem that the generator body becomes large and the vehicle weight increases in order to increase the power generation amount in order to shorten the power generation time.

[0007] The present invention has been made in view of the above,
It is an object of the present invention to provide a hybrid electric vehicle that can contribute to improvement in charging efficiency of a battery in response to a power generation request from the battery.

[0008]

According to the first aspect of the present invention,
In order to solve the above problems, a motor that drives one of the front wheel and the rear wheel, an engine that drives the other wheel that is not driven by the motor, a generator that generates power by a driving force of the engine, and a motor A battery that charges and discharges power between the generators, and a battery that charges power from the generator, controls switching to the series running mode by motor running in the low speed range, and is necessary for engine running in the middle and high speed ranges and high load range. And a control means for controlling to switch to the parallel traveling mode for assisting the motor traveling in response to the series traveling mode and for switching between the series traveling mode and the parallel traveling mode in a middle and high speed range and a low load range. In the electric vehicle, at the time of the series-parallel traveling mode, a charge state detection unit that detects a charge state of the battery; When the state of charge of the battery becomes equal to or less than a predetermined value, the vehicle further includes a determination unit configured to determine whether the vehicle state is power running or regenerative based on a required driving force required for traveling of the vehicle. The gist of the present invention is to control the switching to the parallel traveling mode and to perform the switching control to the series traveling mode during regeneration.

According to a second aspect of the present invention, in order to solve the above problem, the control means switches from motor running to engine running in the parallel running mode at the time of power running, and uses the power from the generator as a battery. The gist is to control the battery to be charged.

According to a third aspect of the present invention, in order to solve the above-mentioned problems, the serial running mode during regeneration includes deceleration determining means for determining whether the deceleration of the vehicle is greater than a predetermined value. The gist of the control means is that when the deceleration of the vehicle is smaller than a predetermined value, control is performed so as to charge the battery with electric power from the generator.

According to a fourth aspect of the present invention, in order to solve the above problem, the control means stops charging the battery with the electric power from the generator when the deceleration of the vehicle is larger than a predetermined value. The gist of the control is as follows.

[0012]

According to the first aspect of the present invention, the state of charge of the battery is detected in the series-parallel running mode, and when the state of charge of the battery falls below a predetermined value, the vehicle is stopped. Determines whether the vehicle state is power running or regenerative based on the necessary driving force required for running, switches to parallel running mode during power running, and controls the running of the engine as needed when running in medium to high speed range and low load range. Since the battery is charged with the electric power from the generator by assisting the motor running, it is possible to contribute to the improvement of the charging efficiency of the battery in response to the power generation request from the battery. In addition, by switching control to the series running mode at the time of regeneration, during regeneration in the middle and high speed range and the low load range, the motor is run and the regenerative power is effectively collected by the battery. This can contribute to improvement of charging efficiency.

According to the second aspect of the present invention, in the parallel running mode during power running, control is performed so as to switch from motor running to engine running and to charge the battery with power from the generator. Therefore, the engine runs even during power running in the middle and high speed range and low load range, and the power from the generator is effectively recovered by the battery in response to the power generation request from the battery. This can contribute to improvement of charging efficiency.

According to the third aspect of the present invention, it is determined whether or not the deceleration of the vehicle is greater than a predetermined value in the serial running mode during regeneration in a middle and high speed range and a low load range. Incidentally, when the deceleration of the vehicle is smaller than a predetermined value, in addition to the recovery of the regenerative electric power by the motor running, by controlling the electric power from the generator to charge the battery in response to the power generation request from the battery. This can contribute to the improvement of the charging efficiency of the battery.

According to the fourth aspect of the present invention, when the deceleration of the vehicle is larger than a predetermined value in the serial running mode at the time of regeneration in the middle and high speed range and the low load range, the power from the generator is By performing control to stop charging the battery with electric power, charging with excessive power from the generator can be temporarily stopped, and the battery can be protected.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a system configuration of a hybrid vehicle according to one embodiment of the present invention.

In FIG. 1, an engine 1 is an internal combustion engine that generates power, drives a generator 3, and drives a front wheel tire 11 via a clutch 5, a transmission 7, and a drive shaft 9. The power cable 13 electrically connects the battery 19 to the generator controller 15 and the motor controller 17. The battery 19 is connected to the power controller 13 by the generator controller 15.
, And electrically connected to the motor 21 via the power cable 13 and the motor controller 17. Further, the motor 21 is connected to the reduction gear 23 and the rear wheel tire 2 via the drive shaft 25.
7 is driven.

The engine controller 31 receives an accelerator signal indicating the amount of depression of an accelerator pedal detected by an accelerator sensor 33 and an engine speed signal indicating the number of revolutions of the engine detected by a rotation sensor 35, and receives an electronic signal of the engine. Control the throttle (not shown). Further, the engine controller 31 stores the presence or absence of the connection state of the clutch 5, and connects the clutch 5 in accordance with the connection control of the clutch 5 from the main controller 45.

The generator controller 15 controls the operation of an internal inverter, converts the three-phase AC generated by the generator 3 into DC power and charges the battery 19,
The electric power is supplied to the motor 21 via the motor controller 17. The motor controller 17 controls the operation of an internal inverter, converts DC power supplied from the battery 19 or the generator 3 via the generator controller 15 into three-phase AC, and supplies the three-phase AC to the motor 21.

The battery controller 41 includes a battery 1
9, a current signal, a voltage signal, and a temperature signal from a current sensor, a voltage sensor, and a temperature sensor are input, and an integration operation is performed based on the voltage value and the current value of the battery to determine the state of charge (SOC) of the battery. Then, the obtained state of charge is corrected according to the temperature of the battery to calculate a highly accurate state of charge (SOC). Then, the battery controller 41 outputs a power generation request to the main controller 45 when the state of charge of the battery 19 falls below a predetermined value.

The main controller 45 includes a battery 19
A control signal indicating start of power generation, stop of power generation, etc., is transmitted to the generator controller 15 in accordance with the state of charge of the battery. Further, the main controller 45 determines the vehicle speed signals input from the vehicle speed sensor 47 and the vehicle speed sensor 49, and controls the vehicle to perform SHEV traveling in the low speed region, and controls the PEV in the middle and high speed region.
Control is performed so that HEV traveling is performed, and further, control is performed such that PSHEV traveling is performed when the required driving force is small.

Next, FIG. 2 is a diagram showing the output division of the hybrid vehicle shown in FIG. 1, in which the horizontal axis represents the vehicle speed V and the vertical axis represents the driving force F. In FIG. 2, the SHEV traveling region is a region in which the clutch 5 is disengaged and the engine 1 drives the generator 3 to generate electric power, and the output of the generator 3 is increased. Only run with. The PHEV travel region is a region in which the output of the generator 3 is stopped, the clutch 5 is connected to the transmission 7, and the vehicle travels basically with the output of the engine 1, and the motor 2
Assist with 1.

Further, the SPHEV traveling region is a region where the vehicle travels by switching between SHEV traveling and PHEV traveling when the required driving force is small. By switching the output of the generator 3 according to the vehicle load in this way, it is possible to prevent the battery 19 from being overcharged due to excessive power generation and to prevent energy loss.

Hereinafter, each traveling control in the area pattern shown in FIG. 2 will be described with reference to a flowchart shown in FIG. First, in step S10, the accelerator sensor 3
3 is input to the main controller 45 via the engine controller 31. Next, in step S20, a vehicle speed signal is input from the vehicle speed sensors 47 and 49 to the main controller 45. Further, step S
At 30, the engine speed from the rotation sensor 35 is sent to the main controller 45 via the engine controller 31.
To enter.

In step S40, a required driving force F required for running the vehicle is calculated based on the accelerator opening θ and the vehicle speed V. The main controller 45 includes:
A predetermined required driving force F corresponding to the accelerator opening θ and the vehicle speed V is stored on a two-dimensional map, and the required driving force F is read out according to the input accelerator opening θ and the vehicle speed V. ing.

Then, in steps S50 and S60, it is determined which traveling area the vehicle is in as shown in FIG. That is, in step S50, the current vehicle speed V is set to the reference value Vm.
It is determined whether it is less than ot. The current vehicle speed V is the reference value V
If it is less than mot, it is in the SHEV traveling range, so the process proceeds to step S70, and SHEV traveling control in the general series traveling mode is performed.

On the other hand, if the vehicle speed V is greater than the reference value Vmot, the process proceeds to step S60, where it is determined whether the required driving force F is equal to or less than the reference value Fmot. If the required driving force F is equal to or less than the reference value Fmot, the process proceeds to step S80 because the vehicle is in the SPHEV traveling region, and the SPHEV traveling control in the series parallel traveling mode is performed.

On the other hand, if the required driving force F is larger than the reference value Fmot, the vehicle is in the PHEV traveling range, and the process proceeds to step S90, where PHEV traveling control in the parallel traveling mode is performed.

Next, a description will be given of a method of obtaining the reference value Fmot, which is a criterion used in step S60. (1) Fuel consumption in the case of direct driving of the engine With respect to the required driving force F obtained in the above-described step S40, the engine speed N1 is calculated based on the vehicle speed V, the engine-side total gear ratio γe, and the tire moving radius Rt. On the basis of,

N1 = V · γe / (2π · Rt) [rps] (1)

The torque T1 is calculated based on the required driving force F, the tire moving radius Rt, the engine-side total gear ratio γe, and the gear efficiency Ege.

T1 = F · Rt / (γe · Ege) [N · m] (2)

Further, the power W1 of the engine is determined by the engine speed η1 determined by the engine speed N1 and the torque T1.
Based on (N1, T1),

W 1 = 2π · N 1 · T 1 / {η 1 (N 1, T 1)} = F · V / {Ege · η 1 (N 1, T 1)} [g · s] (3)

(2) Fuel consumption in case of motor (power of generator is consumed via battery) With respect to required driving force F obtained in step S40, engine speed N2 is equal to vehicle speed V , The motor-side total gear ratio γm, and the tire moving radius Rt,

N 2 = V · γm / (2π · Rt) [rps] (4)

The torque T2 at this time is determined by the required driving force F, the tire moving radius Rt, and the motor-side total gear ratio γ.
m, based on the motor-side gear efficiency Egm,

T2 = F · Rt / (γm · Egm) [N · m] (5)

Here, the motor output Pm and the battery output Pbat at this time are obtained.

First, the motor output Pm is determined based on the engine speed N2 and the torque T2.

Pm = 2π · N2 · T2 [W] (6)

The battery output Pbat is expressed as Pbat = Pm / (Emot) [W] (7) based on the motor output Pm and the motor efficiency Emot.

Here, the relationship between the battery output Pbat and the generator output Pgene is represented by the battery discharge efficiency Eb
d, based on the battery charging efficiency Ebc,

Pbat = Ebd · Ebc · Pgene (8)

The generator output Pgene is obtained by calculating the engine speed N2e, the torque T2e, and the generator efficiency Egen during power generation.
e, based on the engine-to-generator gear efficiency Ech,

Pgene = 2π · N2e · T2e · Egene · Ech (9)

Further, the power W2 of the engine is calculated based on the engine fuel consumption rate η2 (N2e, T2e) determined by the engine speed N2e and the torque T2e during power generation.

W2 = 2π · N2 / T2 / {η2 (N2, T2)} = Pgene / {Egene · Ech · η2 (N2, T2)} = Pbat / ｛Egene · Ech · Ebd · Ebc · η2 (N2 , T2)｝ = 2π ・ N2 ・ T2 / ｛Egene ・ Ech ・ Ebd ・ Ebc ・ Emot ・ η2 (N2, T2)｝ = F ・ V / ｛Egene ・ Ech ・ Ebd ・ Ebc ・ Emot ・ Egm ・ η2 (N2 , T2)｝ (10).

(3) Fuel consumption in the case of motor running (power of the generator is consumed without passing through the battery as it is) The power W3 of the engine is calculated by the following equation (10). For Ebc, assuming that Ebd = Ebc = 1,

W3 = F · V / {Egene · Ech · Emot · Egm · η2 (N2 · T2)} (11)

(4) Examination of superiority of engine running and motor running When the generated power is stored in the battery and this power is used later, the charging and discharging efficiency of the battery must be considered. In the case where a lithium battery is used as the battery 19, the charge / discharge efficiency is considered to be good.

Here, when the relationship between the power W1 of the engine during the running of the engine and the power W3 of the engine during the running of the motor satisfies W1> W3, it indicates that the fuel is better in the running of the engine.

Then, by substituting equations (3) and (11) into this relational expression,

W1> W3 F · V / {Ege · η1 (N1 · T1)}> F · V /
｛Egene ・ Ech ・ Emot ・ Egm ・ η2 (N2
・ T2)｝ 1 / ｛Ege ・ η1 (N1 ・ T1)｝> 1 / ｛Egen
e · Ech · Emot · Egm · η2 (N2 · T2)｝ where Ege = Egm = 0.95

1 / {η1 (N1 · T1)}> 1 / {Egene · Ech · Emot · η2 (N2 · T2)} (12)

Here, Egene and Emo are the average efficiencies (simulation values) in the 10-15 mode running.
When the value of t is set to Egene = 0.85 Emot = 0.87 and Ech = 0.95, (12) becomes

13/1 / η1 (N1 · T1)｝> 1.42 / ｛η2 (N2 · T2)｝ (13)

Here, the fuel consumption rate b is calculated based on the engine efficiency η and the calorific value Hu of the gasoline.

B = 63.25 × 10000 / (η · Hu) [g / psh] (14)

Further, when the engine efficiencies η1 and η2 are converted into the engine fuel consumption rates b1 and b2, the following equation (13) is obtained: b1> 1.42 × b2.

Therefore, the fuel consumption rate b1 when the engine is running
Is greater than or equal to 1.42 times the engine fuel consumption rate b2 during power generation, the motor running has a better fuel ratio.

Therefore, the torque T1 on the left side of the equation (2) is set to the reference value Tmot, and the required driving force F on the right side is set to the reference value Fmot.
mot, the reference value Tmot is the tire moving radius R
t, based on the gear efficiency Ege,

Tmot = Fmot · Rt / (γe · Ege) [N · m] (15)

When the reference value Fmot of the torque is obtained from the equation (15), each traveling control in the area pattern shown in FIG. 2 will be described below with reference to the flowchart shown in FIG.

[0050]

Fmot = Tmot · γe · Ege / Rt [N] (16)

FIG. 4 shows a fuel consumption rate map of the engine. From the fuel consumption rate map of the engine shown in FIG. 4, the point where the fuel consumption rate b2 is the best is obtained for each engine speed, and the point 1.42 times as high as the reference value T is determined.
mot. Next, this torque reference value Tmo
Substituting t into equation (16), a reference value Fmot of the required driving force F is obtained for each engine speed.

Based on the above results, as shown in FIG. 4, the switching point between the engine running and the motor running can be represented on the fuel consumption rate map of the engine. As shown in FIG. 4, by switching between the engine running and the motor running,
The fuel consumption of the engine can be reduced.

Next, returning to FIG. 3, when the required driving force F is equal to or smaller than the reference value Fmot, the process proceeds from step S60 to step S80. Hereinafter, with reference to flowcharts shown in FIGS. 5 to 7, detailed control contents in each traveling area will be described. Here, with reference to FIG. 5, a process when the vehicle is in the SPHEV traveling area will be described.

First, in step S110, it is determined whether or not there is a power generation request from the battery controller 41. If there is no power generation request, the process proceeds to step S70,
The control is shifted from the SPHEV running area to the SHEV running area.

On the other hand, if the required driving force F is in the SPHEV traveling area and there is a power generation request, the process proceeds to step S1.
Proceeding to 20, the main controller 45 starts counting at a certain time interval Ti and monitors the fluctuation of the required driving force F.

Here, in step S130, the required driving force after the time interval Ti is defined as Fi, and a variation value = Fi- (Fi-1) is calculated as a variation value of the required driving force.

Then, in step S140, it is determined whether or not the sign of this variation value is Fi- (Fi-1) ≧ 0.

If the sign of the fluctuation value of the required driving force is positive, it is determined that the vehicle is in the PHEV traveling region in which the vehicle is running at a constant speed or accelerated (referred to as vehicle state R). The process proceeds to step S90.

On the other hand, when the sign of the fluctuation value of the required driving force is negative, it is determined that the vehicle is in the SHEV traveling region, which is a power running state in which deceleration traveling or downhill traveling is continued (vehicle state K). Then, the process proceeds to step S70.

Here, referring to FIG.
Processing when the vehicle is in the traveling area will be described. First, when the vehicle is in the PHEV traveling region, it is determined in a step S210 whether or not the clutch 5 is in a connected state.
If the clutch 5 is in the connected state, step S24
Go to 0.

On the other hand, when the clutch 5 is not in the engaged state, the generator 3 is driven as a motor to perform synchronous control for adjusting the engine speed to the axle speed. That is, a corresponding vehicle speed is obtained based on the engine speed from the rotation sensor 35 and the engine-side total gear ratio, and the rotation of the generator 3 is controlled so that both the vehicle speed from the vehicle speed sensor 47 fall within a predetermined range.

In step S230, the clutch 5 is controlled by the engine controller 31 to connect the clutch.

Then, in a step S240, it is determined whether or not there is a power generation request from the battery controller 41. If there is a power generation request, the process proceeds to step S250, where a power generation control command is output to the generator controller 15 to cause the generator controller 15 to perform power generation control.

As described above, in the parallel running mode during power running, the mode is switched from the motor running to the engine running, and the control is performed so that the battery 19 is charged with the electric power from the generator 3. Since the engine runs even during power running in a low load range, and the power from the generator 3 is effectively recovered to the battery 19 in response to the power generation request from the battery 19, the charging efficiency of the battery is improved. Can be contributed to.

Then, in step S260, the motor 2
Mixing control for increasing the driving force of the engine 1 while decreasing the driving force of the engine 1 is performed. That is, the rotation sensor 35
A corresponding vehicle speed is determined based on the engine speed and the total gear ratio on the engine side, and the rotation of the generator 3 is controlled so that both the vehicle speed from the vehicle speed sensor 47 fall within a predetermined range.

Then, in step S270, the engine runs. Further, the driving force necessary to drive the generator 3 is increased. At this time, it is optional whether the output of the generator 3 is determined based on the best fuel efficiency point of the engine 1 or the generator efficiency.

In step S240, the battery 19
Is fully charged, and the power generation request output from the battery controller 41 is canceled, the process proceeds to step S26.
0, the motor 21 is driven while the driving force of the engine 1 is reduced.
Is performed to increase the driving force of the motor. As a result, the shock at the time of disengaging the clutch 5 by driving the generator 3 as a motor can be reduced.

Here, referring to FIG.
Processing when the vehicle is in the traveling area will be described. First, when the vehicle is in the SHEV traveling area, it is determined in a step S310 whether or not the clutch 5 is in the connected state.
If the clutch 5 is in the connected state, step S32
The program proceeds to 0, the clutch 5 is turned off to release the clutch 5, and the engine running is stopped.

Then, in a step S330, it is determined whether or not there is a power generation request from the battery controller 41. If there is a power generation request, the process proceeds to step S340, and it is determined whether the deceleration α is larger than a predetermined value.

That is, the vehicle speed signals from the vehicle speed sensors 47 and 49 are inputted to the main controller 45 and the time interval T
For each vehicle speed Vi for i

[Mathematical formula-see original document] [alpha] = (Vi-Vi-1) / (Ti-Ti-1) is calculated, and it is determined whether it is larger than a predetermined value.

If the deceleration α is smaller than the predetermined value, the flow advances to step S350 to output a power generation control command to the generator controller 15, and
Perform power generation control, and then proceed to step S370. As a result, when the motor is running, the driving force of the engine is given to the generator to generate electric power, and electric power can be supplied to the battery and the motor.

As described above, it is determined whether the deceleration of the vehicle is greater than the predetermined value in the serial running mode during regeneration in the middle and high speed range and the low load range, and the deceleration of the vehicle is determined to be smaller than the predetermined value. When the value is smaller than the value, in addition to the recovery of the regenerative power by the motor running, the driving power of the engine is controlled by charging the battery and the motor with the power from the generator in response to the power generation request from the battery 19. Since it is not used for traveling, power generation can be performed most efficiently, and it is possible to contribute to improvement in charging efficiency of the battery.

On the other hand, when the deceleration α is larger than the predetermined value, the regenerative electric power is too large, so that the power generation is stopped or
Do not do. In step S360, a power generation stop control command is output to the generator controller 15 to cause the generator controller 15 to stop the power generation control.
Go to 0.

As described above, when the deceleration of the vehicle is larger than the predetermined value in the serial running mode during regeneration in the middle and high speed range and the low load range, the battery 19 is charged with the electric power from the generator. By controlling to stop, charging by excessive power from the generator can be temporarily stopped, and the battery can be protected.

Then, in step S370, an output control command is output to the motor controller 17 to shift to the regeneration mode. In step S380, the motor controller 17 controls the output of the motor 21. As a result, power is generated only by the motor 21.

As described above, according to the present embodiment, the state of charge of the battery is detected in the series-parallel running mode, and when the state of charge of the battery falls below a predetermined value, the running state of the vehicle is reduced. It determines whether the vehicle state is power running or regenerative based on the required driving force F, and switches to parallel running mode during power running. When power running in middle and high speed range and low load range, Since the battery is charged with the electric power from the generator by assisting the motor running, it is possible to contribute to the improvement of the charging efficiency of the battery in response to the power generation request from the battery.

Also, by switching control to the series running mode at the time of regeneration, motor regeneration is performed at the time of regeneration in the middle and high speed range and the low load range so that regenerative electric power is effectively recovered to the battery. This can contribute to an improvement in the charging efficiency of the battery.

[Brief description of the drawings]

FIG. 1 is a diagram showing a system configuration of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a diagram showing output sections of a hybrid vehicle.

FIG. 3 is a main flow for shifting to control in each traveling area.

FIG. 4 is a view showing a fuel consumption rate map of an engine.

FIG. 5 is a flowchart showing detailed control contents in a SPHEV traveling area.

FIG. 6 is a flowchart showing detailed control contents in a PHEV traveling area.

FIG. 7 is a flowchart showing detailed control contents in a SHEV traveling area.

[Explanation of symbols]

 Reference Signs List 1 engine 3 generator 5 clutch 5 7 transmission 7 9 drive shaft 11 front wheel tire 13 power cable 15 generator controller 17 motor controller 19 battery 21 motor 23 reduction gear 25 drive shaft 27 rear wheel tire 31 engine controller 33 accelerator sensor 35 rotation Sensor 41 Battery controller 45 Main controller 47 Vehicle speed sensor 49 Vehicle speed sensor

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F02D 29/02 F02D 29/06 D 29/06 B60K 9/00 E (72) Inventor Kazuya Takahashi Kanagawa, Yokohama, Kanagawa Nissan Motor Co., Ltd., Nissan Motor Co., Ltd. (72) Inventor Masahiko Tahara 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Prefecture Nissan Motor Co., Ltd. F-term (reference) 3D039 AA00 AB27 AC01 AD11 3D041 AB01 AC10 AC14 AD00 AD51 AE00 AE02 AE14 3D043 AA00 AB01 EA00 EA02 EA05 EB03 EB07 EB12 EE06 EF09 EF21 3G093 AA04 AA07 AA16 CB02 CB03 CB07 DB00 DB05 DB19 DB20 DB21 EB00 EB02 EB09 EC01 FA11 5H115 PA08 PA11 PC06 PG04 Q03 PV03 Q03 PV02 Q03 SE02 SE04 SE05 SE06 SE09 TB01 TE02 TE05 TI02 TI05 TI06 TI10 TO02 TO05 TO21 TO30 TU16

Claims (4)

[Claims] 1. A motor that drives one of a front wheel and a rear wheel, an engine that drives the other wheel that is not driven by the motor, a generator that generates electric power by a driving force of the engine, and a motor. A battery that charges and discharges power from the generator, and a battery that charges the power from the generator, controls switching to the series running mode by motor running in the low speed range, and as necessary for engine running in the middle and high speed range and high load range. A hybrid electric vehicle comprising: a control unit that controls switching to a parallel traveling mode that assists motor driving, and a control unit that controls to switch between the series traveling mode and the parallel traveling mode to switch between the series traveling mode and the parallel traveling mode in a medium to high speed region and a low load region. In the above-mentioned series-parallel running mode, a charge state detecting means for detecting a charge state of the battery, When the state of charge of the pond becomes equal to or less than a predetermined value, a determination unit is provided for determining whether the vehicle state is powering or regenerating based on a required driving force required for running the vehicle. A hybrid electric vehicle, wherein the hybrid electric vehicle is controlled to be switched to a driving mode and is switched to the series driving mode during regeneration. 2. In the parallel running mode during power running, the control means switches from motor running to engine running and controls the battery to be charged with electric power from a generator. Item 7. The hybrid electric vehicle according to Item 1. 3. A deceleration determining means for determining whether the deceleration of the vehicle is greater than a predetermined value in the serial running mode at the time of regeneration, wherein the control means determines that the deceleration of the vehicle is greater than a predetermined value. The hybrid electric vehicle according to claim 1, wherein when the power is small, control is performed to charge the battery with electric power from the generator. 4. The control device according to claim 3, wherein the control unit controls to stop charging the battery with the electric power from the generator when the deceleration of the vehicle is larger than a predetermined value. Hybrid electric vehicle.