JP2007269249A - Traveling power switching control method for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a novel traveling power switching control method for a vehicle, which prioritizes EV traveling without a navigation device or the like and increase in the cost of the vehicle while minimizing deterioration of fuel economy and waste of fuel. <P>SOLUTION: The method comprises controlling the vehicle to EV traveling for traveling only by use of a motor 3 until the residual capacity of a battery 4 is reduced to a first set quantity of less than half the capacity, controlling the vehicle to HV traveling for traveling by use of both an engine 2 and the motor 3 until the residual capacity of the battery 4 is reduced from the first set quantity to a second set quantity smaller than it, and controlling the vehicle to ENG traveling when the residual capacity of the battery 4 is lower than the second set quantity. As the traveling distance is extended, the EV traveling, the HV traveling and the ENG traveling are successively switched. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  In the present invention, an engine and a motor are mounted as a power source of a travel drive system, and an electric vehicle traveling (hereinafter referred to as “EV traveling”) traveling only by the motor and a hybrid traveling (hereinafter referred to as “EV traveling”) using both the engine and the motor are performed. , "HV traveling") and a traveling power switching control method for a vehicle capable of engine traveling (hereinafter referred to as "ENG traveling") that travels only by the engine.

  In the present invention, the remaining capacity of the battery (remaining battery capacity) is the remaining capacity in the usable capacity range of the battery, and does not necessarily mean an absolute remaining capacity.

  Conventionally, it is known that a vehicle running on an engine has poor fuel efficiency because warming including a drive system is not finished and friction is large until the vehicle runs several kilometers after starting.

  In order to improve the fuel consumption and the like, a vehicle is proposed that is equipped with an engine and a motor as a power source for a travel drive system and is capable of EV travel, HV travel, and ENG travel.

With regard to such vehicle driving power switching control, for example, a traveling driving battery that can be charged by a commercial power source is provided, and the forward path EV travels to a point where the remaining capacity (SOC: State Of Charge) disappears, The point is recorded on the map data, and electric power is generated by the engine until the battery reaches a predetermined capacity, and HV traveling is performed. On the return route, first, HV traveling is performed, and power is generated so as to be fully charged at the recorded point, and EV traveling is controlled from the recorded point to the departure point, and control that gives priority to EV traveling within a certain area is proposed. (For example, see Patent Document 1).
Japanese Unexamined Patent Publication No. 2003-32803 (abstract, paragraphs [0005], [0018], FIG. 1, etc.)

  In the case of the conventional control, ENG traveling or EV traveling for the purpose of positively generating electric power for the recovery charge of the battery for traveling driving is indispensable. Yes, especially when traveling over a distance that will arrive at the destination during power generation, the fuel efficiency is remarkably bad, and if the battery can be fed from commercial power after arrival, it is assumed that power is generated using wasteful fuel. Therefore, there is a problem that leads to waste of fuel.

  In addition, since a point is recorded on the map data, a so-called navigation device or the like is required, which causes a problem of increasing the cost of the vehicle.

  In addition, since the battery capacity is used up once in the forward EV travel, if the battery is not recovered and charged by the time EV travel is possible even if it is close to the destination such as home on the return path after returning home, etc. There is also a problem that the vehicle cannot travel quietly due to EV traveling.

  The present invention provides a novel vehicle driving power switching control method that prioritizes EV driving so that fuel consumption is extremely low and fuel waste is extremely small, and a navigation device or the like is not required, leading to an increase in vehicle cost. For the purpose. It is another object of the present invention to make it possible to reliably switch to EV traveling when necessary even after switching to ENG traveling as the remaining capacity of the battery decreases.

  In order to achieve the above-described object, a vehicle driving power switching control method according to the present invention is equipped with an engine and a motor as a power source of a driving system, and is capable of EV driving, HV driving, and ENG driving. In the traveling power switching control method, the EV traveling is controlled until the remaining capacity of the battery for traveling driving decreases to a first set amount that is half or less, and the remaining capacity of the battery is changed from the first set amount. Control is performed to the HV travel until the second set amount is smaller than the first set amount, and control is performed to the ENG travel when the remaining capacity of the battery is equal to or less than the second set amount. (Claim 1).

  Further, the driving power switching control method for a vehicle according to the present invention is characterized in that the battery being controlled for the HV traveling is charged only by regenerative charging by surplus torque (claim 2).

  Next, in the vehicle driving power switching control method according to the present invention, the second set amount is a capacity capable of traveling for a predetermined distance, and switching from the ENG traveling to the EV traveling is performed by an instruction operation during the ENG traveling. It is characterized (claim 3).

  In the vehicle driving power switching control method according to the present invention, the remaining capacity of the battery is set to a set amount capable of traveling the predetermined distance by selecting a predetermined mode in which the capacity that can travel a predetermined distance in the EV traveling is left in the battery. It is also characterized in that it is fixed to the ENG travel when it drops and is switched from the ENG travel to the EV travel by an operation instruction during the ENG travel.

  First, according to the invention of claim 1, as the remaining capacity of the battery for driving is decreased to the first set amount and the second set amount, the EV drive, the HV drive, and the ENG drive are switched in order. This is a control that gives priority to driving, and does not perform ENG driving or HV driving for the purpose of positively generating power for the recovery and charging of the battery, so there is very little deterioration in fuel consumption and waste of fuel, and navigation. A device or the like is unnecessary, and the cost of the vehicle is not increased.

  Then, EV travel, HV travel, and ENG travel are switched in order as the travel distance becomes longer, and the fuel consumption gradually decreases in that order. When the battery is used up, the travel immediately starts with poor fuel consumption for power generation. Since there is no switching, the control is particularly excellent in fuel consumption when the travel distance is relatively short.

  According to the invention of claim 2, since the battery is regeneratively charged with surplus torque generated by a braking operation or the like during HV traveling, the engine during HV traveling for the purpose of positively generating power for charging the battery. The output can be increased, the surplus torque can be used effectively, and the battery can be charged and recovered without deteriorating fuel consumption.

  Further, according to the invention of claim 3, when the EV running is switched to the HV running with a decrease in the remaining capacity of the battery, the remaining capacity of the battery is reduced to a capacity capable of running for a predetermined distance by the HV running. It automatically switches to ENG driving.

  When the driver (occupant) performs an instruction operation during the ENG traveling, it is possible to switch from the ENG traveling to the EV traveling whenever desired and to travel a predetermined distance by the EV traveling.

  According to the invention of claim 4, after the predetermined mode is selected, the battery is switched from HV driving or the like to ENG driving while remaining in an amount capable of driving for a predetermined distance, and then fixed to ENG driving. When the driver performs an instruction operation during ENG traveling, the vehicle can be switched to EV traveling again. In this case, when the driver selects the predetermined mode at the start of traveling or the like and displays an intention in advance, the remaining capacity of the battery When necessary, even after switching to ENG traveling with a decrease in the travel time, it is possible to switch to EV traveling reliably by operating the driver. For example, when reaching the destination in a state fixed to ENG traveling, You can switch to EV mode and arrive quietly.

  Next, in order to describe the present invention in more detail, the embodiment will be described in detail with reference to FIGS.

(First embodiment)
First, a first embodiment corresponding to claims 1 and 2 will be described with reference to FIGS.

  FIG. 1 shows a schematic configuration of the vehicle, FIG. 2 is a flowchart for explaining its operation, and FIG. 3 is an explanatory diagram for switching between the remaining battery level and driving power.

  The vehicle 1 in FIG. 1 is a so-called hybrid vehicle capable of EV traveling, HV traveling, and ENG traveling. Like a well-known hybrid vehicle, the motor 1 includes a motor generator such as an engine 2 and an IPM motor as a power source for a traveling drive system. 3 and a battery 4 for driving driving (for high voltage power) that feeds power to the motor 3 is provided.

  In addition, the vehicle 1 actually includes a low-voltage 12 V battery that supplies power to various electrical components in the vehicle in addition to the battery 4.

  The engine 2 is controlled by the engine control unit 5 of the vehicle 1. A transmission mechanism 8 is attached to the output shaft 2 a via a torque converter 6 and a clutch plate 7, and the output of the engine 2 is output to the output shaft. 2a is transmitted to the left and right front wheels 10a and 10b via the torque converter 6, the clutch plate 7, the speed change mechanism 8 and the differential mechanism (differential gear) 9. In the figure, 10c and 10d are the left and right rear wheels of the vehicle 1, and the speed change mechanism 8 is switched by the control of the transmission control unit 12 based on the operation of the shift lever 11.

  On the other hand, the motor 3 is driven and controlled by the motor control unit 13 of the vehicle 1, and the motor shaft 3 a outputs the output of the engine 2 to the front wheels 10 a and 10 b via the differential mechanism 9 by the motor operation of EV traveling and HV traveling. It is transmitted as rotational force in the same direction.

  Further, when the motor 3 is in a state of being directly connected to the output shaft 2a of the engine 2 through the differential mechanism 9 or the like during HV traveling, the motor 3 operates as a generator by the surplus output of the engine 2 and charges the battery 4 by the generated power output. It is possible.

  However, in this embodiment, in order to prevent deterioration of fuel consumption as much as possible, the output of the engine 2 is not increased more than necessary, and the motor 3 is not actively controlled by the surplus output of the engine 2 as a generator. Charges the battery 4 by operating as a generator only by surplus torque generated by braking or the like when the engine 2 is disconnected during HV traveling.

  Next, the battery 4 will be described. In order to allow the battery 4 to be easily and economically charged at ordinary households by using the midnight power of the commercial power source, the vehicle 1 is a light-weight small vehicle such as a light vehicle. Therefore, the battery 4 is formed with a small capacity and a light weight. Since the battery 4 has a small capacity and a small size, the entire EV traveling mechanism of the vehicle 1 is also compact.

  Then, when the power plug 16 at the end of the power cord 15 drawn out from the charger 14 is inserted into a commercial power outlet, the battery 4 is charged by the battery control unit 17 of the vehicle 1 and the charger 14 based on the commercial power source is charged. Automatically charged by the output of.

  Further, while the vehicle 1 is traveling, the battery 4 is charged only by the generator output of the motor 3 by the surplus torque. By doing so, it is possible to charge the battery 4 during traveling by effectively using the surplus torque without wasting fuel.

  Next, the control system of the vehicle 1 will be described. The vehicle 1 is provided with a vehicle control unit 18 for overall control for controlling the individual control units 5, 12, 13, 17 described above. Like the control units 5, 12, 13, and 17, the control ECU includes a microcomputer or the like, and executes various travel control software processes such as preset travel power switching control.

  Next, the traveling power switching control of this embodiment will be described.

  This control includes information such as driver mode selection by the instruction means 19 provided in the vicinity of the driver of the vehicle 1, information on the remaining capacity and voltage of the battery 4 obtained via the battery control unit 17, and the accelerator of the vehicle 1. Based on detection information of various sensors such as the sensor 20 and the brake sensor 21, the control is basically switched to one of EV traveling, HV traveling, and ENG traveling. The instruction means 19 is composed of a switch, for example.

  The EV traveling is a well-known electric vehicle traveling using only the motor 3 as traveling power. The engine 2 is disconnected and stopped, only the output of the motor 3 is transmitted to the front wheels 10a and 10b, and the vehicle 1 is traveled only by the motor 3. To do.

  The HV traveling is a hybrid traveling in which the engine 2 and the motor 3 are used together as traveling power, and the output of the engine 2 and the output of the motor 3 are selectively transmitted to the front wheels 10a and 10b according to the remaining capacity of the battery 3, etc. The vehicle 1 travels using the engine 2 and the motor 3 together.

  Furthermore, the ENG travel is an original engine travel using only the engine 2 as travel power, and the output of the engine 2 is transmitted to the front wheels 10a and 10b so that the vehicle 1 travels only by the engine 2.

  Since the EV driving, the HV driving, and the ENG driving are switched with priority given to the EV driving in consideration of the remaining capacity of the battery 4, the vehicle control unit 18 performs the switching control of steps S1 to S8 in FIG. By repeatedly executing with a minute cycle based on the clock, the remaining capacity of the battery 4 is controlled to EV travel until the remaining capacity of the battery 4 decreases to a first set amount E1 that is less than half, and the remaining capacity of the battery 4 is set to the first set amount E1. From this time, it is controlled to HV traveling until it decreases to a second set amount E2 smaller than that, and is controlled to ENG traveling when the remaining capacity of the battery 4 is equal to or less than the second set amount E2.

  Here, the first set amount E1 and the second set amount E2 are appropriate values less than half of the remaining capacity of the battery 4 (hereinafter referred to as “battery remaining amount”) set based on experiments or the like. However, in the following description, the first set amount E1 is the actual remaining battery capacity 40 (%) corresponding to half or more of the usable capacity range of the battery, and the second set amount E2 is the battery. The remaining amount is 30 (%).

  Note that the first set amount E1 may be appropriately determined according to the distance (ratio) that the EV travel is desired. For example, in a light vehicle, the first set amount E1 is determined to be a remaining battery level that allows EV travel of the distance that the user uses on a daily basis. To do.

  The second set amount E2 is a capacity determined by battery characteristics, as will be described below. Here, the remaining battery capacity is defined as an amount that uses up the available battery amount, or an amount that adds a small margin. 30 (%).

  That is, this type of battery has a region where it cannot be used due to poor electromotive voltage characteristics. When the remaining amount decreases and the electromotive voltage decreases, the motor 3 cannot be driven stably. Therefore, the second set amount E2 is determined by the battery characteristics.

  On the other hand, in this embodiment, the driver operates the instruction means 19 to instruct the vehicle control unit 18 whether or not to select the EV mode for controlling the EV traveling, and sets whether or not to perform the EV traveling. be able to.

  Then, the driving power switching control by the vehicle control unit 18 will be specifically described with reference to FIG. 2. First, it is determined whether or not the EV mode is selected (step S1).

  At this time, if the EV mode is selected, the process proceeds from step S1 to step S2, and in steps S2 and S3, the battery remaining amount of the battery 4 is 40 (%) of the first set amount E1, and the second setting. It is determined whether or not each of the amounts E2 is larger than 30 (%).

  If the remaining battery level of the battery 4 is greater than 40 (%) of the first set amount E1 and EV travel is possible, the process proceeds from step S2 to step S4, and whether or not the vehicle 1 is in an EV driving condition not established condition. Is determined.

  The EV operation condition is not satisfied when the motor 3 has failed, under a low-temperature environment, when the air conditioner is operating, or when the driver is climbing a steep hill with high output. This is a state corresponding to one of the states in which the torque requested by is high.

  Then, on the condition that the EV operation condition is not satisfied, the process proceeds from step S4 to step S5, and the EV running by only the motor 3 is controlled.

  If the remaining amount of the battery 4 is reduced to 40% or less of the first set amount E1 and larger than 30% of the second set amount E21 by this EV running, the mode is switched to HV running. Then, the process proceeds from step S3 to step S6, and it is determined whether or not the vehicle 1 is in a state where the HV driving condition is not satisfied.

  The state in which the HV operation condition is not satisfied is a state in which the motor output cannot be obtained, such as a state in which the motor 3 has failed or a state in a low temperature environment.

  Then, on the condition that the HV operation condition is not satisfied, the process proceeds from step S6 to step S7, and is switched to HV traveling using the engine 2 and the motor 3 together.

  When the remaining battery level of the battery 4 is greater than 40% of the first set amount E1, but the EV operation condition is not satisfied, the process proceeds from step S4 to step S6. At this time, the HV operation condition is not satisfied. If not, the process proceeds from step S6 to step S7 to control the HV traveling.

  Next, when the remaining battery level of the battery 4 is reduced to 30% or less of the second set amount E2 by HV traveling, the process proceeds from step S3 to step S8 to switch to ENG traveling by the engine 2 alone.

  When the HV operation condition is not satisfied, the process proceeds from step S6 to step S8 and is controlled to ENG travel.

  By the way, when the EV mode is not selected, the process proceeds from step S1 to step S3, and while the battery remaining amount of the battery 4 is larger than 30 (%) of the second set amount E2, the vehicle is controlled to HV traveling by step S7. When the remaining battery level of the battery 4 becomes 30% or less of the second set amount E2, the operation is switched to ENG travel in step S8.

  The relationship between the above driving power switching control and the remaining battery level of the battery 4 is as shown in FIG. 3, for example, and the remaining battery level 100 (%) to 40 (%) is preferentially controlled for EV driving. When the remaining battery level is 40 (%) to 30 (%), the mode is switched to HV traveling, and when the remaining battery level is 30 (%) or less, the mode is switched to ENG traveling.

  By doing in this way, the vehicle 1 switches in order to EV driving | running | working, HV driving | running | working, and ENG driving | running | working in order as a mileage becomes long, and a fuel consumption falls gradually in that order.

  The battery 4 is charged only by surplus torque except for being charged by a commercial power source. Even if the remaining battery level is reduced until EV running becomes impossible, the ENG has a poor fuel efficiency for power generation. Since there is no switching to traveling, and ENG traveling and HV traveling are not performed for the purpose of positively generating power for recovery charging of the battery 4, there is very little deterioration in fuel consumption and waste of fuel, and traveling distance When is relatively short, the fuel consumption control is particularly excellent.

  In addition, a navigation device or the like is unnecessary, and the cost of the vehicle 1 is not increased.

  And even if priority is given to EV travel, the fuel efficiency is not deteriorated, and particularly when the travel distance (movement distance) is short, the engine 2 is used only for EV travel, so that control excellent in fuel efficiency can be provided.

  In addition, since the battery 4 has a small-capacity and small-sized configuration that can be easily charged by a commercial power source even in an ordinary house or the like, it is suitable when the vehicle 1 is a small vehicle such as a light vehicle.

  When the vehicle 1 often performs relatively short distance travel, such as shopping in the neighborhood or picking up a child, such short distance travel is covered only by EV travel, and the battery 4 is used when the vehicle 1 is out. By switching to EV traveling, HV traveling, and ENG traveling in order according to the shortage of the remaining battery level, extremely economical vehicle driving can be performed.

(Second Embodiment)
Next, a second embodiment corresponding to claim 4 will be described with reference to FIG. 1, FIG. 4, and FIG.

  FIG. 4 is a flowchart for explaining the operation, and FIG. 5 is an explanatory diagram for switching between the remaining battery level and the driving power.

  In this embodiment, the vehicle 1 shown in FIG. 1 also has a function that allows the vehicle 1 to be switched to EV driving by a driver's operation when necessary even after switching to ENG driving as the remaining capacity of the battery 4 decreases. .

  In this switching control, for example, about several hundred meters to a destination such as a home is set as a predetermined distance, and when the remaining capacity of the battery 4 is reduced to the set amount capable of driving the predetermined distance, the ENG driving is fixed. This is control for switching from ENG traveling to EV traveling when the driver operates the instruction means 19 to instruct EV traveling.

  Specifically, the spare EV set by the instructing means 19 is set as a predetermined mode in which the capacity capable of traveling the predetermined distance is left in the battery 4 and fixed to ENG traveling by selecting the EV mode (selecting to perform EV traveling). An EV mode capable of traveling is provided. As other modes set by the instructing means 19, there are an EV mode in which the EV 4 is selected and the capacity capable of traveling for the predetermined distance is not left in the battery 4, and the EV mode in which the preliminary EV cannot be traveled, and the EV mode non-selected mode.

  Then, when the driver operates the instruction means 19 to select the EV mode in which the preliminary EV traveling is possible, the vehicle control unit 18 sets the HV on the condition that the remaining amount of the battery 4 is sufficient for EV traveling. The battery remaining amount setting amounts A and B as threshold values for switching between traveling and ENG traveling are larger than the setting amounts E1 and E2 of the first embodiment, for example, A = remaining battery amount 45 (%), After initial setting to B = remaining battery capacity 40 (%), the software process of the driving power switching control in steps Q1 to Q12 shown in FIG. 4 is repeatedly executed in a minute cycle as in the process of FIG. The set amount B = 40 (%) is the set amount capable of traveling for a predetermined distance according to claim 4.

  A case will be described in which an EV mode capable of preliminary EV travel is selected by executing this software process. First, it is determined whether or not the EV mode is selected (step Q1). When the EV mode is selected, a flag of a later-described backup EV mode indicating that the vehicle can be driven in the standby EV by shifting from step Q1 to step Q2. Determine whether it is set.

  By the way, in the initial selection of the EV mode in which the preliminary EV driving is possible, since the flag of the preliminary EV mode is not set, the process proceeds from step Q2 for determining the setting of the flag to step Q3. It is determined whether or not the remaining battery level is larger than the set amount A = 45 (%) and the set amount B = 40 (%).

  Then, while the battery remaining amount is larger than 45 (%) of the set amount A, on the condition that the EV operation condition is not satisfied, the process proceeds from step Q3 to step Q6 via step Q5 to control EV running. If the battery remaining amount of the battery 4 decreases to 45% or less of the set amount A and greater than 40 (%) of the set amount B by traveling, it is determined that the HV operation condition is not satisfied. The process proceeds to step Q8 via step Q7 to control HV traveling.

  Furthermore, when the remaining battery level of the battery 4 decreases below 40% of the set amount B due to this HV traveling, the process proceeds to step Q10 through confirmation of switching from the step Q4 to the EV mode capable of the preliminary EV traveling in the step Q9. Then, the vehicle control unit 18 sets the flag for the preliminary EV mode, executes the ENG mode control for releasing the EV mode and fixing the ENG travel, and switches to the ENG travel at step Q11. Note that the flag for the standby EV mode is automatically set when the remaining battery level falls below 40 (%), and is automatically reset when the remaining battery level is recovered by charging. This flag is set in steps Q2 and Q9. Judge whether it has been.

  Then, when the ENG mode is entered, the predetermined distance can be traveled by EV traveling until the driver repeats the transition from step Q1 to step Q11 via steps Q4 and Q9 and the driver operates the instruction means 19 to instruct EV traveling. The remaining capacity is left in the battery 4 and fixed to ENG traveling.

  Next, when the ENG driving reaches a destination such as a home, the driver operates the instruction means 19 to instruct EV driving. By this instruction, the process proceeds from step Q1 to step Q12 via step Q2, The set amounts A and B are reduced from 45 (%) and 40 (%) to, for example, 35 (%) and 30 (%), respectively, and steps Q3 and Q5 are performed until the remaining battery level of the battery 4 is reduced to 35 (%). Then, the process proceeds to step Q6 to switch from ENG traveling to EV traveling and travel the predetermined distance by EV traveling.

  If the remaining battery level of the battery 4 becomes smaller than 35 (%) during this travel, the process proceeds from step Q4 to step Q8 via step Q7, switching to HV travel, and the remaining battery level of the battery 4 is 30 (%). After that, the process shifts from step Q9 to step Q11 and switches to ENG traveling.

  On the other hand, if the EV mode is not selected when the driver operates the instruction means 19, the process proceeds from step Q1 to step Q4 in an initial setting state of A = 45 (%) and B = 40 (%), and the battery The HV running is continued until the remaining amount is reduced to 40 (%), and when the remaining battery amount is reduced to 40 (%) or less, the standby EV mode is set in step Q10 to fix the ENG running. When the EV mode incapable of preliminary EV travel is selected, the initial setting state of A = 45 (%) and B = 40 (%) is maintained in FIG. 4, but at this time, A = 35 ( %) And B = 30 (%).

  Then, the relationship between the driving power switching control and the remaining battery level of the battery 4 when the EV mode capable of preliminary EV driving is selected is as shown in FIG. 45 (%) is preferentially controlled to EV travel, battery remaining 45 (%) to 40 (%) is switched to HV travel, and when battery remaining capacity is 40 (%) or less, it is fixed to ENG travel, When the EV driving is instructed, the EV driving is switched again until the remaining battery level drops to 35 (%).

  Therefore, for example, when the vehicle reaches the destination such as home by ENG traveling up to about several hundred meters, it can be switched to EV traveling by a driver's operation instruction and can arrive quietly.

  Of course, the initial setting amounts of A and B may be appropriately set in consideration of the predetermined distance and the like.

  Further, as a modification of the above embodiment, when the remaining battery level is reduced to A = 45 (%) in EV travel, for example, by setting the EV mode in which preliminary EV travel is possible, the subsequent operation is immediately performed without switching to HV travel. It may be fixed to ENG traveling and wait for an EV traveling instruction from the driver. Further, it may be possible to switch to EV traveling not only during ENG traveling but also by an operation instruction of a driver during HV traveling.

(Third embodiment)
Next, a third embodiment corresponding to claim 3 will be described mainly with reference to FIGS.

  In this embodiment, a predetermined mode such as the EV mode in which preliminary EV traveling is possible in the second embodiment is not set.

  The vehicle control unit 18 then sets A = 45 (%) and B = 40 (%) of the set amounts A and B on the condition that the remaining amount of the battery 4 is a sufficient amount for EV travel. Instead of the initial setting, for example, a battery remaining amount 40 (%) is initially set as a threshold value for switching from EV traveling to ENG traveling. Here, in this embodiment, it is assumed that B = 40 (%) is a distance that can travel a predetermined distance.

  Then, the EV mode is selected until the remaining battery level is reduced to 40 (%) by the selection of the EV mode, and when the remaining battery level is reduced to 40 (%), the ENG mode is subsequently started.

  Then, when the driver operates the instruction means 19 to instruct EV traveling during the ENG traveling, the EV mode is restored, and the set amount is obtained by processing from step Q2 to step Q12 to steps Q3 to Q11 in FIG. For example, A and B are set to 35 (%) and 30 (%), respectively, to switch to EV traveling.

  After that, EV driving is performed until the remaining battery level drops to 35 (%), and HV driving is performed between 35 (%) and 30 (%), and the remaining battery level is 30 (%). It becomes ENG driving.

  Therefore, in the case of this embodiment, the driver (occupant) performs an instruction operation during ENG traveling, and the ENG can be performed whenever desired, even if the driver does not select the EV mode in which preliminary EV traveling is possible and display the intention. It is possible to switch from traveling to EV traveling and to achieve a predetermined traveling distance by EV traveling.

  By the way, the same switching as in each of the above embodiments is performed in EV traveling and HV traveling. For example, when the driving force of the engine 2 is necessary, for example, when operating an air conditioner, switching to ENG traveling is performed by the occupant's intention. It is also possible to fix.

  The present invention is not limited to the above-described embodiments, and various modifications other than those described above can be made without departing from the spirit thereof. For example, the switching control procedure of both embodiments is possible. Of course, the present invention may be different from those in FIGS. 2 and 4, and the present invention can be applied to switching of traveling power of various vehicles.

1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. It is a flowchart of operation | movement description of the 1st Embodiment of this invention. It is explanatory drawing of switching of the battery remaining amount and driving power of the 1st Embodiment of this invention. It is a flowchart of operation | movement description of the 2nd Embodiment of this invention. It is explanatory drawing of switching of the battery residual amount and driving power of the 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Motor 4 Battery 18 Vehicle control part 19 Instruction means

Claims (4)

An electric vehicle traveling (hereinafter referred to as “EV traveling”), which is equipped with an engine and a motor as a power source of a traveling drive system and traveling only by the motor, and a hybrid traveling (hereinafter, referred to as “EV traveling”) using the engine and the motor together. In a driving power switching control method for a vehicle capable of engine driving (hereinafter referred to as “ENG traveling”) that travels only by the engine (hereinafter referred to as “HV traveling”),
The EV drive is controlled until the remaining capacity of the battery for driving is reduced to the first set amount that is less than half,
Until the remaining capacity of the battery is reduced from the first set amount to a second set amount smaller than the first set amount, control to the HV running,
A vehicle driving power switching control method, comprising: controlling the ENG traveling when the remaining capacity of the battery is equal to or less than the second set amount. The vehicle driving power switching control method according to claim 1,
The vehicle driving power switching control method, wherein charging of the battery being controlled for the HV driving is performed only by regenerative charging with surplus torque. The vehicle driving power switching control method according to claim 1 or 2,
The second set amount is a capacity capable of traveling a predetermined distance,
A vehicle driving power switching control method, wherein the ENG driving is switched to the EV driving by an instruction operation during the ENG driving. The vehicle driving power switching control method according to claim 1 or 2,
By selecting a predetermined mode that leaves a capacity that can travel a predetermined distance in the EV traveling in the battery,
When the remaining capacity of the battery drops to the set amount capable of traveling the predetermined distance, the ENG traveling is fixed,
A vehicle driving power switching control method, wherein the ENG driving is switched to the EV driving by an instruction operation during the ENG driving.

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